沪汉蓉高铁对沿线城市经济空间格局的影响

发布时间：2018-01-04 13:01

本文关键词：沪汉蓉高铁对沿线城市经济空间格局的影响　出处：《西南交通大学》2017年硕士论文　论文类型：学位论文

【摘要】：高铁建设对沿线地区的交通运输、经济发展、人们的生产生活等方面有着重要影响,其与区域发展的关系是经济学、规划学、地理学及政府部门关注与研究的重要问题。目前,关于高铁对区域发展的影响虽然有较多的研究成果,但研究主要聚集在京津冀、长三角等高铁沿线区域或某些小区域,对我国中西部、东北地区的研究尚少。沪汉蓉高铁作为我国"四横四纵"高铁线路网中第二长的一横,是连接我国东中西部的交通大动脉。本文以沪汉蓉高铁影响区域为研究对象,基于社会经济数据、道路交通数据、DEM数据及土地利用数据,以可达性变化为切入点,在GIS技术的支持下,通过潜力模型、引力模型、场强模型及"时空接近"空间自相关等方法,探讨高铁建设带来的可达性变化对区域内城市区位优势、经济联系关系、中心城市腹地变化及空间关联关系带来的影响。研究的主要结论如下:(1)高铁建设使得区域内城市整体可达性水平得到较为显著的提升。随着高铁的开通,整体格局依然是东中部城市优于西部城市,区域内部城市间可达性分布的不均衡性加大。高铁开通后各城市1h、3h等时圈面积及可达城市数均有所增加,高铁对1h等时圈面积的扩展作用小于对3h等时圈的作用。城市自身拥有良好的交通区位条件,与周围城市联系密切,经济交流方便,高铁的开通更能增强其与周围城市的联系作用。(2)可达性变化引起的区位优势潜力的变化,各城市区位优势潜力普遍得到提升。高铁开通前区位优势潜力值低值区主要集中在四川到湖北中西部的连片区域,中高值区集中在上海、江苏、安徽的部分城市并呈同心圆式分布。通车后,高值区从上海一直扩展到武汉大部分城市,四川省大部分区域进入中值区,其中遂宁市和德阳市进入高值区范围,研究区边缘城市广安、巴中、十堰等仍处于低值区范围,但东中西部之间的差异仍然较大。(3)就各省内部之间的经济联系程度而言,经济联系关系最为密切的省份为江苏省,高铁开通前,内部强弱差异最大的是湖北省,最小的是安徽省,开通后,江苏省内部强弱差异加剧,川渝区域差异有所缩小。就区域而言,高铁开通前,城市经济联系主导方向主要集中在长江三角洲的上海、苏州、无锡和南京,且多呈单纯的轴线状。高铁开通后,已有的经济联系程度得到了提升且城市间经济联系网逐渐加密,尤其是长江三角洲区域形成以上海、合肥、扬州为顶点的"三角形"状的轴线经济联系网络。(4)沪汉蓉高铁开通后成都和上海腹地面积扩大,重庆、武汉、合肥以及南京腹地面积均缩小。其中上海的腹地扩展最大,袭夺了南京和合肥的外围区域,形成包含关系,辐射范围进一步增强,加强了其大都市的影响力;成都、重庆和武汉三个城市腹地面积变化较小。(5)沪汉蓉高铁的开通带来的可达性变化,使研究区的上海、无锡、常州、苏州等城市联系更为紧密,合肥、南京、成都、武汉等研究区中心城市与周围城市也突破了空间距离的限制,加强了联系。大多研究区边缘城市受自身城市综合实力水平及交通条件的限制,无法受到大城市的辐射带动作用。
[Abstract]:The construction of high-speed rail along the areas of transportation, economic development, has an important impact on production and life of people and so on, its relationship with the regional development planning, economics, geography and the study of important issues and the government departments concerned. At present, about the impact of high-speed railway on regional development although there are many achievements however, research mainly gathered in Beijing Tianjin Hebei, Yangtze River Delta and other high-speed rail along the region or some small areas of central and Western China, the study of Northeast China is less. Huhanrong high-speed rail as China's "four horizontal" high speed rail line network in second a long cross, is the traffic artery connecting the East China Midwest. The huhanrong high-speed rail area as the research object, based on the social and economic data, traffic data, DEM data and land use data, the reachability changes as the starting point, with the support of GIS technology, the potential model, gravity model Type, field model and spatial-temporal proximity spatial autocorrelation method to investigate the change of accessibility of high speed railway construction brought to the area of the city location, economic relation, influence of center city hinterland change and spatial association relations. The main conclusions are as follows: (1) the construction of high-speed rail makes the overall level of accessibility the area of the city is significantly improved. With the opening of high-speed rail, the overall pattern is still better than the western city of East Central City, increase the imbalance of the distribution of regional internal accessibility of inter city high-speed railway. The city of 1H, 3H and other ring area and number increased up to the City, less than that of the high iron when the 3H ring to expand the circle area of 1H. The city itself has good traffic conditions, and closely around the city, economic exchange convenient, high-speed rail can be strengthened with the surrounding city Contact. (2) caused by the change of accessibility change of location potential, the city location potential is generally elevated. High speed railway location potential value of low value areas are mainly concentrated to the contiguous area of Western Hubei in the Sichuan area, concentrated in Shanghai, Jiangsu in high value, and is part of the city of Anhui concentric distribution. After the opening, the high value area has been extended from Shanghai to Wuhan most of the city, most of the area of Sichuan province into the median area, including Suining city and Deyang city into a high value area, the edge of the Bazhong city of Guang'an, the study area, Shiyan is still in the low value range, but the difference between the East and the West still great. (3) on the degree of economic ties between the provinces, economic ties most closely related to the provinces of Jiangsu Province, high speed railway, the internal differences of Hubei province is the largest, most small is Anhui Province, opened After increasing the internal strength of Jiangsu province and Chongqing differences, regional differences have narrowed. Regionally, high speed railway, connecting the city economy dominant direction mainly concentrated in the Yangtze River Delta, Shanghai, Suzhou, Wuxi and Nanjing, and a simple axis shape. After the high-speed railway, the degree of economic ties have been to enhance the economic ties between the city and the network is encrypted, especially in the Yangtze River Delta region is formed in Shanghai, Hefei, Yangzhou as the axis of economic ties networks of vertices of the "triangle" shape. (4) Hu Hanrong high speed railway of Chengdu and Shanghai to expand the area of abdominal Chongqing, Wuhan, Hefei, Nanjing and the hinterland area were reduced. One of Shanghai's largest capture center expansion, the peripheral area of Nanjing and Hefei, the formation of inclusion relation, radiation range further enhanced and strengthened its metropolis influence; Chengdu, Chongqing and Wuhan three heavy city hinterland area Small change. (5) to change Hu Hanrong high-speed rail, the study area of Shanghai, Wuxi, Changzhou, Suzhou and other city more closely, Hefei, Nanjing, Chengdu, Wuhan and other areas of center city and the surrounding city also broke through the limit of the spatial distance, strengthen ties. Most of the research the edge of city by the city comprehensive strength and the level of traffic conditions, the leading role can not be big city radiation.

【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：F532.8;F299.27

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