本文選題：高速鐵路 + 復(fù)雜網(wǎng)絡(luò)��； 參考：《華東師范大學(xué)》2017年碩士論文

【摘要】：自2008年京津城際開(kāi)通,中國(guó)高速鐵路進(jìn)入了快速發(fā)展時(shí)期。高速鐵路的快速修建以及網(wǎng)絡(luò)的不斷完善,不但直接改變了站點(diǎn)城市區(qū)位條件,也引起了區(qū)域間相互關(guān)系的變化,上至國(guó)家,下至個(gè)人,都因?yàn)楦咚勹F路發(fā)展而發(fā)生了巨大變化,學(xué)術(shù)界也引發(fā)了針對(duì)高鐵的研究熱潮。本研究基于復(fù)雜網(wǎng)絡(luò)方法,主要通過(guò)度指標(biāo)、介數(shù)指標(biāo)以及網(wǎng)絡(luò)區(qū)位系數(shù)指標(biāo),按照個(gè)體-群體-整體的研究思路,分別從高鐵站點(diǎn)、高鐵經(jīng)濟(jì)區(qū)、高鐵整體結(jié)構(gòu)三個(gè)視角對(duì)中國(guó)高速鐵路網(wǎng)絡(luò)進(jìn)行研究分析。主要包括以下內(nèi)容:(1)直轄市、省會(huì)城市的高鐵站點(diǎn)憑借著較高的度指標(biāo)對(duì)外直接聯(lián)系著較多的高鐵站點(diǎn)。省會(huì)城市、直轄市站點(diǎn)在高鐵網(wǎng)絡(luò)中承擔(dān)了重要的中轉(zhuǎn)作用,中部地區(qū)例如荊州、宜昌等站點(diǎn)憑借處于多條線路的交匯點(diǎn)處的特殊區(qū)位,在高鐵網(wǎng)絡(luò)中也起到了明顯的中轉(zhuǎn)作用。2007-2015年間,新出現(xiàn)的高鐵站點(diǎn)中有162個(gè)站點(diǎn)位于長(zhǎng)江流域和東南沿海地區(qū),占新建高鐵站點(diǎn)總數(shù)的83.5%。大部分高鐵站點(diǎn)城市原先已通鐵路,但是通了高鐵之后網(wǎng)絡(luò)區(qū)位和競(jìng)爭(zhēng)能力發(fā)生了改變,站點(diǎn)之間呈現(xiàn)了不均衡發(fā)展現(xiàn)象。其中東中部高鐵站點(diǎn)競(jìng)爭(zhēng)優(yōu)勢(shì)明顯,西部地區(qū)城市站點(diǎn)只有成都、重慶和南寧具有競(jìng)爭(zhēng)優(yōu)勢(shì),其余西部省會(huì)城市站點(diǎn)在高鐵網(wǎng)絡(luò)中均處于競(jìng)爭(zhēng)劣勢(shì),其余西部站點(diǎn)發(fā)展也比較欠缺,整體上處于"低水平均衡"的格局。通過(guò)將高鐵站點(diǎn)網(wǎng)絡(luò)區(qū)位系數(shù)分別與所屬城市的GDP、人均GDP、常住人口以及行政等級(jí)做單因素相關(guān)分析,發(fā)現(xiàn)高鐵站點(diǎn)發(fā)展情況和上述城市指標(biāo)均有顯著的相關(guān)性,但是相關(guān)性強(qiáng)弱不一。其中高鐵站點(diǎn)和城市GDP相關(guān)性最高為0.692,其次是人口和行政等級(jí),相關(guān)性系數(shù)分別為0.593和0.586,相關(guān)性最低的是人均GDP,系數(shù)僅為0.366.(2)通過(guò)模塊化算法將2007年普通站點(diǎn)和2015年高鐵站點(diǎn)分別分成30個(gè)鐵路經(jīng)濟(jì)區(qū)和16個(gè)高鐵經(jīng)濟(jì)區(qū),通過(guò)對(duì)比發(fā)現(xiàn)高速鐵路對(duì)原先鐵路社團(tuán)產(chǎn)生較大影響。2015年高鐵經(jīng)濟(jì)區(qū)范圍和城市群的空間分布有著較強(qiáng)的關(guān)聯(lián)性,主要分為完全吻合關(guān)系、組合關(guān)系以及分割關(guān)系。高鐵經(jīng)濟(jì)區(qū)內(nèi)部也呈現(xiàn)比較明顯的特征,主要有線性和面狀兩種特征,其中面狀特征又分為鐵路局特征和省域特征�；诟哞F經(jīng)濟(jì)區(qū)的內(nèi)部特征,結(jié)合與城市群的范圍聯(lián)系發(fā)現(xiàn),隨著高速鐵路的不斷發(fā)展,秦嶺淮河以南的城市群,將在高鐵站點(diǎn)以及線路班次的影響下逐漸走向融合,秦嶺淮河以北的城市群,將受到高鐵影響,導(dǎo)致城市群內(nèi)部發(fā)展差異化,城市群逐漸破碎,其中鐵路局的力量也將在高鐵的修建中逐漸顯現(xiàn)。章節(jié)最后基于高鐵經(jīng)濟(jì)區(qū)的形成過(guò)程、范圍以及特征,與《基于二維時(shí)空地圖的中國(guó)高鐵經(jīng)濟(jì)區(qū)格局模擬》一文進(jìn)行討論,發(fā)現(xiàn)其在基準(zhǔn)點(diǎn)選取、站點(diǎn)均直通假設(shè)以及計(jì)算臨界站點(diǎn)劃分方面,均值得商榷�；诖�,得出高鐵經(jīng)濟(jì)區(qū)例如湖北高鐵區(qū)與本章節(jié)形成的高鐵經(jīng)濟(jì)區(qū)也存在較大差別,對(duì)未來(lái)高鐵對(duì)城市的影響判斷也存在差異。(3)從站點(diǎn)的度指標(biāo)和介數(shù)指標(biāo)均發(fā)現(xiàn),高鐵整體網(wǎng)絡(luò)以武漢站為中心呈現(xiàn)明顯的"十字型"結(jié)構(gòu),度指標(biāo)和介數(shù)指標(biāo)較高的站點(diǎn)大部分均位于"十字"框架上,并將全國(guó)高鐵站點(diǎn)分為四個(gè)象限。第四象限為唯一有兩個(gè)樞紐站點(diǎn)的象限,高鐵網(wǎng)絡(luò)最為發(fā)達(dá);其次是第一象限(華北、華東和東北地區(qū)),濟(jì)南成為第一象限中度和介數(shù)比較突出的站點(diǎn);處于西部的第二象限和第三象限的網(wǎng)絡(luò)發(fā)展比較落后。通過(guò)與2007年普通鐵路的對(duì)比發(fā)現(xiàn),高速鐵路極大的改變了鐵路的整體網(wǎng)絡(luò)結(jié)構(gòu),以北京為樞紐的"一枝獨(dú)秀"普通鐵路結(jié)構(gòu)己發(fā)展成為"三足鼎立"的高速鐵路新格局,結(jié)構(gòu)模式也由單中心向多中心模式轉(zhuǎn)變,鐵路發(fā)展的重心逐漸從北方向南方轉(zhuǎn)移。從高鐵站點(diǎn)直接的班次聯(lián)系強(qiáng)度發(fā)現(xiàn),絕大多數(shù)站點(diǎn)間聯(lián)系較弱,聯(lián)系強(qiáng)度大于50的只有60組節(jié)點(diǎn)對(duì),占總節(jié)點(diǎn)對(duì)的2.4%。邊權(quán)重大于50的城市站點(diǎn)對(duì)絕大多數(shù)位于東部沿海一帶,形成兩個(gè)核心區(qū):長(zhǎng)三角和珠三角。高速鐵路網(wǎng)絡(luò)在南北縱向上主要依托京滬線、京港高鐵武漢-廣州段,東西方向上主要依托滬漢蓉客運(yùn)專線,形成我國(guó)最為重要的東西向運(yùn)輸通道。使全國(guó)高鐵線路格局呈縱向強(qiáng)、橫向弱的"倒Z型"特點(diǎn)。高鐵網(wǎng)絡(luò)覆蓋了其中的88個(gè)大都市區(qū),占全部總數(shù)的68.75%,高鐵網(wǎng)絡(luò)區(qū)位優(yōu)勢(shì)由東向西地帶性遞減,東中部中心城市依托高鐵進(jìn)一步提高其網(wǎng)絡(luò)區(qū)位優(yōu)勢(shì),成為受益最大的城市。28個(gè)開(kāi)通高鐵的省份中,省會(huì)城市均已全部開(kāi)通高鐵,39.1%的地級(jí)市和4.7%的縣已開(kāi)通高鐵,城市的行政等級(jí)越高,其網(wǎng)絡(luò)區(qū)位優(yōu)勢(shì)占優(yōu)的比重越高,但是中小城市也有部分獲益,主要集中于東部地區(qū)(73個(gè)站點(diǎn)),該區(qū)域高鐵發(fā)展己從強(qiáng)化中心城市時(shí)期發(fā)展到提高中小城市時(shí)期,結(jié)構(gòu)也逐漸從"等級(jí)化"向"扁平化"轉(zhuǎn)變。從高速鐵路的整體結(jié)構(gòu)入手,結(jié)合中國(guó)當(dāng)代歷史、文化、經(jīng)濟(jì)等元素,對(duì)高速鐵路發(fā)展機(jī)制進(jìn)行初步探討,將影響高鐵網(wǎng)絡(luò)發(fā)展的因素分為兩種,分別是以中央政府、國(guó)家發(fā)改委等為主導(dǎo)的上層力量和以地方政府為代表的下層力量,由此總結(jié)出自上而下和自下而上的兩種機(jī)制共同促進(jìn)鐵路發(fā)展。
[Abstract]:Since the opening of Beijing and Tianjin Intercity in 2008, China's high-speed railway has entered a period of rapid development. The rapid construction of the high-speed railway and the continuous improvement of the network have not only changed the site conditions of the site of the site directly, but also caused the change of interregional relations. The great changes have taken place in the development of the high-speed railway from the top to the state, and to the individual. Based on the complex network method, this study is mainly based on the degree index, the index of the number of media and the index of network location coefficient. According to the research ideas of the individual group and the whole, we study the high-speed railway network from three perspectives, namely, the high speed railway, the high speed rail economic zone and the high speed railway. The main contents are as follows: (1) the high speed rail sites of the municipalities directly under the central government and the provincial capital cities are directly connected with a large number of high speed rail sites. The provincial capital cities and municipalities directly under the central government have played an important role in the high-speed rail network, and the central areas, such as Jingzhou, Yichang and other sites, rely on the intersection of multiple lines. The special location, in the high speed railway network also played a significant role in the.2007-2015 years, the new high speed railway stations in the Yangtze River Basin and the southeast coastal areas, accounting for the total number of new high speed railway stations in the 83.5%. most of the high speed railway stations have already passed the railway, but the network location and competitive ability after the high speed rail network. There is an uneven development between the stations. Among them, the high speed railway stations in the East and central region have obvious competitive advantages. The western urban sites are only Chengdu, Chongqing and Nanning have competitive advantages. The rest of the western provincial capital city sites are all at a competitive disadvantage in the high speed rail network, and the rest of the Western sites are relatively short of development. In the "low level equilibrium" pattern, the correlation analysis between the network location coefficient of the high speed railway station and the GDP per capita, the per capita GDP, the resident population and the administrative rank found that there was a significant correlation between the development of the high speed rail station and the above urban indicators, but the correlation was different. The high speed railway station and the city GDP phase were different. The highest level of customs is 0.692, followed by population and administrative grade, the correlation coefficient is 0.593 and 0.586, the lowest correlation is per capita GDP, and the coefficient is only 0.366. (2). Through modular algorithm, the 2007 ordinary site and the 2015 high speed railway station are divided into 30 railway economic zones and 16 high speed rail economic zones respectively. By contrast, the high speed railway is found to be the original. First, the Railway Association has a greater impact on the.2015 years of the high speed rail economic zone and the spatial distribution of the urban agglomeration. It is mainly divided into complete anastomosis, combination and segmentation. The high speed rail economic zone also shows obvious characteristics, mainly including two characteristics of linear and surface features, and the surface features are divided into railway. Based on the internal characteristics and provincial characteristics of the high speed rail Economic Zone, combined with the scope of the urban agglomeration, it is found that with the continuous development of the high-speed railway, the urban agglomeration in the south of Huaihe, Qinling Mountains, will gradually merge under the influence of the high speed railway station and the line shift, and the city group north of Qinling Mountains Huaihe will be affected by the high speed rail, leading to the city. The internal development of the group is different, the urban agglomeration is gradually broken, and the power of the Railway Bureau will be gradually shown in the construction of the high speed rail. Finally, the chapter is based on the formation process, the scope and the characteristics of the high speed rail Economic Zone, and discusses the pattern of the Chinese high speed railway based on the two-dimensional map based on the spatial and temporal map. On the basis of this, it is concluded that the high speed rail Economic Zone, such as Hubei high speed railway area, and the high speed rail economic zone formed in this chapter also have great differences, and there are differences in judging the impact of the future high speed rail on the city. (3) the overall network of high speed rail network is found from the degree index and the medium index of the site. The center of the WuHan Railway Station takes on a clear "cross" structure. Most of the sites with higher index and high index are located on the "cross" frame, and the national high speed rail stations are divided into four quadrants. The fourth quadrant is the only quadrant with only two hub sites, the high speed rail network is the most developed; the second is the first quadrant (North China, East China and northeast land) Ji'nan becomes the first quadrant of moderate and medium number, and the network development in the second quadrant and the third quadrant in the west is relatively backward. Through the comparison with the ordinary railway in 2007, it is found that the high-speed railway has greatly changed the overall network structure of the railway, and the "one stick" ordinary railway structure with Beijing as the hub has been developed. It has become a new pattern of "tripartite" high speed railway, and its structure mode is also changed from single center to multi center mode. The center of railway development is gradually transferred from the north to the south. From the direct link strength of the high speed railway station, the connection between the vast majority of sites is weak and the connection intensity is more than 50, only 60 groups of nodes, accounting for 2. of the total nodes. The urban sites with the weight of 4%. over 50 have two core areas in the eastern coastal area: the Yangtze River Delta and the Pearl River Delta. The high-speed railway network mainly relies on the Beijing Shanghai line, the Wuhan Guangzhou section of the Beijing and Hong Kong high speed railway, and the East and west direction is mainly based on the Shanghai Han Rong passenger transport line, forming the most important East-West transportation in China. The high speed rail network has the characteristics of the vertical and weak "inverted Z" pattern. The high speed rail network covers 88 of the metropolitan areas, accounting for 68.75% of the total, and the regional advantage of the high speed rail network is decreasing from the east to the West. The central central city in the East and the middle is relying on the high speed rail to further improve its network location advantage and become the most benefited city.2 In the 8 provinces, the provincial capital cities have all opened the high speed rail, 39.1% of the cities and 4.7% of the counties have opened the high speed railway. The higher the administrative level of the cities, the higher the proportion of their network location superiority, but the small and medium-sized cities also benefit partly, mainly in the eastern region (73 sites), and the development of the high speed railway in this region has been strengthened from the intensification of the region. From the period of heart city to the period of improving the middle and small cities, the structure has gradually changed from "grade" to "flat". Starting with the overall structure of high speed railway, combining the elements of Chinese contemporary history, culture and economy, the development mechanism of high speed railway is preliminarily discussed, and the factors affecting the development of high speed railway are divided into two kinds, which are the central government. The government, the national development and Reform Commission, and other lower forces represented by the local government, have summed up the two mechanisms from top to bottom and bottom-up to promote the development of railway.
【學(xué)位授予單位】：華東師范大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2017
【分類號(hào)】：F532

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