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| 基于多源数据的大城市高铁站点市内可达性评价及提升对策研究 |
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叶勇1, 许红梅2
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1.中交第二公路勘察设计研究院有限公司，中交城乡建设规划设计研究院有限公司;2.湖北大学旅游学院
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| 摘要: |
| 高铁站点是高铁系统与城市交通系统的交汇点，其城市内部可达性直接影响着高铁效应的发挥。当前，高铁站可达性研究主要集中在城市外部可达性方面，对城市内部可达性研究相对较少，定量评价方法及城市间横向对比研究相对不足。基于中国铁路12306、百度地图等多源数据，采用城市轨道交通时间可达性测度方法，对北京、上海、广州、深圳等十个大城市行政、经济、文化、教育、旅游5类客流中心的高铁可达性进行评价。结果表明：十个大城市高铁站点市内可达性整体较好，但各城市及各功能节点可达性水平差异明显；教育、旅游、行政类中心的高铁站点可达性明显低于文化和经济类；高铁站市内可达性与城市轨道交通运营里程并无明显相关性。根据高铁站城市内部可达性特征，从转变高铁站点选址价值导向、推进城市轨道交通网络建设、完善快速公共交通体系等方面提出了高铁站点市内可达性提升策略，旨在为未来的高铁站点规划布局和城市内部接驳系统完善提供参考和借鉴。 |
| 关键词: 高铁站 市内可达性 时间成本 公共交通 |
| DOI： |
| 分类号:TU984 |
| 基金项目:中国交通建设股份有限公司重大科技研发项目（ 2020-ZJKJ-10） |
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| Research on Accessibility Evaluation and Improvement Strategies of High speed Railway Stations in Large Cities Based on Multi-source Data |
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YeYong,XU Hongmei
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| Abstract: |
| The high-speed railway station(HSRS) is the intersection point of the high-speed railway system and the urban traffic system, and its intra-city accessibility directly affects the effect of the high-speed railway. At present, the research on the accessibility of HSRS mainly focuses on the external accessibility of cities, and the research on the internal accessibility of cities is relatively few, and the quantitative evaluation methods and cross-city comparative research are relatively insufficient. Therefore, based on multi-source data such as China Railway 12306 website and Baidu map, the paper adopts quantitative method to measure time accessibility to HSRS. It quantitatively evaluates the accessibility of HSRS of administrative, economic, cultural, educational, and tourist centers in ten major cities including Beijing, Shanghai, Guangzhou, Shenzhen, Chengdu, Wuhan, Hangzhou Chongqing Nanjing and Qingdao.
The results show that: (1) The main HSRS in the ten cities are located at the edge of the city center, rather than in the geographical center composed of administrative, economic, cultural, educational and tourist centers, which reflects the "extensibility" development characteristics of the big cities at the present stage; Most of the main functional nodes of the ten cities are located in the central urban area , which reflects the "cohesive" distribution characteristics of urban functions. (2) The average time cost of ten urban HSRS is 39 min, all within 1 hour, and the accessibility is generally good. The accessibility rankings of the ten cities are successively Hangzhou, Nanjing, Chongqing, Chengdu, Shenzhen, Beijing, Guangzhou, Shanghai, Qingdao and Wuhan, and the accessibility levels of each city are significantly different. Among them, Hangzhou HSRS has the highest urban accessibility, and its time cost is 29min. Wuhan HSRS has the lowest accessibility in the city, and its time cost is 56min, which is nearly twice that of Hangzhou, mainly because the commuting time from each functional node of the city to the HSRS is about 50min. (3) The average time cost of the five types of centers varies greatly. The cultural center and the economic center have high accessibility, and the average time cost is 33min and 35min respectively, which is related to the fact that the library and the business district are basically located in the central area of the city. While education center, tourism center and administrative center have low accessibility, and the average time cost is 48min, 42min and 39min, respectively, which is related to the distribution of some universities, governments and scenic spots are in outer suburban district. (4) The time cost of various functional nodes to HSRS is basically within 1 hour, but there are obvious differences, and the accessibility of single urban functional nodes to HSRS is low. Among them, the best HSRS accessibility is Hangzhou Municipal Government and Hangzhou Wulin Business District with the time cost is only 18min; However, due to the distance between the Beijing Sub-center and the HSRS, the time cost of the Beijing Municipal government is up to 76min. The accessibility of Shenzhen University and Fudan University to HSRS is low, and the commute time within the city is 65min and 60min respectively, mainly due to the fact that the school is not in the same direction with the HSRS. (5) The time cost from five types of centers in Beijing, Shanghai, Shenzhen and other cities to the HSRS is uneven. This may affect the choice of travel modes of different people to a certain extent. When a certain type of center has various options such as high-speed rail and plane, but the accessibility of high-speed rail is low, passengers may give up taking high-speed rail and choose other modes of transportation. (6) There is no significant correlation between the urban accessibility of HSRS and the operating mileage of urban rail transit. The top three cities in the accessibility of HSRS are Hangzhou, Nanjing and Chongqing, while the operating mileage of these three cities ranks 7th, 9th and 8th respectively, and the operating mileage of rail transit ranks lower. Beijing and Shanghai rank first and second in rail transit operating mileage, and their HSRS rank sixth and eighth in urban accessibility.
According to the intra-city accessibility characteristics of HSRS, the following suggestions are put forward. Firstly, it is suggested that the value orientation of site selection of HSRS should be changed, and promote the rational layout of HSRS and urban conformal and intensive development. Secondly, promoting the construction of urban rail transit network, and give play to the advantages of urban rail transit in the connection of HSRS. Thirdly, It is necessary to improve the urban rapid public transport system, and enhance the comprehensive service level and attractiveness of urban public transport to HSRS. The research results can provide reference for the future planning and layout of HSRS and the improvement of urban interconnecting system. |
| Key words: high-speed railway station Urban accessibility Time cost Public transport |
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