Multi‐scale spatiotemporal analyses of moose–vehicle collisions: a case study in northern Vermont

Moose–vehicle collisions (MVCs) pose a serious safety and environmental concern in many regions of Europe and North America. For example, in the state of Vermont, one‐third of all reported MVCs resulted in motorist injury or fatality while collisions have increased from two in 1982 to 164 in 2002. Our work used a MVC dataset from 1983 to 1999 in the Northeastern Highlands of Vermont (four major roads) to perform space, time and spatiotemporal analyses and guide future mitigation strategies. An adapted kernel density estimator was implemented for exploratory analyses to detect high density collision hotspots on roads. The kernel in space showed seven major density peaks which varied in magnitude and spread between roads. The kernel estimator in time for all roads showed an exponentially increasing trend with annual periodicity and a seasonal cyclic component, where the majority of collisions occurred from May to October. Spatiotemporal kernel estimation exhibited discontinuous density hotspots in time and space suggesting changing animal movement patterns across roads. We used an adapted Ripley's K‐function to test the hypothesis that MVCs clustering occurred at multiple scales in space, in time and in space–time combined. Statistically significant spatial clustering was evident on all roads at spatial scales from 2 to 10 km. A more consistent clustering in time occurred on all roads at a scale distance of 5 years. Similar to the kernel estimation, annual periodicity was also evident. Positive space–time clustering was present at small spatial (5 km) and temporal scales (2 years) indicating that where MVCs occur is also influenced by when they occur. In retrospect, using multiple road lengths, and the combined kernel estimation and Ripley's K‐function in time and space, provided a powerful methodology to study varying spatiotemporal patterns of wildlife collisions along roads. This can greatly assist transportation planners in identifying optimal mitigation strategies along specific roads, such as deciding on location and spatial length for permanent and expensive measures (e.g. crossing structures and associated fencing) versus less permanent and inexpensive structures (e.g. wildlife signage and reduced speed limits).     

中国收费公路基础设施与财务状况的空间格局

收费公路是公路网系统的重要组成部分,为中国高等级公路（尤其是高速公路）的快速发展起到了重要的作用。自20 世纪80 年代初以来,我国收费公路发展经历了三个阶段：起步探索阶段（1981-1997 年）、快速发展阶段（1998-2003 年）以及规范治理阶段（2004 年以来）。国际比较研究显示,人口、经济总量和国土面积会影响收费公路的规模,而中国收费公路的发展明显偏离了当前的经济发展水平,存在路网规模过大、空间布局不合理的问题。总体上,中国收费公路在空间格局上具有显著的反U型结构--东、西部地区收费公路规模均高于中部地区,且西部地区高于东部地区,与中国东中西地区依次递减的梯度经济格局不协调。收费公路财务指标的投资、收入和支出具有U型空间结构,与经济发展的区域格局不一致;但单位公里的收益水平呈现梯型结构,与中国经济发展的区域格局大体吻合;投资回收期表明中国收费公路总体具有可行的盈利水平,但省级区域差异较大。     

Computing the fewest-turn map directions based on the connectivity of natural roads

In this article, we introduce a novel approach to computing the fewest-turn map directions or routes based on the concept of natural roads. Natural roads are joined road segments that perceptually constitute good continuity. This approach relies on the connectivity of natural roads rather than that of road segments for computing routes or map directions. Because of this, the derived routes possess the fewest turns. However, what we intend to achieve are the routes that not only possess the fewest turns but are also as short as possible. This kind of map direction is more effective and favored by people because they bear less cognitive burden. Furthermore, the computation of the routes is more efficient because it is based on the graph encoding the connectivity of roads, which is substantially smaller than the graph of road segments. We experimented on eight urban street networks from North America and Europe to illustrate the above-stated advantages. The experimental results indicate that the fewest-turn routes possess fewer turns and shorter distances than the simplest paths and the routes provided by Google Maps. For example, the fewest-turn-and-shortest routes are on average 15% shorter than the routes suggested by Google Maps, whereas the number of turns is just half as much. This approach is a key technology behind FromToMap.org – a web mapping service using openstreetmap data.     

URBAN TRANSPORTATION PLANNING IN CALIFORNIA:AN EVALUATION

California's excellent road system has provided unmatched mobility for most of the state's residents. Recently, however, constraints on construction of high-capacity roads have threatened the future of unrestricted auto use. California's transportation planners have therefore shifted emphasis from expanding the transportation system to increasing its efficiency. No concomitant change has occurred, however, in state legislation or resource allocation. As a result, rather than being an integrated process, transportation planning and implementation are fragmented. This paper examines the origins and implications of this situation and possible remedies for it.     

URBAN TRANSPORTATION PLANNING IN CALIFORNIA: AN EVALUATION

California's excellent road system has provided unmatched mobility for most of the state's residents. Recently, however, constraints on construction of high-capacity roads have threatened the future of unrestricted auto use. California's transportation planners have therefore shifted emphasis from expanding the transportation system to increasing its efficiency. No concomitant change has occurred, however, in state legislation or resource allocation. As a result, rather than being an integrated process, transportation planning and implementation are fragmented. This paper examines the origins and implications of this situation and possible remedies for it.     

中国公路交通的重金属排放及其对土地污染的初步估算

本文研究了全国各省市机动车Pb、Cu、Zn、Cd排放总量和公路两侧土壤中Pb含量的分布及其面积。结果表明,东部发达省份机动车的重金属排放量较西部地区大。使用含铅汽油的1990~1996年期间,北京市公路两侧土壤中Pb的年输入量为2.48~3.17 mg/ (kg · a)、累积量为11.4 mg/kg;1997~2003年使用无铅汽油后,两者分别下降到0.26~0.29 mg/(kg · a)和1.30 mg/kg。公路两侧的土壤中Pb含量随垂直距离的外延呈指数形式下降。公路交通对道路两侧土壤产生严重和轻度Pb污染的范围分别为距公路0~10 m和10~65 m。2003年北京市和全国受公路交通Pb污染的土地面积为2310 km²和28900 km²。公路交通的重金属排放是导致我国土地污染的重要原因之一。     

Hierarchical community detection and functional area identification with OSM roads and complex graph theory

An in-depth analysis of the urban road network structure plays an essential role in understanding the distribution of urban functional area. To concentrate topologically densely connected road segments, communities of urban roads provide a new perspective to study the structure of the network. In this study, based on OpenStreetMap (OSM) roads and points-of-interest (POI) data, we employ the Infomap community detection algorithm to identify the hierarchical community in city roads and explore the shaping role roads play in urban space and their relation with the distribution of urban functional areas. The results demonstrate that the distribution of communities at different levels in Guangzhou, China reflects the urban spatial relation between the suburbs and urban centers and within urban centers. Moreover, the study explored the functional area characteristics at the community scale and identified the distribution of various functional areas. Owing to the structure information contained in the identification process, the detected community can be used as a basic unit in other urban studies. In general, with the community-based network, this study proposes a novel method of combining city roads with urban space and functional zones, providing necessary data support and academic guidance for government and urban planners.     

On Squatters,Settlers and Early Surveyors: historical development of country road reserves in southern New South Wales

Country roads are an important social, economic and ecological component of agricultural landscapes in many parts of New South Wales. Using the Lockhart Shire Council area as a case study, this paper describes how present-day rural road networks are a historical vestige of past land-use decisions; a collection of Travelling Stock Routes, pastoral boundaries of early squatters, rail reserves, county and parish boundaries, and an ad hoc collection of mostly 1 chain (20.12 m) roads surveyed during the late 1800s. Road reserves were allocated across the landscape at the discretion of early surveyors, so new land titles could access vital water resources. Nineteenth-century surveyors faced many difficulties in surveying the extent of NSW, sometimes resulting in misalignments which today give ‘character’ to many country roads. Road reserves were often surveyed 2 or 3 chains wide to allow for predicted usage and provide materials for road construction. In the 1870s, Travelling Stock Routes of varying widths from 1 to 80 chains wide (one mile) were gazetted, which often form an integral part of many country road networks. In this way, present-day conservation values of many road reserves is a direct legacy of land policies, administrators and surveyors on the landscape today.     

Road network detection from SPOT imagery for updating geographical information systems in the rural–urban fringe

Abstract

Visual interpretation of high-resolution satellite data has been useful for mapping linear features, such as roads and updating land-use changes. However, it would be beneficial to map new road networks digitally from satellite data to update digital databases using semi-automated techniques. In this paper, an algorithm called Gradient Direction Profile Analysis (GDPA) is used to extract road networks digitally from SPOT High Resolution Visible (HRV) panchromatic data. The roads generated are compared with a visual interpretation of the SPOT HRV multispectral and panchromatic data. The technique is most effective in areas where road development is relatively recent. This is due to the spectral consistency of new road networks. As new road networks are those of most interest to the land manager, this is a useful technique for updating digital road network files within a geographical information system of urban areas.     

‘Here,we don't just trade goods,we also “sell” people's lives’: Sari‐sari stores as nodes of partial surveillance in a Philippine fishing community

Home‐based neighbourhood stores (locally known in the Philippines as sari‐sari stores) are a ubiquitous feature of most Philippine communities. They are small to medium‐size trade stores not unlike convenience stores in the West where people buy goods in small quantities. In the Philippines, these stores play a vital role in providing everyday economic sustenance to low‐income communities. But more than an economic hub, sari‐sari stores also function as a social hub that connects people and acts as eyes and ears of the community through the people who make use of their services. In a sense, sari‐sari stores are the community's ‘myopticon’ where people's day‐to‐day dealings with everyone in the community and its environs are reported and discursively brought under the gaze of the ‘entire community’. Being myopticon as opposed to Foucault's panopticon, surveillance in sari‐sari stores is partial, non‐hierarchicalized and could be resisted by people in the community. Nonetheless, regardless of the ‘myoptic’ features of sari‐sari stores, their presence in the community ‘interpellates’ everyone's daily existence and instantiates a discursive space from which a structure of informal social control is enacted among community members. Sari‐sari stores then are an important reminder of how our built environment is also about contestation and negotiation of everyday life as we make use of space and as the architectonics of space both constrain and empower our manoeuvring in places.     

跨界道路交通对同城化地区时空联系影响研究：广佛案例

同城化是区域内城市发展到一定阶段的产物,而交通是同城化时空联系产生的重要基础。利用空间句法以及时间地图方法,分析广佛时空结构特征,多方面探讨跨界道路建设对广州与佛山时空联系的影响。结果表明：① 广佛时空结构特征方面,5 km、10 km句法整合度模型呈现以广州内环高速范围内地区为中心的极化格局特征,佛山中心城区位于节点位置;20 km、100 km整合度模型中广佛中心集聚特征明显;广佛时间地图呈东西方向收缩。② 跨界道路影响方面,通行后越接近交界区域,时间距离偏移越大,广州南部地区与南海、顺德时间成本改善明显。③ 跨界道路通行有利于不同尺度下路网可达性整体水平的提高,能为广佛路、陈村大桥、禺山西等道路分流部分交通流。空间句法与时间地图方法的使用识别了不同尺度上广佛等级差异与交通潜力,且对地理空间进行了时空转换,结论能为今后城市功能整合提供参照,并为相关研究提供新的分析维度和视角。     

Roads increase woody cover under varying geological,rainfall and fire regimes in African savanna

Roads extend throughout savannas, yet few studies have quantified their effects on adjoining woody vegetation structure. Airborne LiDAR imagery collected over 168 experimental fire plots in the Kruger National Park, all bounded by graded firebreak roads, provided an opportunity to study if, and to what extent, roads influence woody vegetation structure under different rainfall, geologic and fire conditions. In 91.7% of the plots, woody canopy cover was higher on the edges of roads compared to areas farther away. The increase was most pronounced within 5 m of the road edge, but was detectable 10–15 m from the edge. On average, the area within 15 m from the road had approximately 6% and 2% higher woody vegetation cover than areas further than 15 m from the edge on wetter granitic and drier basaltic savanna landscapes, respectively. Increased edge effects on woody cover were observed even in fire exclusion plots, suggesting that non-fire processes, likely altered hydrological regimes, may be the underlying reason for woody encroachment. This study illustrates that roads cause selective woody plant thickening in savannas, even in areas without road edge management, and therefore careful consideration should be paid on how road edges are managed and when roads are planned.     

Modeling uncertainty of moving objects on road networks via space–time prisms

Moving objects produce trajectories, which are typically observed in a finite sample of time‐stamped locations. Between sample points, we are uncertain about the moving objects's location. When we assume extra information about an object, for instance, a (possibly location‐dependent) speed limit, we can use space–time prisms to model the uncertainty of an object's location.

Until now, space–time prisms have been studied for unconstrained movement in the 2D plane. In this paper, we study space–time prisms for objects that are constrained to travel on a road network. Movement on a road network can be viewed as essentially one‐dimensional. We describe the geometry of a space–time prism on a road network and give an algorithm to compute and visualize space–time prisms. For experiments and illustration, we have implemented this algorithm in MATHEMATICA.

Furthermore, we study the alibi query, which asks whether two moving objects could have possibly met or not. This comes down to deciding if the chains of space–time prisms produced by these moving objects intersect. We give an efficient algorithm to answer the alibi query for moving objects on a road network. This algorithm also determines where and when two moving objects may have met.     

道路网络生态干扰测度指数的改进及其空间分异特征——以闽江上游为例

以闽江上游地区为例,在传统指数的基础上,提出并采用改进后的道路网络线密度和道路网络影响域面密度指数,结合空间自相关分析方法,从线上和面上综合探索道路网络对生态干扰的空间分异格局;并分析指数间的相关性。结果表明：① 道路干扰程度具有明显的地区差异,在研究区中部、东部和南部存在空间集聚效应;② 考虑到坡度影响,同等级的道路缓冲带宽度并不是一个固定值;③ 所有指数均呈显著正相关,同类指数相关性大,不同类指数相关性小。若仅采用单一的线密度或面密度指数,则将导致信息不全;虽然同类指数间相关性很大,相互印证,但改进后的指数更加符合客观事实,建议采用。     

A network Kernel Density Estimation for linear features in space–time analysis of big trace data

ABSTRACT

Kernel Density Estimation (KDE) is an important approach to analyse spatial distribution of point features and linear features over 2-D planar space. Some network-based KDE methods have been developed in recent years, which focus on estimating density distribution of point events over 1-D network space. However, the existing KDE methods are not appropriate for analysing the distribution characteristics of certain kind of features or events, such as traffic jams, queue at intersections and taxi carrying passenger events. These events occur and distribute in 1-D road network space, and present a continuous linear distribution along network. This paper presents a novel Network Kernel Density Estimation method for Linear features (NKDE-L) to analyse the space–time distribution characteristics of linear features over 1-D network space. We first analyse the density distribution of each linear feature along networks, then estimate the density distribution for the whole network space in terms of the network distance and network topology. In the case study, we apply the NKDE-L to analyse the space–time dynamics of taxis’ pick-up events, with real road network and taxi trace data in Wuhan. Taxis’ pick-up events are defined and extracted as linear events (LE) in this paper. We first conduct a space–time statistics of pick-up LE in different temporal granularities. Then we analyse the space–time density distribution of the pick-up events in the road network using the NKDE-L, and uncover some dynamic patterns of people’s activities and traffic condition. In addition, we compare the NKDE-L with quadrat method and planar KDE. The comparison results prove the advantages of the NKDE-L in analysing spatial distribution patterns of linear features in network space.     

浅析节事活动与地方文化空间生产的关系——以北京前门—大栅栏地区节事活动为例

基于空间生产理论,采取实地景观考察、问卷调查、访谈等研究方法,对北京前门—大栅栏地区的节事活动与地方文化空间生产的关系进行研究,分析地方政府在空间生产中发挥的特殊作用,以及节事文化空间的“第三空间”性质。研究表明：第一,政府在节事活动中占绝对的权力地位,以行政和财政手段投入节事活动,从而赋予实体空间新的文化符号意义,进而实现空间的再生产。第二,政府努力创造非排他的消费条件,从而使得人们公平地享受节事活动这一公共物品,在一定程度上克服了资本主义机制下空间再生产中的不公平性。第三,该区域的节事活动努力营造观念与实践、自我与他者融合的“第三空间”,使空间具有自下而上的再生产活力。第四,与历史密切联系的节事活动增强了历史街区独特的文化形象和文化资本。从结论延伸出两个建议：第一,区域性节事活动的策划组织人应将节事活动与本区域的历史植根联系起来,从而赋予地区实体空间恒久且独特的文化软资产。第二,强化个体日常社会实践和抽象文化符号的联系,加强个体对本区文化形象的理解,从而达到认同。     

黄土高原典型小流域道路特征及影响因素

通过GPS野外实测黄土高原纸坊沟小流域的道路特征,在GIS空间分析等方法支持下研究了流域内各级道路的分布规律。研究表明:黄土高原道路可分为4级,2级以下的土路是小流域的代表路型。各级别道路总长度都随级别增大而增加且累计总长度与道路级别线性相关,道路平均长度和密度则随级别增大而减小。道路网系和流域水系在结构规律上具有一定的相似性。不同级别道路分布范围受地形特征影响不同。爬坡道路坡度与地表坡度之间存在线性回归关系,且次级道路分布受主路控制;典型爬坡路在大于25°坡度范围内多呈"之"字形弯曲,随坡度的减小道路弯曲跨度和与等高线夹角增大。研究结果有助于定量模拟黄土高原地区道路分布特征,并为土壤侵蚀模型中道路影响因子的确定提供参考。     

Enacting immanent potentialities: Tcheb‐tchib strategies at the centre of the urban fringe in Nouakchott,Mauritania

The urban fringe areas of Nouakchott, the capital city of the Islamic Republic of Mauritania, have become virtual epicentres of informal property speculation, as the state‐owned land that people illegally inhabit becomes an increasingly valuable commodity in the wake of urban redevelopment plans and vast infrastructural development projects. By applying ingenious ‘poaching’ strategies based on anticipation, the marginalized, impoverished people inhabiting these areas appropriate and manipulate space in order to survive. In their attempt to counter the state's technologies of governance through what is commonly known as tcheb‐tchib, a form of creative improvisation, they become a driving force in the dynamic and contested reconfigurations of the urban landscape. Based on extended ethnographic fieldwork focusing on the strategies of former nomads who are now sedentarized on the urban fringe, this article conceives large‐scale urban renewal as a dynamic process that generates an emergent space of immanent potentiality that the urban poor attempt to strategically appropriate and enact to make the most of a potentially destructive process.     

基于二分网络的北京公交线路布局的空间依赖性

公交网络运行系统的结构性缺陷常常致使其成为城市交通拥堵的罪魁祸首。传统公交网络空间研究皆将其视为一个独立的交通运输方式,忽视了城市道路网形态与结构的内生作用。本文基于二分网络的思想,通过构建公交线路—城市道路的空间依赖矩阵,引入系列空间依赖度测度指标从局域、全局两个尺度探讨了北京市的公交线路的空间依赖度及依赖的核心空间,并通过社团识别对北京市公交线路的依赖空间进行了划分。结果发现：① 局域依赖度方面,北京市公交线路布局高度依赖度少数城市主干道和城—郊区快速干道,其空间依赖格局形成了以市中心为核心,以城—郊区快速干道为通道的中心—外围的廊道扩散格局;② 全局依赖度方面,北京市公交线路空间布局结构失衡,比较脆弱,受城市道路路面路况影响较大,同时以四环为模糊边界的市中心区域成为北京市公交线路依赖的核心空间;③ 依赖空间划分上,北京市公交线路布局与城市地域空间呈现良好的对应性,朝阳、海淀、三环内（东城和西城）是公交线路布局规模最密的3个区域。     

历史交通地理视角下的南岭古通道

基于历史文献资料,从历史交通地理的视角探讨南岭五岭是哪五岭,并对其地理位置及成名进行考证,探讨南岭五岭通道的形成及其在历史交通上所发挥的作用,以及这种作用随着朝代更迭的历史性变化。分析结果认为：1）五岭因其驿道而著名,因此五岭更多是指5条重要古驿道,今天的五岭通常指：大庾岭、骑田岭、都庞岭、萌渚岭、越城岭;2）有学者认为南岭最东端的筠门岭驿道也很重要,它是联系赣南和粤东的重要通道。因此,我们认为,南岭古称“五岭”,改称为“六岭”也是未尝不可;3）南岭古驿道的历史功能更多的是商道,由商道而带来了更深的经济文化交往和人口迁移;4）五岭的交通重心随着政治经济的更迭变化和大庾岭通道的开通而发生了由西到东偏移。