基于成本距离的河南省多尺度可达性空间格局
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摘要
以河南省市、县及乡镇三级行政区为评价单元,综合考虑土地利用及地形条件因素,基于包含乡村道的交通网络数据集,应用成本距离分析方法计算各级行政区可达性,揭示不同尺度可达性空间分布特征及分布模式.结果表明:①不同尺度可达性总体格局大致相同.内部时间圈以中低可达性为主,外部时间圈以中高可达性为主.可达性值由内向外逐渐递减,呈现较明显的圈层分布,且时段越长,圈层分布越明显.高值区主要集中在河南省的核心增长极——中原城市群以及纵向京港澳高速和横向连霍高速交通轴线沿线地区.低值区环绕在河南省周边区域,尤其以西南部、东南部和东部分布最为集中.②分析单元越小,时段越短,内部可达性的空间异质性越明显.高可达值集聚的中原城市群内部既有中可达值区,亦存在低可达值区.乡级0.5、1.0h时段呈现更明显的交通指向性,主要围绕京港澳高速、连霍高速、宁洛高速、沪陕高速、大广高速以及济广高速等主要交通轴线沿线高度集聚.③分析单元越小,时段越长,空间自相关程度愈发显著,可达性在空间上集聚越明显.HH类型主要分布在中原城市群以及京港澳高速和连霍高速交通轴线沿线地区.
Taking the three-level administrative districts such as province,county and township in Henan as the evaluation units,the cost distance analysis method was used to calculate the accessibility of all three levels based on the traffic network dataset including rural road.The spatial distribution patterns of different scales accessibility were revealed by considering the factors of land use and terrain condition synthetically.The results show as follows.①The general pattern of accessibility at different scales is approximately the same.The internal time circle is dominated by middle and low accessibility,and the external is mainly in the medium-high accessibility.The value of accessibility decreases gradually from inward to outward,showing a more distinct distribution of the circle layer,and the longer the period,the more obvious the distribution of the circle layer.The high-value areas are mainly concentrated in the core growth poles of Henan Province-the Central Plains urban agglomeration and the areas along the longitudinal Beijing-Hong Kong-Macao Expressway and the horizontal Lianhuo Expressway traffic axis.The low-value area is surrounded by the surrounding areas of Henan Province,especially in the southwest,southeast,and east.②The smaller the analysis unit,the shorter the period,and the more spatial heterogeneity of internal accessibility.The Central Plains urban agglomeration with high accessibility value has both medium-value and lowvalue areas.The township level of 0.5 hand 1.0 hperiod shows more traffic directivity,mainly concentrated around the principal traffic axes such as Beijing-Hong Kong-Macao Expressway, Lianhuo Expressway, Ningluo Expressway,Shanghai-Shaanxi Expressway,Daguang Expressway,and Jiguang Expressway.③ The spatial autocorrelation and spatial agglomeration effect of accessibility are more significant with the smaller analysis unit and extended period.The HH type is mainly distributed in the Central Plains urban agglomeration and longitudinal Beijing-Macau Expressway and the horizontal continuous high-speed traffic axis along the area.
Taking the three-level administrative districts such as province,county and township in Henan as the evaluation units,the cost distance analysis method was used to calculate the accessibility of all three levels based on the traffic network dataset including rural road.The spatial distribution patterns of different scales accessibility were revealed by considering the factors of land use and terrain condition synthetically.The results show as follows.①The general pattern of accessibility at different scales is approximately the same.The internal time circle is dominated by middle and low accessibility,and the external is mainly in the medium-high accessibility.The value of accessibility decreases gradually from inward to outward,showing a more distinct distribution of the circle layer,and the longer the period,the more obvious the distribution of the circle layer.The high-value areas are mainly concentrated in the core growth poles of Henan Province-the Central Plains urban agglomeration and the areas along the longitudinal Beijing-Hong Kong-Macao Expressway and the horizontal Lianhuo Expressway traffic axis.The low-value area is surrounded by the surrounding areas of Henan Province,especially in the southwest,southeast,and east.②The smaller the analysis unit,the shorter the period,and the more spatial heterogeneity of internal accessibility.The Central Plains urban agglomeration with high accessibility value has both medium-value and lowvalue areas.The township level of 0.5 hand 1.0 hperiod shows more traffic directivity,mainly concentrated around the principal traffic axes such as Beijing-Hong Kong-Macao Expressway, Lianhuo Expressway, Ningluo Expressway,Shanghai-Shaanxi Expressway,Daguang Expressway,and Jiguang Expressway.③ The spatial autocorrelation and spatial agglomeration effect of accessibility are more significant with the smaller analysis unit and extended period.The HH type is mainly distributed in the Central Plains urban agglomeration and longitudinal Beijing-Macau Expressway and the horizontal continuous high-speed traffic axis along the area.
引文
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[24]闵敏,苗长虹,钟佳慧.交通优势度评价模型的改进及其在河南省的应用[J].河南大学学报(自然科学版),2017,47(4):409-417.MIN M,MIAO C H,ZHONG J H.Improvement of evaluation model of transportation superiority degree and its application in Henan[J].Journal of Henan University(Natural Science),2017,47(4):409-417.
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[2]李平华,陆玉麒.可达性研究的回顾与展望[J].地理科学进展,2005,24(3):69-78.LI P H,LU Y Q.Review and prospectation of accessibility research[J].Progress in Geography,2005,24(3):69-78.
[3]GEURS K T,VAN W B.Accessibility evaluation of land-use and transports strategies:Review and research directions[J].Journal of Transport Geography,2004,12(2):127-140.
[4]蒋海兵,张文忠,祁毅,等.区域交通基础设施可达性研究进展[J].地理科学进展,2013,32(5):807-817.JIANG H B,ZHANG W Z,QI Y,et al.Research progress on accessibility to regional transportation infrastructure[J].Progress in Geography,2013,32(5):807-817.
[5]陈洁,陆锋,程昌秀.可达性度量方法及应用研究进展评述[J].地理科学进展,2007,26(5):100-110.CHEN J,LU F,CHENG C X.Advance in accessibility evaluation approaches and applications[J].Progress in Geography,2007,26(5):100-110.
[6]NELSON A.Estimated travel time to the nearest city of 50 000or more people in year 2000[R].ISPRA:Global Environment Monitoring Unit-Joint Research Centre of the European Commission,2008.
[7]World Bank.Reshaping economic geography[M].Washington D.C.:World Development Report,2009.
[8]GUTIERREZ J,URBANO P.Accessibility in the European Union:The impact of the Trans-European road network[J].Journal of Transport Geography,1996,4(1):15-25.
[9]ZHU X,LIU S.Analysis of the impact of the MRT system on accessibility in Singapore using an integrated GIS tool[J].Journal of Transport Geography,2004,12(2):89-101.
[10]金凤君,王姣娥.20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,59(2):293-302.JIN F J,WANG J E.Railway network expansion and spatial accessibility analysis in China:1906-2000[J].Acta Geographica Sinica,2004,59(2):293-302.
[11]金凤君.我国航空客流网络发展及其地域系统研究[J].地理研究,2001,20(1):31-39.JIN F J.A study on network of domestic air passenger flow in China[J].Geographical Research,2001,20(1):31-39.
[12]王姣娥,金凤君,孙炜,等.中国机场体系的空间格局及其服务水平[J].地理学报,2006,61(8):829-838.WANG J E,JIN F J,SUN W,et al.Research on spatial distribution and service level of Chinese airport system[J].Acta Geographica Sinica,2006,61(8):829-838.
[13]冯长春,丰学兵,刘思君.高速铁路对中国省际可达性的影响[J].地理科学进展,2013,32(8):1187-1194.FENG C C,FENG X B,LIU S J.Effects of high speed railway network on the inter-provincial accessibilities in China[J].Progress in Geography,2013,32(8):1187-1194.
[14]王振波,徐建刚,朱传耿,等.中国县域可达性区域划分及其与人口分布的关系[J].地理学报,2010,65(4):416-426.WANG Z B,XU J G,ZHU C G,et al.The county accessibility divisions in China and its correlation with population distribution[J].Acta Geographica Sinica,2010,65(4):416-426.
[15]张莉,陆玉麒.基于陆路交通网的区域可达性评价:以长江三角洲为例[J].地理学报,2006,61(12):1235-1246.ZHANG L,LU Y Q.Assessment on regional accessibility based on land transportation network:A case study of the Yangtze River Delta[J].Acta Geographica Sinica,2006,61(12):1235-1246.
[16]吴威,曹有挥,曹卫东,等.开放条件下长江三角洲区域的综合交通可达性空间格局[J].地理研究,2007,26(2):391-402.WU W,CAO Y H,CAO W D,et al.On the patterns of integrated transportation accessibility in the Yangtze River Delta under opening conditions[J].Geographical Research,2007,26(2):391-402.
[17]HOU Q,LI S M.Transport infrastructure development and changing spatial accessibility in the Greater Pearl River Delta,China,1990-2020[J].Journal of Transport Geography,2011,19(6):1350-1360.
[18]蒋海兵,徐建刚,祁毅.京沪高铁对区域中心城市陆路可达性影响[J].地理学报,2010,65(10):1287-1298.JIANG H B,XU J G,QI Y.The influence of Beijing-Shanghai high-speed railways on land accessibility of regional center cities[J].Acta Geographica Sinica,2010,65(10):1287-1298.
[19]陈少沛,丘健妮,庄大昌.基于潜力模型的广东城市可达性度量及经济联系分析[J].地理与地理信息科学,2014,30(6):64-69.CHEN S P,QIU J N,ZHUANG D C.Urban accessibility measure and economic connection analysis in Guangdong Province based on potential model[J].Geography and Geo-information Science,2014,30(6):64-69.
[20]陈博文,陆玉麒,柯文前,等.江苏交通可达性与区域经济发展水平关系测度:基于空间计量视角[J].地理研究,2015,34(12):2283-2294.CHEN B W,LU Y Q,KE W Q,et al.Analysis on the measuring of the relationship between transportation accessibility and level of regional economic growth in Jiangsu:Based on spatial econometric perspective[J].Geographical Research,2015,34(12):2283-2294.
[21]徐维祥,陈斌,李一曼.基于陆路交通的浙江省城市可达性及经济联系研究[J].经济地理,2013,33(12):49-53.XU W X,CHEN B,LI Y M.The accessibility and economic linkage of urban areas in Zhejiang Province based on land communication[J].Economic Geography,2013,33(12):49-53.
[22]孟德友,陆玉麒.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,2011,31(5):537-543.MENG D Y,LU Y Q.Impact of High-speed railway on accessibility and economic linkage of cities along the railway in Henan Province,China[J].Scientia Geographica Sinica,2011,31(5):537-543.
[23]赵威,李政旸.高速铁路对沿线城市可达性和空间经济格局影响研究:以郑徐-郑西高铁为例[J].河南大学学报(自然科学版),2018,48(1):45-53.ZHAO W,LI Z Y.Study on the influence of high-speed railways on the accessibility and spatial economic pattern of cities along the Lines:Taking Zhengzhou-Xuzhou and Zhengzhou-Xi'an high-speed railways as example[J].Journal of Henan U-niversity(Natural Science),2018,48(1):45-53.
[24]闵敏,苗长虹,钟佳慧.交通优势度评价模型的改进及其在河南省的应用[J].河南大学学报(自然科学版),2017,47(4):409-417.MIN M,MIAO C H,ZHONG J H.Improvement of evaluation model of transportation superiority degree and its application in Henan[J].Journal of Henan University(Natural Science),2017,47(4):409-417.
[25]刘承良,余瑞林,熊剑平,等.武汉都市圈路网空间通达性分析[J].地理学报,2009,64(12):1488-1497.LIU C L,YU R L,XIONG J P,et al.Spatial accessibility of road network in Wuhan Metropolitan Area[J].Acta Geographica Sinica,2009,64(12):1488-1498.
[26]程钰,刘雷,任建兰,等.济南都市圈交通可达性与经济发展水平测度及空间格局研究[J].经济地理,2013,33(3):59-64.CHENG Y,LIU L,REN J L,et al.The study about measuring of the relationship between transportation accessibility and the level of economic growth and spatial structure at county level[J].Economic Geography,2013,33(3):59-64.
[27]ESRI.How cost distance tools work[EB/OL].http://help.arcgis.com/EN/arcgisdesktop/10.0/help/index.html#//009z00000025000000.htm,2017-10-8.
[28]FUGLSANG M,HANSEN H S,MNIER B.Accessibility analysis and modelling in public transport networksia raster based approach[C]//Computational Science and Its Applications-ICCSA 2011.Springer Berlin Heidelberg,2011:207-224.
[29]MICHAEL D S,MICHAEL F G,PAUL A L.Geospatial analysis:A comprehensive guide to principles,techniques and software tools(5th Edition)[EB/OL].http://www.spatialanalysisonline.com/HTML/,2017-11-6.
[30]CHRISTOPHER D L.Spatial data analysis:An introduction for GIS users[M].New York:Oxford University Press,2010.
[31]REY S J,ANSELIN L.Handbook of applied spatial analysis[M].Berlin Heidelberg:Springer,2010.
[32]JARVIS A,REUTER H I,NELSON A,et al.Hole-filled SRTM for the globe Version 4,available from the CGIAR-CSISRTM 90mDatabase[EB/OL].http://srtm.csi.cgiar.org,2017-8-6.
[33]国家基础地理信息中心.全球30米地表覆盖数据(Globe Land 30)[EB/OL].DOI:10.11769/GlobeLand30.2010.db,2017-7-8.National Geomatics Center of China.The data of Global Land 30[EB/OL].DOI:10.11769/GlobeLand30.2010.db,2017-7-8.
[34]THEOBALD D M,NORMAN J B,NEWMAN P.Estimating visitor use of protected areas by modeling accessibility:Acase study in Rocky Mountain National Park,Colorado[J].Journal of Conservation Planning,2010(6):1-20.
[35]BRENT F,THOMAS F,KIRK R S.National Park Service travel time cost surface model(TTCSM)[R].Natural Resource Report NPS/NRSS/NRR-2015/933.National Park Service,2015.
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