长江经济带城市高铁站区节点和场所功能耦合协调分析

doi:10.13249/j.cnki.sgs.2023.08.001

Abstract

Abstract:

The development of station areas driven by the high-speed railway dividend is out of order. The coordinated development of nodes and places has become an important path to promote the orderly construction of high-speed railway station areas and to promote each other's development. Taking 37 urban high-speed railway stations in the Yangtze River Economic Belt as examples, this paper constructs a coupling coordination degree and relative development degree model to identify the types of coupling development and spatial differentiation characteristics of high-speed railway station areas. It is found that: 1) The high-speed railway station in the Yangtze River Economic Belt can be divided into three types of coupling coordination development stages, including the running-in stage, the antagonism stage and the low-level coupling stage, exhibiting the characteristic of node lagging, place lagging and node place synchronization. 2) The types of coupling and coordination of node and place functions in the high-speed railway stations can be classified as low-coupling-node lagging, low-coupling-place lagging, antagonistic-node lagging, antagonistic-place lagging, running-in-node lagging, friction-synchronous development, and running-in-place lagging, representing low-level development, unsustainable, and to be optimized and upgraded. The spatial distribution shows significant inter-group variation in urban clusters, while cities in urban clusters are characterized by "converging centers and scattered nodes". Through this research, we can understand the current situation of functional coupling and coordination between node and place in the high-speed railway station area of the Yangtze River Economic Belt scientifically, and improve the fitness between the hub construction and function development. Besides, it can provide valuable references for promoting reasonable construction and sustainable development of the areas around the high-speed railway station.

Key words: high-speed railway station area, node place function, types of coupling and coordination, the Yangtze River Economic Belt

CLC Number:

U291

Wang Degen, Tang Juan, Zhu Mei, Xu Yinfeng. Coupling and coordination analysis of node and place functions of urban high-speed railway stations in the Yangtze River Economic Belt[J].SCIENTIA GEOGRAPHICA SINICA, 2023, 43(8): 1317-1328.

Figures/Tables 7

Fig. 1

Table 1

Measurement index system of node-place function in urban high-speed railway station area

目标层	系统层	指标层	指标诠释与计算方法	方向	权重
高铁站区节点功能价值	换乘度 (λ₁)	换乘平均步行距离 ( X₁)^[17]/m	$L = { {\displaystyle\sum {\mathop l\nolimits_i } } \mathord{\left/ {\vphantom { {\displaystyle\sum {\mathop l\nolimits_i } } { {n} } } } \right. } { {n} } }$ 式中， $l_i $ 表示乘客从高铁出站口到第i种类型接驳车站点乘车所需要步行距离，(i=1，2，3，…，n)^[18-19]，n为接驳交通类型数	-	0.0169
	换乘度 (λ₁)	换乘用时(X₂)^[17]/min	$ T = {{\left ( {{T_1} + {T_2}} \right)} \mathord{\left/ {\vphantom {{\left ( {{T_1} + {T_2}} \right)} 2}} \right. } 2} $ ， $ {T_1} = {{\displaystyle\sum {({a_i} + {b_i} + {c_i} + {d_i})} } \mathord{\left/ {\vphantom {{\displaystyle\sum {({a_i} + {b_i} + {c_i} + {d_i})} } n}} \right. } n} $ 式中，T₁为地铁平均换乘用时，T₂为公交(普通公交和快速公交)平均换乘用时； $a_i $ 为第i条地铁购票用时； $b_i $ 为第i条地铁安检用时； $c_i $ 为第i条地铁进闸用时； $d_i $ 为第i条地铁等待乘车用时^[18-19]	-	0.0042
	衔接度 (λ₂)	公共交通线数量（X₃）^[²⁰]/条	$A = \displaystyle\sum {({x_i} \times y')}$ 式中， $x_i $ 为第i种交通接驳方式的交通数量， $ {y}' $ 代表权重	+	0.0338
		接驳交通类型 ( X₄)/种	接驳方式全面性^[8]影响接驳功能，故选取长途汽车、轨道交通 (地铁和轻轨)、公交、出租车、社会车辆和非机动车6种类型^{[17, 21]}	+	0.0381
		公共交通运营时长 (X₅)/h	售票的运营时长^[22]影响站区交通接驳功能，主要取公共交通 (轨道交通和公交)的每天运营的时间长短，实地调研获取数据	+	0.0169
		发车时间间隔(X₆)/min	$F = \displaystyle\sum {\left ( {\dfrac{ {\displaystyle\sum { {f_{ij} } } } }{n} \times {z'} } \right)}$ 公共交通发车次数影响站区交通接驳功能^[23]，故利用发车间隔替代， $f_{ij} $ 为j种交通类型第i条线路的发车时间间隔，(i=1…n)； $z' $ 代表权重^[18]	-	0.0042
		载客量( X₇)/人	$ C = \displaystyle\sum {\left ( {{c_{ij}} \times {a_i} \times z'} \right)} $ 式中， ${c_{ij} }$ 为j种交通类型的第i条线路的载客量， $a_i $ 为第i种交通接驳方式的交通线数量， $z' $ 代表权重^[24]	+	0.0677
	通达度 (λ₃)	可达性 (X₈)	${I_i} = \dfrac{ {m\left\{ { {\rm{lo{g} }_2}\left [ {\left ( {\dfrac{ {m + 2} }{3} } \right) - 1} \right] + 1} \right\}} }{ {\left ( {m - 1} \right)\left\| {\bar {D} - 1} \right\|} }$ 空间句法的整合度值反映高铁站点与城市所有其他空间单元的集聚程度。整合度值越大，表明高铁站点与城市所有其他空间单元相距较近，彼此间很少有障碍物影响它们间联系，即交通越便捷、可达性越好^{[18, 21, 25]}。式中， $I_i $ 为整合度，m为城市系统中单元空间的个数； $ \bar {D} $ 为平均深度值	+	0.0466
	通达度 (λ₃)	拥堵指数^[26](X₉)	机动车出行旅行时间/机动车自由流(畅通)旅行时间^[27-28]	-	0.0211
高铁站区场所功能价值	土地利用程度 (λ₄)	用地建成率(X₁₀)	根据站区影响范围的相关研究^[29-31]，选取站区周边3 km作为边界，用地建成率为建成面积与3 km半径的高铁站区面积比^[26]	+	0.3464
	用地功能分布^[32] (λ₅)	用地均匀度(X₁₁)	$E = H/H_{\max} = - \displaystyle\sum\limits_{ { {k = 1} } }^{ {m} } {P_k} \ln P_k/\ln m$ 式中，E为用地均匀度指数，H为用地多样性指数； $P_k $ 表示第k类用地占总面积之比；m是用地类型总数，H_max=lnm表示在站点影响区内对于给定的m，当各类用地的面积比例相同时 (即 $ P_k$ =1/m)，用地多样性指数H的最大值^[33]	+	0.0594
	用地功能分布^[32] (λ₅)	用地优势度 (X₁₂)	$D = H{\rm{max } }- H =\ln (m) + \displaystyle\sum\limits_{k = 1}^m {P_k\ln P_k}$ 式中，D为用地优势度指数，其他字母含义同上^[34]	-	0.1168
	土地利用价值(λ₆)	房价指数 (X₁₃)	通过“安居客”分别获得站点城市和站区周边3 km内的房价均值，房价指数为站区房价均值与站点城市房价均值的比值	+	0.2037
	站区人口活力(λ₇)	人口密度^[22](X₁₄)	采集站区3 km范围内的百度热力数据，确定站区人口密度	+	0.2737

Table 1

Table 2

Fig. 2

Fig. 3

Fig. 4

Fig. 5

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耦合协调度	耦合阶段	相对发展度	耦合协调类型
0≤D≤0.3	低水平耦合	0＜E≤0.8	低水平耦合–节点滞后型
		0.8＜E＜1.2	低水平耦合–节点场所同步型
		E≥1.2	低水平耦合–场所滞后型
0.3＜D≤0.5	拮抗阶段	0＜E≤0.8	拮抗阶段–节点滞后型
		0.8＜E＜1.2	拮抗阶段–节点场所同步型
		E≥1.2	拮抗阶段–场所滞后型
0.5＜D≤0.8	磨合阶段	0＜E≤0.8	磨合阶段–节点滞后型
		0.8＜E＜1.2	磨合阶段–节点场所同步型
		E≥1.2	磨合阶段–场所滞后型
0.8＜D≤1	高水平耦合	0＜E≤0.8	高水平耦合–节点滞后型
		0.8＜E＜1.2	高水平耦合–节点场所同步型
		E≥1.2	高水平耦合–场所滞后型

Coupling and coordination analysis of node and place functions of urban high-speed railway stations in the Yangtze River Economic Belt

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