西安建筑科技大学学报(自然科学版)

为探究新“丝绸之路经济带”的“经济凹陷带”的交通通达性,进而有针对性地完善交通路网,以青海省交通路网为研究对象,在诠释定义交通可达性概念的基础上,将矢量数据与栅格数据转换并结合,运用成本距离等空间计量分析工具,对青海省交通路网可达性和覆盖度进行分析.结果表明:青海省作为“丝绸之路经济带”的重要节点,目前尚未形成快速便捷的路网; 干线公路对州、县、重要资源产业基地等节点的衔接覆盖不足; 市(州)及县级行政区道路技术状态差、高等级覆盖率低,农村公路等级差、整体覆盖率低; 东部城市群城乡公交一体化建设程度低,主要城市站点和路线设置不合理; 交通网络可达性存在显著差异,东西向以柳格高速为分界线,柳格高速以西,通达性的时间长度从1.2 h增加至4.85 h,部分省内区域通达时间超过10 h,南北向以G109为分界线,呈现出“东部大于西部,北部大于南部”和“局部分布不均匀”的态势.

To investigate the traffic accessibility of the “economic depression belt” on the new Silk Road Economic Belt, we can perfect the traffic network and take the traffic network of Qinghai Province as the object of study, in analyzing and judging the accessibility and coverage of traffic network in Qinghai Province, by converting vector data to grid data and combine them with each other based on defining the concept of traffic accessibility with spatial econometric analysis tools such as cost distance method. The results show that: Qinghai Province, as an important node in “Silk Road Economic Belt ”, has not buit up a convenient traffic road network. The trunk roads lack enough coverage for the counties, important resources and industrial bases. Her city road state and county administrative region is poor, with low coverage of high grade highway.Futhermore the province's the integration of urban and rural public transport in the eastern urban agglomeration is low, and the main city sites and routes are unreasonabley laid out and lack of coverage. There is a significant difference in traffic network accessibility, with the Liuge Speed High way as the dividing line of east and west, the time length of accessibility increases from 1.2 hours to 4.85 hours in the west of the Liuge Speed Highway, the access time is more than 10 hours in some place. G109 Highway separates south and north as a dividing line, showing “the East larger than the west, and the north larger than the South” and the“local uneven distribution” of the situation.

引言
1 可达性模型原理与数据处理
2 覆盖度评价
3 交通路网完善建议
4 结论

图1 水平与垂直结点计算图示<br/>Fig.1 Horizontal and vertical node calculation diagrams

图1 水平与垂直结点计算图示
Fig.1 Horizontal and vertical node calculation diagrams

图2 累积成本结点计算<br/>Fig.2 Calculation of cumulative cost nodes

图2 累积成本结点计算
Fig.2 Calculation of cumulative cost nodes

图3 对角结点计算图示<br/>Fig.3 Diagonal node calculation diagram

图3 对角结点计算图示
Fig.3 Diagonal node calculation diagram

图4 输入栅格
Fig.4 Input grid

图5 初次迭代与输出<br/>Fig.5 First iteration and output

图5 初次迭代与输出
Fig.5 First iteration and output

图6 二次迭代与输入栅格<br/>Fig.6 Quadratic iteration and input grid

图6 二次迭代与输入栅格
Fig.6 Quadratic iteration and input grid

图7 成本距离输出值<br/>Fig.7 Cost distance output valueNoData

图7 成本距离输出值
Fig.7 Cost distance output valueNoData

图8 青海省主要交通线路图<br/>Fig.8 Main traffic routes in Qinghai Province

图8 青海省主要交通线路图
Fig.8 Main traffic routes in Qinghai Province

表1 部分省份路网建设对比<br/>Tab.1 Comparison of traffic routes construction in of China's some northwest provinces

表1 部分省份路网建设对比
Tab.1 Comparison of traffic routes construction in of China's some northwest provinces

图9 青海交通网络图<br/>Fig.9 Traffic network in Qinghai Province

图9 青海交通网络图
Fig.9 Traffic network in Qinghai Province

图10 青海省对外运输通道布局示意<br/>Fig.10 Layout of Qinghai province's external transportation passage

图10 青海省对外运输通道布局示意
Fig.10 Layout of Qinghai province's external transportation passage

表2 青海省运输通道基础设施构成情况<br/>Tab.2 Composition of traffic corridor infrastructure of Qinghai Province

表2 青海省运输通道基础设施构成情况
Tab.2 Composition of traffic corridor infrastructure of Qinghai Province

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备注

引言

1 可达性模型原理与数据处理

2 覆盖度评价

3 交通路网完善建议

4 结论

期刊信息