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以东北铁路区段客、货流密度、线路矢量数据和东北城市(地级以上)的人口和经济统计数据为基础,运用克吕金插值方法分析东北铁路客、货运输的空间极化格局,并借助于GIS手段,利用空间相关分析、时序分析与对比分析等方法,探讨形成该格局的主要动力机制。分析认为,1990～2005年,东北城市发展、区域经济与人口增长是铁路运输空间极化的主要动力。客、货流密度极化的动力机制有所不同,货流密度的分布受区域内所有地级市的影响较大,整体性和层次性较多,并形成以哈尔滨和沈阳为中心的“两极”格局;而客流密度的分布受4大城市(哈尔滨、长春、沈阳、大连)的影响较强,形成以哈大线、沈山线为主轴的屋脊状格局,比较简明。并且,东北区域的发展促进货流密度的空间极化,而对客流密度的空间极化有减缓作用。铁路提速和振兴东北老工业基地政策等因素,对东北铁路客、货运输的空间极化格局也具有一定的影响。
Based on the demographics and economic statistics of passengers, cargo flows and routes in northeastern railway and the population and economic statistics of northeastern cities (above prefecture level), the paper analyzes the spatial polarization of passenger and freight transport in Northeast China by using Kriging interpolation method, And with the help of GIS means, using spatial correlation analysis, time series analysis and comparative analysis methods to explore the formation of the pattern of the main driving force. According to the analysis, from 1990 to 2005, the development of northeast cities, the growth of regional economy and population are the major driving forces for the polarization of railway transport. The motivation mechanism of passenger and cargo density polarization is different. The distribution of the cargo density is more affected by all the prefecture-level cities in the region, with more integrity and hierarchy, and the formation of "Harbin-Shenyang-Shenyang- The distribution of passenger flow density is strongly influenced by the four major cities (Harbin, Changchun, Shenyang and Dalian), forming a ridge pattern dominated by the Hada Line and the Shen Shan Line, which is relatively concise. Moreover, the development of Northeast China promotes the spatial polarization of the current density of goods and slows down the spatial polarization of passenger flow. Factors such as the speed-up of railway and the policy of rejuvenating northeast old industrial base also have certain influence on the spatial polarization pattern of passenger and freight transport in northeastern railway.