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1.
中国村镇居民跨区域出行与乡村地域系统调查研究 总被引：1，自引：0，他引：1
村镇居民出行特征是反映乡村生活质量的关键指标,是乡村地域系统的主要组成要素,也是乡村交通规划的重要依据。采用2016年住建部全国小城镇调查的村镇居民调查数据,分析中国31个省（自治区、直辖市）（未含港澳台地区数据）119个建制镇的村镇居民的跨区域出行规律,揭示村、镇、县、市之间相互联系特征,并应用多水平有序逻辑斯蒂回归模型（Meologit）,分析个体社会经济属性、小城镇服务设施供给、区位和对外交通便利性对村镇居民跨区域出行频率的影响。分析结果表明,乡村地区传统地域系统正在发生变化,虽然“村-镇-县”等级结构模式依然是主体,但“村-县”和“镇-市”的联系在增强;对村庄居民来说,县城一级服务地的服务和商品的重要性凸显;乡村居民跨区域出行特征存在地区差异,东部沿海和西部大城市周边的村镇居民的出行频率高于中部地区,平原和丘陵地区居民出行频率高于山地、高原地区,地区间差异随出行目的地等级提高而更加明显;随着“村村通公路”的基本全覆盖,地理区位和交通设施条件不再是影响居民城乡联系的主要因素,居民的高品质生活出行需求、收入增加和小汽车拥有率提升等因素对居民跨区域出行的影响在增强,通过“大修大建”乡村公路来促进城乡联系的传统做法需要进一步深思。 相似文献
2.
机动交通快速发展背景下城市道路交通安全问题日益严峻,道路网络作为影响区域交通流与居民交通出行行为的关键因素,对区域交通事故的数量、类型和空间分布具有重要影响。论文从道路布局形式与几何拓扑特征2个方面归纳总结城市道路网络特征对交通事故的作用机理,并通过梳理道路网络与交通出行行为的关系分析其对交通事故的潜在影响。研究指出,格网型、平行曲线型、回路尽端型等道路网络布局形式以及中心性、连通性等道路网络拓扑指标,对交通事故的类型、频率和严重程度的影响存在差异性和空间尺度效应;合理的交叉口密度、路网密度、街区密度等道路网络几何特征对于提升交通安全水平具有重要作用。未来研究需要进一步运用复杂网络理论刻画道路网络的结构、功能等特征,在控制居住自选择效应的基础上,从交通出行行为视角深入分析复杂道路网络对交通事故的作用机制与非线性影响,同时考虑道路网络特征与建成环境的潜在交互作用。 相似文献
3.
雪灾是青藏铁路及其沿线地区所面临的严重自然灾害之一,对其风险等级进行科学评估,是制定应急方案、确保青藏铁路安全运行的重要基础。本文基于历史雪灾数据和铁路相关数据,选择27项指标构建青藏铁路及其沿线的雪灾综合风险评估体系,对青藏铁路沿线积雪雪灾、雪崩雪灾和风吹雪雪灾的致灾危险性、铁路系统的脆弱性进行了综合分析。分析表明：青藏铁路沿线雪灾高风险区分布在唐古拉-安多路段,雪灾中等风险区主要分布在天峻-乌兰、五道梁-安多等2个路段,雪灾低风险区主要集中在西宁-天峻、德令哈-格尔木和那曲-拉萨等3个路段。从整个青藏铁路沿线来看,青南高原路段是青藏铁路沿线雪灾综合风险等级最高的区域。 相似文献
4.
泥石流易损度评价 总被引：24，自引：1，他引：24
泥石流易损度是指在一定区域和给定时段内 ,由于泥石流灾害而可能导致的该区域内所存在的一切人、财、物的潜在最大损失。易损度评价因子主要分为财产指标和人口指标两大类。财产指标包括建筑资产、交通设施资产、生命线工程资产、个人财产和土地资源 ;人口指标包括人口年龄、受教育程度、富裕状况、人口自然增长率和人口密度。财产指标和人口指标具有不同的计量单位因而不能直接相加。本文提出的“转换赋值函数”解决了人、财、物统一标度和综合表达的难题 ,使泥石流易损度定量表达为财产指标转换函数赋值与人口指标转换函数赋值之和的二分之一的平方根。易损度取值范围介于 0～ 1或 0 %～ 10 0 %之间 相似文献
5.
The dynamics of social vulnerability are of key interest to many government agencies and departments. Identifying the geographic distribution of vulnerability within regions, and analysing how localised areas of social need change over time, is a key information requirement for decision-making, and the resultant allocation of resources. Typically, the delineation of areas for the determination of social vulnerability occurs using a combination of political and census boundaries. In many instances, the boundaries of these areas align to natural geographic features such as rivers or lakes. In other cases, a boundary is aligned to a man-made structure such as a road. The boundary may also be arbitrarily positioned based on some measure of distance and not align to any physical feature. In this research, we identify the various boundary types present in a political region. Using two measures of social vulnerability, we assess these boundaries as barriers to the continuity of social vulnerability. From our results, we identify motorways/highways and watercourses as potential barriers. We find no significant effects with lesser road structures suggesting there is no “wrong side of the street”. These results have implications for decision-makers and emphasise the need to recognise the “softness” of boundaries, and consider the relationships between areas, when allocating resources. 相似文献
6.
中介、身体与情感:川藏公路旅行中的流动性体验 总被引：5，自引：0，他引：5
新流动性范式下,与交通行为相伴的流动不再只是旅游者到达目的地的方式,转而成为深刻嵌入于旅游通道空间中的独特体验。通过在与研究对象一起流动的过程中运用访谈法和观察法收集资料,基于流动性视角探讨川藏公路旅行者在道路空间流动过程中的多元体验及体验间的相互影响关系。研究发现：流动性体验构成了道路旅行者旅游体验的核心,并涉及中介、身体与情感的融合与互动。物质性中介塑造了道路旅行者的中介体验,在构建“连结”和制造“分离”中影响旅行者在人地互动中的身体体验。同时,流动过程塑造了旅行者从视觉到多感官的具身性体验,包含正面与负面体验的交替与综合,且时常涉及危险与疼痛的极致体验。最后,中介与身体体验形成向情感的投射,道路空间环境与流动状态的转换塑造情感体验的多变性。 相似文献
7.
社会空间分异是人文地理学研究的重要议题,以往研究主要聚焦基于居住地和活动地的分异现象,缺乏对道路网社会空间分异的关注。本文以广州市中心区域为例,结合日常活动空间理论和空间分析方法,基于手机轨迹大数据,研究不同性别群体日常出行的城市道路网社会空间分异现象及其影响因素。结果显示：基于性别差异的城市道路网社会隔离指数高于居住地、低于就业地,在14:00—15:00时段达到峰值;不同性别群体在路网中的分布总体呈现不均衡的集聚特点,其中女性集聚程度更高;不同性别群体的出行分布和分异受到路网周边建成环境因素的影响;物流运输业就业密度的提高、小学数量的增多或道路等级的提高都会显著提高男性相对出行量,而社会服务业就业密度的提高、菜市场数量或公交站点数量的增多以及到市中心距离的减少都会显著提高女性相对出行量,这些与个体家庭和职业分工的性别差异有一定的关系。本文通过理论假设和实证分析,验证了家庭和职业的分工决策是影响道路网出行分布性别分异的深层次原因,也是解释社会空间分异的重要理论视角。研究结果有助于认识和挖掘基于城市道路网的社会分异现象及其影响机制,并为完善道路网络及周围设施的布局与建设提供借鉴。 相似文献
8.
城市交通效率的多目标评价方法研究——以北京市城六区为例 总被引：1，自引：1，他引：0
高速城镇化和机动化阶段,面临与日剧增的环境压力,城市交通的多目标发展成为交通可持续发展的关键。在提升居民出行满意度的同时,降低交通碳排放是目前及未来城市交通可持续发展关注的核心目标,是城市交通效率的主要内涵。由此,本文从交通出行便捷与交通碳减排双目标综合评估的角度,提出基于中观尺度的城市交通出行满意度和交通碳排放的定量测算方法;并利用数据包络分析(Data Envelopment Analysis, DEA)法探讨城市交通综合效率评价方法。对北京市城六区的实证结果显示,在三环以内地区,城市交通综合效率较高,五环以外大部分地区较差。交通综合效率较高的地区集中分布于：①西三环至西四环万寿路街道的公主坟-五棵松地区。②北三环和平里街道安贞桥附近地区。③东北三环的三里屯地区。而综合效率较差的地区大多位于城市外围,例如西北六环周边,西南五环至西南六环部分地区,以及东五环外常营地区等,交通碳排放较高是这些地区交通效率较差的主要原因。此外,交通效率的空间差异与地理空间环境的差异性呈现高度的相关。例如,交通效率较差的地区大多是高档别墅区集聚的地区,以及城市五环周边公共交通不完善的部分居住区。通勤中机动化比例较高和通勤距离较长是碳排放强度较高的主要原因。 相似文献
9.
Kevin Keenan 《Urban geography》2013,34(3):357-377
There is increasing evidence that people interpret their risk from environmental hazards through places—such as urban neighborhoods. At the same time, heightened levels of mobility are theorized to be leading to a so-called “placeless society” and possibly nullifying theories of locality-based risk perception. The purpose of this study is to combine environmental risk-hazards scholarship with work in urban geography to explore the following question: is perception of vulnerability to terrorism influenced by place and mobility, and if it is, what is the relationship? Drawing on interviews with 93 householders in Boston, Massachusetts, I demonstrate that people perceive vulnerability via understanding the transportation environment as a place—not simply a conduit—and that these perceptions reflect larger societal structures, such as wealth and gender disparities, that combine with (im)mobility and human subjectivity to amplify or attenuate a person’s sense of vulnerability. These findings bring an understanding of subjective experience to the geography of transportation systems, which has not yet been theorized within the urban disaster literature. 相似文献
10.
Jean-Paul Kibambe Lubamba Julien Radoux Pierre Defourny 《International journal of geographical information science》2013,27(5):1005-1022
Accessibility is a key driving factor for economic development, social welfare, resources management, and land use planning. In many studies, modeling accessibility relies on proxy variables such as estimated travel time to selected destinations. In developing countries, estimating the travel time is hindered by scarce information about the transportation network, making it necessary to take into account off-network travel coupled with considerations of multimodal options available within the existing network. This research proposes such a hybrid approach that computes the travel time to selected destinations by optimizing together a fully modeled multimodal network and off-network travel. The model was applied in a region around Kisangani located in northeastern Democratic Republic of the Congo. Travel times to Kisangani from the hybrid approach were found to be in close agreement with field-based information (R 2 = 0.98). The developed approach also proved to better support real-world transportation constraints (such as transfer points between travel modes or barriers) than cost-distance-based travel-time modeling. Demonstration results from the hybrid approach highlight the potential for impact assessment of road construction or rehabilitation, development of secondary towns or markets, and for land use planning in general. 相似文献
11.
随着道路旅行的兴起,中国背包客将涂鸦活动的阵地转移至道路和停泊点等非城市空间。背包客的道路涂鸦与城市涂鸦、景区涂鸦都存在着较大差别,它所具有的时空特殊性为剖析旅游过程中通道与停泊点的意义、理解旅游者如何参与地方生成、探索处于移动中的人群如何构建共同体提供了生动案例。本研究以川藏公路为案例地,采用移动民族志与多点民族志相结合的方法,探索背包客涂鸦作为空间实践的意义。研究发现,涂鸦实践使得川藏公路及其沿线的节点成为背包客旅程甚至人生经历的见证者,原本功能性、政治性的空间被改写成私人的、情感的空间,涂鸦实践还参与构建了一个后现代的流动新部落。因此,涂鸦重塑了川藏公路的空间意义,在川藏公路独特旅行文化的形成中扮演了重要角色。 相似文献
12.
秦巴山区乡村交通环境脆弱性及影响因素——以陕西省洛南县为例 总被引：3，自引：0，他引：3
山区乡村长期处于地形地貌制约、自然灾害频发的风险胁迫之下,乡村交通系统网络化水平低、抗灾能力弱,交通环境脆弱性问题突出。以秦巴山区洛南县为例,基于人地关系脆弱性的暴露、敏感、应对能力3个维度构建了涵盖风险事件、地理特征、关键出行路径、路网结构、交通工具、家庭资本等要素的乡村交通环境脆弱性基本构成框架,并针对性建立了评估指标体系。依托ArcGIS和GeoDa软件解析了洛南县交通环境脆弱性的空间结构和空间自相关特征,运用地理加权回归模型探寻了自然、人口、社会、经济因素对交通风险应对能力的影响及空间差异。结果显示：交通环境脆弱性以县城及城郊为中心向外递增形成圈层结构,且垂直差异显著;暴露度、敏感性均与应对能力呈现显著的空间负相关性,脆弱性局部“热点”区域广泛分布于北部中山地带,且陷入了高暴露、高敏感、低应对能力的窘境。“冷点”区域多为城郊或邻近镇区的村庄,敏感性低,应对能力高;地形条件、产业分布、人口结构与受教育程度、家庭规模对交通风险应对能力有显著影响,影响性质及强度存在空间差异。 相似文献
13.
The future impact of climate change will be a considerable challenge for all countries, and in particular Small Island Developing States. Challenges related to climate vulnerability and tenure security are exacerbated in areas of rapid urbanisation and urban growth, with highly vulnerable informal settlements a common result. Drawing on research into vulnerable informal settlements in the Greater Suva Urban Area in Fiji, this research seeks to better understand perceptions of climate vulnerability, adaptive capacity, tenure security and options for resettlement. This research confirmed that there are important linkages at the settlement level between tenure security, perception of vulnerability, and people’s ability to adapt. Two critical factors in any decision to resettle people are (i) providing tenure security for all people affected, and (ii) considering livelihood impacts as a result of resettlement. We conclude that vulnerability, tenure security and resettlement decisions are complex issues and specific to individual settlements, and to specific households within settlements. 相似文献
14.
青藏高原东部样带农牧民生计脆弱性评估 总被引：35，自引：7，他引：28
脆弱性评估为脆弱性地区农户摆脱贫困、区域可持续发展提供科学依据。以青藏高原东部样带为例,基于可持续生计框架,建立了农牧民生计脆弱性评估的指标体系,利用11个乡镇的879户农牧民样本数据,开展了不同地带生计脆弱性评估。该指标体系反映了农牧民面临的主要风险,其生计资产,以及农牧民和政府应对风险的措施。结果表明:高原区农牧民生计脆弱性程度高于山原区和高山峡谷区。高原区的满掌乡最为脆弱,即便有政府的帮助,农牧民也不能应对风险。脆弱性程度高的山原区上部和高原区,处于不能适应的边缘,如不采取措施,当地牧民将不能应对气候变化、草地退化、药材退化等多种风险。导致该区牧民生计脆弱的原因既有各种风险的冲击,也因牧民自身生计资产和适应能力的不足。高山峡谷区和山原区下部的乡镇,农牧民能有效地应对风险,需进一步拓宽第二、第三产业就业渠道。因此,高原区和山原区上部的纯牧区是脆弱区域,政府应采取积极的措施,增强农牧民的适应能力。政府的救助措施应从改善自然资产转变到改善人力资产和金融资产,如技能培训、实行医保和畜病防治全覆盖、提供低息和无息贷款、在黑土滩区全面实行退牧还草、对退化草场进行治理和恢复。 相似文献
15.
Eric M. Delmelle Derek M. Marsh C. Dony Paul L. Delamater 《International journal of geographical information science》2019,33(6):1251-1269
ABSTRACTOnline mapping providers offer unprecedented access to spatial data and analytical tools; however, the number of analytical queries that can be requested is usually limited. As such, Volunteered Geographic Information (VGI) services offer a viable alternative, provided that the quality of the underlying spatialtheir data is adequate. In this paper, we evaluate the agreement in travel impedance between estimates from MapQuest Open, which embraces OpenStreetMap (OSM) data–a is based on VGI datasetfrom OpenStreetMap (OSM), and estimates from two other popular commercial providers, namely Google Maps? and ArcGIS? Online. Our framework is articulated around three components, which simulates potentialcalculates shortest routes, estimates their travel impedance using a routing service Application Program Interface (API), and extracts the average number of contributors for each route. We develop an experimental setup with a simulated dataset for the state of North Carolina. Our results suggest a strong correlation of travel impedance among all three road network providers. and that travel impedanceThe agreement is the greatest in areas with a denser road network and the smallest for routes of shorter distances. Most importantly, tTravel estimates from MapQuest Open are nearly identical to both commercial providers when the average number of OSM contributors along the route is larger. The latter finding contributes to a growing body of literature on Linus’s law, recognizing that a larger group of contributors holds the potential to validate and correct inherent errors to the source dataset. 相似文献
16.
Zhenghua Hu Guofeng Wang Jiye Wang Lingkui Meng 《International journal of geographical information science》2017,31(11):2216-2233
This paper introduces a robust method for computing the optimal route with hierarchy. We convert a planar road network into its Voronoi-based counterpart with multiple levels of detail (LoDs), which is subsequently assigned travel times that are estimated for different times of day using taxicab trajectory data. On the basis of this network structure, we model the path-finding process in travel, as the optimal route with hierarchy is computed in a ‘coarse-to-fine’ manner. In other words, the route is iteratively constructed from roads in a low LoD network to roads in a high LoD network. To confirm the efficiency and effectiveness of our method, comparative experiments were conducted using randomly selected pairs of origins/destinations in Wuhan, China. The results indicate that our travel lengths are on average 12% longer than those computed by the Dijkstra algorithm and 15% shorter than those computed by the hierarchical algorithm (in ArcGIS). Our travel times are on average 29% longer than those computed by the Dijkstra algorithm and 31% shorter than those computed by the hierarchical algorithm (in ArcGIS). Hence, we argue that our method is situated in terms of performance between the Dijkstra algorithm and the hierarchical algorithm (in ArcGIS). Moreover, road usage patterns confirm that our algorithm is cognitively equivalent to the hierarchical algorithm (in ArcGIS) by favoring high-class roads and outperforms the Dijkstra algorithm by avoiding choosing low-class roads. Computationally, our method outperforms the Dijkstra algorithm but is on the same level as the hierarchical algorithm (in ArcGIS) in terms of efficiency. Therefore, it has the potential to be used in real-time routing applications or services. 相似文献
17.
A Nationwide Comparison of Driving Distance Versus Straight-Line Distance to Hospitals 总被引：2，自引：0，他引：2
Many geographic studies use distance as a simple measure of accessibility, risk, or disparity. Straight-line (Euclidean) distance is most often used because of the ease of its calculation. Actual travel distance over a road network is a superior alternative, although historically an expensive and labor-intensive undertaking. This is no longer true, as travel distance and travel time can be calculated directly from commercial Web sites, without the need to own or purchase specialized geographic information system software or street files. Taking advantage of this feature, we compare straight-line and travel distance and travel time to community hospitals from a representative sample of more than 66,000 locations in the fifty states of the United States, the District of Columbia, and Puerto Rico. The measures are very highly correlated (r 2 > 0.9), but important local exceptions can be found near shorelines and other physical barriers. We conclude that for nonemergency travel to hospitals, the added precision offered by the substitution of travel distance, travel time, or both for straight-line distance is largely inconsequential. 相似文献
18.
北京城市街区尺度对居民交通评价的影响 总被引：2，自引：0，他引：2
居民交通出行质量是影响城市宜居性和可持续发展的重大问题,国内越来越多的地理和规划学者开始关注城市建成环境对交通出行方式的影响,尤其是街区尺度成为相关政策的重点,但细化讨论建成环境对居民交通感知的研究尚不多见。本文以北京为例,结合街区尺度等建成环境客观数据与居民交通评价调查主观数据,采用有序多分类逻辑模型探讨街区尺度特征对居民主观交通便捷性评价和交通安全性评价的影响。研究表明：小街区的模式下交叉路口多,易于设置公交站点,有利于提高居民交通便捷性评价,并且避免了大马路带来的交通隐患,对居民的交通安全性评价也有提升作用;容积率、区位、公交站点等对交通评价具有促进作用。最后分析表明,交通评价还与居民自身属性有关,交通建设需充分考虑不同居民的需求及其分布特征。本文的结论可为推行街区制提供理论支持。 相似文献
19.
Xiaoyi Ma Ci Song Chenghu Zhou 《International journal of geographical information science》2016,30(12):2401-2420
In the high-speed urbanization process of China, the urban population has been increasing significantly, leading to a high-density aggregation of population. However, the sharp increase in population density has not produced commensurate improvements in the road networks. On the contrary, the population increase induced a serious evacuation vulnerability, which cities experience during various hazards and catastrophic events. Therefore, research on evacuation vulnerability is important to urban planning. To assess the evacuation vulnerability, the optimal and worst scenarios should be considered because all possible evacuation plans occur between these extremes. However, most previous evacuation vulnerability studies are based on the worst-case scenario, only providing an upper bound of a potential evacuation assessment. To provide a more comprehensive theoretical basis for decision-makers to understand the consequences caused by all possible evacuations, this paper proposes an optimal evacuation vulnerability assessment model that provides the lower bound on potential evacuation difficulties. The model is solved by a stepwise spreading algorithm based on Graph Theory. Subsequently, to evaluate the effectiveness of the model, the study adopts the model to assess the evacuation capability of different road network topologies. A comparison with previous research was performed. The model was demonstrated in an application to the South Luogu Alley of Beijing, China. The significance of this paper is that the combination of our model with previous research may provide a more complete theoretical basis for an evacuation vulnerability assessment. 相似文献
20.
Haakon Lein 《Singapore journal of tropical geography》2009,30(1):98-113
Within the field of hazard research, vulnerability studies have been central to inducing a shift in the perspective on disasters as being primarily inflicted by geophysical events to that of apprehending disasters as destructive outcomes of particular social as well as hazardous environmental conditions. However, the inherent tendency within vulnerability studies to classify certain areas or people as 'vulnerable' may in some cases also serve to reinforce popular and/or ingrained prejudices, negative stereotypes and dubious explanations of the living conditions and fate of specific communities that become so labelled. The riverbanks and islands in river courses of Bangladesh have long been portrayed as home to the 'poorest' and most vulnerable communities, the widespread assumption being that people would only live in such riverine environments because they have no other options. Drawing on an examination of existing literature on char settlements in Bangladesh and data from a field site in the Jamuna River, this paper argues that the prevailing perceptions and labelling of char dwellers as 'vulnerable' people is based on a far too simplistic understanding of both rural migration patterns and the livelihoods obtained in these riverine areas. 相似文献