基于复杂网络方法的中国高速铁路网络研究

发布时间：2018-06-25 15:39

本文选题：高速铁路 + 复杂网络　；参考：《华东师范大学》2017年硕士论文

【摘要】：自2008年京津城际开通,中国高速铁路进入了快速发展时期。高速铁路的快速修建以及网络的不断完善,不但直接改变了站点城市区位条件,也引起了区域间相互关系的变化,上至国家,下至个人,都因为高速铁路发展而发生了巨大变化,学术界也引发了针对高铁的研究热潮。本研究基于复杂网络方法,主要通过度指标、介数指标以及网络区位系数指标,按照个体-群体-整体的研究思路,分别从高铁站点、高铁经济区、高铁整体结构三个视角对中国高速铁路网络进行研究分析。主要包括以下内容:(1)直辖市、省会城市的高铁站点凭借着较高的度指标对外直接联系着较多的高铁站点。省会城市、直辖市站点在高铁网络中承担了重要的中转作用,中部地区例如荆州、宜昌等站点凭借处于多条线路的交汇点处的特殊区位,在高铁网络中也起到了明显的中转作用。2007-2015年间,新出现的高铁站点中有162个站点位于长江流域和东南沿海地区,占新建高铁站点总数的83.5%。大部分高铁站点城市原先已通铁路,但是通了高铁之后网络区位和竞争能力发生了改变,站点之间呈现了不均衡发展现象。其中东中部高铁站点竞争优势明显,西部地区城市站点只有成都、重庆和南宁具有竞争优势,其余西部省会城市站点在高铁网络中均处于竞争劣势,其余西部站点发展也比较欠缺,整体上处于"低水平均衡"的格局。通过将高铁站点网络区位系数分别与所属城市的GDP、人均GDP、常住人口以及行政等级做单因素相关分析,发现高铁站点发展情况和上述城市指标均有显著的相关性,但是相关性强弱不一。其中高铁站点和城市GDP相关性最高为0.692,其次是人口和行政等级,相关性系数分别为0.593和0.586,相关性最低的是人均GDP,系数仅为0.366.(2)通过模块化算法将2007年普通站点和2015年高铁站点分别分成30个铁路经济区和16个高铁经济区,通过对比发现高速铁路对原先铁路社团产生较大影响。2015年高铁经济区范围和城市群的空间分布有着较强的关联性,主要分为完全吻合关系、组合关系以及分割关系。高铁经济区内部也呈现比较明显的特征,主要有线性和面状两种特征,其中面状特征又分为铁路局特征和省域特征。基于高铁经济区的内部特征,结合与城市群的范围联系发现,随着高速铁路的不断发展,秦岭淮河以南的城市群,将在高铁站点以及线路班次的影响下逐渐走向融合,秦岭淮河以北的城市群,将受到高铁影响,导致城市群内部发展差异化,城市群逐渐破碎,其中铁路局的力量也将在高铁的修建中逐渐显现。章节最后基于高铁经济区的形成过程、范围以及特征,与《基于二维时空地图的中国高铁经济区格局模拟》一文进行讨论,发现其在基准点选取、站点均直通假设以及计算临界站点划分方面,均值得商榷。基于此,得出高铁经济区例如湖北高铁区与本章节形成的高铁经济区也存在较大差别,对未来高铁对城市的影响判断也存在差异。(3)从站点的度指标和介数指标均发现,高铁整体网络以武汉站为中心呈现明显的"十字型"结构,度指标和介数指标较高的站点大部分均位于"十字"框架上,并将全国高铁站点分为四个象限。第四象限为唯一有两个枢纽站点的象限,高铁网络最为发达;其次是第一象限(华北、华东和东北地区),济南成为第一象限中度和介数比较突出的站点;处于西部的第二象限和第三象限的网络发展比较落后。通过与2007年普通铁路的对比发现,高速铁路极大的改变了铁路的整体网络结构,以北京为枢纽的"一枝独秀"普通铁路结构己发展成为"三足鼎立"的高速铁路新格局,结构模式也由单中心向多中心模式转变,铁路发展的重心逐渐从北方向南方转移。从高铁站点直接的班次联系强度发现,绝大多数站点间联系较弱,联系强度大于50的只有60组节点对,占总节点对的2.4%。边权重大于50的城市站点对绝大多数位于东部沿海一带,形成两个核心区:长三角和珠三角。高速铁路网络在南北纵向上主要依托京沪线、京港高铁武汉-广州段,东西方向上主要依托沪汉蓉客运专线,形成我国最为重要的东西向运输通道。使全国高铁线路格局呈纵向强、横向弱的"倒Z型"特点。高铁网络覆盖了其中的88个大都市区,占全部总数的68.75%,高铁网络区位优势由东向西地带性递减,东中部中心城市依托高铁进一步提高其网络区位优势,成为受益最大的城市。28个开通高铁的省份中,省会城市均已全部开通高铁,39.1%的地级市和4.7%的县已开通高铁,城市的行政等级越高,其网络区位优势占优的比重越高,但是中小城市也有部分获益,主要集中于东部地区(73个站点),该区域高铁发展己从强化中心城市时期发展到提高中小城市时期,结构也逐渐从"等级化"向"扁平化"转变。从高速铁路的整体结构入手,结合中国当代历史、文化、经济等元素,对高速铁路发展机制进行初步探讨,将影响高铁网络发展的因素分为两种,分别是以中央政府、国家发改委等为主导的上层力量和以地方政府为代表的下层力量,由此总结出自上而下和自下而上的两种机制共同促进铁路发展。
[Abstract]:Since the opening of Beijing and Tianjin Intercity in 2008, China's high-speed railway has entered a period of rapid development. The rapid construction of the high-speed railway and the continuous improvement of the network have not only changed the site conditions of the site of the site directly, but also caused the change of interregional relations. The great changes have taken place in the development of the high-speed railway from the top to the state, and to the individual. Based on the complex network method, this study is mainly based on the degree index, the index of the number of media and the index of network location coefficient. According to the research ideas of the individual group and the whole, we study the high-speed railway network from three perspectives, namely, the high speed railway, the high speed rail economic zone and the high speed railway. The main contents are as follows: (1) the high speed rail sites of the municipalities directly under the central government and the provincial capital cities are directly connected with a large number of high speed rail sites. The provincial capital cities and municipalities directly under the central government have played an important role in the high-speed rail network, and the central areas, such as Jingzhou, Yichang and other sites, rely on the intersection of multiple lines. The special location, in the high speed railway network also played a significant role in the.2007-2015 years, the new high speed railway stations in the Yangtze River Basin and the southeast coastal areas, accounting for the total number of new high speed railway stations in the 83.5%. most of the high speed railway stations have already passed the railway, but the network location and competitive ability after the high speed rail network. There is an uneven development between the stations. Among them, the high speed railway stations in the East and central region have obvious competitive advantages. The western urban sites are only Chengdu, Chongqing and Nanning have competitive advantages. The rest of the western provincial capital city sites are all at a competitive disadvantage in the high speed rail network, and the rest of the Western sites are relatively short of development. In the "low level equilibrium" pattern, the correlation analysis between the network location coefficient of the high speed railway station and the GDP per capita, the per capita GDP, the resident population and the administrative rank found that there was a significant correlation between the development of the high speed rail station and the above urban indicators, but the correlation was different. The high speed railway station and the city GDP phase were different. The highest level of customs is 0.692, followed by population and administrative grade, the correlation coefficient is 0.593 and 0.586, the lowest correlation is per capita GDP, and the coefficient is only 0.366. (2). Through modular algorithm, the 2007 ordinary site and the 2015 high speed railway station are divided into 30 railway economic zones and 16 high speed rail economic zones respectively. By contrast, the high speed railway is found to be the original. First, the Railway Association has a greater impact on the.2015 years of the high speed rail economic zone and the spatial distribution of the urban agglomeration. It is mainly divided into complete anastomosis, combination and segmentation. The high speed rail economic zone also shows obvious characteristics, mainly including two characteristics of linear and surface features, and the surface features are divided into railway. Based on the internal characteristics and provincial characteristics of the high speed rail Economic Zone, combined with the scope of the urban agglomeration, it is found that with the continuous development of the high-speed railway, the urban agglomeration in the south of Huaihe, Qinling Mountains, will gradually merge under the influence of the high speed railway station and the line shift, and the city group north of Qinling Mountains Huaihe will be affected by the high speed rail, leading to the city. The internal development of the group is different, the urban agglomeration is gradually broken, and the power of the Railway Bureau will be gradually shown in the construction of the high speed rail. Finally, the chapter is based on the formation process, the scope and the characteristics of the high speed rail Economic Zone, and discusses the pattern of the Chinese high speed railway based on the two-dimensional map based on the spatial and temporal map. On the basis of this, it is concluded that the high speed rail Economic Zone, such as Hubei high speed railway area, and the high speed rail economic zone formed in this chapter also have great differences, and there are differences in judging the impact of the future high speed rail on the city. (3) the overall network of high speed rail network is found from the degree index and the medium index of the site. The center of the WuHan Railway Station takes on a clear "cross" structure. Most of the sites with higher index and high index are located on the "cross" frame, and the national high speed rail stations are divided into four quadrants. The fourth quadrant is the only quadrant with only two hub sites, the high speed rail network is the most developed; the second is the first quadrant (North China, East China and northeast land) Ji'nan becomes the first quadrant of moderate and medium number, and the network development in the second quadrant and the third quadrant in the west is relatively backward. Through the comparison with the ordinary railway in 2007, it is found that the high-speed railway has greatly changed the overall network structure of the railway, and the "one stick" ordinary railway structure with Beijing as the hub has been developed. It has become a new pattern of "tripartite" high speed railway, and its structure mode is also changed from single center to multi center mode. The center of railway development is gradually transferred from the north to the south. From the direct link strength of the high speed railway station, the connection between the vast majority of sites is weak and the connection intensity is more than 50, only 60 groups of nodes, accounting for 2. of the total nodes. The urban sites with the weight of 4%. over 50 have two core areas in the eastern coastal area: the Yangtze River Delta and the Pearl River Delta. The high-speed railway network mainly relies on the Beijing Shanghai line, the Wuhan Guangzhou section of the Beijing and Hong Kong high speed railway, and the East and west direction is mainly based on the Shanghai Han Rong passenger transport line, forming the most important East-West transportation in China. The high speed rail network has the characteristics of the vertical and weak "inverted Z" pattern. The high speed rail network covers 88 of the metropolitan areas, accounting for 68.75% of the total, and the regional advantage of the high speed rail network is decreasing from the east to the West. The central central city in the East and the middle is relying on the high speed rail to further improve its network location advantage and become the most benefited city.2 In the 8 provinces, the provincial capital cities have all opened the high speed rail, 39.1% of the cities and 4.7% of the counties have opened the high speed railway. The higher the administrative level of the cities, the higher the proportion of their network location superiority, but the small and medium-sized cities also benefit partly, mainly in the eastern region (73 sites), and the development of the high speed railway in this region has been strengthened from the intensification of the region. From the period of heart city to the period of improving the middle and small cities, the structure has gradually changed from "grade" to "flat". Starting with the overall structure of high speed railway, combining the elements of Chinese contemporary history, culture and economy, the development mechanism of high speed railway is preliminarily discussed, and the factors affecting the development of high speed railway are divided into two kinds, which are the central government. The government, the national development and Reform Commission, and other lower forces represented by the local government, have summed up the two mechanisms from top to bottom and bottom-up to promote the development of railway.
【学位授予单位】：华东师范大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：F532

【参考文献】