|
|||||
|
|
| 基于航空和高铁流的中国城市网络格局及演化 | |
| 引用本文： | 杨浩然,王潇萌,张钦然,张凡,王姣娥.基于航空和高铁流的中国城市网络格局及演化[J].地理科学,2022,42(3):436-445. |
| 作者姓名： | 杨浩然 王潇萌 张钦然 张凡 王姣娥 |
| 作者单位： | 1.华东师范大学中国现代城市研究中心，上海 200062 2.华东师范大学中国行政区划研究中心，上海 200241 3.华东师范大学城市与区域科学学院，上海 200241 4.上海师范大学全球城市研究院，上海 200234 5.中国科学院地理科学与资源研究所区域可持续发展分析与模拟重点实验室，北京 100101 6.中国科学院大学资源与环境学院，北京 100049 |
| 基金项目： | 国家自然科学青年基金项目（42001133,41701181）；;上海市浦江人才计划（2019PJC034）；;国家社会科学基金重大项目（20&ZD099）；;中央高校基本科研业务费专项资金资助~~； |
| 摘 要： | 基于2009、2014、2019年的航空、高铁时刻表数据构建出航空子网络、高铁子网络以及航空?高铁叠合网络，利用社会网络分析、主成分分析等方法得到交通综合指数，并用以对3个网络的动态演化特征进行分析。研究表明：① 航空流与高铁流视角下的城市网络形态存在显著的差异。航空运输为远距离、高等级核心城市之间的联系提供了快速通道，航空网络中构成菱形结构支点的核心城市处于动态变化的状态，随着中西部城市的崛起，网络均衡性逐步提升；高铁网络对东部和中部地区主要城市起到串联作用，网络的演化依托高铁干线的延伸，呈现由点状向廊道至带状发展的平面分布。② 网络对比分析发现高铁网络的拓展对航空网络产生挤压效应，逐渐成为1500 km范围内的主导性高速交通运输方式，促使航空运输的优势距离不断扩展；网络叠合分析发现高行政等级城市及经济发达城市占据主导位置，中西部城市崛起，东北城市衰落；整体网络呈现由点?线?面扩张发展的趋势，且胡焕庸线两侧的城市网络格局存在显著差异。叠合网络东部和中部城市联系从以航空为主导转为高铁主导，而西部城市仍以航空联系为主导。 |
| 关 键 词： | 航空 高铁 叠合网络 城市网络 动态演化 网络分析 |
| 收稿时间： | 2021-01-28 |
| 修稿时间： | 2021-03-08 |
Pattern Characteristics and Dynamic Evolution of Urban Network Development in China Based on the Comparison Between High-Speed Rail and Airline Flows |
|
| Yang Haoran,Wang Xiaomeng,Zhang Qinran,Zhang Fan,Wang Jiao’e.Pattern Characteristics and Dynamic Evolution of Urban Network Development in China Based on the Comparison Between High-Speed Rail and Airline Flows[J].Scientia Geographica Sinica,2022,42(3):436-445. | |
| Authors: | Yang Haoran Wang Xiaomeng Zhang Qinran Zhang Fan Wang Jiao’e |
| Abstract: | This paper constructs the airline sub-network, the high-speed rail sub-network and the airline-high-speed rail composite network based on airline and high-speed rail timetable data in 2009, 2014 and 2019. Social network analysis and principal component analysis were used to obtain the comprehensive traffic index and compare the dynamic evolution characteristics of the three networks. The results show: 1) The urban network structures under the two sub-networks are different. Airline networks provide a fast connection to core cities for long-distance travel. The relevant urban network structure presents a diamond structure with four dynamic pivots. With the rise of the central and western cities, urban networks under airline networks tends to be balanced. At the same time, the high-speed rail network connects major cities in the central and eastern regions, along the development of trunk lines of high-speed rail, the urban network structure evolves from point to corridor and finally to belt distribution. 2) According to comparative analysis, it is found that the expansion of high-speed rail network has a squeezing effect on airline networks. High-speed rail has gradually become a dominant transportation mode within 1500 km. Meanwhile, the dominant travel distance of airlines has been expanded. According to the composite network analysis, high-level administrative cities and economically developed cities occupy the dominant position, the importance of cities in the central and western regions is rising, and that of cities in the northeast is declining. The urban network structure under the composite network shows a transition from point to line and finally to area development. The differences between the cities on both sides of the Hu Line as the boundary still exist. The eastern and central cities in the composite network have shifted from being dominated by airline to high-speed rail connections, while the western region is still dominated by airline connections. |
| Keywords: | airline high-speed rail composite network urban network dynamic evolution network analysis |
| 点击此处可从《地理科学》浏览原始摘要信息 | |
| 点击此处可从《地理科学》下载免费的PDF全文 | |