高速铁路情景下的俄罗斯远东铁路可达性及其空间效应研究

doi:10.18306/dlkxjz.2019.07.004

地理科学进展 ›› 2019, Vol. 38 ›› Issue (7): 988-997.doi: 10.18306/dlkxjz.2019.07.004

高速铁路情景下的俄罗斯远东铁路可达性及其空间效应研究

初楠臣^1,²(), 张平宇^1,^2,^*(), 李鹤^1,²

1. 中国科学院东北地理与农业生态研究所,长春 130102
2. 中国科学院大学资源与环境学院,北京 100049

收稿日期:2019-01-10 修回日期:2019-03-22 出版日期:2019-07-28 发布日期:2019-07-28
通讯作者: 张平宇
作者简介:
初楠臣(1992— ),男,黑龙江佳木斯人,博士生,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);国家自然科学基金面上项目(41571152,41771179);中国科学院重点部署项目子课题(ZDRW-ZS-2017-4-3-4,ZDBS-SSW-SQC)

High-speed rail impact on regional accessibility and its spatial effects:A case study of the Blagoveshchensk-Vladivostok railway

Nanchen CHU^1,²(), Pingyu ZHANG^1,^2,^*(), He LI^1,²

1. Northeast Institute of Geography and Agroecology, CAS, Changchun 130102, China
2. College of Resources and Environment, University of Chinese Academy of Sciences, Beijing 100049, China

Received:2019-01-10 Revised:2019-03-22 Online:2019-07-28 Published:2019-07-28
Contact: Pingyu ZHANG
Supported by:
National Science and Technology Basic Project of the Ministry of Science and Technology of China, No. 2017FY101303-1;National Natural Science Foundation of China, No. 41571152 and 41771179;Key Program of the Chinese Academy of Sciences, No. ZDRW-ZS-2017-4-3-4 and ZDBS-SSW-SQC.

摘要/Abstract

摘要：

以俄罗斯远东联邦区的布拉戈维申斯克—符拉迪沃斯托克(布符)沿边铁路为研究对象,在高速铁路情景下,利用可达性指标测度高铁运行前(普铁)后(高铁)沿线节点的可达性动态变化,探讨该线路升级提速后对沿线各个节点的贡献作用与空间效应。研究表明：未来布符高铁的建设运营使其沿线可达性得到大幅提升,时空收敛获益多,8 h交流圈覆盖全线,可达性最优要素由末端城市(符拉迪沃斯托克)向线路中间城市(哈巴罗夫斯克)自南向北、继而向首端城市(布拉戈维申斯克)自东向西扩散,呈布符铁路首末可达性改善幅度大、部分中间线路可达性改善稍弱的空间特征。可达性的变化加速远东的西南沿边地区空间格局的演变与重塑,布符沿边高铁集散场的空间延拓、袭夺态势加剧;铁路轴带的空间极化加深,呈现新的“核心—边缘”格局;跨城流动性突显,加速空间对接与同城空间发展模式。

关键词: 可达性, 布拉戈维申斯克—符拉迪沃斯托克铁路;, 空间格局, 俄罗斯远东联邦区

Abstract:

Under the background of the Belt and Road and the economic corridor of China, Mongolia and Russia initiatives, this study examined the accessibility level and its spatial differentiation of the Blagoveshchensk-Vladivostok railway in the southwest border area of the Far East Federal District in Russia. We first evaluated the accessibility level of the Blagoveshchensk-Vladivostok railway. Then, change after the future operation of the Blagoveshchensk-Vladivostok high-speed rail (HSR) was projected with two accessibility indicators—weighted average time and economic potential. Spatial differentiation of the accessibility change was presented using ArcGIS. Finally, the spatial differentiation of accessibility change was used to reveal the change and reshaping of spatial patterns in the southwestern border area of the Far East Federal District in Russia. The results are as follows: 1) The operation of the Blagoveshchensk-Vladivostok HSR will greatly improve the accessibility level in the southwestern border area of the Far East Federal District in Russia. It will shorten the journey time to eight hours from Blagoveshchensk to Vladivostok. After the operation of the HSR, the increase rate of economic potential is significantly higher than the decrease rate of weighted average travel time. The weighted average travel time of the nodes along the HSR will decrease by about 68%, while the economic potential of the nodes along the HSR will increase by around 1009%. 2) Before and after the operation of the Blagoveshchensk-Vladivostok HSR, accessibility strength of various federal subjects in the Russian Far East Federal District differs: the Primorsky Territory > the Khabarovsk Territory > the Jewish Autonomous Area > the Amur Region. However, accessibility improvement of the Primorsky Territory, the Khabarovsk Territory, and the Jewish Autonomous Area will be weaker than that of the Amur Region. Spatially, accessibility optimal element shows a decreasing trend from Vladivostok via Khabarovsk to Blagoveshchensk. Accessibility improvement of the nodes at the beginning and end of the Blagoveshchensk-Vladivostok line is stronger than those in the middle of the line. 3) Affected by the Blagoveshchensk-Vladivostok HSR, the gradual change and reshaping of regional spatial patterns will become increasingly more complicated in the southwestern border area of the Far East Federal District in Russia. Spatial extension and competition of influencing areas will intensify in the Blagoveshchensk-Vladivostok HSR distribution field. Spatial polarization of the Blagoveshchensk-Vladivostok HSR line will further enhance, and a new pattern of center-periphery spatial system will appear. The spatial pattern of four regional service centers (Vladivostok, Khabarovsk, Blagoveshchensk, and Birobidzhan) will evolve into the dual-core pattern of two regional service centers (Vladivostok and Khabarovsk). Spatial integration will occur among near-field cities. Regional coordinating effect will become obvious in Blagoveshchensk-Belogorsk, Khabarovsk-Birobidzhan, and Vladivostok-Artem.

Key words: accessibility, Blagoveshchensk-Vladivostok railway, spatial pattern, Far East Federal District in Russia

初楠臣, 张平宇, 李鹤. 高速铁路情景下的俄罗斯远东铁路可达性及其空间效应研究[J]. 地理科学进展, 2019, 38(7): 988-997.

Nanchen CHU, Pingyu ZHANG, He LI. High-speed rail impact on regional accessibility and its spatial effects:A case study of the Blagoveshchensk-Vladivostok railway[J]. PROGRESS IN GEOGRAPHY, 2019, 38(7): 988-997.

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联邦主体	国土面积/万km²	人口规模/万人	年均劳动从业人数/万人	人口密度/(人/km²)	人口城镇化率/%	年底铁路营业里程/km	年底公路营业里程/km	铁路网密度/(km/100 km²)	地区生产总值/10亿卢布	固定资本投资/10亿卢布	综合预算收入/10亿卢布	人均月收入/卢布
萨哈(雅库特)共和国	308.35	96.28	48.34	0.31	65.5	525	11766	0.017	3083.5	275.3	196.2	38933
勘察加边疆区	46.43	31.47	16.62	0.68	78.0	0	1957	0	464.3	33.3	72.0	41054
滨海边疆区	16.47	192.31	98.62	11.68	77.1	1559	15143	0.947	164.7	123.5	112.9	32446
哈巴罗夫斯克边疆区	78.76	133.33	69.39	1.69	82.1	2144	9415	0.272	787.6	115.1	101.8	37461
阿穆尔州	36.19	80.18	39.55	2.22	67.3	2920	12499	0.807	361.9	128.5	57.8	29653
马加丹州	46.25	14.56	9.22	0.31	95.7	0	2517	0	462.5	38.9	32.9	50753
萨哈林州	8.71	48.74	28.44	5.60	81.8	835	2043	0.959	87.1	248.0	156.0	49599
犹太自治州	3.63	16.42	6.97	4.52	68.6	512	2451	1.410	36.3	12.9	11.4	23718
楚科奇自治区	72.15	4.98	3.19	0.07	70.1	0	696	0	721.5	9.7	33.0	63909

城市	加权平均旅行时间A_i			经济潜力P_i			城市	加权平均旅行时间A_i			经济潜力P_i
城市	通车前/min	通车后/min	减少率/%	通车前	通车后	增加率/%	城市	通车前/min	通车后/min	减少率/%	通车前	通车后	增加率/%
布拉戈维申斯克	957	283	70.4	74	1074	1357	别洛戈尔斯克	865	259	70.1	6	87	1420
扎维京斯克	756	233	69.2	28	295	934	布列亚	726	223	69.2	79	791	904
阿尔哈拉	693	213	69.3	26	266	939	奥布卢奇耶	614	191	68.9	13	169	1180
比罗比詹	484	160	67.0	34	376	995	哈巴罗夫斯克	407	132	67.7	241	2028	740
比金	431	140	67.5	20	151	662	达利涅列琴斯克	446	146	67.3	11	99	777
列索扎沃茨克	454	148	67.3	26	236	810	斯帕斯克达利尼	473	154	67.3	29	241	725
切尔尼戈夫	483	158	67.3	59	498	738	乌苏里斯克	496	162	67.2	310	2956	853
阿尔乔姆	526	172	67.4	198	3128	1483	符拉迪沃斯托克	548	177	67.7	917	15867	1630
平均值	585	184	68.2	129	1766	1009

高速铁路情景下的俄罗斯远东铁路可达性及其空间效应研究

High-speed rail impact on regional accessibility and its spatial effects:A case study of the Blagoveshchensk-Vladivostok railway

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