【摘要】 以兰新高铁沿线9个城市为研究对象,选取加权平均旅行时间、经济潜力及可达性系数等模型作为测算交通可达性的主要指标,借助ArcGIS反距离加权差值技术对兰新高铁运营前后沿线城市可达性的空间格局演变进行探讨.结果表明,高铁运营后,沿线城市可达性发展存在明显的空间差异,可达性与经济潜力呈现不完全契合状态.从加权平均旅行时间来看,兰新廊道中部城市可达性改善程度优于廊道首尾城市;从经济潜力分析,廊道首尾城市经济潜力发展空间较中部城市更优秀,中小城市发展势头更为强劲.充分考虑兰新高铁的特殊体质和欠发达城市发展的实际情况,对沿线城市提出各具侧重的发展策略,即东部城市积极构建小时经济圈,中部城市竭力压缩经济距离,西部城市最大化规避虹吸效应.更多还原

【Abstract】 This paper takes 9 cities along the Lanzhou-Xinjiang high-speed railway as research objects,based on the models of weighted average travel time,economic potential and accessibility coefficient are selected as the main indicators of measure accessibility.The spatial pattern evolution of the accessibility of nine cities along the line before and after the opening of Lanzhou-Xinjiang high-speed rail is simulated by GIS spatial analysis technology.It shows that after the operation of Lanzhou-Xinjiang high-speed rail,there are obvious spatial differences in the accessibility of cities along the line.The accessibility and economic potential are not completely compatible.From the perspective of weighted average travel time,the accessibility of the central city of Lanzhou-Xinjiang Corridor is improved.The degree is better than the first and last cities of the corridor.From the analysis of economic potential,the development potential of the economic potential of the corridors is better than that of the central cities,and the development momentum of small and medium-sized cities is stronger.Taking full account of the special physical condition of Lanzhou-Xinjiang high-speed railway and the actual development of underdeveloped cities,the development strategies of the eastern,central and western cities of the corridor are put forward:The eastern cities are actively building an hourly economic circle,the central cities are trying to compress the economic distance,and the western cities are maximizing the avoidance of the siphon effect.更多还原