- 规划与建设
- 文章编号：1009-6000(2025)09-0081-09
- 中图分类号：F291 文献标识码：B
- Doi：10.3969/j.issn.1009-6000.2025.09.012
- 项目基金：国家自然科学基金面上项目（52178 059）；四川省科技计划软科学项目（2021JDR0068）；西南交通大学新型交叉学科培育基金项目（2682023ZDPY002）。
- 作者简介：于洋，西南交通大学建筑学院，教授，博士生导师；
董刘洋，西南交通大学建筑学院，硕士研究生；
周睿，西南交通大学建筑学院，博士研究生；
范路平，四川省城乡建设研究院，规划师；
杨静，西南交通大学建筑学院，讲师；
岳辉，通信作者，中铁二院工程集团有限责任公司，教授级高级工程师。
- 成渝地区交通网络与新型城镇化协同发展分析与提升对策
- Coordinated Development Analysis and Improvement Strategies of Transportation Network and New Urbanization in Chengdu-Chongqing Region
- 于洋 董刘洋 周睿 范路平 杨静 岳辉
- YU Yang DONG Liuyang ZHOU Rui FAN Luping YANG Jing YUE Hui
- 摘要：
交通网络与新型城镇化的协同发展是成渝地区一体化发展的重要前提。文章基于对成渝地区 2007 年、2010 年、2013 年、2016 年及 2019 年交通网络、新型城镇化发展演化特征的分析，运用耦合协调度模型测度两者的协同发展水平，并运用空间自相关、核密度估计、障碍度模型探究耦合协调度的时空格局和障碍因素。研究发现：①发展指数年均增长率方面，交通网络高于新型城镇化，在空间上均呈现以成都和重庆中心城区为核心的极化特征。②区域耦合协调水平由濒临失调提升至勉强协调，以成都和重庆中心城区为核心的极化特征显著。部分研究单元交通网络发展滞后，这些单元主要分布于成都平原地区和重庆大都市区。③耦合协调度在空间分布上由离散转向集聚，热点区域由以成都为主的单核分布转向以成都和环重庆中心城区为主的双核分布，冷点区域始终集中在渝东北和渝东南地区。成渝地区整体和分片区动态演进过程各异。④障碍度方面，交通网络始终高于新型城镇化，主要障碍因素是运输能力、经济发展和组织水平。最后，文章针对成渝地区交通网络与新型城镇化耦合协调时空格局及障碍因素，提出促进两系统协同发展的对策建议。 - 关键词：
城市群；区域一体化；综合交通；耦合协调；成渝地区双城经济圈 - Abstract: The coordinated development of transportation networks and new urbanization is an important prerequisite for the integrated development of Chengdu-Chongqing region. Based on the analysis of the development and evolution characteristics of transportation networks and new urbanization in the Chengdu-Chongqing region in 2007, 2010, 2013, 2016 and 2019, this paper uses the coupling coordination model to measure the coordinated development level of transportation networks and new urbanization, and uses spatial autocorrelation, kernel density estimation, and obstacle degree model to explore the spatial-temporal pattern and the obstacle factors of the coupling coordination degree. The study found that: ①In terms of the average annual growth rate of the development index, the transportation networks is higher than the new urbanization, and both spatially show polarization characteristics with the Chengdu and Chongqing central district as the core. ②The level of regional coupling coordination increases from near dissonance to barely coordinated, with significant polarization characteristics centered on the Chengdu and Chongqing central district. The transportation networks development of some study units laggs behind, and these study units are mainly located in Chengdu plain area and Chongqing metropolitan area. ③The coupling coordination degree changes from discrete to agglomerated in spatial distribution, the hotspot areas shift from a single-core distribution dominated by Chengdu to a dual-core distribution dominated by Chengdu and areas surrounding Chongqing central district, and the coldspot areas are always concentrated in the northeastern and southeastern Chongqing. The dynamic evolution processes of the Chengdu-Chongqing region as a whole and in sub-areas are different. ④In terms of obstacles, transportation networks is always higher than new urbanization, and the main obstacles are transportation capacity, economic development and organizational level. Finally, this paper proposes countermeasures and suggestions to promote the coordinated development of the two systems based on the spatial-temporal pattern and obstacles to the coupling and coordination of transportation networks and new urbanization in the Chengdu-Chongqing region.
- Key words: urban agglomeration; regional integration; comprehensive transportation; coupling coordination; Chengdu-Chongqing economic circle