地理科学进展

地理科学进展 ›› 2012, Vol. 31 ›› Issue (2): 221-230.doi: 10.11820/dlkxjz.2012.02.011

• 城市与交通物流 • 上一篇    下一篇

世界大都会区城际轨道交通的发展规律

李琳娜1, 曹小曙2, 黄晓燕2   

  1. 1. 香港大学地理系, 香港;
    2. 中山大学地理科学与规划学院, 广州 510275
  • 收稿日期:2011-05-01 修回日期:2011-08-01 出版日期:2012-02-25 发布日期:2012-02-25
  • 通讯作者: 曹小曙,男,博士,教授,博士生导师,主要从事交通地理与土地利用研究。E-mail: caoxsh@mail.sysu.edu.cn
  • 基金资助:
    国家自然科学基金项目(41171139,41130747）。

The Spatial-temporal Evolution, Scale and Network Characteristics of Intercity Rail Transit in Worldwide Metropolitan Areas

LI Linna1, CAO Xiaoshu2, HUANG Xiaoyan2   

  1. 1. Depatrment of Geography, The University of Hong Kong, Hong Kong;
    2. School of Geography and Planning, Sun Yat-sen University, Guangzhou 510275, China
  • Received:2011-05-01 Revised:2011-08-01 Online:2012-02-25 Published:2012-02-25

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摘要： 通过选取世界255 个大都会区城际轨道交通样本,对城际轨道交通的发展历程、空间分布和网络特征进行了规律性总结;在此基础上,进一步分析城际轨道交通规模与大都会区人口、用地、经济规模之间的相关关系,构建多个回归模型;最后,应用于珠江三角洲区域,对其城际轨道交通的规模和布局进行预测。模型显示,世界大都会区城际轨道交通的规模与经济的相关程度最高,其次是人口和用地,而人均城际轨道规模与人均GDP和人口密度呈指数相关,其中,与人均GDP正相关,与人口密度负相关。应用模型得到,珠三角城际轨道交通的规划规模超前于现有经济发展水平,但低于人口发展水平。近期应重点建设广州、佛山、深圳、东莞4 个城市重要节点的城际轨道交通,构建广佛和广深两条走廊,并联系珠海、中山、肇庆、惠州、江门的中心城区,形成以广州为中心的放射状布局;远期则需要进一步加大广州、深圳、佛山、东莞、珠海、中山的线网密度,扩大线网的覆盖范围,并对外围的肇庆、惠州和江门适当增加联系的节点,最终形成网络状布局。

关键词: 城际轨道交通, 大都会区, 规模, 网络, 珠江三角洲

Abstract: Based on 255 worldwide intercity rail transit samples, this paper summarizes the spatial-temporal evolution and network characteristics of intercity rail transit, analyzes the correlation between intercity rail transit scale and metropolitan population, area and economic scale, and then constructs five regression models. Finally, it predicts the scale and layout of intercity rail transit in the Pearl River Delta of China by applying the models. The models indicate that that the scale of intercity rail is mostly related to regional economic scale, and less related to regional population and area scale. Meanwhile, there is exponential correlation between regional intercity rail scale per capita and regional GDP per capita as well as the population density. And the rail scale per capita is positively correlated to GDP per capita while negatively related to population density. According to the application of regression models, the planning scale of intercity rail transit in the Pearl River Delta is advanced comparing with the economic development while lagged comparing with the population development. In a short period of time, the intercity rail should connect the significant nodes in Guangzhou, Shenzhen, Foshan and Dongguan as well as the inner cities in other cities in the Pearl River Delta. In the long term, the rail line density should be increased in Guangzhou, Shenzhen, Foshan, Dongguan, Zhuhai and Zhongshan, and the nodes number should be increased in the periphery cities including Zhaoqing, Huizhou and Jiangmen.

Key words: intercity rail transit, metropolitan area, network, Pear River delta, scale