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1.
Nowadays, the design of the London Tube map (as a kind of schematic map) has been popularly adopted for transport network maps worldwide because of its great clarity of representation. In such types of map, the shape of the network is simplified and the topology between lines is preserved while the congested areas are enlarged to a desirable scale. Efforts have also been made to automate the production of such maps. However, to our best knowledge, no existing methods have explicitly taken into consideration the automated enlargement of congested areas. As such an enlargement is vital to the improvement of clarity, this paper proposes a new automated method to generate schematic network maps, consisting of (a) automated detection of congested areas, (b) automated enlargement of congested areas to a desirable scale and (c) automated generation of the schematic representation of the deformed network maps using a stroke-based approach. The new method has been tested with two real-life network data sets, i.e. the London Tube and Hong Kong metro data sets, and evaluated by fractal analysis and experimental studies. The results of the evaluation indicate that the new method is able to automatically generate the schematic maps with improved clarity and aesthetics.  相似文献   

2.
Strokes are products of a higher-level aggregation of street segments that can reflect functional importance and perceptual significance that is associated with them in human spatial mental conceptualizations, which is of vital importance for network analysis, street selection, and map generalization. Street properties (e.g., street names) and angles between street segments are the two main elements used for generating street strokes according to the continuity principle of perceptual grouping into networks. However, it is difficult to automatically generate strokes with good continuity from street networks with multiple lanes such as dual carriageways or complex street junctions. This article proposes a method for generating street strokes that maintain good continuity across multiple lanes and complex street junctions. The proposed method first detects dual carriageways and complex junctions in street networks and then generates strokes according to the continuity principle of perceptual grouping. Finally, it groups the generated street strokes across the dual carriageways and complex street junctions to maintain good continuity. Moreover, the generated strokes are hierarchically ranked based on stroke length and centrality measurements. Experimental studies demonstrate the validity and effectiveness of the proposed method. The result shows that the generated street strokes maintain good continuity and reflect well the hierarchical structure of the street networks.  相似文献   

3.
Axial lines are defined as the longest visibility lines for representing individual linear spaces in urban environments. The least set of axial lines that cover the free space of an urban environment or the space between buildings constitute what is often called an axial map. This is a fundamental tool in space syntax, a theory developed by Bill Hillier and his colleagues for characterizing the underlying urban morphologies. For a long time, generating axial lines with the help of some graphic software has been a tedious manual process that is criticized for being time consuming, subjective, or even arbitrary. In this article, we redefine axial lines as the least set of individual straight line segments mutually intersected along natural streets that are generated from street center lines using the Gestalt principle of good continuity. Based on this new definition, we develop an automatic solution for generating the newly defined axial lines from street center lines. We apply this solution to six typical street networks (three from North America and three from Europe) and generate a new set of axial lines for analyzing the urban morphologies. Through a comparison study between the new axial lines and the conventional or old axial lines and between the new axial lines and natural streets, we demonstrate with empirical evidence that the newly defined axial lines are a better alternative for capturing the underlying urban structure.  相似文献   

4.
This article describes a set of new metrics for evaluating the positional accuracy of lines to apply a positional control to cartographic databases. In the same way as traditional points-based studies, control based on lines compares the positions between the lines (one from a given database to be controlled and the other from a more accurate independent control database). The proposed method is based on vertex displacements and their influence on adjacent segments. The new methodology which applies these metrics is called ‘vertex influence method’. It also includes an analysis for detection of systematic displacements and a variability value of displacements based on the accuracy of the lines. All the proposed metrics are applied to a real case made up of more than 180 km of roads from the two databases. By means of this study we also compare the results obtained from the main traditional methodologies. This study has revealed the viability of the use of this method to obtain an accuracy value of positional cartographic products.  相似文献   

5.
Dr. John Snow's cholera map is known as one of the pioneering examples of an epidemiology map, illustrating the spatial distribution of the victims from the cholera outbreak. This article revisits his map and expands on his attempt at visualizing the distribution of the victims by focusing on spatial demarcation using the sphere of influence along the street network by applying two analytical methods that are designed for analysis of network space. First, the article generates a network-based Voronoi diagram of the water pumps in the map that encompasses Snow's original version of the equidistance line that was drawn around a single pump. The article then presents a new, revised equidistance line that better reflects the circumstances around the time of the outbreak. This is followed by the construction of another set of boundaries derived by the application of a network-based clumping method. Comparing the demarcation lines produced with the two methods shows a sphere of influence which was unclear when using the network Voronoi diagram alone. Results from the analysis using the clumping method also confirm some of Snow's observations on the spatial distribution of the victims.  相似文献   

6.
Abstract

A data structure is presented to store a triangulated irregular network digital elevation model, from which isolines (contour lines) can be extracted very efficiently. If the network is based on n points, then for any elevation, the isolines can be obtained in O (logn + k) query time, where k is the number of line segments that form the isolines. This compares favourably with O(n) time by straightforward computation. When a structured representation of the isolines is needed, the same query time applies. For a fully topological representation (with adjacency), the query requires additional O(c log c) or O(c log logo) time, where c is the number of connected components of isolines. In all three cases, the required data structure has only linear size.  相似文献   

7.
The simulation of surface flow dynamics using a flow-path network model   总被引：1，自引：0，他引：1  
This paper proposes a flow-path network (FPN) model to simulate complex surface flow based on a drainage-constrained triangulated irregular network (TIN). The TIN was constructed using critical points and drainage lines extracted from a digital terrain surface. Runoff generated on the surface was simplified as ‘water volumes’ at constrained random points that were then used as the starting points of flow paths (i.e. flow source points). The flow-path for each ‘water volume’ was constructed by tracing the direction of flow from the flow source point over the TIN surface to the stream system and then to the outlet of the watershed. The FPN was represented by a set of topologically defined one-dimensional line segments and nodes. Hydrologic variables, such as flow velocity and volume, were computed and integrated into the FPN to support dynamic surface flow simulation. A hypothetical rainfall event simulation on a hilly landscape showed that the FPN model was able to simulate the dynamics of surface flow over time. A real-world catchment test demonstrated that flow rates predicted by the FPN model agreed well with field observations. Overall, the FPN model proposed in this study provides a vector-based modeling framework for simulating surface flow dynamics. Further studies are required to enhance the simulations of individual hydrologic processes such as flow generation and overland and channel flows, which were much simplified in this study.  相似文献   

8.
空中廊道作为一种新型航空流组织与空域资源分配方式,是一种复杂的航空流网络,解析其结构特征并评估其结构性能是实现空域资源动态配置的前提。该文通过构建网格时空图方法,以京—成空中廊道为例进行航空流网络解构研究,包括基于航迹簇的网络构型、流量时空波动与航空流聚合分化三方面,据此提出空域资源动态配置方案。研究结论如下:1)以多种邻近阈值指示航迹交叉角度持续增大,检测出航空流网络存在平行流、交叉流、全覆盖流和半覆盖流4种构型,基于其占比和特征的显著差异性提出并行扩容调整方案;2)以高频数网格点状或短线状集中分布指示流量时空波动,检测出航空流网络存在两个不同内涵的时间高峰、以距离中值区为近似对称轴的空间高峰以及在区段间漂移的时空交互高峰,进而提出时间错峰调整方案;3)以网格属性指示聚合分化点的分布,检测出航空流网络阶梯递减、高值集聚和叠合特征,相应提出动态快速分化分流调整方案。  相似文献   

9.
This paper presents methods to evaluate the geometric quality of spatial data. Firstly, a point‐based method is presented, adapting conventional assessment methods whereby common points between datasets are compared. In our approach, initial matches are established automatically and refined further through interactive editing. Second, a line‐based method which uses correspondences between line segments is proposed. Here, the geometry of line segments in vector is transformed into a set of rasterized values so that their combination at each pixel can restore their original vector geometry. Matching is performed on rasterized line segments and their matching lengths and displacements are measured. Experimental results show that the line‐based approach proposed is efficient to evaluate the geometric quality of spatial data without requirements of topological relationships among line features.  相似文献   

10.
Matching road networks is an essential step for data enrichment and data quality assessment, among other processes. Conventionally, road networks from two datasets are matched using a line-based approach that checks for the similarity of properties of line segments. In this article, a polygon-based approach is proposed to match the OpenStreetMap road network with authority data. The algorithm first extracts urban blocks that are central elements of urban planning and are represented by polygons surrounded by their surrounding streets, and it then assigns road lines to edges of urban blocks by checking their topologies. In the matching process, polygons of urban blocks are matched in the first step by checking for overlapping areas. In the second step, edges of a matched urban block pair are further matched with each other. Road lines that are assigned to the same matched pair of urban block edges are then matched with each other. The computational cost is substantially reduced because the proposed approach matches polygons instead of road lines, and thus, the process of matching is accelerated. Experiments on Heidelberg and Shanghai datasets show that the proposed approach achieves good and robust matching results, with a precision higher than 96% and a F1-score better than 90%.  相似文献   

11.
Sidewalk geodata are essential to understand walking behavior. However, such geodata are scarce, only available at the local jurisdiction and not at the regional level. If they exist, the data are stored in geometric representational formats without network characteristics such as sidewalk connectivity and completeness. This article presents the Split-Match-Aggregate (SMA) algorithm, which automatically conflates sidewalk information from secondary geometric sidewalk data to existing street network data. The algorithm uses three parameters to determine geometric relationships between sidewalk and street segments: the distance between streets and sidewalk segments; the angle between sidewalk and street segments; and the difference between the lengths of matched sidewalk and street segments. The SMA algorithm was applied in urban King County, WA, to 13 jurisdictions’ secondary sidewalk geodata. Parameter values were determined based on agreement rates between results obtained from 72 pre-specified parameter combinations and those of a trained geographic information systems (GIS) analyst using a randomly selected 5% of the 79,928 street segments as a parameter-development sample. The algorithm performed best when the distances between sidewalk and street segments were 12 m or less, their angles were 25° or less, and the tolerance was set to 18 m, showing an excellent agreement rate of 96.5%. The SMA algorithm was applied to classify sidewalks in the entire study area and it successfully updated sidewalk coverage information on the existing regional-level street network data. The algorithm can be applied for conflating attributes between associated, but geometrically misaligned line data sets in GIS.  相似文献   

12.
Qualitative knowledge representation of spatial locations and relations is popular in many text-based media, for example, postings on social networks, news reports, and encyclopedia, as representing qualitative spatial locations is indispensable to infer spatial knowledge from them. However, an integrative model capable of handling direction-based locations of various spatial objects is missing. This study presents an integrative representation and inference framework about direction-based qualitative locations for points, lines, and polygons. In the framework, direction partitions of different types of reference objects are first unified to create a partition consisting of cells, segments, and corners. They serve as a frame of reference to locate spatial objects (e.g., points, lines, and polygons). Qualitative relations are then defined to relate spatial objects to the elements in a cell partition, and to form the model of qualitative locations. Last, based on the integrative representation, location-based reasoning mechanism is presented to derive topological relations between objects from their locations, such as point–point, line–line, point–line, point–polygon, line–polygon, and polygon–polygon relations. The presented model can locate any type of spatial objects in a frame of reference composed of points, lines, and polygons, and derive topological relations between any pairs of objects from the locations in a unified method.  相似文献   

13.
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14.
This article describes a new methodology for the planimetric control of contour lines. The method is based on the generation of buffers around the contour lines which define a 3D buffer around the maximum slope line. After that we analyze the quantity of points from a more accurate source which is inside this buffer. As a result, we obtain a distribution function of the control points included when we apply several widths to the buffers. We have also determined the angularity and height differences of these points. The method has been applied to several sets of contour line intervals derived from a digital elevation model (DEM) and to the contour lines of one published topographic map using the DEM as the control source. We have also analyzed the representative behaviour of the contour lines, taking into account the contour line interval and the detection of an uncertainty model based on the slope variation. This study demonstrates the viability of the proposed method for obtaining the uncertainty of the contour lines depending on a given level of confidence and the variability of this uncertainty in the map. Finally, we propose a range of contour line intervals based on the scale and slopes.  相似文献   

15.
基于日高铁流量视角的中国高速铁路网络空间特征   总被引：4，自引：2，他引：2  
初楠臣  张平宇  姜博 《地理研究》2018,37(11):2193-2205
构建中国180×180的O-D城市日高铁流量矩阵,基于社会网络分析研究其高铁网络结构特征,结果表明：① 中国高铁网络松散,东、中部网络密度大于东北与西部,以长三角为核心的东南与其他区域不均衡特征凸显,东、中、西、东北包含不同的高铁区系与核心。② 日高铁流量表现为沿京沪高铁“廊道型”向东西两侧递减弱化的“非对称性”格局,形成京沪、京广、杭福深相串联的高铁大三角主骨架;高铁中心要素也呈现沿京沪、京广、沪昆、杭福深等向线路两侧不规则递减格局,“廊道效应”显著。③ 胡焕庸线东南侧城市对高铁要素掌控能力大于西北侧,省会或区域中心城市多为高铁通达服务“中介”,一线城市高铁空间溢出效应有向二、三线城市过渡态势。  相似文献   

16.
Abstract

The point-vector representation for line segments offers several advantages over other more familiar representations for lines and line segments, such as the point-slope form, the slope-intercept form and the two-point form. With the point-vector form, line segment intersection routines and related cartographic computations, such as point-in-polygon routines and detection of near-intersections, can be streamlined, simplified and more easily understood geometrically. The point-vector segment representation retains information on the line segment and not just the line. Special case handling for vertical lines is not necessary as with some other representations and several computational short cuts can be derived directly from the segment end-point coordinates.  相似文献   

17.
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18.
Selection of roads is an intractable generalization operation due to the difficulty in retaining the density difference and connectivity of a road network. This paper proposes a novel approach of selective omission for roads based on mesh density. The density of a road network and its local variations are calculated using meshes as units. Since maps at different scales usually reveal different densities, different density thresholds for road networks are determined on the basis of theoretical analysis and empirical study of mesh densities on maps at different scales. The selection process starts with the identification of the meshes that have a density beyond the threshold. The mesh with the largest density is first treated. Its bounding road segments are ordered according to their relative importance. The least important segment is eliminated. The remaining segments are then merged with the adjacent mesh, thus forming a new mesh. The selection procedure is repeated until none of the meshes has a density beyond the threshold. Such a process of eliminating road segments and merging meshes can ensure the road network connectivity. In this study, the meshes are classified depending on the types of road segment. For the different mesh types, their density thresholds are set to be different, which can be used as an indicator for the preservation of the density difference. This proposed approach considers topological, geometric and semantic properties of the road network. It was applied to two sets of road networks, and the results of selection are convincing. This methodology has now been adopted for the updating of 1:50,000 maps of China.  相似文献   

19.
以北京市为例,基于340个站点的时刻表构建地铁组织网络,采用网络分析法和累积机会法,对比在“工作日”和“双休日”“高峰期”和“非高峰期”等时空约束下的可达性动态。研究发现：① 由于起始地空间区位特征及沿线土地利用功能结构的多样性,不同线路的时刻组织模式各异。② 基于运营组织网络的地铁可达性存在时刻上的动态变化,一日内早晚高峰可达性最优,双休日可达性略低于平时。③ 基于运营组织网络的地铁可达性与基于设施网络的可达性存在明显空间差异,且距市中心15~20 km处的站点工作日和双休日的可达性差异最大,与地铁网络结构特征有关。综上,基于时刻组织时空约束下的可达性分析有利于了解地铁系统的精细化管理,并有助于进一步剖析居民出行规律和城市空间结构。  相似文献   

20.
基于社会网络分析方法,利用国家交通运输物流公共信息平台2018年全国地级及以上城市的公路零担专线数据,从城市节点、城际联系、子网络3个层面对中国城市网络结构特征进行识别,结果表明：1）上海、天津、郑州、广州、杭州在网络中处于主导性地位,根据货流组织系数,可将城市节点划分为强中心、次强中心、弱中心、从属型4种类型。2）在首位联系总量排名前十的城市中,输出型城市和输入型城市的比例为4∶1,反映货流流向的不均衡性。由公路零担专线数据刻画的网络空间呈现显著的距离衰减规律,集中在500 km的专线数量占比为41.9%。3）公路零担专线网络形成东北―冀鲁蒙社区、中原社区、关中社区、江淮社区、泛珠三角―长三角社区、长株潭社区6个具有显著地域特征的城市社区,社区结构表现出明显的空间集聚和跨行政区特征。最后,提出以下建议：增强成渝城市群公路零担专线服务能力,发挥核心城市产业集聚和带动作用;优化边缘城市产业结构,加强交通与产业融合;积极引导无车承运人平台发挥网络规模化效应,提高公路货运组织效率。  相似文献   

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