中国不同交通模式的可达性空间格局研究

发布时间：2018-04-25 03:04

本文选题：可达性 + 交通网络　；参考：《长江流域资源与环境》2017年06期

【摘要】：交通运输网络是经济发展的重要保障,分析可达性空间格局差异对引导人口分布和交通设施合理建设具有重要意义。以中国2 317个县级行政区域为研究对象,采用加权平均旅行时间法,通过构建可达性指标分析了公路、铁路、机场、港口及综合交通的空间格局。结果表明:公路可达性形成了以郑州、武汉、合肥为中心的"核心-外围"模式;铁路形成了以京沪线为轴线,沿铁路干线分布的带状结构,最优区已南移至合肥及南京;机场可达性形成了以各个枢纽机场为核心的"轴-辐"结构;港口可达性由沿海向内陆降低;综合交通可达性由东向西降低,具有反自然梯度特征。4种交通方式的可达性总体水平较高,约有70%的县域超过平均水平,与人口分布具有一定的相似性,东部城市高于西部城市,但存在区域内的不均衡现象。最后对各交通方式出现的问题提出了一些针对性建议。
[Abstract]:Transportation network is an important guarantee for economic development. It is of great significance to analyze the difference of accessibility spatial pattern to guide population distribution and reasonable construction of transportation facilities. Taking 2 317 county-level administrative regions in China as the research object, the spatial pattern of highway, railway, airport, port and comprehensive traffic was analyzed by using weighted average travel time method. The results show that the road accessibility has formed a "core-periphery" model with Zhengzhou, Wuhan and Hefei as the center, and the railway has formed a zonal structure with Beijing-Shanghai line as the axis and distribution along the main railway line, and the optimal area has moved southward to Hefei and Nanjing. Airport accessibility forms a "axis-spoke" structure with each hub airport as its core; port accessibility decreases from coastal to inland; and integrated traffic accessibility decreases from east to west. About 70% of the counties are above the average level, which is similar to the population distribution. The eastern city is higher than the western city, but there is imbalance in the region. Finally, some specific suggestions are put forward for the problems of each traffic mode.
【作者单位】：中国科学院遥感与数字地球研究所;中国科学院大学;
【基金】：高分辨率对地观测系统重大专项主体功能区应用项目(00-Y30B14-9001-14/16)~~
【分类号】：U113

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