Study On China High Speed Railway Network Based On Complex Network Method

Since 2008,the opening of the Beijing Tianjin intercity high-speed railway,China has entered a rapid development period.The rapid construction of high-speed railway and the network continues to improve,not only changed the city site location,but also caused changes in the relationship between regions,up to the country,down to the individual.Because of the development of high speed railway has undergone tremendous changes,the academic circles also led to research upsurge of HSR.The research of high-speed railway can be divided into two main categories,one is the different research perspective,another for different research methods.The research perspective is mainly divided into two aspects of:network structure and the site of the City,the main research methods at home and abroad are divided into access method and complex network method.Although the research of high-speed railway is numerous,but the study focused on the pattern of a line or a field research,and is mainly aiming at the description of the phenomenon.The study lack of the temporal contrast,exploration and development behind the mechanism.A complex network of railway research on high speed railway,mainly through the description of an important indicator of degree and betweenness,ignoring the other important indicators.This research is based on the complex network method,mainly through index,betweenness and network location index.According to the research ideas of individual group overall,the research respectively from three perspectives:the high site,high-speed economy,overall structure of high speed rail,including the following:(1)The capital city of the high-speed railway station with a high degree of foreign direct contact with the more high-speed railway station.Wuhan,Guangzhou,Beijing,Zhengzhou,Changsha capital city,municipality directly under the central government site took an important role in the high speed rail transit network in the central region.Such as Jingzhou,Yichang and other sites with the special location point is the intersection of the lines,in the high-speed rail network has also played a role.It is found that through the apparent transfer degree and betweenness,the hub site has undergone a great change.During 2007-2015,the emergence of new high-speed railway station is located in the Yangtze River Basin and most of the southeast coastal areas,regional conditions improved significantly.Most of the high iron city site had a railway,but a high-speed rail network location and competition ability are changed,the phenomenon of uneven development between the present site,only a small part of the site has a competitive advantage the high-speed rail network.Polarization phenomenon is obvious.The obvious competitive advantage in high-speed railway station in the Middle East area.Only Chengdu,Chongqing and Nanning in the west of the city site have a competitive advantage.Not only that,the rest of West Station Point city development is also relatively lacking,the whole is in the "low level equilibrium" pattern.High speed railway development status and the site in the city of GDP,GDP per capita,the resident population and administrative level has a significant positive correlation between the city.The development of GDP is the most closely,that means city's GDP is higher,the city high speed railway development better;The correlation of population and administrative levels,and the per capita city the GDP is small.High speed railway is mainly in economy oriented and services in densely populated metropolitan areas.Some scholars have found that the high-speed railway spatial pattern and China city economic structure,population pattern are relevant.(2)Through the modular algorithm,dividing high-speed railway station into 16 high-speed rail Economic Zone.It is found that the high iron city population distribution and economic zone has a strong correlation,mainly divided into identical relations,the combination relation and segmentation relationship.This correlation also shows obvious regularity in space.North of Qinling Mountains to Huaihe,the high-speed rail economic Zone is mainly composed of urban agglomeration.South of Qinling Mountains to Huaihe high-speed economic zone is mainly cut apart from urban agglomeration.The internal high-speed economic zone has obvious features,and mainly has linear and planar two features.The facial feature is divided into the characteristics of Railway Bureau and provincial characteristics.Two kinds of features have obvious regularity in space.North of Qinling Mountains to Huaihe high-speed economic zone is linear characteristics,South of Qinling Mountains to Huaihe high-speed economic zone is showed facial feature.Based on the internal characteristics of high-speed rail Economic Zone and the range of city group contact,with the continuous development of high-speed railway,the south of Qinling Mountains to the Huaihe city group,will affect the high-speed rail station and line shift gradually towards integration.the future may form several large city group.The north of Qinling Mountains to Huaihe city group will be affected by a variety of forces provinces(such as economic,population,government,macro policy influence,etc.).This may lead to internal differences in the development of city group.City group has gradually broken.The Railway Bureau will also force in the high-speed rail construction gradually,which also affect the further development of city group.The final chapter based on the formation of high iron Economic Zone Process,scope and characteristics,and<based on two-dimensional map,the pattern of "China high-speed economic zone simulation>text for discussion.It found that the selected reference point,through the calculation of the critical assumptions and site site division,are debatable.Based on this,the high-speed economic zone such as Hubei high iron and high iron this section formed economic zone there is a big difference,for the future of the city to evaluate the influence of high iron are also different.(3)High speed railway has greatly changed the structure of railway network,with Beijing as the hub of the "thriving" ordinary railway structure has become a new pattern of high-speed railway,to change the structure of a situation of tripartite confrontation "pattern mode from single center to multi center.The center of railway development gradually from North to South.Beijing Guangzhou high-speed transfer and Huhanrong railway and high-speed railway high-speed rail network have become the most important line in the high-speed rail network and shows a" cross type "structure.High speed train services contact strength has a"vertical force weak "inverted" Z "pattern.The national high-speed rail link is the most frequent in Yangtze River Delta and Pearl River Delta region.In fact,is the Beijing Tianjin Hebei and Wuhan District,and the level of economic development and population density showed a high degree of consistency.The high-speed rail network location from east to west area descends.East Central City Based on high-speed rail to further improve the network advantage,has become the biggest beneficiary of the city.The city's administrative level is higher,the dominant network location advantage of the higher proportion of small and medium-sized city,but there are some benefits,mainly in the eastern region,the the regional development of high-speed rail from the city center to strengthen to improve the small and medium-sized city during the period of development,the structure also gradually change from "level" to the "flat".Starting from the overall structure of the high-speed railway,the development focus and development period,combined with China contemporary history,culture,economy and other elements,the developing mechanism of high-speed railway is discussed,factors affecting the development of the high-speed rail network is divided into two kinds,respectively is the central government,the national development and Reform Commission as the leading force and to the local government as the representative of the lower power,summed up the two mechanisms of top-down and bottom-up and jointly promote the development of the railway.