基于GIS的福建省公路网络体系可达性分析

以福建省公路交通情况为基本资料,通过运用ArcGIS的网络分析功能,从时间距离的角度,采用加权平均旅行时间的指标,对福建省公路交通网络体系的可达性情况进行计算、分析,得出福建省公路交通网络体系可达性的区域等级情况,在此基础上分别对第一、二、三阶梯的可达性成因进行分析,并对福建省不同地区的交通可达性进行了比较.     

Relative contributions of runoff and sediment from sources within a road prism and implications for total sediment delivery

This study examines runoff and sediment generation rates within the road prism on unsealed road segments in the Cuttagee Creek catchment near Bermagui in New South Wales, Australia. A large (600 m²) rainfall simulator was used to measure runoff and sediment yields from each of the potential sediment and runoff sources and pathways. These included the road surface, table‐drain, upslope contributing area and cutslope face, and the entire road segment as measured at the drain outlet. Experiments were conducted on two major types of road (ridge‐top and cut‐and‐fill) of varying traffic usage and maintenance standard for two 30‐minute simulations of increasing rainfall intensity. From the range of possible sources within the road prism, the road surface produced the dominant source of excess runoff and sediment at each site with limited contributions from the table‐drain, cutslope face or contributing hillslope. Sediment generation varied significantly with road usage and traffic intensity. Road usage was strongly related to the amount of loose available sediment as measured prior to the experiments. Table‐drains acted primarily as sediment traps during the low rainfall event but changes in sediment concentration within the drains were observed as runoff volumes increased during the higher rainfall event of 110 mm h^?1, releasing sediment previously stored in litter and organic dams. The experiments demonstrate the potential roles of various features of the road prism in the generation and movement of sediment and water. Copyright © 2006 John Wiley & Sons, Ltd.     

Measurement and prediction of sediment production from unpaved roads,St John,US Virgin Islands

Excess delivery of land‐based sediments is an important control on the overall condition of nearshore coral reef ecosystems. Unpaved roads have been identified as a dominant sediment source on St John in the US Virgin Islands. An improved understanding of road sediment production rates is needed to guide future development and erosion control efforts. The main objectives of this study were to: (1) measure sediment production rates at the road segment scale; (2) evaluate the importance of precipitation, slope, contributing area, traffic, and grading on road sediment production; (3) develop an empirical road erosion predictive model; and (4) compare our measured erosion rates to other published data. Sediment production from 21 road segments was monitored with sediment traps from July 1998 to November 2001. The selected road segments had varying slopes, contributing areas, and traffic loads. Precipitation was measured by four recording rain gauges. Sediment production was related to total precipitation and road segment slope. After normalizing by precipitation and slope, the mean sediment production rate for roads that had been graded within the last two years was 0·96 kg m^?2 cm^?1 m m^?1 or approximately 11 kg m^?2 a^?1 for a typical road with a 10 per cent slope and an annual rainfall of 115 cm a^?1. The mean erosion rate for ungraded roads was 42 per cent lower, or 0·56 kg m^?2 cm^?1 m m^?1. The normalized mean sediment production rate for road segments that had been abandoned for over fifteen years was only about 10 per cent of the mean value for ungraded roads. Sediment production was not related to traffic loads. Multiple regression analysis led to the development of an empirical model based on precipitation, slope to the 1·5 power, and a categorical grading variable. The measured and predicted erosion rates indicate that roads are capable of increasing hillslope‐scale sediment production rates by up to four orders of magnitude relative to undisturbed conditions. The values from St John are at the high end of reported road erosion rates, a finding that is consistent with the high rainfall erosivities and steep slopes of many of the unpaved roads on St John. Other than paving, the most practical methods to reduce current erosion rates are to minimize the frequency of grading and improve road drainage. Copyright © 2005 John Wiley & Sons, Ltd.     

Low-cost local road materials in southern Africa

Summary Southern African natural gravel and soil road materials are mostly residual soils, residual weathered rocks or pedocretes which are inferior in quality to materials found in northern Europe and North America. Although they can be used to effect substantial savings in costs, the conditions under which marginal and nonstandard materials can be successfully used are not yet well-understood, and further research is necessary. Greater political and engineering acceptance of appropriate standards and risk would probably enable more unpaved roads to be surfaced.     

Relationships of Agricultural Land Use to an Expanded Road Network within Tropical Forest Landscapes of Cameroon and Republic of the Congo

Road building in Congo Basin forests has increased due to expansion of commercial logging, with potential to expose intact forests to greater establishment of agriculture. We developed new knowledge of agriculture clearing sizes, spatial patterns, and relationships with roads in seven case study sites comprising 7,529 km². Using very high spatial resolution satellite imagery, we mapped roads and rivers, plus clearings for agriculture, settlements, and logging. Mapped clearings (N = 1,781) ranged in size from 0.008 ha to more than 300 ha; most were smallholder agriculture, with 64 percent ≤ 1 ha. Statistical tests of spatial pattern confirmed that agriculture occurred in an inhomogeneous-aggregated pattern, suggesting interactions with other landscape elements. Proximity analyses showed that 76 percent of clearings were within 1 km of a road or river. Thirty-five percent of agriculture clearings were within 1 km of main public roads built before 1990, compared to 17 percent for logging roads built after 2000. Less than 6 percent of agriculture clearings were within 1 km of logging roads with overgrown canopies, suggesting transient relationships. Results based on fine-scale data provide new empirical support for understanding the interactions between agriculture and roads in one of the remaining relatively intact forest areas of the Congo Basin.     

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。     

是蹄窝,不是壶穴——北京西山古道蹄窝成因考

北京境内的西部山区统称为北京西山,亦简称京西,是北京西部的天然屏障,也是京城连接河北、山西和内蒙古等地的重要通道。京西矿产资源丰富,尤其盛产优质煤炭,是京城重要的能源基地。京西风景秀美,宗教文化渊源深厚,是北京周边的宗教圣地。连接京西重要军事设施、宗教场所和数百个自然村落的古代道路统称京西古道,主要繁荣于明清年间。随着现代铁路和公路开通,这些古道渐渐冷清。但近年来,成了人们郊游的良好场所。在人工开凿修建的古道上(大型铺砌路石和垭口基岩路面)散布着许多直径十几厘米的圆形凹坑,本是运送煤炭等货物的驮畜数百年间长期不断踩踏的产物,因此通常被称为"蹄窝"。近年来,这些蹄窝却被某些地质学家当作天然形成的"壶穴"在网上作科普宣传,且被许多游人信以为真。本文从京西古道的发展史、元明清三朝京西煤矿的开采历史文献等方面对京西古道进行了考证,特别对京西古道上的蹄窝首次进行了系统的测量与描述,从其空间分布、形成的时间要素、微观特征、永定河及大石河河谷中的天然壶穴对比、人文历史证据以及与中国国内其他古道的视频资料等诸多方面对蹄窝的成因进行了讨论,证实京西古道上的蹄窝不是水流冲刷形成的壶穴,而是运送煤炭等货物的驮畜数百年间不断踩踏所形成的蹄坑。在蹄窝的形成过程中,不排除有岩石的差异性风化和溶蚀作用的参与,但这种作用远小于牲蹄踩踏的机械作用。     

街景影像中的斑马线检测与定位

针对街景影像中斑马线的自动检测与定位识别率和定位精度不高的问题,文章引入俯视投影与霍夫直线检测来改进基于双极系数的斑马线识别算法,并设计球面全景单像测量方法对斑马线进行粗略定位:对全景图像上路面区域进行俯视投影,使图像各处比例尺保持一致;对路面俯视图分块计算以生成双极系数图,并用形态学中闭运算与开运算进行处理;对候选区域进行霍夫直线检测,利用直线长度与方向的统计信息来排除干扰;最后使用单像量测方法对斑马线进行自动地理定位。实验结果证明,该方法对街景中的斑马线具有较高的识别率与定位精度。     

A multi‐scale statistical approach to assess the effects of connectivity of road and stream networks on geomorphic channel condition

Roads in rural, upland landscapes are important sources of runoff and sediment to waterways. The downstream effects of these sources should be related to the connectivity of roads to receiving waters. Recent studies have explored this idea, but only simple metrics have been used to characterize connectivity and few studies have quantified the downstream effects of road–stream connectivity on sediment or solute budgets and channel morphology. In this study, we evaluated traditional and newly developed connectivity metrics that utilized features of landscape position and delivery pathway to characterize road–stream connectivity in upland settings. Using data on stream geomorphic conditions developed by the Vermont Agency of Natural Resources (Montpelier, VT), we related road connectivity metrics to channel condition on a set of 101 forested, upland streams with minimal development other than predominantly gravel road networks. Logistic regression indicated that measures of road density, proximity and orientation successfully distinguished among categories of stream geomorphic condition at multiple geographic scales. Discriminant function analysis using a set of inherent channel characteristics combined with road connectivity metrics derived at the reach corridor scale successfully distinguished channel condition for over 70% of the channels evaluated. This research contributes to efforts to evaluate the cumulative downstream effects of roads on stream channels and aquatic resources and provides a new means of watershed assessment to derive metrics that can be used to predict channel condition. Copyright © 2014 John Wiley & Sons, Ltd.     

Slope‐area thresholds of road‐induced gully erosion and consequent hillslope–channel interactions

Pikes Peak Highway is a partially paved road between Cascade, Colorado and the summit of Pikes Peak. Significant gully erosion is occurring on the hillslopes due to the concentration of surface runoff, the rearrangement of drainage pathways along the road surface and adjacent drainage ditches, and the high erodibility of weathered Pikes Peak granite that underlies the area. As a result, large quantities of sediment are transported to surrounding valley networks causing significant damage to water quality and aquatic, wetland, and riparian ecosystems. This study establishes the slope/drainage area threshold for gullying along Pikes Peak Highway and a cesium‐137 based sediment budget highlighting rates of gully erosion and subsequent valley deposition for a small headwater basin. The threshold for gullying along the road is S_cr = 0 · 21A^–0·45 and the road surface reduces the critical slope requirement for gullying compared to natural drainages in the area. Total gully volume for the 20 gullies along the road is estimated at 5974 m³, with an erosion rate of 64 m³ yr^–1 to 101 m³ yr^–1. Net valley deposition is estimated at 162 m³ yr^–1 with 120 m³ yr^–1 unaccounted for by gullying. The hillslope–channel interface is decoupled with minimal downstream sediment transport which results in significant local gully‐derived sedimentation. Copyright © 2013 John Wiley & Sons, Ltd.