地理学报

地理学报 ›› 2013, Vol. 68 ›› Issue (2): 159-174.doi: 10.11821/xb201302002

• 交通地理 • 上一篇    下一篇

京津城际高速铁路影响下的跨城流动空间特征

吴康1,2, 方创琳1, 赵渺希3, 陈晨4   

  1. 1. 中国科学院地理科学与资源研究所, 北京 100101;
    2. 中国科学院大学, 北京 100049;
    3. 华南理工大学建筑学院/亚热带建筑科学国家重点实验室, 广州 510640;
    4. 同济大学建筑与城市规划学院, 上海 200092
  • 收稿日期:2012-07-26 修回日期:2012-11-12 出版日期:2013-02-20 发布日期:2013-02-20
  • 通讯作者: 方创琳(1966-), 男, 研究员, 博士生导师, 近年来主要从事城市发展与城市规划等研究.E-mail: fangcl@igsnrr.ac.cn
  • 作者简介:吴康(1985-), 男, 博士生, 江苏淮安人, 中国地理学会会员(S110008920M), 主要从事城市地理研究.E-mail: ruoyunyi@163.com
  • 基金资助:

    国家自然科学基金项目(40971101; 51108184)

The intercity space of flow influenced by high-speed rail: A case study for the rail transit passenger behavior between Beijing and Tianjin

WU Kang1,2, FANG Chuanglin1, ZHAO Miaoxi3, CHEN Chen4   

  1. 1. Institute of Geographic Sciences and Natural Resources Research, CAS, Beijing 100101, China;
    2. University of Chinese Academy of Sciences, Beijing 100049, China;
    3. College of Architecture/State Key laboratory of Subtropical Building Science, South China University of Technology, Guangzhou 510640, China;
    4. College of Architecture and Urban Planning, Tongji University, Shanghai 200092, China
  • Received:2012-07-26 Revised:2012-11-12 Online:2013-02-20 Published:2013-02-20
  • Supported by:

    National Natural Science Foundation of China,No.40971101; No.51108184

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134 | 45

摘要： 在流动空间的视角下,高速铁路交通客流成为城市区域功能联系的重要表征,本研究选取京津城际高速铁路出行作为研究对象,通过对乘客群体问卷访谈式的实证调查,从微观个体的角度研究城际高铁所表征下的跨城流动空间.研究发现：① 北京与天津城区同属城际流动密集区,郊区县市为流动稀疏区,城际高铁流具有显著的空间极化性;京—津中心城区是最主要的空间联系带,京滨、京(津) 武走廊流则构成次级联系带,京津跨城流动呈现出轴辐式空间格局.② 旅游、购物等休闲活动对跨城流动具有较明显的增强作用,而从跨城活动的时空迁移来看,城际高铁某种程度上缩短了时空距离,但对居住地点和工作空间的迁移改变有限.③ 京津跨城流动的频次并不很高,通勤者跨城周期为1 周左右,现阶段城铁交通主要为商务出行流和休闲旅游流,这反映了高铁作为流动空间物质基础的构成特征;出行人群以男性、高学历、较高职业地位和商务出行为主,且商务出行的跨城流动频次更高,对出行时间更敏感,这反映了高铁跨城流动空间具备一定的精英空间特征.④ 以城际高铁交通出行表征的区域一体化进程中,北京和天津的跨城流动空间暗含一定的不对称性,这体现在京津两地的到发客流分布不均、商务出差客流的比重差异以及不同站点在居住、工作、休闲等跨城功能联系方向上的不均衡等.

关键词: 高速铁路, 流动空间, 城际出行, 北京, 天津

Abstract: In the perspective of space of flows, the passenger flow of high-speed rail has become an important representation of functional linkage between the city-regions. Based on the interviews and questionnaires from the passengers of high-speed rail of Beijing and Tianjin, this paper analyzes the intercity space of flows and the spatial integration indicated by the individual micro behavior choice. The findings include: (1) Both of the metropolitan areas of Beijing and Tianjin are the dense areas of intercity passenger flow while suburban counties and districts are the sparse areas, which indicates the spatial polarization of HSR in the aspect of passengers' characteristics; The central city of Beijing-Tianjin is the dominant spatial association, while Beijing-Tanggu, Beijing-Wuqing and Tianjin-Wuqing corridors are the secondary spatial association axes, which presents a hub-and-spoke pattern. (2) Leisure activities, such as tourism, shopping, enhance the cross-city flows. Although intercity high-speed rail reduces the temporal and spatial distance to a certain extent, the effects on changing place of housing or work to another city are not obvious. (3) The frequency of cross-city activities is not very high, commuters across cities generally take 7 days as a cycle; Currently, passenger flows of intercity by HSR are mainly business travel and leisure tourism, which reflects HSR as the material foundation for the spaces of flows; the respondents who take the HSR are mostly male, business people with high education and prospective occupation, and the business travelers who have a higher cross-city frequency are more sensitive to travel time, which demonstrates the intercity space of flow has represented some of the elite space characteristics. (4) There is spatial asymmetry in the cross-city space of flow between Beijing and Tianjin, which could be found from the uneven distribution of O-D passenger flows, the differences on the proportion of the business travel flows and the unbalanced function linkage directions.

Key words: high-speed rail, space of flow, intercity travel, Beijing, Tianjin