高速铁路通达度与城市驱动力的时空耦合关系研究
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摘要
为了研究高速铁路与区域城市间的作用关系,根据高速铁路通达度与城市驱动力系统耦合作用的原理,以2008-2017年中国7个区域28个城市的高速铁路与经济数据为基础,通过耦合度计算模型分析了7个区域高铁通达度系统与城市驱动力系统的耦合协调关系,运用ArcGIS、GeoDa软件分析了二者的时空演变特征。研究结果显示:1)从时间尺度看,中国7个区域高铁通达度系统与城市驱动力系统的综合指数值逐年增长,但发展不均衡,城市驱动力系统在多因子作用下,综合指数值高于高铁通达度系统的综合指数值;2)从空间上看,中国7个区域的高铁通达度系统与城市驱动力系统的耦合协调等级空间极化现象明显,呈现东高西低的空间分异特征;3)华东地区为城市驱动力系统和高铁通达度系统协调发展的增长极,是高铁发展超前型地区,西北地区为两个系统的耦合协调低值区,华北地区两系统发展不均衡,华中地区为两系统发展同步型地区,西南地区为城市发展先导型地区,东北地区为两系统增长缓慢型地区,华南地区为高铁发展与城市发展协调互补型地区。基于此,提出了促进7个区域高铁通达度系统与城市驱动力系统协调发展的建议。
This paper focuses on the relationship between high-speed railway and urban driving forces of regional cities in China.According to the principle of coupling between accessibility of high-speed railway and urban driving forces,the coupling and coordination relationship between accessibility of high-speed railway system and urban driving force system in 7 regions of China is analyzed by the coupling degree calculation model based on the high-speed railway data and economic data selected from 28 cities in 7 regions of China from 2008 to 2017.By using ArcGIS and GeoDa software,the spatial and temporal evolution characteristics of the coupling coordination degree between the accessibility of high-speed railway system and the urban driving force system are analyzed.The results showed that:1) In terms of time scale,the comprehensive index values of accessibility of high-speed railway system and urban driving force system in 7 regions of China increased by years from 2008 to 2017,and the development of 7 regions in China was not balanced.Because of the multi-factor effect of the urban driving force system,the comprehensive index value of the urban driving force system is obviously higher than that of the accessibility of high-speed railway system.2) On the spatial scale,the coupling coordination levels of accessibility of high-speed railway system and urban driving force system showed evident spatial polarization of high value areas in the eastern China and low value areas in the western China.3) There are evident features in these 7 regions:East China with the advanced type areas of high-speed railway development is the growth pole of coordinated development of urban driving force system and accessibility of high-speed railway system;Northwest China is a low value area of coupling and coordination of the two systems;the development of the two systems in North China is unbalance;the comprehensive index value gap between the two systems in Central China is the smallest,and it is a synchronous area for the two systems;Southwest China is a leading region in the development of urban driving force system;Northeast China is a region with slow growth of the two systems;South China is a region with coordination and complementarity between accessibility of high-speed railway system and urban driving force system.Finally,this paper proposes an application of "polarization-trickle" theory,which can promote the balanced growth of accessibility of high-speed railway system and urban driving force system in 7 regions of China.
This paper focuses on the relationship between high-speed railway and urban driving forces of regional cities in China.According to the principle of coupling between accessibility of high-speed railway and urban driving forces,the coupling and coordination relationship between accessibility of high-speed railway system and urban driving force system in 7 regions of China is analyzed by the coupling degree calculation model based on the high-speed railway data and economic data selected from 28 cities in 7 regions of China from 2008 to 2017.By using ArcGIS and GeoDa software,the spatial and temporal evolution characteristics of the coupling coordination degree between the accessibility of high-speed railway system and the urban driving force system are analyzed.The results showed that:1) In terms of time scale,the comprehensive index values of accessibility of high-speed railway system and urban driving force system in 7 regions of China increased by years from 2008 to 2017,and the development of 7 regions in China was not balanced.Because of the multi-factor effect of the urban driving force system,the comprehensive index value of the urban driving force system is obviously higher than that of the accessibility of high-speed railway system.2) On the spatial scale,the coupling coordination levels of accessibility of high-speed railway system and urban driving force system showed evident spatial polarization of high value areas in the eastern China and low value areas in the western China.3) There are evident features in these 7 regions:East China with the advanced type areas of high-speed railway development is the growth pole of coordinated development of urban driving force system and accessibility of high-speed railway system;Northwest China is a low value area of coupling and coordination of the two systems;the development of the two systems in North China is unbalance;the comprehensive index value gap between the two systems in Central China is the smallest,and it is a synchronous area for the two systems;Southwest China is a leading region in the development of urban driving force system;Northeast China is a region with slow growth of the two systems;South China is a region with coordination and complementarity between accessibility of high-speed railway system and urban driving force system.Finally,this paper proposes an application of "polarization-trickle" theory,which can promote the balanced growth of accessibility of high-speed railway system and urban driving force system in 7 regions of China.
引文
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[7] 刘传明,张义贵,刘杰,等.城市综合交通可达性演变及其与经济发展协调度分析——基于“八五”以来淮安市的实证研究[J].经济地理,2011,31(12):2028-2033.
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[9] 王姣娥,焦敬娟,金凤君.高速铁路对中国城市空间相互作用强度的影响[J].地理学报,2014,69(12):1833-1846.
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[12] 焦敬娟,王姣娥,金凤君,等.高速铁路对城市网络结构的影响研究——基于铁路客运班列分析[J].地理学报,2016,71(2):265-280.
[13] 陆大道.中国区域发展的新因素与新格局[J].地理研究,2003,22(3):261-271.
[14] 金凤君,王姣娥,孙炜,等.铁路客运提速的空间经济效果评价[J].铁道学报,2003,25(6):1-7.
[15] 鲁奇,张超阳,杨春悦,等.1965年来中国对外贸易的地域差异及其格局演变[J].地理学报,2007,62(8):799-808.
[16] 程连生.中国新城在城市网络中的地位分析[J].地理学报,1998,53(6):481-491.
[17] 陈明星,陆大道,张华.中国城市化水平的综合测度及其动力因子分析[J].地理学报,2009,64(4):387-398.
[18] 吴跃明,郎东峰,张子珩,等.环境—经济系统协调度模型及其指标体系[J].中国人口·资源与环境,1996,6(2):47-50.
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[20] 吴玉鸣,张燕.中国区域经济增长与环境的耦合协调发展研究[J].资源科学,2008,30(1):25-30.
[21] 王永明,马耀峰.城市旅游经济与交通发展耦合协调度分析——以西安市为例[J].陕西师范大学学报(自然科学版),2011,39(1):86-90.
[22] 王新越,赵文丽.我国高铁通达性与区域旅游经济耦合关系及空间特征分析[J].中国海洋大学学报(社会科学版),2017,19(1):77-83.
[23] 王伟,孙雷.区域创新系统与产业转型耦合协调度分析——以铜陵市为例[J].地理科学,2016,36(2):204-212.
[24] 刘旭华,王劲峰,孟斌.中国区域经济时空动态不平衡发展分析[J].地理研究,2004,23(4):530-540.
[25] URENA J M,PHILIPPE M,MADDI G,et al.The high-speed rail challenge for big intermediate cities:A national regional and local perspective[J].Urban Planning International,2011,6(6):30-41.
[26] 陆军,宋吉涛,梁宇生,等.基于二维时空地图的中国高铁经济区格局模拟[J].地理学报,2013,68(2):147-158.
[27] 王洋,修春亮.1990-2008年中国区域经济格局时空演变[J].地理科学进展,2011,30(8):1037-1046.
[28] LEVINSON D M.Accessibility impacts of high-speed rail[J].Journal of Transport Geography,2012,22(1):287-291.
[2] COTO M P,INGLADA V,REY B.Effects of network economies in high-speed rail:The Spanish case[J].The Annals of Regional Science,2007,41(4):911-925.
[3] BLUM U,HAYNES K E,KARLSSON C.Introduction to the special issue the regional and urban effects of high-speed trains[J].The Annals of Regional Science,1997,31(1):1-20.
[4] LEO VAN DEN B,POL P.The European high-speed train and urban development:Experiences in fourteen European urban regions (EURICUR series)[J].Journal of Contemporary Religion,1999,10(10):55-70.
[5] 金凤君,王娇娥.20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,59(2):293-302.
[6] 钟少颖,郭叶波.中国高速铁路建设对城市通达性影响分析[J].地域研究与开发,2013,32(2):46-51.
[7] 刘传明,张义贵,刘杰,等.城市综合交通可达性演变及其与经济发展协调度分析——基于“八五”以来淮安市的实证研究[J].经济地理,2011,31(12):2028-2033.
[8] 张学良,聂清凯.高速铁路建设与中国区域经济一体化发展[J].现代城市研究,2010,25(6):7-10.
[9] 王姣娥,焦敬娟,金凤君.高速铁路对中国城市空间相互作用强度的影响[J].地理学报,2014,69(12):1833-1846.
[10] ZHONG Y X,HUANG J,WEN Y Z.Impact of high-speed railway on spatial pattern of Chinese cities′ accessibility[J].Scientia Geographica Sinica,2015,35(4):387-395.
[11] 覃成林,杨晴晴.高速铁路对生产性服务业空间格局变迁的影响[J].经济地理,2017,37(2):90-97.
[12] 焦敬娟,王姣娥,金凤君,等.高速铁路对城市网络结构的影响研究——基于铁路客运班列分析[J].地理学报,2016,71(2):265-280.
[13] 陆大道.中国区域发展的新因素与新格局[J].地理研究,2003,22(3):261-271.
[14] 金凤君,王姣娥,孙炜,等.铁路客运提速的空间经济效果评价[J].铁道学报,2003,25(6):1-7.
[15] 鲁奇,张超阳,杨春悦,等.1965年来中国对外贸易的地域差异及其格局演变[J].地理学报,2007,62(8):799-808.
[16] 程连生.中国新城在城市网络中的地位分析[J].地理学报,1998,53(6):481-491.
[17] 陈明星,陆大道,张华.中国城市化水平的综合测度及其动力因子分析[J].地理学报,2009,64(4):387-398.
[18] 吴跃明,郎东峰,张子珩,等.环境—经济系统协调度模型及其指标体系[J].中国人口·资源与环境,1996,6(2):47-50.
[19] 刘耀彬,李仁东,宋学锋.中国区域城市化与生态环境耦合的关联分析[J].地理学报,2005,60(2):237-247.
[20] 吴玉鸣,张燕.中国区域经济增长与环境的耦合协调发展研究[J].资源科学,2008,30(1):25-30.
[21] 王永明,马耀峰.城市旅游经济与交通发展耦合协调度分析——以西安市为例[J].陕西师范大学学报(自然科学版),2011,39(1):86-90.
[22] 王新越,赵文丽.我国高铁通达性与区域旅游经济耦合关系及空间特征分析[J].中国海洋大学学报(社会科学版),2017,19(1):77-83.
[23] 王伟,孙雷.区域创新系统与产业转型耦合协调度分析——以铜陵市为例[J].地理科学,2016,36(2):204-212.
[24] 刘旭华,王劲峰,孟斌.中国区域经济时空动态不平衡发展分析[J].地理研究,2004,23(4):530-540.
[25] URENA J M,PHILIPPE M,MADDI G,et al.The high-speed rail challenge for big intermediate cities:A national regional and local perspective[J].Urban Planning International,2011,6(6):30-41.
[26] 陆军,宋吉涛,梁宇生,等.基于二维时空地图的中国高铁经济区格局模拟[J].地理学报,2013,68(2):147-158.
[27] 王洋,修春亮.1990-2008年中国区域经济格局时空演变[J].地理科学进展,2011,30(8):1037-1046.
[28] LEVINSON D M.Accessibility impacts of high-speed rail[J].Journal of Transport Geography,2012,22(1):287-291.