|Table of Contents|

Study on the Evolution of the Urban Hinterland Based onAccessibility and Competitiveness:a Case Study ofthe Yangtze River City Group(PDF)

南京师范大学学报（工程技术版）[ISSN:1006-6977/CN:61-1281/TN]

Issue:
2021年02期
Page:
78-85
Research Field:
城乡规划学
Publishing date:

Info

Title:
Study on the Evolution of the Urban Hinterland Based onAccessibility and Competitiveness:a Case Study ofthe Yangtze River City Group
Author(s):
Han Yanhong1; Dong Ping2; 3; Wen Yuzhao4; Xu Qi1; Ma Yingyi5
(1.School of Environmental Science,Nanjing Xiaozhuang University,Nanjing 211171,China)(2.School of Geography,Nanjing Normal University,Nanjing 210023,China)(3.Jiangsu Center for Collaborative Innovation in Geographical Information Resource Development a
Keywords:
accessibility; competitiveness; high-speed railway; urban hinterland; field strength model; Yangtze River City Group
PACS:
F294.3
DOI:
10.3969/j.issn.1672-1292.2021.02.013
Abstract:
The evolution of the traffic network has a significant influence on the variety of central city’s hinterland. The four years 1999,2005,2011 and 2018,are selected as time cross-sections. With the support of the socio-economic database and the traffic geographic database of the Yangtze River City Group,we apply field-strength model and GIS to study the evolution of the urban hinterland of the Yangtze River City Group. At the same time,the ideas of coordinated development of Yangtze River City Group are analyzed. The results show that:(1)The accessibility of Yangtze River City Group has been significantly improved,and the accessibility is relatively poor in the large-scale development period of high-grade highway,and the area with average accessibility over 1.5h accounts for 42.4%. In the stable development period of high-speed rail,the area with average accessibility of 1.5-2 h is only 0.5%,and the 1.5 h commuter circle has been basically formed.(2)The evolution of the urban hinterland of the Yangtze River City Group shows that Suzhou has the biggest urban hinterland,and the area accounts for more than 50%. The urban hinterland of Nanjing is about 20%,that of Nantong is about 10%,and that of Wuxi,Changzhou,Zhenjiang,Taizhou and Yangzhou are relatively small.(3)The ideas of coordinated development of Yangtze River City Group are put forward:creating growth pole and leading the development of regional integration; optimizing the accessibility of middle Jiangsu and creating a 1-hour commuter circle; accelerating the integration of south Jiangsu and middle Jiangsu,and narrowing the regional development gap.

References:

[1] 彭建,陈云谦,胡智超,等. 城市腹地定量识别研究进展与展望[J]. 地理科学进展,2016,35(1):14-24.
[2]PARR J B. Growth-pole strategies in regional economic planning:a retrospective view. Part 1. Origins and advocacy[J]. Urban Studies,1999,36(7):1195-1215.
[3]BUNNELL T,BARTER P A,MORSHIDI S. Luala Lumpur metropolitan area:a globalizing city-region[J]. Cities,2002,5(19):357-370.
[4]HIDENOBU M. International urban systems and air passenger and cargo flows some calculations[J]. Journal of Air Transport Management,2004(10):241-249.
[5]许培源,许红妹. 福建省厦漳泉大都市区空间结构特征分析[J]. 经济地理,2012,32(6):59-66.
[6]敖丽红,尤芳,田翠玲. 城市发展扩散理论研究——以大连市为例[J]. 城市发展研究,2012,19(6):18-23.
[7]陈园园,李宁,丁四保. 城市群空间联系能力与SOM神经网络分级研究——以辽中南城市群为例[J]. 地理科学,2011,31(12):1461-1467.
[8]马颖忆,陆玉麒,王大伟,等. 基于双核理论的云南省中心—门户识别与对外开放布局研究[J]. 南京师大学报(自然科学版),2020,43(4):38-44.
[9]何丹,杨犇. 高速铁路对沿线地区城市腹地的影响研究——以皖北地区为例[J]. 城市规划学刊,2011(4):66-74.
[10]张莉,赵英杰,陆玉麒,等. 中国铁路客运流联结的城市时间可达性[J]. 地理科学,2020,40(3):354-363.
[11]唐子来,李涛. 长三角地区和长江中游地区的城市体系比较研究:基于企业关联网络的分析方法[J]. 城市规划学刊,2014(2):24-31.
[12]于鹏,全波. 高速铁路对不同城市群空间格局的影响研究[J]. 城市交通,2019,17(6):80-90.
[13]姜莉莉,袁家冬,韩刚,等. 黑龙江省地方中心城市的发展战略研究[J]. 经济地理,2019,39(3):67-75.
[14]牟凤云,李梦梅,周杰. 基于可达性与场强模型的重庆市城市吸引范围演变研究[J]. 城市研究,2019(5):90-98.
[15]刘玮辰,陆玉麒,徐旳. 南京都市圈空间相互作用时空演变分析[J]. 人文地理,2017,32(2):65-71.
[16]曾冰,张艳,胡亚光. 基于交通可达性与城市竞争力的城市腹地范围识别——以长江中游城市群为例[J]. 热带地理,2020,40(1):119-127.
[17]韩艳红,陆玉麒. 基于时间可达性的城市吸引范围演变研究——以南京都市圈为例[J]. 人文地理,2014,29(6):95-103.
[18]孟德友,魏凌,樊新生,等. 河南“米”字形高铁网构建对可达性及城市空间格局影响[J]. 地理科学,2017,37(6):850-858.
[19]曹小曙,郑慧玲,李涛,等. 高铁对关中平原城市群可达性影响的多尺度分析[J]. 经济地理,2018,38(12):60-67.
[20]陈建军,郑广建,刘月. 高速铁路对长江三角洲空间联系格局演化的影响[J]. 经济地理,2014,34(8):54-60,67.
[21]姜莉莉,袁家冬,邸玉双,等. 吉林省城市空间结构及地方中心城市腹地范围界定[J]. 地理科学,2020,40(8):1319-1327.
[22]方大春,孙明月. 高铁时代下长三角城市群空间结构重构——基于社会网络分析[J]. 经济地理,2015,35(10):50-56.
[23]钟业喜,黄洁,文玉钊. 高铁对中国城市可达性格局的影响分析[J]. 地理科学,2015,35(4):387-395.
[24]郭嘉颖,吴威,曹有挥,等. 铁路高速化对长三角城市群区域空间联系格局的影响[J]. 长江流域资源与环境,2019,28(12):2817-2826.
[25]宋欣,孙伟,王磊. 长三角高铁网络时空演化格局及区域经济影响测度研究[J]. 长江流域资源与环境,2020,29(2):296-309.
[26]康译之,何丹,高鹏,等. 长三角地区港口腹地范围演化及其影响机制[J]. 地理研究,2021,40(1):138-151.
[27]徐维祥,许言庆. 我国沿海港口综合实力评价与主要港口腹地空间的演变[J]. 经济地理,2018,38(5):26-35.
[28]文玉钊,钟业喜,黄洁. 交通网络演变对中心城市腹地范围的影响——以江西省为例[J]. 经济地理,2013,33(6):59-65.

Memo

Memo:
-
Last Update: 2021-06-30