地理学报

地理学报 ›› 2016, Vol. 71 ›› Issue (4): 576-590.doi: 10.11821/dlxb201604004

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东亚高速铁路网络的发展演化与地理效应评价

金凤君1, 焦敬娟1,2, 齐元静3   

  1. 1. 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;
    2. 中国科学院大学，北京100049;
    3. 北京林业大学水土保持学院，北京100083
  • 收稿日期:2015-07-21 发布日期:2020-05-22
  • 作者简介:金凤君(1961-), 男, 内蒙古赤峰人, 博士, 研究员, 主要研究方向为区域经济学与经济地理学。E-mail: jinfj@igsnrr.ac.cn
  • 基金资助:
    国家自然科学基金项目(41171107)

Evolution and geographic effects of high-speed rail in East Asia

JIN Fengjun1, JIAO Jingjuan1,2, QI Yuanjing3   

  1. 1. Key Laboratory of Regional Sustainable Development Modeling, Institute ofGeographic Sciences and Natural Resources Research, CAS, Beijing 100101, China;
    2. University of Chinese Academy of Sciences, Beijing 100049, China;
    3. School of Soil andWater Conservation, Beijing Forestry University, Beijing 100083, China
  • Received:2015-07-21 Online:2020-05-22
  • Supported by:
    National Natural Science Foundation of China, No.41171107]

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摘要： 经济全球化和区域一体化进程的不断推进，促使东亚在世界经济中的地位不断提升。高速铁路作为促进经济一体化和区域发展的重要手段和基础，其快速发展势必会对东亚地区的区域发展、空间结构、人口流动和一体化产生重大影响。在分析东亚高速铁路网络发展历程及服务水平的基础上，评价与对比了高速铁路建设对城市交通圈和可达性的影响，及一体化高速铁路潜在的空间效应，以期为东亚一体化高速铁路构建提供指导。结果表明：东亚高速铁路网络扩张整体上呈现出“核心—核心”到网络化的发展历程；高速铁路网络在中国东中部、日本和韩国等地区具有较高的人口和产业服务水平，但国土面积覆盖率相对较低；高速铁路的建设促使核心城市交通圈格局不断扩展与强化，可实现当日往返城市对数量明显增加，主要分布在中国长三角、珠三角，日本东京和韩国首尔周边；中国大陆、日本和韩国的加权平均旅行时间分别呈现出以郑州、东京和首尔为中心的“核心—边缘”结构，且圈层结构逐渐向高速铁路沿线延伸；高速铁路的建设促使城市人口服务水平和可达性的空间格局均呈现出明显的“廊道效应”。

关键词: 东亚地区, 高速铁路, 发展演化, 地理效应

Abstract: East Asia plays an increasingly important role in the world economy in a line with the development of economic integration and accelerated globalization. As one of the influencing factors of economic integration and regional development, HSR will largely influence the regional development, regional structure, commuting, and regional integration. In this paper, we take the high-speed rail in East Asia as a case to explore the evolution of HSR and its impacts on transport circle and accessibility of cities. Results indicate that the evolution of HSR in East Asia firstly follows the "core cities - core cities" mode and then forms a whole network spatially; HSR network has higher service market in population and GDP than in landuse, and the service markets of HSR network in 2012 are mainly located in the eastern and central regions of China, Japan and South Korea, and those of planned HSR network expand to western China and Japan, south part of South Korea; the 1-h transport circle of core cities in East Asia presents a continuous trend along trunk HSR lines, and the 2-h transport circle has formed continuous egions in the Yangtze River Delta, Pearl River Delta, Tokyo, Seoul or along trunk HSR lines, while the court of weighted shortest travel time of cities in China's mainland,Japan and South Korea presents the "core- peripheral structure", taking Zhengzhou in Henan province, Tokyo and Seoul as the core cities; as the development of HSR, the cities located along the trunk HSR lines have a large increase in accessibility, which shows the "corridor effects".

Key words: East Asia, high-speed rail, evolution, geographic effects