地理学报

地理学报 ›› 2013, Vol. 68 ›› Issue (2): 147-158.doi: 10.11821/xb201302001

• 交通地理 •    下一篇

基于二维时空地图的中国高铁经济区格局模拟

陆军1, 宋吉涛1, 梁宇生2, 徐杰1   

  1. 1. 北京大学政府管理学院, 北京 100871;
    2. 中国矿业大学(北京), 北京 100083
  • 收稿日期:2012-08-21 修回日期:2012-12-28 出版日期:2013-02-20 发布日期:2013-03-25
  • 作者简介:陆军(1971-), 男, 教授, 博士生导师, 主要从事城市经济与区域发展研究.E-mail: lujun@pku.edu.cn
  • 基金资助:

    国家社科基金重点项目(11AZD093); 国家自然科学基金项目(40901079)

The simulation of spatial distribution patterns of China's HSR-economic zones based on the 2D time-space map

LU Jun1, SONG Jitao1, LIANG Yusheng2, XU Jie1   

  1. 1. School of Government, Peking University, Beijing 100871, China;
    2. China University of Mining and Technology (Beijing), Beijing 100083, China
  • Received:2012-08-21 Revised:2012-12-28 Online:2013-02-20 Published:2013-03-25
  • Supported by:

    Key Project of National Social Science of China, No.11AZD093; National Natural Science Foundation of China, No.40901079

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摘要： 选取北京、上海、广州、武汉和重庆5 个点作为高铁经济区的基准点,以国家铁路和高速公路规划为基础数据库,根据二维扭曲时空地图的制作原理,运用GIS 软件和Visual Studio2008 程序编辑平台,制定基于高铁的“中国多中心地图”,模拟各高铁经济区内城市通达基准点的时间.分析发现：① 高铁建成后,全国5 大高铁经济区节省的时间约占原通达时间的34%,不同节点节省时间的差异较大.其中2 h 经济圈范围内,高铁沿线城市的通达时间节约比例高达50%;2 h 经济圈以外该比例则集中在30%~40%之间;距离基准点越远,高铁对时间成本节约的价值相对越低.② 高铁建成后,全国总体上空间极化现象显著,板块化特征显现,而线性特征明显弱化.如,京津冀和济南都市圈形成一体化区域,以沈阳都市圈为中心形成东北城镇密集区,以武汉都市圈为中心容纳中原城市群和皖江城市群部分地区的长江中游城镇密集区,长三角城市群扩展到了海西经济区,泛珠三角城市群涵盖了北部湾经济区.北京—哈尔滨、西安—乌鲁木齐和重庆—贵阳—南宁成为中国3 大重要的线性城镇走廊.③各高铁经济区空间组织模式的分异特征显著.上海和广州高铁经济区可归纳为向心式模式,武汉和北京高铁经济区为圈层式结构,而重庆高铁经济区则属于典型的空心式模式.

关键词: 高铁经济区, 二维时空地图, 区域经济格局, 城镇分布模式, 中国

Abstract: Based on "National Medium and Long-term Railway Network Planning" and "National Highway Network Planning", this study selected Beijing, Shanghai, Guangzhou, Wuhan and Chongqing as the fundamental cities; by using ArcGIS and program platform of Visual Studio of 2008, calculated the travel time from cities in HSR-economic zones to the fundamental cities and made a China's HSR multi-center shrinking time-space map based on the map-making principles of 2D time-space map. Analysis shows that: (1) the percentage of time saved could reach as high as 34% within the 5 HSR-economic zones. The percentage of time saved could reach 50% for cities within the scope of 2-hour economic circle along HSR lines, or else could only save 30%-40% if beyond that scope. The percentages vary because the further the spatial distance is among these cities, the less travel time would be saved. (2) The HSR would reconstruct the spatial patterns of urban system in China. The evenly distributed model will be replaced by the clustered distribution and accordingly the linear features will disappear gradually. The important urban agglomerations include the following: integrated region of Beijing-Tianjin-Hebei and Jinan metropolitan area; the city-and-town concentrated area of Northeast China with Shenyang metropolitan area as a center; the city-town concentrated area in the middle reaches of the Yangtze River, which includes urban agglomeration in the Central Plains with Wuhan metropolitan area as a center and Wanjiang urban agglomeration; urban agglomeration of the Yangtze River Delta; urban agglomeration of Pan-Pearl River Delta, which covers the Western Taiwan Straits Economic Zone and the Beibu Gulf Economic Zone. After 10-20 years, there will form some highly integrated metropolitan regions in China, while Beijing-Harbin and Urumqi-Xi'an and Chongqing-Nanning will become three major corridors. (3) There are significant differences in terms of the spatial organizational patterns of China's HSR economic zones, for instance, Shanghai and Guangzhou form a radial inflow model, Wuhan and Beijing belong to a "ring-layer" model, and Chongqing presents a centrifugal outflow model.

Key words: high-speed rail economic zone, 2D time-space map, regional economic distribution patterns, distribution of urban system