地理学报 ›› 2017, Vol. 72 ›› Issue (12): 2252-2264.doi: 10.11821/dlxb201712010

• 交通物流 • 上一篇    下一篇

京津冀地区陆路交通网络发展过程及可达性演变特征

陈娱1(), 金凤君2(), 陆玉麒1,3, 陈卓2, 杨宇2   

  1. 1. 南京师范大学地理科学学院,南京 210023
    2. 中国科学院地理科学与资源研究所,北京 100101
    3. 江苏省地理信息资源开发与利用协同创新中心,南京 210023
  • 收稿日期:2017-01-13 修回日期:2017-09-06 出版日期:2017-12-25 发布日期:2017-12-26
  • 作者简介:

    作者简介:陈娱(1989-), 博士后, 研究方向为交通地理与区域发展。E-mail: chenyu@lreis.ac.cn

  • 基金资助:
    国家自然科学基金项目(41571159, 41430636, 41590841);中国博士后科学基金项目(2017M611854, 2016M 600356)

Development history and accessibility evolution of land transportation network in Beijing-Tianjin-Hebei region

Yu CHEN1(), Fengjun JIN2(), Yuqi LU1,3, Zhuo CHEN2, Yu YANG2   

  1. 1. School of Geography Science, Nanjing Normal University, Nanjing 210023, China
    2. Institute of Geographic Sciences and Natural Resources Research, CAS, Beijing 100101, China
    3. Jiangsu Center for Collaborative Innovation in Geographical Information Resource Development and Application, Nanjing 210023, China
  • Received:2017-01-13 Revised:2017-09-06 Online:2017-12-25 Published:2017-12-26
  • Supported by:
    National Natural Science Foundation of China, No.41571159, No.41430636, No.41590841;China Postdoctoral Science Foundation, No.2017M611854, No.2016M600356

摘要:

从中国近代交通发展之初到高速交通网络化时代,京津冀地区陆路交通发展一直占据全国领先地位,为探究其长期演化的特征,以百年时间尺度系统梳理了京津冀地区陆路交通网络发展过程,并以13个地市为中心,采用考虑跳跃式交通运输方式的时间距离计算模型探讨了其可达性演变过程。研究表明:① 京津冀地区陆路交通网络发展经历了交通近代化起步时期(1881-1937年)—交通发展停滞时期(1937-1949年)—路网拓展时期(1949-1980年)—主干构筑时期(1980-1995年)—高速交通网络发展时期(1995-至今)五个阶段,以北京为中心的路网结构早在近代交通发展之初就已形成;② 京津冀地区区域可达性空间格局从沿交通廊道拓展向同心圆结构演变,中心城市交通圈层结构逐渐形成连片发展格局;③ 中心城市的交通圈层结构具有明显的等级差异,北京一直具有最高的地位,而张家口的地位自新中国成立后明显下降。京津地区一直是短时交通圈最先形成的区域,而处于区域腹心的冀中地区交通区位优势一直不突出。

关键词: 京津冀, 交通网络, 历史演变, 可达性, 圈层结构

Abstract:

The Beijing-Tianjin-Hebei (BTH) region has been playing a national leading role in land transportation development since the establishment of modern transportation system till the coming era of high-speed transportation network. Aiming at exploring the long-term evolutionary characteristics of land transportation in the BTH region, this paper firstly sorts out its development history from a temporal scale of one century. Taking the 13 prefecture-level cities within the BTH region as research anchor cities, this paper then probes into its accessibility evolution through building a time-distance model, which takes a leaping mode of transportation into account. The results are obtained as follows. (1) The century-long history of land transportation in the BTH region could be divided into five consecutive stages, namely, starting stage of modern transportation (1881-1937), stagnancy stage of transportation development (1937-1949), expansion stage of road network (1949-1980), construction stage of trunk roads (1980-1995), and growth stage of high-speed transportation network (1995 till now). The Beijing-centered structure has been formed since the very beginning. (2) The accessibility spatial pattern of land transportation in the BTH region has evolved from expansion along traffic corridors to formation of concentric circles. The circle structure of 13 anchor cities has gradually developed into a continuous joint space. (3) There are distinct hierarchical differences in transportation circle structure among 13 anchor cities. Beijing has always been at the top of hierarchy while the status of Zhangjiakou has declined sharply since the founding of the People's Republic of China. The Beijing-Tianjin region was firstly formed as a short-time commuting traffic circle. However, the transportation advantage of the central part of Hebei province, which lies at the center of the BTH region, has not been fully realized.

Key words: Beijing-Tianjin-Hebei region, transportation network, historical evolution, accessibility, circle structure