地理学报 ›› 2014, Vol. 69 ›› Issue (10): 1496-1509.doi: 10.11821/dlxb201410009
收稿日期:
2013-12-10
修回日期:
2014-06-21
出版日期:
2014-10-20
发布日期:
2014-10-20
作者简介:
作者简介:王成金 (1975-), 男, 汉, 博士, 副研究员, 硕士生导师, 从事交通地理与区域发展的研究。E-mail:
基金资助:
Chengjin WANG1(), Wei WANG1,2, Jingjuan JIAO1,2, Jiajia CHENG1,2
Received:
2013-12-10
Revised:
2014-06-21
Published:
2014-10-20
Online:
2014-10-20
Supported by:
摘要:
现代交通方式产生之前,传统道路设施及道路运输是主要交通方式,成为各历史时期社会经济联系的主要途径,本文力图探究道路设施网络的长期演化规律。为此,本文以具有国家意义的“国道”为研究对象,以商周以来3500年为时间尺度,设计了道路网发育指标和可达性—最短距离模型;刻画了中国道路网的拓展和演化过程,总结各时期的发展特征、空间格局及模式,揭示演变规律;评价了道路网的结构特征、成熟水平与连通性,分析各时期的可达性格局及演变,识别可达性优势与劣势区域;考察了道路网演变与中国社会—经济系统的关系机制。研究发现,中国道路网遵循了“内陆扩张”模式尤其从内陆向边疆拓展,可达性形成明显的“核心—边缘”中心圈层格局,并同国防建设和国家集权、邮驿系统、贸易运输有紧密关系。
王成金, 王伟, 张梦天, 程佳佳. 中国道路网络的通达性评价与演化机理[J]. 地理学报, 2014, 69(10): 1496-1509.
Chengjin WANG, Wei WANG, Jingjuan JIAO, Jiajia CHENG. Evolution, accessibility of road networks in China and dynamics:From a long perspective[J]. Acta Geographica Sinica, 2014, 69(10): 1496-1509.
表1
中国各时期的道路网络结构发展水平
指标 | 商代 | 西周 | 春秋 | 秦朝 | 西汉 | 东汉 | 魏晋 | 唐代 | 宋代 | 元代 | 明代 | 清代 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|
县城 | 线路数/e | 180 | 140 | 291 | 333 | 548 | 674 | 722 | 831 | 927 | 808 | 754 | 901 |
节点数/v | 175 | 133 | 276 | 321 | 526 | 629 | 666 | 758 | 843 | 738 | 678 | 815 | |
节点比重/% | 7.54 | 5.73 | 11.89 | 13.82 | 22.65 | 27.09 | 28.68 | 32.64 | 36.3 | 31.78 | 29.2 | 35.1 | |
连接率/β | 1.029 | 1.053 | 1.054 | 1.037 | 1.042 | 1.072 | 1.084 | 1.096 | 1.1 | 1.095 | 1.112 | 1.106 | |
环路指数/μ | 6 | 8 | 16 | 13 | 23 | 46 | 57 | 74 | 85 | 71 | 77 | 87 | |
实际成环率/α | 0.017 | 0.031 | 0.029 | 0.02 | 0.022 | 0.037 | 0.043 | 0.049 | 0.051 | 0.048 | 0.057 | 0.054 | |
服务国土/% | 2.31 | 1.68 | 3.74 | 5.37 | 18.47 | 19.79 | 23.31 | 29 | 29.49 | 27.16 | 23.41 | 34.47 | |
地级城市 | 节点数/v | 39 | 28 | 66 | 79 | 127 | 162 | 141 | 185 | 194 | 190 | 160 | 140 |
节点比重/% | 11.68 | 8.38 | 19.76 | 23.65 | 38.02 | 48.5 | 42.22 | 55.39 | 58.08 | 56.89 | 47.9 | 41.92 | |
线路数/e | 75 | 39 | 106 | 100 | 171 | 266 | 256 | 314 | 403 | 300 | 279 | 301 | |
连接率/β | 1.923 | 1.393 | 1.606 | 1.266 | 1.346 | 1.642 | 1.816 | 1.697 | 2.077 | 1.579 | 1.744 | 2.150 | |
实际成环率/α | 0.507 | 0.235 | 0.323 | 0.144 | 0.181 | 0.329 | 0.419 | 0.356 | 0.548 | 0.296 | 0.381 | 0.589 | |
省会城市 | 线路数/e | 9 | 2 | 21 | 39 | 57 | 131 | 115 | 200 | 256 | 187 | 253 | 263 |
节点数/v | 7 | 3 | 8 | 12 | 18 | 22 | 20 | 24 | 26 | 28 | 27 | 26 | |
连接率/β | 1.286 | 0.667 | 2.625 | 3.25 | 3.167 | 5.955 | 5.750 | 8.333 | 9.846 | 6.679 | 9.37 | 10.115 | |
实际成环率/α | 0.333 | 1.273 | 1.474 | 1.29 | 2.821 | 2.743 | 4.116 | 4.915 | 3.137 | 4.633 | 5.064 |
表2
中国各时期的可达性关键指标
指标 | 商朝 | 周朝 | 春秋战国 | 秦朝 | 西汉 | 东汉 | 魏晋朝 | 隋唐 | 宋朝 | 元朝 | 明朝 | 清朝 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|
总旅行距离/万km | 2227 | 979 | 6320 | 13439 | 42618 | 57833 | 63590 | 91601 | 105788 | 86579 | 67555 | 111474 | |
平均旅行距离/万km | 727 | 553 | 830 | 1304 | 1540 | 1462 | 1434 | 1594 | 1489 | 1590 | 1470 | 1678 | |
最大旅行距离/万km | 28.3 | 11.6 | 43.8 | 77.0 | 202.3 | 254.8 | 253.5 | 298.7 | 299.9 | 308.5 | 239.7 | 315.7 | |
最小旅行距离/万km | 7.8 | 5.0 | 16.5 | 26.1 | 50.0 | 56.9 | 61.5 | 78.6 | 83.8 | 78.1 | 66.9 | 90.8 | |
边缘 | 名称 | 五原 | 高密 | 通化 | 高阳 | 疏附 | 阿图什 | 阿图什 | 阿图什 | 和田 | 喀什 | 和田 | 岳普湖 |
区位系数 | 2.223 | 1.574 | 1.914 | 1.839 | 2.497 | 2.772 | 2.655 | 2.472 | 2.39 | 2.63 | 2.406 | 2.308 | |
核心 | 名称 | 偃师 | 洛阳 | 济南 | 洛阳 | 洛阳 | 洛阳 | 洛阳 | 洛阳 | 开封 | 郑州 | 郑州 | 郑州 |
区位系数 | 0.615 | 0.685 | 0.719 | 0.623 | 0.617 | 0.619 | 0.645 | 0.65 | 0.668 | 0.666 | 0.671 | 0.664 | |
ACi <1 | 节点数量 | 107 | 77 | 179 | 194 | 333 | 400 | 410 | 498 | 493 | 466 | 381 | 526 |
节点比重 | 4.61 | 3.32 | 7.71 | 8.35 | 14.34 | 17.23 | 17.66 | 21.45 | 21.23 | 20.07 | 16.41 | 22.65 | |
ACi >1 | 节点数量 | 68 | 56 | 97 | 127 | 193 | 229 | 256 | 260 | 350 | 272 | 297 | 289 |
节点比重 | 2.93 | 2.41 | 4.18 | 5.47 | 8.31 | 9.86 | 11.02 | 11.2 | 15.07 | 11.71 | 12.79 | 12.45 |
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