重庆市交通优势度时空格局演化分析
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摘要
【目的】交通区位条件是反映区域社会经济发展状态与潜力的重要指标,分析它的时空格局演化对理解区域的经济地理过程具有重要指示意义。【方法】以重庆市为例,选取1997年、2005年和2015年共3个时间断面,基于GIS进行区域交通优势度建模,揭示重庆市1997—2015年交通优势度时空格局演化的基本特征。【结果】1)数量角度。交通优势度均取得了同向增长,但区域差距依然较大。都市区、渝东北和渝东南地区的交通优势度渐次降低,路网密度对交通优势度高起点区域贡献较大,交通干线影响度对低起点区域的贡献较大。2)时空格局角度。交通优势度呈现出较强的空间自相关性和一定的空间异质性。1997—2015年,重庆市交通优势度差距明显减小,但总体格局一直呈现明显的空间集聚特征,全市高低分类集聚格局并未发生根本性改变。3)规律角度。城市区位(欧氏距离)对交通优势度演化有着较为明显的约束关系,且有线性增强趋势。【结论】经1997—2015年快速的交通基础设施建设,重庆市交通优势度平均水平均同向提高,都市区和"一小时圈"的提高水平相对较快,万州和黔江交通副中心的格局初显,但全市交通优势度整体格局并未发生根本性改变。
[Purposes]The traffic location condition is an important indicator to reflect the state and potential of regional social and economic development.The analysis of the evolution of its temporal and spatial patterns is of great significance to the understanding of the economic and geographical process of the region.[Methods]Taking Chongqing as an example,it chooses three time sections in1997,2005 and 2015 to model regional traffic dominance based on GIS,and reveals the basic characteristics of spatial and temporal evolution of traffic dominance in Chongqing in recent 20 years.[Findings]The research finds that:1)from the quantitative angle,the traffic superiority has achieved the same growth,but the regional disparity is still bigger.The traffic advantage degree of urban area,northeast Chongqing and southeast Chongqing is decreasing gradually.The road network density contributes greatly to the high starting area of traffic dominance,and the contribution of traffic trunk line influence to the low starting area is great.2)From the perspective of spatial and temporal pattern,traffic dominance degree shows strong spatial autocorrelation and certain spatial heterogeneity.In the past 20 years,the gap of traffic dominance in Chongqing has obviously decreased,but the overall pattern has been characterized by obvious spatial agglomeration,and the pattern of high-low classification agglomeration has not changed fundamentally.3)The urban location(Euclidean distance)has a more obvious constraint on the evolution of traffic dominance.[Conclusions]After nearly 20 years of rapid traffic infrastructure construction,the average level of traffic advantage in Chongqing is increasing,the improvement of urban area and one hour circle is relatively fast,and the pattern of traffic sub center in Wanzhou and Qianjiang is first showing,but the overall pattern of traffic advantage of the city has not changed radically.
[Purposes]The traffic location condition is an important indicator to reflect the state and potential of regional social and economic development.The analysis of the evolution of its temporal and spatial patterns is of great significance to the understanding of the economic and geographical process of the region.[Methods]Taking Chongqing as an example,it chooses three time sections in1997,2005 and 2015 to model regional traffic dominance based on GIS,and reveals the basic characteristics of spatial and temporal evolution of traffic dominance in Chongqing in recent 20 years.[Findings]The research finds that:1)from the quantitative angle,the traffic superiority has achieved the same growth,but the regional disparity is still bigger.The traffic advantage degree of urban area,northeast Chongqing and southeast Chongqing is decreasing gradually.The road network density contributes greatly to the high starting area of traffic dominance,and the contribution of traffic trunk line influence to the low starting area is great.2)From the perspective of spatial and temporal pattern,traffic dominance degree shows strong spatial autocorrelation and certain spatial heterogeneity.In the past 20 years,the gap of traffic dominance in Chongqing has obviously decreased,but the overall pattern has been characterized by obvious spatial agglomeration,and the pattern of high-low classification agglomeration has not changed fundamentally.3)The urban location(Euclidean distance)has a more obvious constraint on the evolution of traffic dominance.[Conclusions]After nearly 20 years of rapid traffic infrastructure construction,the average level of traffic advantage in Chongqing is increasing,the improvement of urban area and one hour circle is relatively fast,and the pattern of traffic sub center in Wanzhou and Qianjiang is first showing,but the overall pattern of traffic advantage of the city has not changed radically.
引文
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[9]HANSEN W G.How accessibility shapes land use[J].Journal of the American Institute of planners,1959,25(2):73-76.
[10]蒋海兵,张文忠,祁毅,等.区域交通基础设施可达性研究进展[J].地理科学进展,2013,32(5):807-817.JIANG H B,ZHANG W Z,QI Y,et al.Research progress on accessibility to regional transportation infrastructure[J].Progress in Geography,2013,32(5):807-817.
[11]GUTIERREZ J,URBANO P.Accessibility in the European Union:the impact of the trans-European road network[J].Journal of Transport Geography,1996,4(1):15-25.
[12]VATURI A,PORTNOV B A,GRADUS Y.Train access and financial performance of local authorities:greater Tel Aviv as a case study[J].Journal of Transport Geography,2011,19(2):224-234.
[13]金凤君,王姣娥.20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,59(2):293-302.JIN F J,WANG J E.Railway network expansion and spatial accessibility analysis in China:1906—2000[J].Acta Geographica Sinica,2004,59(2):293-302.
[14]曹小曙,薛德升,阎小培.中国干线公路网络联结的城市通达性[J].地理学报,2005,60(6):903-910.CAO X S,XUE D S,YAN X P.A study on the urban accessibility of national trunk highway system in China[J].Acta Geographica Sinica,2005,60(6):903-910.
[15]YANG R,LIU Y,LONG H,et al.Spatio-temporal characteristics of rural settlements and land use in the Bohai Rim of China[J].JournalofGeographical Sciences,2015,25(5):559-572.
[16]张莉,陆玉麒.基于可达性的中心地体系的空间分析[J].地理科学,2013,33(6):649-658.ZHANG L,LU Y Q.Spatial analysis of the central place system based on accessibility[J].Scientia Geographica Sinica,2013,33(6):649-658.
[17]金凤君,王成金,李秀伟.中国区域交通优势的甄别方法及应用分析[J].地理学报,2008,63(8):787-798.JIN F J,WANG C J,LI X W.Discrimination method and its application analysis of regional transport superiority[J].Acta Geographica Sinica,2008,63(8):787-798.
[18]程佳佳,王成金,刘卫东.西北地区交通优势度格局及空间分异[J].地球科学进展,2016,31(2):192-205.CHENG J J,WANG C J,LIU W D.Distribution configuration and spatial differentiation of transport superiority degree in northwest China[J].Advances in Earth Science,2016,31(2):192-205.
[19]JIN F J,WANG C J,LI X W,et al.Evaluation of regional traffic dominance in China:network density,proximity and accessibility[J].Journal of Geographical Sciences,2010,20(2):137-151.
[20]黄晓燕,曹小曙,李涛.海南省区域交通优势度与经济发展关系[J].地理研究,2011,30(6):985-999.HUANG X Y,CAO X S,LI T.The relationship between regional transport superiority and regional economic performance in Hainan[J].Geographical Research,2011,30(6):985-999.
[21]孟德友,沈惊宏,陆玉麒.河南省县域交通优势度综合评价及空间格局演变[J].地理科学,2014,34(3):280-287.MENG D Y,SHEN J H,LU Y Q.Evolvement of spatial pattern of county level transportation superiority in He’nan,China[J].Scientia Geographica Sinica,2014,34(3):280-287.
[22]王成新,王格芳,刘瑞超,等.区域交通优势度评价模型的建立与实证:以山东省为例[J].人文地理,2010,25(1):73-76.WANG C X,WANG G F,LIU R C,et al.Empirical research on evaluation model of transport superiority degree:a case study of Shandong province[J].Human Geography,2010,25(1):73-76.
[23]ANDERSSON D E,SHYR O F,FU J.Does high-speed rail accessibility influence residential property prices?Hedonic estimates from southern Taiwan[J].Journal of Transport Geography,2010,18(1):166-174.
[24]孙威,张有坤.山西省交通优势度评价[J].地理科学进展,2010,29(12):1562-1569.SUN W,ZHANG Y K.Assessment of transportation superiority degree in Shanxi province[J].Progress in Geography,2010,29(12):1562-1569.
[25]张伟娜,胡佰林,卢庆沙.基于主体功能区划方法的长株潭城市群核心区交通优势度评价[J].经济地理,2014,34(11):63-68.ZHANG W N,HU B L,LU Q S.Appraisal of transport superiority degree in Changsha-Zhuzhou-Xiangtan urban group based on major function regionalization[J].Economic Geography,2014,34(11):63-68.
[26]WEISBROD G,TREYZ F.Productivity and accessibility:bridging project-specific and macroeconomic analyses of transportation investments[J].Journal of Transportation and Statistics,1998,1(3):65-79.
[27]陈永林,谢炳庚,钟业喜,等.县域交通优势度与经济发展的空间关联:以江西省为例[J].地域研究与开发,2014,33(5):21-26.CHEN Y L,XIE B G,ZHONG Y X,et al.Spatial relationship between transportation superiority degree and economic development in county territory:a case study of Jiangxi province[J].Areal Research and Development,2014,33(5):21-26.
[28]靳文凭,华亮春,王娟娟.湖南省交通优势度与县域经济发展水平协调性演变[J].经济地理,2017,37(2):33-38.JIN W P,HUA L C,WANG J J.Evolvement of the coordination between transportation superiority and economy development level in Hunan,China[J].Economic Geography,2017,37(2):33-38.
[29]全国主体功能区规划领导小组办公室.省级主体功能区划分技术规程(试用)[EB/OL].[2018-03-16].http://www.doc88.com/p-9149413416417.html.The Office of Leading Group of National Main Functional Area Planning.Technical regulations for the division of provincial main functional areas(Trial)[EB/OL].[2018-03-16].http://www.doc88.com/p-9149413416417.html.
[30]吕韬,曹有挥.“时空接近”空间自相关模型构建及其应用:以长三角区域经济差异分析为例[J].地理研究,2010,29(2):351-360.LT,CAO Y H.Construction of spatial autocorrelation method ofspatial-temporal proximity and its application:taking regionaleconomic disparity in the Yangtze River Delta as a case study[J].Geographical Research,2010,29(2):351-360.
[2]金凤君.基础设施与区域经济发展环境[J].中国人口·资源与环境,2004,14(4):70-74.JIN F J.Infrastructure system and regional development[J].China Population Resources and Environment,2004,14(4):70-74.
[3]周宁,郝晋珉,邢婷婷,等.黄淮海平原地区交通优势度的空间格局[J].经济地理,2012,32(8):91-96.ZHOU N,HAO J M,XING T T,et al.The spatial configuration of transport superiority in Huang-Huai-Hai plain[J].Economic Geography,2012,32(8):91-96.
[4]GUTIERREZ J.Location,economic potential and daily accessibility:an analysis of the accessibility impact of the high-speed line Madrid-Barcelona-Frenchborder[J].Journal of Transport Geography,2001,9(4):229-242.
[5]金凤君,王成金,王姣娥,等.新中国交通运输地理学的发展与贡献[J].经济地理,2009,29(10):1588-1593.JIN F J,WANG C J,WANG J E,et al.Development and contribution of transportation geography since 1949[J].Economic Geography,2009,29(10):1588-1593.
[6]吴威,曹有挥,曹卫东,等.长三角地区交通优势度的空间格局[J].地理研究,2011,30(12):2199-2208.WU W,CAO Y H,CAO W D,et al.The pattern of transportation superiority in Yangtze River Delta[J].Geographical Research,2011,30(12):2199-2208.
[7]WILLIGERS J,VAN WEE B.High-speed rail and office location choices:a stated choice experiment for the Netherlands[J].JournalofTransport Geography,2011,19(4):745-754.
[8]DEMURGER S.“Infrastructure development andeconomic growth:an explanation for regional disparities in China?”[J].Journal of Comparative economics,2001,29(1):95-117.
[9]HANSEN W G.How accessibility shapes land use[J].Journal of the American Institute of planners,1959,25(2):73-76.
[10]蒋海兵,张文忠,祁毅,等.区域交通基础设施可达性研究进展[J].地理科学进展,2013,32(5):807-817.JIANG H B,ZHANG W Z,QI Y,et al.Research progress on accessibility to regional transportation infrastructure[J].Progress in Geography,2013,32(5):807-817.
[11]GUTIERREZ J,URBANO P.Accessibility in the European Union:the impact of the trans-European road network[J].Journal of Transport Geography,1996,4(1):15-25.
[12]VATURI A,PORTNOV B A,GRADUS Y.Train access and financial performance of local authorities:greater Tel Aviv as a case study[J].Journal of Transport Geography,2011,19(2):224-234.
[13]金凤君,王姣娥.20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,59(2):293-302.JIN F J,WANG J E.Railway network expansion and spatial accessibility analysis in China:1906—2000[J].Acta Geographica Sinica,2004,59(2):293-302.
[14]曹小曙,薛德升,阎小培.中国干线公路网络联结的城市通达性[J].地理学报,2005,60(6):903-910.CAO X S,XUE D S,YAN X P.A study on the urban accessibility of national trunk highway system in China[J].Acta Geographica Sinica,2005,60(6):903-910.
[15]YANG R,LIU Y,LONG H,et al.Spatio-temporal characteristics of rural settlements and land use in the Bohai Rim of China[J].JournalofGeographical Sciences,2015,25(5):559-572.
[16]张莉,陆玉麒.基于可达性的中心地体系的空间分析[J].地理科学,2013,33(6):649-658.ZHANG L,LU Y Q.Spatial analysis of the central place system based on accessibility[J].Scientia Geographica Sinica,2013,33(6):649-658.
[17]金凤君,王成金,李秀伟.中国区域交通优势的甄别方法及应用分析[J].地理学报,2008,63(8):787-798.JIN F J,WANG C J,LI X W.Discrimination method and its application analysis of regional transport superiority[J].Acta Geographica Sinica,2008,63(8):787-798.
[18]程佳佳,王成金,刘卫东.西北地区交通优势度格局及空间分异[J].地球科学进展,2016,31(2):192-205.CHENG J J,WANG C J,LIU W D.Distribution configuration and spatial differentiation of transport superiority degree in northwest China[J].Advances in Earth Science,2016,31(2):192-205.
[19]JIN F J,WANG C J,LI X W,et al.Evaluation of regional traffic dominance in China:network density,proximity and accessibility[J].Journal of Geographical Sciences,2010,20(2):137-151.
[20]黄晓燕,曹小曙,李涛.海南省区域交通优势度与经济发展关系[J].地理研究,2011,30(6):985-999.HUANG X Y,CAO X S,LI T.The relationship between regional transport superiority and regional economic performance in Hainan[J].Geographical Research,2011,30(6):985-999.
[21]孟德友,沈惊宏,陆玉麒.河南省县域交通优势度综合评价及空间格局演变[J].地理科学,2014,34(3):280-287.MENG D Y,SHEN J H,LU Y Q.Evolvement of spatial pattern of county level transportation superiority in He’nan,China[J].Scientia Geographica Sinica,2014,34(3):280-287.
[22]王成新,王格芳,刘瑞超,等.区域交通优势度评价模型的建立与实证:以山东省为例[J].人文地理,2010,25(1):73-76.WANG C X,WANG G F,LIU R C,et al.Empirical research on evaluation model of transport superiority degree:a case study of Shandong province[J].Human Geography,2010,25(1):73-76.
[23]ANDERSSON D E,SHYR O F,FU J.Does high-speed rail accessibility influence residential property prices?Hedonic estimates from southern Taiwan[J].Journal of Transport Geography,2010,18(1):166-174.
[24]孙威,张有坤.山西省交通优势度评价[J].地理科学进展,2010,29(12):1562-1569.SUN W,ZHANG Y K.Assessment of transportation superiority degree in Shanxi province[J].Progress in Geography,2010,29(12):1562-1569.
[25]张伟娜,胡佰林,卢庆沙.基于主体功能区划方法的长株潭城市群核心区交通优势度评价[J].经济地理,2014,34(11):63-68.ZHANG W N,HU B L,LU Q S.Appraisal of transport superiority degree in Changsha-Zhuzhou-Xiangtan urban group based on major function regionalization[J].Economic Geography,2014,34(11):63-68.
[26]WEISBROD G,TREYZ F.Productivity and accessibility:bridging project-specific and macroeconomic analyses of transportation investments[J].Journal of Transportation and Statistics,1998,1(3):65-79.
[27]陈永林,谢炳庚,钟业喜,等.县域交通优势度与经济发展的空间关联:以江西省为例[J].地域研究与开发,2014,33(5):21-26.CHEN Y L,XIE B G,ZHONG Y X,et al.Spatial relationship between transportation superiority degree and economic development in county territory:a case study of Jiangxi province[J].Areal Research and Development,2014,33(5):21-26.
[28]靳文凭,华亮春,王娟娟.湖南省交通优势度与县域经济发展水平协调性演变[J].经济地理,2017,37(2):33-38.JIN W P,HUA L C,WANG J J.Evolvement of the coordination between transportation superiority and economy development level in Hunan,China[J].Economic Geography,2017,37(2):33-38.
[29]全国主体功能区规划领导小组办公室.省级主体功能区划分技术规程(试用)[EB/OL].[2018-03-16].http://www.doc88.com/p-9149413416417.html.The Office of Leading Group of National Main Functional Area Planning.Technical regulations for the division of provincial main functional areas(Trial)[EB/OL].[2018-03-16].http://www.doc88.com/p-9149413416417.html.
[30]吕韬,曹有挥.“时空接近”空间自相关模型构建及其应用:以长三角区域经济差异分析为例[J].地理研究,2010,29(2):351-360.LT,CAO Y H.Construction of spatial autocorrelation method ofspatial-temporal proximity and its application:taking regionaleconomic disparity in the Yangtze River Delta as a case study[J].Geographical Research,2010,29(2):351-360.
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