京津冀地区陆路交通网络发展过程及可达性演变特征

发布时间：2018-03-07 09:43

本文选题：京津冀　切入点：交通网络　出处：《地理学报》2017年12期 　论文类型：期刊论文

【摘要】：从中国近代交通发展之初到高速交通网络化时代,京津冀地区陆路交通发展一直占据全国领先地位,为探究其长期演化的特征,以百年时间尺度系统梳理了京津冀地区陆路交通网络发展过程,并以13个地市为中心,采用考虑跳跃式交通运输方式的时间距离计算模型探讨了其可达性演变过程。研究表明:(1)京津冀地区陆路交通网络发展经历了交通近代化起步时期(1881-1937年)—交通发展停滞时期(1937-1949年)—路网拓展时期(1949-1980年)—主干构筑时期(1980-1995年)—高速交通网络发展时期(1995-至今)五个阶段,以北京为中心的路网结构早在近代交通发展之初就已形成;(2)京津冀地区区域可达性空间格局从沿交通廊道拓展向同心圆结构演变,中心城市交通圈层结构逐渐形成连片发展格局;(3)中心城市的交通圈层结构具有明显的等级差异,北京一直具有最高的地位,而张家口的地位自新中国成立后明显下降。京津地区一直是短时交通圈最先形成的区域,而处于区域腹心的冀中地区交通区位优势一直不突出。
[Abstract]:From the beginning of China's modern traffic development to the era of high-speed transportation networking, the development of land transportation in Beijing-Tianjin-Hebei region has always occupied a leading position in the whole country, in order to explore the characteristics of its long-term evolution, The development process of land transportation network in Beijing-Tianjin-Hebei region has been combed out with a century-old time scale system, with 13 prefectures as the center. The evolution process of reachability of the land transportation network in Beijing-Tianjin-Hebei area has been discussed by using the time-distance calculation model considering the jump transportation mode. The research shows that the development of land transportation network in Beijing-Tianjin-Hebei area experienced the initial period of traffic modernization and the development of transportation from 1881-1937. During the period of stagnation (1937-1949), the period of road network expansion (1949-1980) and the period of trunk construction (1980-1995), the period of high-speed traffic network development (1995-present) is five stages. The road network structure with Beijing as the center has formed as early as the beginning of modern traffic development) the regional accessibility spatial pattern of Beijing-Tianjin-Hebei region has evolved from extending along traffic corridor to concentric circle structure. The traffic circle structure of the central city is gradually forming a continuous development pattern.) the traffic circle structure of the central city is obviously different in grade, and Beijing has always held the highest position. However, the status of Zhangjiakou has declined obviously since the founding of New China. Beijing-Tianjin area has always been the first region to form the short-time traffic circle, but the traffic location advantage of Jizhong region, which is located in the heart of the region, has not been prominent.
【作者单位】：南京师范大学地理科学学院;中国科学院地理科学与资源研究所;江苏省地理信息资源开发与利用协同创新中心;
【基金】：国家自然科学基金项目(41571159,41430636,41590841) 中国博士后科学基金项目(2017M611854,2016M600356)~~
【分类号】：F512.7

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