發(fā)布時間：2018-06-03 20:00

  本文選題：網(wǎng)絡(luò) + 滬昆高鐵��； 參考：《江西師范大學(xué)》2017年碩士論文

【摘要】：城市的發(fā)展與交通運輸網(wǎng)絡(luò)息息相關(guān),高鐵作為交通行業(yè)革命性的運輸工具,它的開通不僅改變了空間的通達(dá)性和城市之間的聯(lián)系,而且推動了沿線城市交通網(wǎng)絡(luò)結(jié)構(gòu)的演變。理解城市在網(wǎng)絡(luò)中的地位,分析高鐵網(wǎng)絡(luò)與城市中心性的關(guān)系,有助于優(yōu)化交通網(wǎng)絡(luò)布局及促進(jìn)城市發(fā)展。本研究以滬昆高鐵為例,以江西省11個沿線城市為研究對象,首先基于最短交通時間計算普鐵與高鐵網(wǎng)絡(luò)下城市的鄰近性,對比分析滬昆高鐵對江西省沿線城市鄰近性的影響;其次通過網(wǎng)絡(luò)分析工具計算高鐵有無情境下城市的中介性,分析滬昆高鐵對江西省沿線城市中介性的影響程度。研究結(jié)果表明:(1)高鐵與普鐵網(wǎng)絡(luò)下的鄰近性比較中,滬昆高鐵網(wǎng)絡(luò)下江西段11個沿線城市的鄰近性有較大的提高,各城市加強(qiáng)了與其他城市的空間聯(lián)系,但鄰近性的差距也在拉大,南昌市、鷹潭市、撫州市處于交通網(wǎng)絡(luò)的中心區(qū)域,鄰近性較高,具備良好的區(qū)位優(yōu)勢。各城市的鄰近性變化率中,南昌市、撫州市的變化率較高,分別為226%與180%;鷹潭市的變化率最低,為120%。與普鐵網(wǎng)絡(luò)下的鄰近性相比,滬昆高鐵網(wǎng)絡(luò)下的鷹潭市鄰近中心地位顯著下降。(2)有高鐵與無高鐵網(wǎng)絡(luò)下的城市中介性相差不明顯,但11個沿線城市的中介性相差顯著,南昌市處于絕對的交通樞紐地位,鷹潭市、上饒市稍弱。從中介性的變化程度上看,變化率較高的城市為玉山縣、弋陽縣,分別為0.5%與0.35%。較低的城市為南昌市、新余市,變化率均在0.04%以下。南昌市與鷹潭市的交通網(wǎng)絡(luò)密集,相比交通網(wǎng)絡(luò)較稀疏的弋陽縣、玉山縣,中介性變化率要低。從空間分布上看,滬昆高鐵江西段的東部城市比西部城市的中介性變化率更高。(3)滬昆高鐵網(wǎng)絡(luò)下11個沿線城市的鄰近性與中介性相關(guān)性較低,反映了兩個中心性指標(biāo)衡量了城市在網(wǎng)絡(luò)中的不同特點,鄰近性反映了一個城市到其他城市的便捷程度,鄰近性高的城市表明在交通網(wǎng)絡(luò)中占有區(qū)位優(yōu)勢;中介性衡量了一個城市交通網(wǎng)絡(luò)的中轉(zhuǎn)的能力,高的中介性表明該城市是重要的交通樞紐,南昌市與鷹潭市在兩種中心性指標(biāo)中占有明顯優(yōu)勢。
[Abstract]:The development of the city is closely related to the transportation network. As a revolutionary means of transportation, the opening of high-speed rail not only changes the accessibility of space and the relationship between cities, but also promotes the evolution of urban traffic network structure along the line. Understanding the status of the city in the network and analyzing the relationship between the high-speed rail network and the city-center will help to optimize the distribution of the traffic network and promote the development of the city. This study takes Shanghai-Kunming high-speed railway as an example, and takes 11 cities along Jiangxi Province as the research object. Firstly, based on the shortest traffic time, the proximity of cities under the common railway and high-speed rail network is calculated, and the influence of Shanghai-Kunming high-speed rail on the proximity of cities along Jiangxi Province is compared and analyzed. Secondly, the network analysis tools are used to calculate the urban intermediation in the context of high-speed rail, and to analyze the influence of Shanghai-Kunming high-speed rail on the intermediary nature of cities along Jiangxi Province. The results show that the proximity of 11 cities along the Jiangxi section under the Shanghai-Kunming high-speed rail network has been greatly improved compared with the proximity of the common rail network, and each city has strengthened its spatial links with other cities. However, the gap of proximity is also widening. Nanchang, Yingtan and Fuzhou are in the center of traffic network. Among the cities, Nanchang city and Fuzhou city have higher change rate, 226% and 180%, respectively, and Yingtan city has the lowest change rate (120g). Compared with the proximity under the ordinary railway network, the proximity of Yingtan city under the Shanghai-Kunming high-speed rail network has a significant decline. (2) there is no significant difference between the urban intermediation of the high-speed rail network and that of the city without the high-speed rail network, but there is a significant difference in the intermediation between the 11 cities along the railway line. Nanchang City is in an absolute transportation hub position, Yingtan City, Shangrao slightly weak. In terms of the degree of intermediary change, the cities with higher rate of change were Yushan County and Yiyang County, which were 0.5% and 0.35%, respectively. The lower cities are Nanchang city and Xinyu city, the change rate is below 0.04%. Compared with Yiyang county and Yushan county, the traffic network of Nanchang city and Yingtan city is dense, and the rate of intermediary change is lower than that of Yiyang county and Yushan county. From the spatial distribution point of view, the intermediary change rate of the eastern cities in the Jiangxi section of the Shanghai-Kunming high-speed railway is higher than that of the western cities.) the proximity and the intermediation of the 11 cities along the Shanghai-Kunming high-speed railway network are lower than those of the western cities. It reflects two central indicators to measure the different characteristics of the city in the network, proximity reflects the convenience of one city to other cities, and the city with high proximity shows the location advantage in the traffic network. Intermediary measures the ability of transit of a city's traffic network. The high intermediation indicates that the city is an important transportation hub. Nanchang city and Yingtan city have obvious advantages in the two kinds of central indexes.
【學(xué)位授予單位】：江西師范大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：F532.8;F299.27

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