选取广州火车站和广州东站地区为研究案例,利用相似性指数和均质度概念,分析了广州站和广州东站地区建设用地功能组合及空间结构特征。结果显示,广州站地区用地功能组合呈现以两类用地为主的混合化及两类以上用地组合的复杂化状态,广州东站地区以两类混合化用地为主;广州站与广州东站地区用地类型多数与居住功能相组合,使得在车站本身交通流量的基础上叠加了居住区交通流量;广州站地区各类建设用地在空间上呈片状的组团结构分布,根据网格斑块的破碎程度可以划分为两个部分,西北部的网格斑块较为破碎,东南部斑块相对完整;广州东站地区中部网格斑块相对完整,周边地区相对破碎;广州东站地区的对外交通用地分布较为紧凑;广州站和广州东站地区各种用地类型在均质程度上表现出较大不同,绿地和居住用地空间分布相对较为紧凑,而其他用地类型空间分布则比较破碎,广州东站地区各用地类型组团均质度均值一般都大于广州站地区。火车站地区极易产生土地利用低效和空间结构混乱状况,广州站地区建设用地功能组合的复杂化程度高于广州东站地区,广州东站地区建设用地空间结构在一定程度上更为合理。

With the comparability index and the evenness concept, this paper analyses the function combination and spatial structure characteristics of construction land in Guangzhou railway station and railway eastern station areas. The results indicate that, in railway station area, plots of the first function category occupy 33.33% of the total, in which the public service function plots predominate; plots of the second function category occupy 47.62%, of which the plots with residential, travel industrial and commercial functions predominate; and plots of the third function category occupy 19.05% of the total.The function combination of railway station area presents a mixture of two categories and dominated land use and complexity of more than two categories dominated construction land use, being 66.67% according to plot statistics. In railway eastern station area, plots of the first function category reach 20% of the total, in which the residential function plots predominate; plots of the second function category occupy 65%, in which the plots with official and residential mixed function predominate; and plots of the third function category occupy 15% of the total. The construction land function in Guangzhou railway station and railway eastern station areas mainly combine with residential function, leading to a higher transport flow than the normal residential area. Construction land of all categories in railway station area is distributed spatially as group structure in sheets. It could be divided into two parts according to the fragmentation degree of grid plots, one is northwestern part which is relatively fragmentized, and the another is southeastern part which is relatively integrated. The external traffic land in railway eastern station area is rather compact. In this area, the grid plots in the middle are relatively integrated, and the ones in its periphery are relatively fragmentized. Various categories of construction land in these two railway station areas are distributed spatially as group structure, but very different in evenness. According to the evenness of all kinds of construction land in railway station area, the list is:G(0.65)>R(0.55)>T(0.48)>C(0.40)>U(0.39);and in railway eastern station area, it is:G(0.74)>R(0.56)>C(0.46)>T(0.27).In these two areas, the spatial distribution of green land and residential land is relatively compact (evenness>0.50),and the distribution of other kinds of land is relatively fragmentized(evenness<0.50).The average evenness of various kinds of land in eastern station area is larger than it is in theother area. Thus, the spatial structure of construction land in railway eastern station is better.