Information-communication network deployment into derivative territorial structures

An analysis is made of the information-communication network deployment into the center–periphery systems, heterochronous formations and network areas which are derivative territorial structures with respect to the initial network. By using an example of changes in the network position of a number of administrative centers of Asian Russia for 200 years, it is shown that the partitioning of settlements into the information-communication center and the periphery is relatively stable across time. An assessment is made of the transformation of peripheral settlements having regard to the relationship of the status and topological centrality as well as infocommunication–geographical location. The study revealed homochronous, rhythmic- and arrhythmic-heterochronous networks. By analyzing, for different times, the distribution dynamics of elementary postal networks of Asian Russia between the center and the near, middle and far periphery, it was possible to determine a number of characteristic features of the deployment process. It is established that the postal-network areas of the region produce a linear territorial entity. A comparison of the regionalization schemes from different times provided a means of assessing the transformation mechanism of the territorial structure that manifests itself in an extensive, unevenly differently directed deployment of the network with a topological separation between settlements, an increase in their network inequality, and with the consolidation of the linear structure.     

区位通达性与在京外资企业的区位选择

利用北京市第二次基本单位普查资料,以邮政编码区为空间单元,采用泊松回归模型探讨了在京外资企业的城市内区位选择及其影响因素。研究涵盖了2001年全部的在京外资企业,模型估计中有效样本240个。外资企业具有显著的向中心城区集聚的分布态势,相对于制造业而言,服务业外资企业更为集中。分析结果表明,区位的通达性和城市结构对在京外资企业区位选择具有显著的影响。接近高速公路、高等院校、外国使馆以及工业园区等对外资企业具有显著吸引作用,离城市中心、火车站和机场距离过远则不利于吸引各类外资企业。研究也发现,制造业外资企业和服务业外资企业以及投资来源地不同的外资企业,在进行城市内部区位选择时存在显著的差异。     

服务业区位选择的交通网络指向研究——以北京城市中心区为例

基于空间句法、核密度估计和皮尔森相关分析等方法,以北京城市中心区为例,结合空间句法轴线模型与百度POI（Points of Interest）数据,探讨服务业区位选择的交通网络指向规律。结果表明：①北京城市中心区的交通网络总体呈现“东优西劣、北优南劣、西南最劣”的空间格局,高层级网络则呈现“中心环状集聚—外围多极分布”的分布模式。②与高穿行度交通网络相比,高整合度交通网络的区位指向性更强,在不同尺度均更易诱发服务业的集聚。③总体而言,服务业区位选择的交通网络指向性明显,但不同类型服务业的区位指向程度依据研究尺度的不同具有显著差异,并据此将25类主要服务业划分为街区指向型、街道指向型、双重指向型和无指向型四类。本文对探索服务业集聚发展规律、提高服务业和交通网络规划的科学性具有参考意义,并可为北京城市中心区服务业存量优化提供决策依据。     

中国近代城市体系的位序规模特征——基于1936年《中华民国邮政舆图》的分析

以往的中国历史时期城市体系的研究,受限于系统城市人口数据的缺失,无法进行定量化的城市体系位序规模分析。本文通过数字化1936年《中华民国邮政舆图》,在其13240个邮政网点和40余万km邮路的基础之上,分析得到了邮政网点和邮路核密度空间分布,利用泰森多边形和分区统计等GIS工具给近代中国城市的邮政能力T赋值。以T值作为城市规模的代用指标,进行城市体系的位序规模分析。结论显示：① 基于T值的近代中国城市位序规模分布符合齐普夫法则;② 1936年存在京津冀、长三角、珠三角、武汉和成都—巴县5个邮政聚集区;③ 1936年邮政网点和邮路空间分布存在“胡焕庸线”两侧的巨大空间分野,其西北半壁网点占比略少于人口占比,但高等级网点和邮路里程占比远高于人口占比;④ 本文将近代中国城市体系研究的样本量从以往的200左右（城市人口）提高到2360（T值）,第一次发现了1936年中国城市位序规模曲线独特的“中段凹陷”而导致的曲线整体“三段式”分布,迥异于同时期的美国和当下之中国,近代约50个左右城市的开埠通商是造成“头部”城市在城市规模上与中等规模城市拉开差距的关键因素;⑤ 邮政能力T值可视为近代中国城市规模的一个优秀代用指标。     

论中部农区农户打工区位选择影响因素——以河南省三个样本村为例

对农户打工区位的研究是认识农民工流动空间规律的基础。通过对河南省南阳市三个不同类型样本村的实证研究,发现打工者不同的个人特征、家庭特征和社区特征对其打工地的选择具有重要影响。其中,个人特征中的性别对打工空间、年龄对打工距离及打工空间具有显著影响;家庭特征中的家庭类型对打工距离、家庭代数和家庭上学子女数量对打工距离和打工空间具有显著影响;社区特征中的村经济发展水平、村地形对打工空间具有显著影响,农户关系网络对打工地的选择具有关键作用。农户对打工地的选择是在能够预期取得一定收入的前提下,综合考虑个人、家庭和社区因素的结果,地理环境因素对打工地的选择具有重要影响。     

HSR mechanisms and effects on the spatial structure of regional tourism in China

Chinese railway has entered the “HSR era”, while the structure of “four vertical and four horizontal” railways for transit passengers is almost completed. Taking the Beijing- Shanghai High-Speed Rail (hereinafter referred to as HSR) as an example, this paper first explores HSR’s effects on the spatial structure of regional tourist flows using the social network analysis. Next, it notes changes in the accessibility of regional transportation. After analyzing the factors including initial endowment of regional tourism resources, hospitality facilities, the density of the regional tourism transportation network, and locations, the paper discusses the mechanisms through which HSR affects regional tourist flows. The study shows the following: (1) HSR’s effects on the spatial structure of regional tourist flows are manifested through the Matthew effect, the filtering effect, the diffusion effect and the overlying effect, and (2) the Matthew effect of HSR is manifested under an obvious interaction of the location, the initial endowment of tourism resources, hospitality capacity, tourist transportation network density and “time-space compression”. The filtering effect of HSR is manifested for those tourism nodes without favorable location conditions, endowment of tourism resources, hospitality capacity, or tourist transportation network density and without obvious benefits from “time-space compression”. Those tourism nodes that boast advantages in terms of location condition, endowment of tourism resources, hospitality capacity, tourist transportation network density and obvious “time-space compression” will become sources for the diffusion effect. HSR will strengthen the aggregation effects of tourist flow in these diffusion sources, which will thereafter diffuse to peripheral tourist areas, manifesting “aggregation-diffusion”. HSR has overlapped tourists’ spatial traveling range over large-scale spaces. However, the overlying effect is only generated in those tourism nodes with a favorable location condition, an endowment of tourism resources, hospitality capacity, tourist transportation network density, and obvious “time-space compression”.     

Spatial pattern of location advantages of ports along the Maritime Silk Road

Location advantages of ports refer to the current developments of ports based on their conditions,such as geographic location,traffic accessibility and hinterland economy,etc.,and the spatial pattern of ports'location advantages reflects the spatial distributions,the regularities and the correlations among their conditions for development.A good under-standing of the spatial patterns of ports'location advantages can help to better identify the relative advantages of ports,position ports'functions and make strategic plans for develop-ment.This paper selected 1259 ports from 63 countries along the Maritime Silk Road as re-search objects and builds an accessing model to analyze their location advantages on the bases of six factors:the influence of strategic shipping pivot,the competitiveness of port lo-cation potential,port network status,the influence of city,the influence of traffic trunk,and road network density in hinterland.The study has the following three findings.Firstly,the location advantages of ports show a"high-low-high"distribution pattern from the west to the east,displaying an obvious"core-periphery"regionalized distribution.Secondly,most ports have high location advantages,mainly located in Strait of Malacca,the United Arab Emirates,northern Mediterranean coastal region and China-Japan region,the top 10 ports are mainly located in Singapore,China,Malaysia and Japan,indicating that the shipping industry in Asia-Pacific region has stepped to the far front of the global competition;slow economic growths,wars,far away from the Belt and Road countries or bad climate have low location advantages,mainly located in African coastal areas,Oceania,Northeast Europe and Russia.Thirdly,compared with the landward location advantages,the seaward location advantages have a higher influence,and different indicators of location advantages have different influ-ences on the evaluation results,the competitiveness of port location potential being the core indicator.     

Evolution,accessibility and dynamics of road networks in China from 1600 BC to 1900 AD

Before the emergence of modern modes of transport, the traditional road infrastructure was the major historical means of carrying out nationwide socio-economic exchange. However, the history of transport infrastructure has received little attention from researchers. Given this background, the work reported here examined the long-term development of transport networks in China. The national road network was selected for study and the 3500 years from 1600 BC to 1900 AD was chosen as the study period. Indicators were designed for the maturity level of road networks and an accessibility model was developed for the paths of the shortest distance. The evolution of the road network in China since the Shang Dynasty (1600 BC) was described and its major features were summarized to reveal long-term regularities. The maturity level of the road network and its accessibility was assessed and regions with good and poor networks were identified. The relationship between China’s natural, social, and economic systems and the road network were discussed. Our analysis shows that the road network in China has a number of long-term regularities. The continuously expanding road network follows a path of inland expansion especially towards the border areas. However, its coverage and accessibility are characterized by a core-peripheral configuration, which has close relationships with, not only the natural conditions, but also national defense and warfare. The centralization of national power, national land governance, postal transport, the transport of specialized cargos, and international trade are also related to the development of the road network. This research draws attention to the evolving regularities of transport networks.     

武汉都市圈城际联系通达性的测度与分析

空间- 距离- 通达性已经成为城市区域一体化联系与发展的先决条件。当前都市圈城际联 系发展与交通网络建设存在明显的不同步现象, 矛盾解决的关键是优化其路网通达性空间格局。 以武汉都市圈为实证对象, 构建最短距离矩阵, 引入时间、空间通达性模型, 建立高等级路网发育 评价指标体系, 从节点体系与网络体系两个角度, 定量分析武汉都市圈城际通达性变化及其空间 格局, 揭示出: 圈域城镇( 节点) 体系通达性空间差异明显, 与城市自身交通区位、经济发展水平密 切相关, 其空间格局与城镇等级规模呈共轭协同关系, 不同空间等级节点形成以武汉为中心的同 心圈层与“轴—辐”网络空间格局; 快速交通干道网络( 高速公路、铁路等) 是城市通达性空间演变 的重要推动力, 使其空间收敛减速, 形成显著的带状分异格局, 初步形成沪蓉东西向、京珠南北向 的两大城市经济联系交通走廊; 圈域城际交通干网发育程度偏低, 处于回路网络水平, 高等级路 网扩展潜力巨大。     

Assessing the principles of spatial competition between stores within a retail network

This study investigates the impact of driving time and retail agglomerations on consumer store choice within a retail network. A pairwise comparison of confluencing store trade areas is conducted based on loyalty card information and exit questionnaires for six retailers operating in different product categories in Belgium. Results show that there is a stronger emphasis in the preference hierarchy on driving time towards a store for the daily goods retailer. Moreover, there is varying intra-network spatial competition depending on the type of location strategy pursued by the different retailers. Results show that for some retailers retail agglomeration effects are more outspoken than for others. However, impact of driving time on consumer intra-network store choice was independent of retail agglomeration size. Finally, results indicate that opening stores outside the pursued location strategy should be approached with care as significant impacts on sales cannibalization can emerge within the store network. These findings are important for crafting an overall expansion strategy for expansion managers as well as for marketing managers occupied with network changes at operational level.     

上海上市公司对外投资网络演变及其影响因素研究

全球城市是世界投资网络的管理和控制中心。加强对外投资网络建设有助于上海落实2035年建成“卓越的全球城市”的发展战略目标。论文挖掘A股上市公司年报合并财务报表等信息,基于城市尺度建立上海上市公司对外投资数据库(2005、2010、2017年),利用位序-规模分析、社会网络分析、负二项回归分析等方法,研究上海上市公司对外投资网络演变及其影响因素。研究发现：① 上海上市公司对外投资网络集中于西欧、北美、东南亚、东亚等地,2005—2017年,“一带一路”沿线区域吸引的上海上市公司子公司增加了155家。② 上海上市公司对外投资网络呈现出先向国外中心城市等级扩散,再向其周边城市邻近扩散的态势。③ 上海对外投资的上市公司主要来自制造业、金融业、交通运输仓储和邮政业等,其中制造业投资网络覆盖的国外城市最多。2005—2017年,上海制造业领域的上市公司对外投资网络涉及的国外城市数量增长了102个。④ 社会邻近性、城市在世界城市网络中的等级、离岸金融中心以及方便旗国、海港对上海上市公司对外投资网络的演变具有正向的影响。     

长江经济带铁路客运通达能力空间格局及第三产业发展效应分析

铁路作为长江经济带综合立体交通走廊的基础组成部分,是构建运输大通道、实现要素快速无障碍流动、推动带域经济发展的重要支撑。以经济带内129个城市为研究对象,分析2000~2015年铁路快速化和高速化过程中客运通达能力演化特征,并利用市域面板数据模型分析其对城市第三产业发展的影响,结果表明：铁路客运通达能力随既有线提速增能和高等级新线开通大幅提升,但城市间旅行时间因铁路网建设空间密度和时间梯度差异产生“时空收敛”非均衡性;低旅行时间网络在主要都市区不断强化,向外持续扩张中沿区际联系主通道出现地带间高可达网络融合,铁路走廊以区域中心城市为节点重构经济带交通区位格局,实现城市群整合、地带间网络化交流;铁路客运发展促进第三产业能力提升和要素集聚,空间上表现为东中部高、西部低,铁路枢纽节点城市、传统干线通道沿线城市和新建铁路沿线城市受到较强的正向作用。     

中国西部跨境城市网络空间结构与影响因素

利用2010年、2014年和2018年中国西部上市公司总部-境外子公司数据,运用社会网络分析法和位序-规模分析法探索中国西部跨境城市网络的空间结构,运用邓宁的国际生产折衷理论分析其影响因素.研究表明:①中国西部跨境城市网络呈现出最大联系极化、联系广度分散化的特征,形成了以成都-香港、重庆-香港、成都-珀斯、西安-香港、...     

产业集群的辨识及其特征分析——以浙江省制造业为例

产业集群是国内非常重要的经济现象, 但是如何辨识产业集群却一直困扰着学术界和政 府部门, 关键问题是产业集群缺乏统一的辨识标准。浙江省拥有数量众多的制造业产业集群, 而 且涉及的产业门类非常广泛, 是我国产业集群发展最为典型的省份之一。本文利用2001 年浙江 省基本单位普查数据, 同时选取浙江省各个邮区的四位数产业就业区位商≥3 以及该产业内的 企业数目≥100 家这两个标准, 进行产业集群的辨识, 共辨识了116 个典型产业集群。结果表明, 按照该辨识标准, 能够辨识出典型的制造业产业集群, 而且每个产业集群都具有明确的产业门类 及地理边界。文章最后部分归纳了浙江省典型制造业集群的空间分布以及规模结构等特征。     

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.     

合肥市物流空间区位特征与形成机理

以合肥市111个专业大市场、852家物流企业、38个物流节点为样本,结合合肥市2014年交通网络、工业园要素地图,采用GIS技术,探讨合肥市物流空间特征及形成机理。研究结果显示:(1)陆路交通网络对物流空间区位选择影响显著,而内河港口、机场对其影响不显著;(2)城区物流空间呈单中心等级扩散格局,中心城区与近郊区为物流企业、专业大市场布局热点,远郊区主要布局规模(大中型)物流节点,且无明显物流节点体系分层现象;(3)物流空间与工业布局不协同,区域差异明显,瑶海区、庐阳区物流空间集聚,而包河区与蜀山区无明显集聚现象。     

Applying the relative hypocentre location approach: where was the 1980 November 23 Irpinia earthquake?

The purpose of this work is to evaluate under what conditions it is feasible and with what accuracy it is possible to locate the nucleation point of a large earthquake, given the availability of aftershocks located with high precision by the deployment of a local network. We experiment with several approaches and apply them lo the location of the epicentre of the 1980 November 23 Irpinia earthquake ( M ^w= 6.9).
First we use local P ^g phases selected to optimize the azimuthal coverage, obtaining a well-constrained location with a small statistical error, which typically underestimates the true hypocentre uncertainty.
We then exploit the relative location technique, obtaining stable, almost coincident solutions under three conditions: (1) using multiple independent master events to derive an average epicentre; (2) fitting simultaneously the larger data set for all available master events, using a forward approach; (3) conducting an a priori evaluation of the statistics of station and master events to separate model uncertainties and improve the statistical accuracy of the relative locations. Moreover, only by introducing station statistics can we achieve the desired accuracy of ≅ 1 km in constraining the rupture nucleation point of this large earthquake, and we show that the application of the relative location technique to uncleaned, unweighted data for a single master event provides only a crude epicentre with a confidence ellipse deceivingly smaller than the true hypocentre uncertainty.
The revised epicentre for the 1980 November 23 Irpinia earthquake (48.803 °N-15.302°E) validates the class of multidisciplinary reconstructions of the source process such as the model of Valensise et al. (1989), based on the hypocentre of Westaway & Jackson (1987), and is shifted by almost 13 km to the NW of the epicentre recently proposed by Westaway (1992).     

全球海底光缆传输网络的节点职能与鲁棒性评价

海底光缆传输网络是全球信息传递和要素流动的重要基础设施支撑,国家或地区在全球海底光缆网络中的节点职能和对网络鲁棒性的影响事关国家信息通信安全。在此背景下,研究基于全球网络基础设施Infrapedia数据库,提取了1991—2017年近30年全球光缆分布数据,运用复杂网络分析方法,研究了不同国家或地区在全球光缆网络中承担“传输职能”和“枢纽职能”的特征及其演变,并探究了全球海底光缆网络的鲁棒性。研究发现：①国家或地区的信息传输职能和枢纽职能具有不同的模式;其中信息传输职能较为扁平化,且呈明显廊道格局,咽喉海峡沿线的国家或地区占据重要位置;信息枢纽职能具有明显的等级结构。②毗邻海峡的地缘战略位置、背靠强劲的国家实力、增长迅速的市场需求等共同塑造了全球海底光缆网络中的重要节点。③部分节点（尤其是高中间中心性的节点）发生故障会导致整个网络功能的大幅下降。研究从避免海底光缆链接的单一性、提升全球枢纽职能等方面提出了维护我国海底信息传输安全的启示。     

全球对流层天顶延迟特征研究

基于IGS提供的对流层天顶延迟数据,分析单站对流层天顶延迟特征,据此构建单站对流层天顶延迟模型,并对其进行拟合得到相关模型参数;比较模型参数与地理位置的关系,得出对流层天顶延迟与测量时间及测站地理位置的相关性,并分析其在全球范围内的连续分布情况:全球对流层天顶延迟变化具有周年性,且与测站位置和高程密切相关;其较高值多集中在赤道附近,并以赤道为中心向两侧递减。该研究为利用全球IGS站的对流层天顶延迟数据建立无需气象参数的全球对流层天顶延迟模型提供了可靠依据。