高铁新时代下中国铁路交通可达性分布格局及其均衡程度的研究

doi:10.3969/j.issn.1004-9479.2020.06.2019312

摘要/Abstract

摘要：

基于交通可达性指数对2009—2016年期间中国主要城市的交通可达性及其区域差异进行了比较分析，整体上所有主要城市的交通可达性均得到了大幅提升。从范围上来看，无论时间可达性还是经济可达性，东部城市都高于中部和西部城市。高铁建设导致经济活动向区域中心城市的集聚，经济可达性的分布呈现出显著的以各区域中心城市为核心的“中心-外围”结构。但集聚外溢效应同样存在，这种外溢效应主要集中在中心城市的近邻地区，向周边中等规模以上城市扩展。这些现象说明我国区域间交通成本仅仅出现了中等程度的下降，由此导致区域经济集聚程度的提高，尚处在交通成本与区域经济差距之间“倒U字曲线”的中前期阶段。

关键词: 高速铁路, 铁路交通可达性, 空间分布, 非均衡指数

Abstract:

Based on the common traffic accessibility index, this paper compares the traffic accessibility and its regional differences of major cities in China from 2009 to 2016. As a whole, the traffic accessibility of all major cities has been greatly improved. In terms of geographical scope, regardless of time accessibility or economic accessibility, eastern cities are higher than central and western cities. The development of high-speed rail has led to the agglomeration of economic activities to regional central cities, and the distribution of market potential presents a remarkable "center-periphery" structure with the core of regional central cities. This structure has been further strengthened with the construction of high-speed railways, and massive economic resources are concentrated in regional central cities and first-tier cities. However, the agglomeration spillover effect also exists, and this spillover effect is mainly concentrated in the neighboring areas of regional central city, expanding to the surrounding cities of medium scale or above. These phenomena show that the inter-regional transportation cost in China has only decreased to a moderate extent, which leads to the increase of regional economic agglomeration. It is still in the middle and early stages of the "inverted U curve" between the transportation cost and the regional economic disparity.

Key words: high-speed railway, rail traffic accessibility, spatial distribution, disequilibrium index

俞路. 高铁新时代下中国铁路交通可达性分布格局及其均衡程度的研究[J]. 世界地理研究, 2020, 29(6): 1148-1160.

Lu YU. Research on the distribution patterns and disequilibrium degree of railway accessibility in China under the new era of high-speed railway[J]. World Regional Studies, 2020, 29(6): 1148-1160.

图/表 4

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年份	指标	加权平均时间	市场潜能	内部市场潜能	外部市场潜能
2009	最小值	16.45	2.80	2.57	0.04
	最大值	49.24	35.91	33.60	5.39
	平均值	25.09	6.15	5.37	0.79
	标准差	6.85	4.47	4.07	0.90
2013	最小值	14.04	2.88	2.78	0.05
	最大值	47.49	48.16	40.59	17.33
	平均值	23.62	7.27	5.69	1.57
	标准差	6.95	5.99	4.65	2.45
2016	最小值	9.86	2.93	2.82	0.10
	最大值	45.14	51.19	41.42	22.36
	平均值	21.19	8.60	6.15	2.44
	标准差	6.65	7.14	5.14	3.34
2009—2016	均值变化	-3.9	2.45	0.78	1.65
2009—2016	标准差变化	-0.2	2.67	1.07	2.44

年份	指标	加权平均时间	市场潜能	内部市场潜能	外部市场潜能
2009	最小值	16.45	2.80	2.57	0.04
	最大值	49.24	35.91	33.60	5.39
	平均值	25.09	6.15	5.37	0.79
	标准差	6.85	4.47	4.07	0.90
2013	最小值	14.04	2.88	2.78	0.05
	最大值	47.49	48.16	40.59	17.33
	平均值	23.62	7.27	5.69	1.57
	标准差	6.95	5.99	4.65	2.45
2016	最小值	9.86	2.93	2.82	0.10
	最大值	45.14	51.19	41.42	22.36
	平均值	21.19	8.60	6.15	2.44
	标准差	6.65	7.14	5.14	3.34
2009—2016	均值变化	-3.9	2.45	0.78	1.65
2009—2016	标准差变化	-0.2	2.67	1.07	2.44

系数	指标	2009年	2013年	2016年	2009—2016年变化量
变异系数	加权平均时间	0.273	0.295	0.314	0.041
	市场潜能	0.729	0.826	0.833	0.104
	内部市场潜能	0.760	0.819	0.839	0.079
	外部市场潜能	1.153	1.558	1.373	0.220
基尼系数	加权平均时间	0.150	0.162	0.172	0.022
	市场潜能	0.290	0.330	0.348	0.058
	内部市场潜能	0.286	0.297	0.310	0.024
	外部市场潜能	0.532	0.622	0.589	0.057
泰尔指数	加权平均时间	0.035	0.041	0.046	0.011
	市场潜能	0.174	0.220	0.233	0.059
	内部市场潜能	0.179	0.197	0.209	0.030
	外部市场潜能	0.490	0.724	0.624	0.134

系数	指标	2009年	2013年	2016年	2009—2016年变化量
变异系数	加权平均时间	0.273	0.295	0.314	0.041
	市场潜能	0.729	0.826	0.833	0.104
	内部市场潜能	0.760	0.819	0.839	0.079
	外部市场潜能	1.153	1.558	1.373	0.220
基尼系数	加权平均时间	0.150	0.162	0.172	0.022
	市场潜能	0.290	0.330	0.348	0.058
	内部市场潜能	0.286	0.297	0.310	0.024
	外部市场潜能	0.532	0.622	0.589	0.057
泰尔指数	加权平均时间	0.035	0.041	0.046	0.011
	市场潜能	0.174	0.220	0.233	0.059
	内部市场潜能	0.179	0.197	0.209	0.030
	外部市场潜能	0.490	0.724	0.624	0.134

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