Accessibility for High Asia:Comparative Perspective on Northern Pakistan''''s Traffic Infrastructure and Linkages with Its Neighbours in the Hindukush- Karakoram-Himalaya

Introduction The birth of Pakistan in particular and theindependence and creation of some other Asiannation states in general coincide with an internationaleffort to overcome colonialization and tostrengthen mutual exchanges of goods andknowledge. The age of planned developmentcommenced with the unanimously recommendedstrategy of modernization. The concept ofmodernity was virtually synonymous witheconomic growth. To sustain and accelerateeconomic growth, an adequate physicalinfrastructure was…     

Accessibility for High Asia： Comparative Perspectives on Northern Pakistan＇s Traffic Infrastructure and Linkages with Its Neighbours in the Hindukush-Karakoram- Himalaya

Starting with a discussion of development concepts which were applied in practice and which followed the developmentalist paradigm the expansion of traffic infrastructure in colonial and post-colonial periods is presented for the High Asian mountain rim. Selective railways and roads are the major feature of this development, which aimed first on serving the convenience of hill station visitors and followed strategic considerations later on. This bias between regional planning and implementation remains a characteristic feature. At the same time traffic infrastructure without asphalt roads is important for the mountain areas, thus breaking up the strong correlation between development and asphalt roads.     

Spatiotemporal patterns of road network and road development priority in three parallel rivers region in Yunnan, China: An evaluation based on modified kernel distance estimate

Road network is a critical component of public infrastructure,and the supporting system of social and economic development.Based on a modified kernel density estimate(KDE)algorithm,this study evaluated the road service capacity provided by a road network composed of multi-level roads(i.e.national,provincial,county and rural roads),by taking account of the differences of effect extent and intensity for roads of different levels.Summarized at town scale,the population burden and the annual rural economic income of unit road service capacity were used as the surrogates of social and economic demands for road service.This method was applied to the road network of the Three Parallel River Region,the northwestern Yunnan Province,China to evaluate the development of road network in this region.In results,the total road length of this region in 2005 was 3.70×104km,and the length ratio between national,provincial,county and rural roads was 1∶2∶8∶47.From 1989 to 2005,the regional road service capacity increased by 13.1%,of which the contributions from the national,provincial,county and rural roads were 11.1%,19.4%,22.6%,and 67.8%,respectively,revealing the effect of′All Village Accessible′policy of road development in the mountainous regions in the last decade.The spatial patterns of population burden and economic requirement of unit road service suggested that the areas farther away from the national and provincial roads have higher road development priority(RDP).Based on the modified KDE model and the framework of RDP evaluation,this study provided a useful approach for developing an optimal plan of road development at regional scale.     

Degradation of a protected mountain area by tourist traffic: case study of the Tatra National Park,Poland

Mountain protected areas are characterized by high biodiversity, which makes it a great challenge for managers to maintain a balance between their use and the stability of natural ecosystems. Maintaining that balance is particularly difficult in areas with high tourism pressure. The expected volume of tourist traffic should be considered at the planning stage of the tourist infrastructure development process. Insufficient capacity of tourist infrastructure can lead to environmental degradation, which is hard, or at times impossible, to repair. In our research, we identified patterns of tourist footpath and road functioning in an environmentally protected area with high volumes of tourist traffic. Data from geomorphologic mapping was analyzed in order to identify tourist footpath and road structures in the Tatra National Park(TNP). Fieldwork was conducted in several stages between 1995 and 2019. Orthophotomaps from the years 1977, 2009, 2017 and 2019 were used to identify and compare degraded zones along selected tourist footpaths. Degraded zones were defined as areas surrounding a footpath or tourist road with a mean width larger than or equal to 10 meters, with heavily damaged or completely removed vegetation and exposed, weathered cover, where geomorphic processes that would not take place under normal conditions are readily observable. The examined tourist footpaths and roads vary in terms of their morphometric parameters. Research has shown important differences between mean and maximum footpath width as well as maximum incision depth for the forest zone versus the subalpine and alpine zones. A lack of differences in these parameters was noted between the alpine and subalpine zones. Research has shown that an increase in the surface area of degraded zones found adjacent to tourist footpaths occurred in all the studied geo-ecological zones in the study period. However, the largest increase occurred atop wide ridgelines found in the alpine zone. Degraded zones may be an indication of exceeding the tourist carrying capacity of a mountain tourist area. Mass tourism in TNP contributes to the formation of degraded zones adjacent to footpaths, whose continuous evolution may lead to irreversible changes in local relief.     

基于自发地理信息的“一带一路”区域陆路交通状况分析

路网密度的研究是实施“一带一路”愿景之互联互通倡议的基础工作。“一带一路”顺应了世界经济全球化、一体化、多极化、信息化的趋势,牵连着蓬勃发展的亚太和发达的欧洲经济圈,带动中间国家的经济发展。在新形势下,如何通过交通基础设施建设推进丝绸之路经济带沿线区域间的互联互通、促进区域合作和经济发展,具有重要的现实意义。本文利用自发地理信息数据——OpenStreetMap（OSM）道路网数据,运用地理信息系统（GIS）空间分析技术,探究了“一带一路”陆路经济带辐射区域亚欧大陆的路网络密度和通行能力的空间分布格局,并分析了六大经济走廊节点城市的公路可达性空间格局。结果表明：“一带一路”陆路经济带的交通基础设施的发展存在着不平衡现象;路网密度和通行能力均呈现沿海高内陆低的空间格局;中亚、西亚地区和中南半岛地区成为道路水平落后带,限制了丝绸之路经济带资源整合与贸易畅通,建议在建设新跨国公路铁路同时,对原有老旧道路进行加宽加固等升级改造;全区域道路等级级配不合理;节点城市可达性具有明显的分异状况,六大经济走廊中83%的区域可达性在10 h以内。研究产出亚欧大陆1 km分辨率路网密度和通行能力数据集,发现了“一带一路”陆路经济带道路水平的薄弱区域,为“一带一路”陆路经济带的交通基础设施建设以及进一步的道路网研究提供了基础数据。     

基于拓扑与形态特征的城市道路交通状态空间自相关分析

城市道路交通状态具有空间自相关特征。某一道路交通状态的变化会对其周边道路产生影响,故把握道路交通状态的空间自相关性是提高交通规划、交通预测水平的基础。然而,城市道路交通状态又具有空间异质性,即道路交通状态的影响扩散并非各向同性,其使得道路交通状态空间自相关性的度量更为复杂,因此仅从地理空间下道路之间的邻近关系出发进行分析有失偏颇。同时,城市道路具有拓扑结构特征和几何形态特征,二者对于交通状态自相关性的影响和制约,却未引起足够重视。本文从城市道路的拓扑结构特征和几何形态特征出发,提出了一种新的交通状态空间自相关路段识别规则,即基于交通状态变化的路段空间识别规则,通过拓扑社区发现方法刻画路段在空间上的聚集特征,同时,基于Stroke跟踪的几何形态概化来描述道路交通状态变化影响的空间异质性。结果表明,利用本文提出的识别规则产生的交通状态自相关路段集合,较仅考虑地理空间邻近或拓扑结构的识别规则更为合理,更好地揭示了城市道路交通状态的空间自相关特征。     

山东烟台招虎山地质遗迹特征及综合评价

招虎山属于崂山山系的分支,形成时代为中生代燕山运动晚期,主要岩性为细粒二长花岗岩和正长花岗岩,地质遗迹类型共分地质（体、层）剖面、地质构造、地貌景观、水体景观和环境地质遗迹景观5个大类、7个类、9个亚类。本文分析了地质遗迹的成因、形态及规模等,并对其进行了科普、观赏、旅游开发3个方面的综合评价,招虎山地质遗迹种类繁多、地学信息量丰富、地质内涵深隧,地学科普旅游潜在巨大的价值,合理开发招虎山地质遗迹资源,可能为当地带来显著的社会效益和经济效益。     

基于道路结构特征识别的城市交通状态空间自相关分析

 城市道路交通状态具有空间自相关特征。路段交通状态的变化会很快影响到邻近路段,导致一定空间范围内路段的交通状态发生改变。揭示城市交通状态的空间自相关特征,对交通规划、交通控制与诱导具有重要意义。然而,受到城市路网空间结构和道路拓扑特征的影响,城市道路交通状态的空间自相关并非各向同性,也并非均匀地向上下游扩散,而是有选择性地集中在部分邻近路段上。因此,仅考虑路段地理空间下的上下游邻近性,难以全面度量路段间交通状态的相互影响,识别出交通状态空间相关性强的道路集合。本文借鉴复杂网络分析方法,定量化分析了城市路网的模块化与层次性特征,利用城市路段在空间上的聚集特征和路段在网络中拓扑角色的差异,提出了一种新的交通状态自相关路段邻近性判别规则,即空间邻近且拓扑等价规则,以此规则实现交通状态空间相关路段聚类过程,更好地揭示城市路段之间的交通状态空间相关性。     

Rehabilitation and Sustainable Use Pattern of Rocky-desertified Land in Southwest China＇s Poverty-stricken Karst Mountainous Areas ——A Case Study in Benggu Township, Xichou County, Yunnan, China

The rocky desert in a karst area directly causes the lack of soil, water and forest, hence leading to the poverty there. In 1990, the villagers from the Muzhe Village in Benggu Township, Xichou County, Yunnan declared a war against rocky desert in an attempt to ask the fields for more yields. They invented a distinctive land rehabilitation and sustainable use pattern called ＂transforming heaven and earth＂ that had been practiced in Southwest China＇s karst areas. The key mechanism of the pattern was to develop terraced fields with well conserved soil, water and fertility by exploding rocks in the fields, building stone walls, gathering more soil, and improving soil quality and productivity for the fields in combination with building of irrigation facilities and roads, as well as with forestation and agriculture structure adjustment. The purpose of the pattern was to alleviate poverty in the karst areas by improving soil productivity and promoting agricultural development. A typical area was studied with the help of Participatory Rural Appraisal （PRA） and the pattern was carried out there for fifteen years, have produced excellent ecological benefits and good economic benefits. Its application in the area approved that it was a sustainable land use pattern for rocky desert areas.     

Evolution and development of Guangzhou-Hong Kong corridor

1IN T R O D U C T IO NThe concept ofthecorridorhas a long historyintheur-ban and regionalresearch.Because of itsgreatimpor-tanceand impacts,researchon corridors has receivedgrowing attentionof geographers.Studieshave rangedfrom the theoreticaulnderpinning…     

Effects of altitude on county economic development in China

Mountain regions play an increasingly essential role in global sustainable development, and the related sustainable development issues have attracted increasing attention. There are obvious vertical spatial differentiation phenomena in both natural and socio-economic fields with altitude being a key factor affecting the economic development of mountain regions. However, the exact influence of altitude is still unknown. Based on the county scale, this paper used the gravitational potential energy model to evaluate the effects of altitude on economic development in China. The results indicate that the high-altitude areas were the depression areas of county economic development, and county economic density showed a decreasing trend with the increase of altitude. County economic density respectively decreased by 0.10%, 0.04% and 0.02% with every 1% increase in altitude in 2000, 2005 and 2010. Here we demonstrate that high altitude has negative effect on county economy, although the negative effect presented a downward trend. The results also showed that increasing capital and labor investments could reduce the negative effect of high altitude on county economy. In 2010, with every 1% increase in capital and labor density, county economic density increased by 0.62% and 0.83%, respectively. The effects of altitude were the results of multidimensional factors. The fundamental approach to reduce the negative effects of high altitude is to combine the ecological environment and resources to develop characteristic industries. The construction of infrastructure should be strengthened, which can promote the occurrence of the contra-flow of people, logistics and capital, and promote the balanced development of county economy.     

基于地理国情普查的内部道路公共化选取研究

本文依据道路密度和道路面积率提出了基于街区的道路密度与道路面积率计算方法,并利用缓冲和叠置分析,计算并分析了基于街区内部道路公共化前后的道路密度和道路面积率变化情况,通过该方法能有针对性地选取街区中的内部道路,能促进道路的微循环,缓解交通问题,具有较强的可操作性,对内部道路公共化的实施具有指导意义。     

江西省典型县域经济差异影响因子地理探测研究

地理环境因子对区域经济差异的影响一直是国内外学者关注的重点及热点问题,探究各因子对区域经济差异的影响力,科学揭示各因子的作用机制,将为区域经济发展战略的制定提供重要指导依据。本文利用多元回归和地理探测器等方法,综合探测了地形、地貌、土地利用、交通区位等因子对江西典型贫困县及富裕县县域经济差异的影响,深入对比分析了各因子的影响力、交互作用及指示作用,总结主导影响因子及其在2类县域的演变趋势,提出分类精准施策的建议,进一步深化了对该问题的研究。结果表明：① 所选的9个地理环境因子均对贫困县及富裕县县域经济产生影响,不同类型县域的主导影响因子及不同因子对同一类型县域的影响力均存在差异;② 从主导影响因子来看,贫困县主要受自然条件、地理区位的影响,而富裕县主要受资源丰度、交通区位的影响;③ 对比2种县域经济差异的显著影响因子,发现由贫困地区到富裕地区主导影响因素逐步由自然禀赋等不可控因素向交通、技术等可控因素变化;④ 经济发展过程中,应根据区域经济主导影响因子因地制宜,分类精准施策。同时,利用影响因子的强交互作用性,注重对该类因子的改善,对促进经济发展可起到事半功倍的效果。     

中国道路网引起的景观破碎格局及其对保护区的影响

道路的修建往往带来景观破碎、生态系统功能受损等后果。有关道路网络的生态影响格局及其影响因素,是当前道路生态学、地理空间分析等领域共同关注的问题。本文利用2015年全国道路网络数据,采用定量空间分析方法,刻画了当前中国铺装道路所引起的陆表景观破碎的格局特征,并分析了道路网络对自然保护区的干扰及与多变量的影响关系。结果表明：① 全国铺装道路的生态影响面积占陆地面积的10%,将陆表切割成3万多个斑块,并呈现小斑块数目众多,大斑块数目较少的分布特点;同时,陆表破碎化程度呈现明显的东西分异规律,空间格局与人口分布、经济发展水平等影响因素的地理分布规律趋同;② 全国约58%的自然保护区受到道路干扰,保护区的受干扰情况存在高等级保护区受干扰弱、低等级保护区次之、国家公园受干扰程度最强等差异特征,且国家公园处于受干扰高于未设保护区域的状态;③ 主要人类活动因素与保护区受干扰程度呈正相关,保护区面积、地形因素与受干扰程度呈负相关,具有面积小、受保护等级低、位于平原地区、气候适宜等特征的保护区更易受到道路干扰,处于已经受到人类活动破坏,生态脆弱的状态。因此,中国道路建设应追求社会发展与生态保护双平衡,同时道路干扰受到自然以及人文要素的共同作用,在相关影响机制研究和生态保护政策制定中应进行综合考虑。     

Relationship Between Urban Road Traffic Characteristics and Road Grade Based on a Time Series Clustering Model: A Case Study in Nanjing,China

With the increasing number of vehicles in large- and medium-sized cities challenges in urban traffic management, control, and road planning are being faced. Taxi GPS trajectory data is a novel data source that can be used to study the potential dynamic traffic characteristics of urban roads, and thus identify locations that show a notable lack of road planning. Considering that road traffic characteristics on their own are insufficient for a comprehensive understanding of urban traffic, we develop a road traffic characteristic time series clustering model to analyze the relationship between urban road traffic characteristics and road grade based on existing taxi trajectory data. We select the main urban area of Nanjing as our study area and use the taxi trajectory data of a single month for evaluating our method. The experiments show that the clustering model exhibit good performance and can be successfully used for road traffic characteristic classification. Moreover, we analyze the correlation between traffic characteristics and road grade to identify road segments with planning designs that do not match the actual traffic demands.     

城市交通干线对盐城城市发展影响的空间分析

本文以江苏省盐城市为例,通过1990、2000、2010年3期盐城市域遥感影像解译,获取盐城市土地利用变化数据,并采用GIS空间分析技术,评估城市交通干线对城市发展的影响。同时,结合Model Builder建模技术,综合运用缓冲区分析、叠加分析、统计分析等方法进行快速、一站式土地利用变化分析。研究结果表明:(1)以道路沿线5km缓冲区及道路出口10km缓冲区研究范围为最佳;(2)盐城市城市交通干线沿线5km范围内随着相应交通基础设施的建设变化非常剧烈,2000年后,高等级公路、高速公路和铁路改建及新建导致沿线土地利用变化发展迅速,特别是204国道沿线和沈海高速沿线变化最为迅速;(3)盐城市城市交通干线沿线重要交通出口10km范围内的变化也极大,新长铁路盐城站出口周边变化最为迅速。     

基于交通网络的乡村中小学优化布局

合理规划中小学布局是优化教育资源配置、提高办学效益以及实现教育均衡发展的重要途径。本研究针对中国乡村建设的需要和中国多山的地理环境,考虑山地环境对乡村中小学选址的影响,构建多山环境下乡村中小学的区位模型,运用地理信息科学方法,以Visual Studio. Net 2010为开发平台,使用C#语言和ArcGIS Engine 10.0组件库,同时结合MATLAB编程,开发出基于交通网络的乡村中小学区位优化系统。最后将系统应用于贵州省某镇的小学布局优化中,分别在只考虑已有道路、假设道路可升级、假设道路可新建或升级3种情景下,通过改进的模拟退火算法,确定新建学校的最佳位置,以及新道路的修建和原有道路的升级情况,从而得到不同情景下各居民点学生的上学耗时。结果表明,交通网络对乡村中小学布局优化具有重要影响,改善交通网络条件能够有效提高学生的就学效率上学速度。     

基于GIS的宁波市道路网络综合通达性研究

城市道路交通网络通达性是城市规划、交通体系建设等所要考虑的重要方面。利用GIS技术,以距离度量模型、道路加权核密度模型、路网连通度和公交服务指数为基础,分别从路网连接结构、路网密度、路网发育程度、公交便捷性几方面建立综合通达性指标,分析宁波市中心城区道路网络通达性及其空间特征。研究表明:宁波市中心城区的综合通达性以江东区和海曙区最优,其次为鄞州区和江北区,北仑区和镇海区通达性较差,整体空间格局分异明显;北仑区在道路结构方面优势明显;公交服务指数对综合通达性的影响最为显著。对以往的城市交通网络通达性研究进行一定的改进,为宁波市道路交通网络的建设与布局优化提供理论依据。     

江西省都昌县山地与平原植被界线提取

由于生长环境、地带性分布规律和垂直差异,山地与平原地区的不同植被类型在遥感影像上存在“同物异谱”及“异物同谱”现象,易导致土地类型的误分。为避免此类错分,在进行土地覆被类型解译之前,应首先确定平原、山地植被的边界。本文在遥感影像聚类分析、GIS空间分析及数理统计分析技术的支持下,以江西省都昌县北部地区为研究区域,基于高分一号（GF-1）遥感卫星影像及地形要素,完成了山地植被与平原植被的界线提取。实验结果显示,本研究得到的植被界线精度高达99.47%和96.28%。与单纯基于遥感影像分类得到的植被边界成果相比,精度提高了近25%和23%。研究证明,高分辨率遥感影像与地形因子结合后,计算得到的山地平原划分界线精度有明显提高,可以满足高分辨率遥感影像土地覆被类型解译研究的需要。     

Analysis on spatial difference of land use change based on physical and cultural landscape attributes

Land use changes are regarded as landscape pattern change driven by many interactive natural and social-economic factors. Different combination of physical geographical elements induced the difference of spatio-temporal pattern of land use change. There are four physical geographical regions in Mongolian Autonomou County of Qian Gorlos of Jilin Province. Based on spatial analysis and statistical analysis, we conclude that the primary pattern of land use and the tendency of land use changes are all different in four physical geographical regions. During 1987 – 1996, the dominant land use change processes were from grassland or forest to arableland, from unused land to paddy and grassland to unused land. Though land use change is mainly affected by social and economic condition in short period, the composite characters of physical geographical elements controls land use dynamic process. The relationship between land use dynamic process and the character of physical geographical units differ in different regions. Possible human impacts on land use change are explored with application of buffer areas of series distance along main roads and radius around main settlements. A few models are built to describe the relationship between land use spatial change rates and distance to road and settlements. According to our result, the relationship with the proximity to roads was a negative liner function, with the change rate decreasing rapidly when moving away from roads. Within a distance of less 7.5km from main traffic lines, land use changes occur red more. The bulk of grassland was apt to be opened up for cultivation around the settlements and the transformation from dryland to paddy occurred within the distance of 1km away from settlements. Foundation item: Under the auspices of the Knowledge Innovation Project of the Chinese Academy of sciences (KZCXI - Y - 02); the Key Ninth Five-Year Plan (96 - B02 - 01); the National Natural Science Foundation of China (49901017). Biography: HUANG Fang (1971 – ), female, a native of Jilin Province, Ph. D. candidate of Changchun Institute of Geography, the Chinese Academy of Sciences. Her research interests include application of remote sensing and GIS.