基于矢量—栅格集成法的厦深高铁影响空间分布——以广东东部地区为例

doi:10.18306/dlkxjz.2015.06.006

Abstract

Abstract:

With the rapid development of high-speed rail (HSR) in the world, accessibility by high-speed railway has become a important topic in accessibility research. The implementation of the Xiamen-Shenzhen HSR in southern-east China offers a new option for travelers, but also influences or generates the redistribution of demographic and economic activities. This study applies an integrated method to explore the regional spatiotemporal accessibility on a Geographical Information System (GIS) platform. This method makes full use of the advantages of network analysis and cost-weighted raster analysis, and removes the limitations existed in current accessibility analysis. The research area covers seven cities in eastern Guangdong Province due to the limited availability of data. Results are as follows: (1) The Xiamen-Shenzhen HSR condenses spatial and temporal distances and improves the regional accessibility significantly. Regional average accessibility time was 1.652 hours before the operation of the rail, and this accessibility time is improved to 1.418 hour after the operation, with an increase of 14.16%. (2) The spatial structure of the accessibility change presents an "island" or "banding" shape. At the station level, the rail creates concentric rings of accessibility change, while at the regional level accessibility change are along the HSR corridor. (3) The HSR substantially modifies the map of regional accessibility by reducing travel time and brings the peripheral areas closer to the central city (Shenzhen). However, it may also produce an increase of the core-periphery imbalances. The HSR also has a potential influence on the industrial upgrading and collaboration with a shrinking distance. Finally, the stations in the core cities are the chief beneficiaries of the new spatial order. The stimulation to development around stations in small or medium cities will be a long-term process.

Key words: Xiamen-Shenzhen high-speed railways, integrated analysis, accessibility, spatial distribution, Guangdong

Qitao WU, Hong'ou ZHANG, Wei SUN, Yuyao YE. Influence of the Xiamen-Shenzhen high-speed railways on accessibility and regional development: a case study of eastern Guangdong Province[J].PROGRESS IN GEOGRAPHY, 2015, 34(6): 707-715.

Figures/Tables 9

Fig.1

Tab.1

Tab.2

Fig.2

Fig.3

Tab.3

Tab.4

Fig.4

Tab.5

References 31

1	戴特奇, 张玉韩, 赵娟娟. 2013. 中国民用运输机场的可达性溢出效应研究[J]. 地理学报, 68(12): 1668-1677.
	[Dai T Q, Zhang Y H, Zhao J J.2013. Using accessibility measures to assess spillover effect of civil airports in China[J]. Acta Geographica Sinica, 68(12): 1668-1677.]
2	冯长春, 丰学兵, 刘思君. 2013. 高速铁路对中国省际可达性的影响[J]. 地理科学进展, 32(8): 1187-1194.
	[Feng C C, Feng X B, Liu S J.2013. Effects of high speed railway network on the inter-provincial accessibilities in China[J]. Progress in Geography, 32(8): 1187-1194.]
3	姜海宁, 谷人旭, 陆玉麒, 等. 2010. 江苏省民用机场可达性及其服务能力评价[J]. 地理科学, 30(4): 521-528.
	[Jiang H N, Gu R X, Lu Y Q, et al.2010. Assessment of accessibility and service capability of civil airports in Jiangsu Province[J]. Scientia Geographica Sinica, 30(4): 521-528.]
4	蒋海兵, 徐建刚, 祁毅. 2010. 京沪高铁对区域中心城市陆路可达性影响[J]. 地理学报, 65(10): 1287-1298.
	[Jiang H B, Xu J G, Qi Y.2010. The influence of Beijing-Shanghai high-speed railways on land accessibility of regional center cities[J]. Acta Geographica Sinica, 65(10): 1287-1298.]
5	蒋海兵, 张文忠, 祁毅, 等. 2013. 区域交通基础设施可达性研究进展[J]. 地理科学进展, 32(5): 807-817.
	[Jiang H H, Zhang W Z, Qi Y, et al.2013. Research progress on accessibility to regional transportation infrastructure[J]. Progress in Geography, 32(5): 807-817.]
6	孟德友, 陆玉麒. 2011. 高速铁路对河南沿线城市可达性及经济联系的影响[J]. 地理科学, 31(5): 537-543.
	[Meng D Y, Lu Y Q.2011. Impact of high-speed railway on accessibility and economic linkage of cities along the railway in Henan Province, China[J]. Scientia Geographica Sinica, 31(5): 537-543.]
7	吴旗韬, 张虹鸥, 叶玉瑶, 等. 2012. 基于交通可达性的港珠澳大桥“时空压缩”效应[J]. 地理学报, 67(6): 723-732.
	[Wu Q T, Zhang H O, Ye Y Y, et al.2012. The impact of Hong Kong-Zhuhai-Macao Bridge on the traffic pattern of Pearl River Delta[J]. Acta Geographica Sinica, 67(6): 723-732.]
8	吴威, 曹有挥, 曹卫东. 2006. 长江三角洲公路网络的可达性空间格局及其演化[J]. 地理学报, 61(10): 1065-1074.
	[Wu W, Cao Y H, Cao W D.2006. Spatial structure and evolution of highway accessibility in the Yangtze River Delta[J]. Acta Geographica Sinica, 61(10): 1065-1074.]
9	张莉, 陆玉麒. 2006. 基于陆路交通网的区域可达性评价[J]. 地理学报, 61(12): 1235-1246.
	[Zhang L, Lu Y Q.2006. Assessment on regional accessibility based on land transportation network: a case study of the Yangtze River Delta[J]. Acta Geographica Sinica, 61(12): 1235-1246.]
10	赵丹, 张京祥. 2012. 高速铁路影响下的长三角城市群可达性空间格局演变[J]. 长江流域资源与环境, 21(4): 392-398.
	[Zhao D, Zhang J X, 2012. Research into spatial pattern changes of Yangtze River Delta's accessibility under the impact of high-speed railway[J]. Resources and Environment in the Yangtze Basin, 21(4): 392-398.]
11	钟业喜, 陆玉麒. 2009. 基于可达性角度的区域发展机会公平性评价: 以江西省为例[J]. 地理科学, 29(6): 809-816.
	[Zhong Y X, Lu Y Q.2009. Assessment of fair space of opportunities for regional development based on accessibility: a case of Jiangxi Province[J]. Scientia Geographica Sinica, 29(6): 809-816.]
12	Cao, J, Liu, X C, Wang Y.2013. Accessibility impacts of China's high-speed rail network[J]. Journal of Transport Geography, 28: 12-21.
13	Chang J S, Lee J H.2008. Accessibility analysis of Korean high-speed rail: a case study of the Seoul metropolitan area[J]. Transport Reviews, 28(1): 87-103.
14	Chen C L, Hall P.2011. The impacts of high-speed trains on British economic geography: a study of the UK's intercity 125/225 and its effects[J]. Journal of Transport Geography, 19(4): 689-704.
15	Gutiérrez J.2001. Location, economic potential and daily accessibility: an analysis of the accessibility impact of the high-speed line Madrid-Bardelona-French border[J]. Journal of Transport Geography, 9(4): 229-242.
16	Gutiérrez J, González R, Gómez G.1996. The European high-speed train network: predicted effects on accessibility patterns[J]. Journal of Transport Geography, 4(4): 227-238.
17	Hall P.2009. Magic carpets and seamless webs: opportunities and constraints for high-speed trains in Europe[J]. Built Environment, 35(1): 59-69.
18	Hansen W G.1959. How accessibility shapes land-use[J]. Journal of the American Institute of Planners, 25(2): 73-76.
19	Holl A.2004. Manufacturing location and impacts of road transport infrastructure: empirical evidence from Spain[J]. Regional Science and Urban Economics, 34(3): 341-363.
20	Holl A.2007. Twenty years of accessibility improvements: the case of the Spanish motorway building program[J]. Transport Geography, 15(4): 286-297.
21	Hou Q, Li S M.2011. Transport infrastructure development and changing spatial accessibility in the Greater Pearl River Delta, China, 1990-2020[J]. Journal of Transport Geography, 19(6): 1350-1360
22	Jiao J J, Wang J E, Jin F J, et al.2014. Impacts on accessibility of China's present and future HSR network[J]. Journal of Transport Geography, 40: 123-132
23	Karou S, Hull A.2014. Accessibility modeling: predicting the impact of planned transport infrastructure on accessibility patterns in Edinburgh, UK[J]. Journal of Transport Geography, 35: 1-11
24	Knowles R D, Matthiessen C W.2009. Barrier effects of international borders on fixed link traffic generation: the case of Øresundsbron[J]. Journal of Transport Geography, 17(3): 155-165.
25	Levinson D M.2012. Accessibility impacts of high-speed rail[J]. Journal of Transport Geography, 22: 289-291
26	Monzón A, Ortega E, López E.2013. Efficiency and spatial equity impacts of high-speed rail extensions in urban areas[J]. Cities, 30(1): 18-30.
27	Perl A D, Goetz A R.2015. Corridors, hybrids and networks: three global development strategies for high speed rail[J]. Journal of Transport Geography, 42: 134-144.
28	Sánchez-Mateos H S M, Givoni M.2012. The accessibility impact of a new high-speed rail line in the UK: a preliminary analysis of winners and losers[J]. Journal of Transport Geography, 25: 105-114.
29	Stepniak M, Rosik P.2013. Accessibility improvement, territorial cohesion and spillovers: a multidimensional evaluation of two motorway sections in Poland[J]. Journal of Transport Geography, 31: 154-163
30	Ureña J M, Menerault P, Garmendia M.2009. The high-speed rail challenge for big intermediate cities: a national, regional and local perspective[J]. Cities, 26(5): 266-279.
31	Zaucha J, Komornicki T, Böhme K, et al.2014. Territorial keys for bringing closer the territorial agenda of the EU and Europe 2020[J]. European Planning Studies, 22(2): 1-22

道路网格	速度赋值	非道路网格	速度赋值
高速公路网格	120	城镇居民点网格	30
国道网格	100	耕地网格	15
省道网格	80	草地网格	20
县道网格	60	林地网格	2
城市内部道路网格	40	江河、水库等水体网格	5

海拔/m	坡度	速度赋值/(km/h)
≤500	0°~15°	根据土地利用类型赋值
	15°~25°	1.0
	>25°	0.5
>500	0°~15°	1.0
>500	>15°	0.5

站名		可达性变化率/%
站名		0~1 h	1~2 h	2~3 h	3~4 h	>4 h
深圳站	开通前	26.24	23.26	32.49	15.58	2.43
	开通后	26.38	27.92	35.63	9.97	0.09
	变化值	0.14	4.66	3.14	-5.61	-2.34
坪山站	开通前	29.66	26.37	31.79	11.26	0.93
	开通后	33.08	36.34	26.68	3.90	0
	变化值	3.42	9.97	-5.11	-7.36	-0.93
惠州南站	开通前	32.10	31.40	28.19	8.22	0.09
	开通后	35.50	41.72	20.42	2.36	0
	变化值	3.40	10.32	-7.77	-5.86	-0.09
惠东站	开通前	32.81	41.93	20.71	4.56	0
	开通后	37.78	47.81	13.77	0.64	0
	变化值	4.97	5.88	-6.94	-3.921	0
鮜门站	开通前	28.89	57.12	12.61	1.38	0
	开通后	35.67	55.08	9.18	0.07	0
	变化值	6.78	-2.04	-3.43	-1.31	0
汕尾站	开通前	23.46	64.29	11.73	0.52	0
	开通后	32.59	62.01	5.40	0	0
	变化值	9.13	-2.28	-6.33	-0.52	0
陆丰站	开通前	30.33	56.36	13.28	0.03	0
	开通后	36.64	58.01	5.35	0	0
	变化值	6.31	1.65	-7.93	-0.02	0
葵潭站	开通前	32.24	44.38	23.33	0.04	0
	开通后	37.43	54.67	7.88	0.02	0
	变化值	5.19	10.29	-15.45	-0.02	0
普宁站	开通前	31.57	33.16	33.58	1.69	0
	开通后	38.62	45.88	15.48	0.02	0
	变化值	7.05	12.72	-18.10	-1.67	0
潮阳站	开通前	25.36	31.75	31.21	11.65	0.02
	开通后	33.91	37.63	28.36	0.10	0
	变化值	8.55	5.88	-2.85	-11.56	-0.02
潮汕站	开通前	24.80	29.86	26.45	18.86	0.03
	开通后	28.66	33.14	36.21	1.99	0
	变化值	3.86	3.28	9.76	-16.87	-0.03
饶平站	开通前	17.30	26.45	20.89	33.14	2.22
	开通后	22.53	32.31	36.52	8.61	0.02
	变化值	5.23	5.86	15.63	-24.53	-2.20

站点	开通前/h	开通后/h	变化值/h	变化率/%
深圳北站	1.968	1.799	-0.169	-8.59
坪山站	1.781	1.511	-0.270	-15.16
惠州南站	1.611	1.407	-0.204	-12.66
惠东站	1.473	1.282	-0.191	-12.97
鲘门站	1.357	1.227	-0.130	-9.58
汕尾站	1.380	1.201	-0.179	-12.97
陆丰站	1.330	1.189	-0.141	-10.60
葵潭站	1.424	1.226	-0.199	-13.90
普宁站	1.555	1.291	-0.264	-16.98
潮阳站	1.805	1.445	-0.361	-19.94
潮汕站	1.897	1.603	-0.294	-15.50
饶平站	2.246	1.833	-0.413	-18.39
平均值	1.652	1.418	-0.235	-14.16

	通车前	通车后	差异系数变化
东莞	0.105	0.125	0.020
深圳	0.110	0.131	0.021
惠州	0.159	0.197	0.038
汕尾	0.173	0.225	0.052
揭阳	0.146	0.185	0.039
汕头	0.137	0.178	0.041
潮州	0.158	0.175	0.017
研究区域	0.219	0.241	0.022

Influence of the Xiamen-Shenzhen high-speed railways on accessibility and regional development: a case study of eastern Guangdong Province

RichHTML

PDF (PC)

Like

Knowledge

Abstract

Cite this article

share this article

Figures/Tables 9

References 31

Related Articles 15

Metrics

Comments

Recommended 0

[1]	CHEN Zhuo, LIANG Yi, JIN Fengjun. Simulation of city network accessibility and its influence on regional development pattern in China based on integrated land transport system [J]. PROGRESS IN GEOGRAPHY, 2021, 40(2): 183-193.
[2]	GE Yujuan, ZHAO Yuluan, LI Xiubin. Farmland fragmentation and land use intensity in mountain areas: A case study of Yayu Village, Guizhou Province [J]. PROGRESS IN GEOGRAPHY, 2020, 39(7): 1095-1105.
[3]	FENG Yingbin, LONG Hualou. Progress and prospect of research on spatial reconstruction of rural settlements in mountainous areas of China [J]. PROGRESS IN GEOGRAPHY, 2020, 39(5): 866-879.
[4]	TANG Chengli, GUO Xiashuang, ZHOU Guohua, WU Jiamin, CHEN Weiyang. Spatial distribution and influencing factors of innovation platforms in urban agglomerations of the middle reaches of the Yangtze River Basin [J]. PROGRESS IN GEOGRAPHY, 2020, 39(4): 531-541.
[5]	LV Minjuan, CAO Xiaoshu. Allometric scaling analysis of population and accessibility on the Loess Plateau from 1980 to 2016 [J]. PROGRESS IN GEOGRAPHY, 2020, 39(11): 1884-1897.
[6]	ZHAO Liyuan, WEI Jialing. Impact of urban development on the risk of flooding: A case study of Wuhan City, China [J]. PROGRESS IN GEOGRAPHY, 2020, 39(11): 1898-1908.
[7]	WAN Hui, ZHU Hong. Gender, resources, and power of female cross-border marriage immigrants’ home space: A case of villages in Western Guangdong Province [J]. PROGRESS IN GEOGRAPHY, 2020, 39(11): 1909-1922.
[8]	ZHANG Chun, CHENG Zhihua, YU Xiaoping, WANG Yaqun, SHEN Chen. Impact of public transportation infrastructure on employment of the low-income group in Urumqi [J]. PROGRESS IN GEOGRAPHY, 2020, 39(1): 111-119.
[9]	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.
[10]	Dongsheng ZHAN, Wenzhong ZHANG, Li Chen, Xiaofen YU, Yunxiao DANG. Research progress and its enlightenment of urban public service facilities allocation [J]. PROGRESS IN GEOGRAPHY, 2019, 38(4): 506-519.
[11]	WU Xuan, YANG Jiawen. City network by mobility and attention indices: A comparison of Guangzhou and Shenzhen [J]. PROGRESS IN GEOGRAPHY, 2019, 38(12): 1843-1853.
[12]	YIN Jiaojiao, WANG Xiaofang, JIA Yaoyan, LI Chunming, WANG Juan. Spatial accessibility distribution characteristics and influencing factors of the tourism poverty alleviation key villages in Wuling Mountain area, Hubei Province [J]. PROGRESS IN GEOGRAPHY, 2019, 38(12): 1865-1876.
[13]	Lifan SHEN, Chun ZHANG, He LI, Ye WANG. Interaction between commuting modes and job-housing imbalance in metropolis: An empirical study by Bayesian-tobit analysis in Beijing [J]. PROGRESS IN GEOGRAPHY, 2018, 37(9): 1277-1290.
[14]	Deyou MENG, Xiaojian LI. Spatial pattern of cost accessibility of provincial capital cities by high-speed rail and consumption in China [J]. PROGRESS IN GEOGRAPHY, 2018, 37(8): 1055-1065.
[15]	Tieshan SUN, Yingling FAN, Yunlei QI. Job accessibility by transit and variation among different population groups and in different regions in Beijing [J]. PROGRESS IN GEOGRAPHY, 2018, 37(8): 1066-1074.