东北地区城际高铁网络格局特征与演变趋势

doi:10.13249/j.cnki.sgs.2019.05.007

地理科学 ›› 2019, Vol. 39 ›› Issue (5): 761-769.doi: 10.13249/j.cnki.sgs.2019.05.007

东北地区城际高铁网络格局特征与演变趋势

初楠臣¹^,²(), 张平宇¹^,²(), 李鹤¹^,², 姜博³

1.中国科学院东北地理与农业生态研究所,吉林长春 130102
2.中国科学院大学资源与环境学院,北京 100049
3.东北农业大学资源与环境学院,黑龙江哈尔滨 150030

收稿日期:2018-09-12 修回日期:2019-01-30 出版日期:2019-05-10 发布日期:2021-03-17
通讯作者: 张平宇 E-mail:chunanchen_1992@163.com;zhangpy@iga.ac.cn
作者简介:初楠臣（1992-）,男,黑龙江佳木斯人,博士研究生,主要从事城市地理与区域发展研究。E-mail:chunanchen_1992@163.com
基金资助:
国家科技基础资源调查专项课题(2017FY101303-1);国家自然科学基金项目(41571152);中国科学院重点部署项目子课题(ZDRW-ZS-2017-4-3-4);黑龙江省自然科学基金项目(G2018003);东农学者“学术骨干”项目资助(18XG12)

Pattern Characteristics and Evolution Trend of Intercity High-speed Rail Network in Northeast China

Chu Nanchen¹^,²(), Zhang Pingyu¹^,²(), Li He¹^,², Jiang Bo³

1. Northeast Institute of Geography and Agroecology, Chinese Academy Sciences, Changchun 130102, Jilin, China
2. College of Resources and Environment, University of Chinese Academy of Sciences, Beijing 100049, China
3. College of Resource and Environment, Northeast Agricultural University, Harbin 150030, Heilongjiang, China

Received:2018-09-12 Revised:2019-01-30 Online:2019-05-10 Published:2021-03-17
Contact: Zhang Pingyu E-mail:chunanchen_1992@163.com;zhangpy@iga.ac.cn
Supported by:
National Science and Technology Basic Project of the Ministry of Science and Technology of China(2017FY101303-1);National Natural Science Foundation of China(41571152);The Knowledge Innovation Program of Chinese Academy of Sciences(ZDRW-ZS-2017-4-3-4);National Natural Science Foundation of Heilongjiang(G2018003);Northeast Agricultural University Scholars Academic Backbone Project(18XG12)

摘要/Abstract

摘要：

构建城际高铁联系强度模型并结合社会网络分析探讨东北地区高铁网络格局特征与演变趋势,研究结果表明：① 东北地区高铁网络整体关联性相对紧密,小世界效应显著,但仍处于弱连接状态,涵盖长春-四平-沈阳-铁岭-抚顺、大连-辽阳-鞍山-营口-盘锦、松原-白城-乌兰浩特子群,吉林-延吉、齐齐哈尔-大庆、丹东-本溪、锦州-葫芦岛关系对,7片区组织格局成型;② 以哈尔滨为分界线的东南部比西北部的高铁通达联系密切,高铁要素集散呈“一核心、三边缘”格局特征,长春为东北高铁中介运输轴点;③ 辽、吉省内高铁联系紧密,黑、蒙东松散,辽宁省呈沈阳-大连一轴、沈阳-锦州与沈阳-丹东两翼格局,吉林省呈长春-吉林-四平与长春-吉林-延吉三角交叉状格局,黑龙江省呈哈尔滨-大庆-齐齐哈尔轴线状格局,蒙东区呈乌兰浩特孤立化格局;④ 东北地区高铁的运营加快了哈大齐、哈长与长吉图一体化进程,有助于构建辽中南内部哈大、沈丹与丹大高铁三角骨架,同时应依托7片区与4大中俄朝韩主通道搭建东北内外、海陆统筹的铁路网络架构。

关键词: 高铁网络, 城际联系, 运营频次, 东北地区

Abstract:

This paper studied the spatial structure, pattern, characteristics and evolution trend of high-speed railway (HSR) network in Northeast China. The paper first measured intercity HSR connection intensity of Northeast China. Then by analyzing the network density, the small world effect, the cohesive subgroups, and three kinds of centralities using the network analysis software—University of California at Irvine Network (UCINET), this paper displayed the structure and characteristics of HSR network in Northeast China. Finally, the geographic information system (GIS) was used to simulate the pattern of the intercity HSR connection intensity and three kinds of centralities in Northeast China to reveal the characteristics and the differentiation of their spatial distribution. The results are as following: First, the HSR network of Northeast China is closely organized. And the small world effect of Northeast China’s HSR network is strong. However, HSR cities are still in a weak connection in the Northeast China’s HSR network. ‘Three HSR subgroups’, i.e., Changchun-Siping-Shenyang-Tieling-Fushun, Dalian-Liaoyang-Anshan-Yingkou-Panjin, Songyuan-Baicheng-Ulanhot, and ‘four HSR pairs’, i.e., Jilin-Yanji, Qiqihar-Daqing, Dandong-Benxi, Jinzhou-Huludao have emerged in the Northeast China’s HSR network and HSR ‘seven organization patterns’ have been formed. Second, HSR accessibility of the cities located at the southeast side with Harbin as its dividing line is higher than that of the cities on the northwest side with Harbin as its dividing line in Northeast China. HSR elements have developed into a ‘one core and three edges’ pattern. Changchun is the regional important HSR accessibility intermediary city. Third, connection intensity of different provinces and regions differs greatly as such: Liaoning>Jilin>Heilongjiang>East Inner Mongolia. Spatially, the HSR connection intensity of Liaoning province shows a “one shaft, two wings” spatial pattern. The HSR connection intensity of Jilin Province shows a ‘cross triangle’ spatial pattern. The HSR connection intensity of Heilongjiang Province shows a ‘shaft’ spatial pattern. The HSR connection intensity of East Inner Mongolia shows an “isolation” spatial pattern. Finally, the opening of HSRs in Northeast China accelerates the integration process of Harbin-Daqing-Qiqihar, Harbin-Changchun and Changchun-Jilin-Tumenjiang. It can also boost the growth and development of the HSR triangle skeleton in Liaozhongnan City Groups with Harbin-Dalian HSR, Shenyang-Dandong HSR and Dandong-Dalian HSR. The Northeast China’s HSR network mode will develop into the mode of ‘internal and external co-ordination, land and sea co-ordination’.

Key words: HSR network, intercity connection, operating frequency, Northeast China

中图分类号:

F532

初楠臣, 张平宇, 李鹤, 姜博. 东北地区城际高铁网络格局特征与演变趋势[J]. 地理科学, 2019, 39(5): 761-769.

Chu Nanchen, Zhang Pingyu, Li He, Jiang Bo. Pattern Characteristics and Evolution Trend of Intercity High-speed Rail Network in Northeast China[J]. SCIENTIA GEOGRAPHICA SINICA, 2019, 39(5): 761-769.

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指标		含义	衡量标准
网络密度		从宏观视角衡量高铁网络各节点间整体联系的紧密程度	网络密度越大,节点间高铁联系越强,该网络对内部城际间高铁流影响越大,整体高铁联系越紧密
小世界效应	聚类系数	高铁节点聚集程度的系数	聚类系数越大、特征途径长度越小,高铁网络内部要素交流越充分,结构洞越少,小世界效应越显著,其中特征途径长度小于10表示该网络具备小世界效应^[2]
小世界效应	特征途径长度	通过最短途径连接任意两个节点的平均长度
凝聚子群		各城市间潜在的高铁联系与汇聚模式	城市间高铁联系越密切,越积极,同质性越强,越易形成凝聚子群。其中2个城市组合叫关系对,3个及3个以上城市组合叫子群
中心度	点度中心度	表示高铁城市间联系能力,根据出发与到达指向性分为点出度与点入度	点出度越大表征城市门户的高铁辐射功能越强,点入度越大表征城市高铁流集聚能力越强
	接近中心度	表示高铁城市的中心程度和对整体高铁网络要素的控制能力,根据输出端与输入端分为点出度与点入度	接近中心度越大,该高铁城市与其它城市的通达性越强,高铁流传递越容易,受其它城市控制越弱
	中间中心度	表示高铁城市有多大程度成为其它城市的“中介”或“桥接”,及有多大程度占据保障与控制该网络的关键位置	中间中心度越大,该高铁城市控制其它节点能力越强、高铁地位越核心、高铁中介效应越强

东北地区城际高铁网络格局特征与演变趋势

Pattern Characteristics and Evolution Trend of Intercity High-speed Rail Network in Northeast China

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