长江经济带城市高铁枢纽接驳—集疏运绩效空间分异及机理

doi:10.11821/dlxb202108013

摘要/Abstract

摘要：

作为长江经济带综合立体交通走廊建设的关键环节,交通枢纽是推动长江经济带发展的基础保障。高铁枢纽承载着“时空压缩最后一公里”效应,是构筑高效便捷的现代化综合交通体系的关键。首先诠释了高铁枢纽“时空压缩最后一公里”效应原理,其次构建高铁枢纽接驳—集疏运绩效指标体系,进而对长江经济带37个城市高铁枢纽的接驳—集疏运绩效进行测度,并分析绩效空间分异特征,最后揭示高铁枢纽接驳—集疏运绩效的影响机理。结果显示：① 长江经济带高铁枢纽接驳—集疏运绩效等级分异呈“橄榄型”结构,即优质绩效和一般绩效的高铁站数量较少,良好绩效和中等绩效的高铁站数量较多;② 地带分异呈“东高西低、北高南低”格局,而城市群分异则呈“核心高、边缘低”格局,且9个评价指标值空间差异明显;③ GDP、城镇化率、城市等级、车站客流量和发送班车次数是影响高铁枢纽接驳—集疏运绩效的关键驱动因子;同时,优质、良好、中等和一般等不同等级绩效的关键驱动因子存在显著差异。

关键词: 高铁枢纽, 接驳—集疏运绩效评价, 空间分异, 机理, 长江经济带

Abstract:

A transportation hub is the key link in the construction of the comprehensive three-dimensional transportation corridor of the Yangtze River Economic Belt (YREB), and it is the basic factor responsible for the promotion of this belt. A high-speed railway hub has the effect of "last kilometer of time-space compression" and is the key to building an efficient, convenient, modern, and comprehensive transportation system. Based on the principle of this effect, this study constructed a model for measuring the connection-distribution performance of the high-speed railway hub, determined the connection-distribution performance of the urban high-speed railway hub in the YREB, and analyzed its spatial differentiation characteristics, and further revealed the influencing mechanism of the connection-distribution performance of the high-speed railway hub. The main results are as follows: (1) the connection-distribution performance of the high-speed railway hub in the YREB presented an "olive type" grade structure with two small ends and a large middle section, that is, there are fewer high-speed railway stations with high performance and average performance, and there are more high-speed railway stations with good performance and medium performance. (2) The connection-distribution performance of the high-speed railway hub in this economic belt showed a regional differentiation pattern of "high in the east and low in the west" and "high in the north and low in the south", and showed an urban agglomeration differentiation pattern of "high in the core area and low in the marginal area". Moreover, spatial differences were prominent in the distribution of nine evaluation indexes of the connection-distribution performance of the high-speed railway hub. (3) GDP, urbanization rate, city level, station passenger flow and frequency of shuttle bus were key driving factors affecting the connection-distribution performance of the high-speed railway hub. At the same time, there were significant differences in the key driving factors for the connection-distribution performance grades of high-quality, good, medium and average levels.

Key words: high-speed railway hub, performance evaluation of the connection-distribution, spatial differentiation, mechanism, Yangtze River Economic Belt

汪德根, 徐银凤, 赵美风. 长江经济带城市高铁枢纽接驳—集疏运绩效空间分异及机理[J]. 地理学报, 2021, 76(8): 1997-2015.

WANG Degen, XU Yinfeng, ZHAO Meifeng. Spatial differentiation and influence mechanism of the connection-distribution performance of urban high-speed railway hub in the Yangtze River Economic Belt[J]. Acta Geographica Sinica, 2021, 76(8): 1997-2015.

图/表 12

图1

图2

表1

城市高铁枢纽接驳—集疏运绩效测度指标体系

目标层	系统层	指标层	方向	权重	指标获取与计算
城市高铁接驳绩效	通达度 (λ₁)	整合度(X₁)	+	0.0466	$I i = m lo g 2 m + 2 3 - 1 + 1 m - 1 D ̅ - 1$ 式中：I_i为整合度;m为城市系统中单元空间的个数; $D ̅$ 为平均深度值^[31]。空间句法的整合度值反映了高铁站点与城市所有其他空间单元的集聚程度。整合度值越大,表明高铁站点与城市所有其他空间单元相距较近,彼此间很少有障碍物影响它们间联系,即交通越便捷、可达性越好。机动车出行旅行时间/机动车自由流(畅通)旅行时间。
	通达度 (λ₁)	拥堵指数(X₂)	-	0.0211
	衔接度 (λ₂)	公共交通线数量/条(X₃)	+	0.0338	$A = ∑ (a i × y')$ 式中：a_i为第i种交通接驳方式的交通数量; $y'$ 代表权重。
		接驳交通类型/种 (X₄)	+	0.0381	长途汽车、轨道交通(地铁和轻轨)、公交车、出租车、社会车辆和非机动车等6种类型。
		公共交通运营时长(h)(X₅)	+	0.0169	主要取公共交通(轨道交通和公交)的每天运营的时间长短,实地调研获取数据
		发车时间间隔(min)(X₆)	-	0.0042	$F = ∑ ∑ f ij n × z'$ 式中：f_ij为j种交通类型的第i条线路的发车时间间隔(i = 1, 2, …, n); $z'$ 代表权重。
		载客量/人(X₇)	+	0.0677	$C = ∑ c ij × a i × z'$ 式中：c_ij为j种交通类型的第i条线路的载客量;a_i为第i种交通接驳方式的交通线数量; $z'$ 代表权重。
	换乘度 (λ₃)	换乘平均步行距离(m)(X₈)	-	0.0169	$L = ∑ l i n$ 式中：l_i表示乘客从高铁出站口到第i种类型接驳车站点乘车所需要步行距离(i = 1, 2, …, n)。
	换乘度 (λ₃)	换乘用时(min)(X₉)	-	0.0042	$T = T 1 + T 2 2, T 1 = ∑ (a i + b i + c i + d i) n$ 式中：T₁为地铁平均换乘用时;T₂为公交（普通公交和BRT）平均换乘用时;a_i为第i条地铁购票用时;b_i为第i条地铁安检用时;c_i为第i条地铁进闸用时;d_i为第i条地铁等待乘车用时。

表1

表2

图3

图4

图5

图6

图7

图8

图9

图10

参考文献 39

[1]	Yu Xiaogan, Wang Lei, Yang Qingke, et al. Background of the Yangtze River Economic Belt development strategy and geography interpretation of its innovative development. Progress in Geography, 2015, 34(11):1368-1376. doi: 10.18306/dlkxjz.2015.11.004
	[ 虞孝感, 王磊, 杨清可, 等. 长江经济带战略的背景及创新发展的地理学解读. 地理科学进展, 2015, 34(11):1368-1376.]
[2]	Jin Fengjun. A study of coexistent development of transport and economic connection. Economic Geography, 1993, 13(1):76-80.
	[ 金凤君. 运输联系与经济联系共存发展研究. 经济地理, 1993, 13(1):76-80.]
[3]	Wu Wenhua. Research on basic characteristics and system framework of urban passenger transport development. Macroeconomics, 2010(4):3-31.
	[ 吴文化. 城市群客运交通发展的基本特征及系统框架研究. 宏观经济研究, 2010(4):3-31.]
[4]	Zheng Degao, Du Baodong. Looking for the balance between transport value of node and functional value of city: Discussing theory and practice in the development of airport area and high speed rail station area. Urban Planning International, 2007, 22(1):72-76.
	[ 郑德高, 杜宝东. 寻求节点交通价值与城市功能价值的平衡: 探讨国内外高铁车站与机场等交通枢纽地区发展的理论与实践. 国际城市规划, 2007, 22(1):72-76.]
[5]	Bertolini L. Nodes and places: Complexities of railway station redevelopment. European Planning Studies, 1996, 4(3):331-345. doi: 10.1080/09654319608720349
[6]	Bertolini L. Spatial development patterns and public transport: The application of an analytical model in the Netherlands. Planning Practice & Research, 1999, 14(2):199-210.
[7]	Lu Lin, Deng Hongbo. Progress and prospect of the node-place model and its application. Scientia Geographica Sinica, 2019, 39(1):12-21. doi: 10.13249/j.cnki.sgs.2019.01.002
	[ 陆林, 邓洪波. 节点—场所模型及其应用的研究进展与展望. 地理科学, 2019, 39(1):12-21.]
[8]	Song Wenjie, Shi Yujin, Zhu Qing, et al. Evaluation on planning of high-speed rail station area based on node-place model in Yangtze River Delta area. Economic Geography, 2016, 36(10):18-25, 38.
	[ 宋文杰, 史煜瑾, 朱青, 等. 基于节点—场所模型的高铁站点地区规划评价: 以长三角地区为例. 经济地理, 2016, 36(10):18-25, 38.]
[9]	Deng. Hongbo, Lu Lin, Yu Hu. Spatial evolution of air-rail integrated transport hub area: The case of Shanghai Hongqiao hub. Human Geography, 2018, 33(4):130-136.
	[ 邓洪波, 陆林, 虞虎. 空铁型综合交通枢纽地区空间演化特征: 以上海虹桥枢纽为例. 人文地理, 2018, 33(4):130-136.]
[10]	He Xiaozhou, Guo Xiucheng. Transport planning of high-speed railway hub. Planners, 2014, 30(2):53-58.
	[ 何小洲, 过秀成. 高铁枢纽公共交通集疏运网络规划方法. 规划师, 2014, 30(2):53-58.]
[11]	Duan Jin, Yin Ming. Study on the relationship between planning layout of high-speed railway stations and transfer space convenient level: An empirical study of Yangtze River Delta region. City Planning Review, 2014, 38(10):44-50.
	[ 段进, 殷铭. 高铁站点规划布局与空间换乘便捷度: 长三角地区的实证研究. 城市规划, 2014, 38(10):44-50.]
[12]	Wang Jing, Zeng Jian, Liu Chang. A study of transit interchanges between high-speed railway and the city bus. Urban Planning Forum, 2010(6):68-71.
	[ 王晶, 曾坚, 刘畅. 高铁客站与城市公交的一体化衔接模式. 城市规划学刊, 2010(6):68-71.]
[13]	He Xiaozhou, Guo Xiucheng, Yang Tao, et al. Layout method for high-speed passenger railway terminal transfer facility based on transfer space. Modern Urban Research, 2014, 29(4):97-102.
	[ 何小洲, 过秀成, 杨涛, 等. 基于换乘空间的高铁枢纽换乘设施布局方法. 现代城市研究, 2014, 29(4):97-102.]
[14]	Xu Weiyong, Huang Zhaoyi. On the interchange system at high-speed rail station. Urban Mass Transit, 2013, 16(1):82-86.
	[ 徐炜勇, 黄肇义. 高速铁路车站接驳交通系统研究. 城市轨道交通研究, 2013, 16(1):82-86.]
[15]	Duan Jin, Yin Ming. Study on convenience degree of spatial change in high-speed rail site in Yangtze River Delta region. Scientia Sinica (Technologica), 2013, 43(2):201-207.
	[ 段进, 殷铭. 长三角地区高铁站点空间换乘便捷度研究. 中国科学: 技术科学, 2013, 43(2):201-207.]
[16]	Cao Yang, Li Songtao, Sun Wei, et al. Research on spatial planning strategy of Luoyang Longmen high-speed railway hub area based on restructuring action. Urban Development Studies, 2019, 26(3):15-20.
	[ 曹阳, 李松涛, 孙伟, 等. 以修整行动为框架的洛阳龙门高铁枢纽片区空间规划策略. 城市发展研究, 2019, 26(3):15-20.]
[17]	Zhang Xiaohui, Guo Xiucheng, Du Xiaochuan, et al. Travelling characteristics of intercity railway passengers and the analysis of the interchange transportation system. Modern Urban Research, 2015, 30(6):2-7.
	[ 张小辉, 过秀成, 杜小川, 等. 城际铁路客运枢纽旅客出行特征及接驳交通体系分析. 现代城市研究, 2015, 30(6):2-7.]
[18]	Teng Jing, Shen Bo, Fei Xiang, et al. Designing feeder bus lines for high-speed railway terminals. Systems Engineering-Theory & Practice, 2013, 33(11):2937-2944.
	[ 滕靖, 申博, 费翔, 等. 高铁车站公交接驳线路设计. 系统工程理论与实践, 2013, 33(11):2937-2944.]
[19]	Niu Yu, Wang Degen. Characteristics and modes of connection system between urban transportation and high-speed rail station: Case study of Suzhou and Shanghai. Tourism Tribune, 2016, 31(3):106-113.
	[ 牛玉, 汪德根. 城市交通与高铁站接驳系统特征及模式: 以苏州和上海为例. 旅游学刊, 2016, 31(3):106-113.]
[20]	Loo B P Y, Lam W W Y. Geographic accessibility around health care facilities for elderly residents in Hong Kong: A microscale walkability assessment. Environment and Planning B: Planning and Design, 2012, 39(4):629-646. doi: 10.1068/b36146
[21]	Carreira R, Patrício L, Natal Jorge R, et al. Towards a holistic approach to the travel experience: A qualitative study of bus transportation. Transport Policy, 2013, 25:233-243. doi: 10.1016/j.tranpol.2012.11.009
[22]	Lu Peiying, Wang Bo. The importance of integrated transport in fostering the formation of the Guangdong-Hong Kong-Macao Greater Bay Area. Progress in Geography, 2018, 37(12):1623-1632.
	[ 卢佩莹, 王波. 从区域一体化看融合交通: 以粤港澳大湾区和港深广高铁线为例. 地理科学进展, 2018, 37(12):1623-1632.]
[23]	Li Shuqing, Lu Jiuyi, Mao Hongli. Research on site selection and connecting traffic system of high-speed railway station in China. Journal of Human Settlements in West China, 2019, 34(6):94-101.
	[ 李淑庆, 卢九一, 毛宏黎. 我国高铁车站选址与接驳交通研究. 西部人居环境学刊, 2019, 34(6):94-101.]
[24]	Xu Huinong, Lai Xu. Research and practice of traffic connection strategy of high-speed railway hub based on location and function analysis. Traffic & Transportation, 2019, 32(Suppl.1):119-123.
	[ 徐惠农, 赖旭. 基于区位与功能分析的高铁枢纽接驳交通策略探讨与实践. 交通与运输, 2019, 32(Suppl.1):119-123.]
[25]	He Xiaozhou, Guo Xiucheng, Zhang Xiaohui. High-speed rail passenger distributing patterns and development strategies. Urban Transport of China, 2014, 12(1):41-47.
	[ 何小洲, 过秀成, 张小辉. 高铁枢纽集疏运模式及发展策略. 城市交通, 2014, 12(1):41-47.]
[26]	Wang Hao, Long Hui. Effect of high-speed railway network on spatial structure of urban agglomeration. City Planning Review, 2009, 33(4):41-44.
	[ 王昊, 龙慧. 试论高速铁路网建设对城镇群空间结构的影响. 城市规划, 2009, 33(4):41-44.]
[27]	Niu Yu, Wang Degen. Perceptual evaluation of connection between urban transport and HSR station by traveler: A case study of Suzhou. Human Geography, 2015, 30(6):98-105.
	[ 牛玉, 汪德根. 出行者对城市交通与高铁站接驳的感知评价: 以苏州市为例. 人文地理, 2015, 30(6):98-105.]
[28]	Wang Haiyu. Heat cherry tourism by high-speed rail induced cold reflection, how tourism of Wuhan develop. http://hb.qq.com/a/20100329/001723.htm, 2010-03-29.
	[ 王海玉. 高铁樱花热引发冷思考, 武汉旅游如何华丽转身. http://hb.qq.com/a/20100329/001723.htm, 2010-03-29. ]
[29]	Wang Jixian, Lin Chenhui. High-speed rail and its impacts on the urban spatial dynamics in China: The background and analytical framework. Urban Planning International, 2011, 26(1):16-23.
	[ 王缉宪, 林辰辉. 高速铁路对城市空间演变的影响: 基于中国特征的分析思路. 国际城市规划, 2011, 26(1):16-23.]
[30]	Peek G J, Bertolini L, De Jonge H. Gaining insight in the development potential of station areas: A decade of node-place modelling in The Netherlands. Planning Practice & Research, 2006, 21(4):443-462.
[31]	Hiller B, Hanson J. The Social Logic of Space. Cambridge: Cambridge University Press, 1984: 46-48.
[32]	Liu Hongyan, Lei Lei. Comprehensive evaluation on development level of regional smart industry in China. Economic Geography, 2017, 37(2):106-113.
	[ 刘鸿雁, 雷磊. 中国智慧产业发展水平综合评价与时空特征. 经济地理, 2017, 37(2):106-113.]
[33]	Cao Xianzhong, Zeng Gang. The mode of transformation and upgrading based on the methods of entropy weight and TOPSIS in case of Wuhu Economic and Technological Development Zone. Economic Geography, 2014, 34(4):13-18.
	[ 曹贤忠, 曾刚. 基于熵权TOPSIS法的经济技术开发区产业转型升级模式选择研究: 以芜湖市为例. 经济地理, 2014, 34(4):13-18.]
[34]	Chen M F, Tzeng G H. Combining grey relation and TOPSIS concepts for selecting an expatriate host country. Mathematical and Computer Modelling, 2004, 40(13):1473-1490. doi: 10.1016/j.mcm.2005.01.006
[35]	Breiman L. Statistical modeling: The two cultures. Statistical Science, 2001, 16(3):199-231. doi: 10.1214/ss/1009213725
[36]	Fang Kuangnan, Wu Jianbin, Zhu Jianping, et al. A review of technologies on random forests. Statistics & Information Forum, 2011, 26(3):32-38.
	[ 方匡南, 吴见彬, 朱建平, 等. 随机森林方法研究综述. 统计与信息论坛, 2011, 26(3):32-38.]
[37]	Lin Chenhui. Research of impact factors of high-speed railways hub area development in China. Urban Planning International, 2011, 26(6):72-77.
	[ 林辰辉. 我国高铁枢纽站区开发的影响因素研究. 国际城市规划, 2011, 26(6):72-77.]
[38]	Zhao Qian, Chen Guowei. Impact of location on land use development around high-speed railway stations. Urban Transport of China, 2015, 13(3):17-23.
	[ 赵倩, 陈国伟. 区位对高铁车站周边地区开发的影响. 城市交通, 2015, 13(3):17-23.]
[39]	Liu Qian. Study on multi-level road traffic congestion index based on big data[D]. Chongqing: Chongqing Jiaotong University, 2018.
	[ 刘倩. 基于大数据的多层级道路交通运行指数研究[D]. 重庆: 重庆交通大学, 2018.]

一级变量	二级变量	变量解释及赋值说明	预期影响
高铁站等级规模	站台和股道数量(Number)	高铁站已建成的站台面和股道数量和(条)	+
	车站集聚度(Concentration)	车站客流量/市辖区城市人口^[37]	+
	发送班车次数(Times)	高铁站日均发送班车次数(次/d)	+
	车站客流量(Flow)	高铁站平峰时期日客流量(即排除重要节假日)(万人)	+
	站房建筑面积(S-area)	高铁站建成建筑面积(m²)	+
城市发展水平	城市等级(Level)	依据国务院《关于调整城市规模划分标准的通知》,将城市划分为超大城市、特大城市、大城市、中等城市和小城市5个等级,分别取值5、4、3、2、1。	+
	城镇化率(Rate)	城镇人口/总人口(%)	+
	三产占比(Proportion)	第三产业增加值占城市生产总值(%)	+
	建成区面积(B-area)	高铁站点所在城市建成区面积(km²)	+
	GDP	2018年长江经济带37个城市GDP(亿元)	+
站城关系	与市中心距离(Distance)	高铁站与市中心的直线距离(km),其中市中心界定为城市传统的商业中心或历史中心,以市民认可的公共建筑或公共空间为代表进行测量,如上海市中心为人民广场,苏州市中心为观前街等。	-
站城关系	高铁站区位(Location)	依据“高铁站与城市中心的直线距离/城市建成区面积”将高铁站划分为城市中心站(< 0.5)、边缘站(0.5~1.5)和外围站(> 1.5)^[38],分别取值3、2、1。	+