CAJ | 학술논문

可达性是度量区域交通网络结构通达性的有效指标。本文以1997、2001、2004、2008和2012年为时间断面，以加权平均旅行时间为指标，对重庆市陆路交通网络中节点区县可达性时空特征及演化规律进行了研究。结果表明：重庆市交通可达性总体呈现以主城区为中心向外围区域递减的“核心-边缘”模式，可达性等值线大致呈不规则环状分布；随着路网的不断完善，可达性水平由中心向外围呈圈层式优化，各区县的可达性有大幅度的提升，但不同阶段可达性提升幅度不同，第1、2阶段（1997-2004年）可达性相对第3、4阶段（2004-2012年）而言优化程度更为显著。由于可达性值变化幅度与其初始值有关，所以，边缘地区可达性值提高幅度始终大于中心地区，区县可达性差异逐渐缩小，可达性分布趋于均衡。由于空间经济分布具有明显的不均衡性，可达性与经济发展之间具有一定的互动耦合关系，交通网络的区域效应显得更为复杂。交通网络如何与城市体系合理匹配，形成良性互动的“交通-城市-经济”复合系统，是未来区域交通建设规划应该重视的内容。
가체성시도량구역교통망락결구통체성적유효지표。본문이1997、2001、2004、2008화2012년위시간단면，이가권평균여행시간위지표，대중경시륙로교통망락중절점구현가체성시공특정급연화규률진행료연구。결과표명：중경시교통가체성총체정현이주성구위중심향외위구역체감적“핵심-변연”모식，가체성등치선대치정불규칙배상분포；수착로망적불단완선，가체성수평유중심향외위정권층식우화，각구현적가체성유대폭도적제승，단불동계단가체성제승폭도불동，제1、2계단（1997-2004년）가체성상대제3、4계단（2004-2012년）이언우화정도경위현저。유우가체성치변화폭도여기초시치유관，소이，변연지구가체성치제고폭도시종대우중심지구，구현가체성차이축점축소，가체성분포추우균형。유우공간경제분포구유명현적불균형성，가체성여경제발전지간구유일정적호동우합관계，교통망락적구역효응현득경위복잡。교통망락여하여성시체계합리필배，형성량성호동적“교통-성시-경제”복합계통，시미래구역교통건설규화응해중시적내용。
Accessibility, as an important index to represent the effectiveness of regional traffic network structure, takes a vital role in transport status research and transport network planning and designing. However, it is hard to find previous researches on the spatial-temporal characteristics of transport network accessibility and its evolu-tion pattern, especially cases concerning the inland mountainous regions. In this paper, those characteristics and the evolution pattern of all nodes (districts) in Chongqing transport network in 1997, 2001, 2004, 2008 and 2012 were analyzed and evaluated by using the weighted average travel time as the indicator. The results show that the accessibility of Chongqing declined gradually from the city center (Yuzhong district) to the city edges. During 1997-2012, with the enhancement of transport network, the accessibility of all nodes was dramatically im-proved. Comparatively, the growth of accessibility during 1997-2004 is higher than that during 2004-2012. Be-cause the variation of accessibility values has a close relationship with its initial value, the accessibility increase in the marginal areas is greater than that in the central areas. Among the cities, the differences in accessibility gradually narrow, and the accessibility coefficient gradually reaches an equilibrium distribution. Because of the imbalance of the spatial distribution of economy, there is a certain interactive coupling relationship between eco-nomic development and accessibility. And the regional effect of the transport network is more complicated. How to properly match the transport network to the urban system is the content of the regional transportation construc-tion planning, and the government should pay more attention into it in the future.