集中连片特困地区公路可达性的时空演化特征研究——以滇西边境山区为例
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摘要
公路可达性的改善是我国集中连片特困地区交通扶贫的重要目标,提取公路可达性的时空演化特征能够从交通设施空间布局和投资决策两方面,为交通扶贫提供数据基础。为获取集中连片特困地区公路可达性的时空演化特征,基于云南省1985、1995、2005和2015年的公路网数据,运用Arc GIS软件平台,采取加权时间成本距离模型的分析方法,从不同空间尺度构建了公路可达性时空演化特征的提取方法,并以滇西边境山区为例进行验证。结果表明:(1)交通扶贫背景下,公路网建设带来的空间收敛效应显著,公路建设趋于均衡;(2)干线高等级公路的建设对可达性水平的提升作用在下滑;(3)公路建设符合边际效用递减原理,即在可达性水平差的地区可以获得更大的可达性提升效益。文中获取了滇西边境山区公路可达性的时空演化特征,能够为区域交通扶贫提供理论支撑。
The improvement of road accessibility is the important goal of transport poverty alleviation in concentrated destitute areas. Extracting the temporal and spatial evolution characteristics of road accessibility would provide data foundation for the strategy of transport poverty alleviation from the aspect of spatial arrangement of traffic facilities and investment decision. In order to get the temporal and spatial evolution characteristic of road accessibility in concentrated destitute areas,using the road-network data of Yunnan Province in 1985,1995,2005 and 2015 based on Arc GIS. In the meanwhile,the analytical method of weighted time cost distance model was proposed. The method of extracting the spatial and temporal evolution of highway accessibility is constructed from different spatial scales. The mountains border regions of western Yunnan has been taken as an example to verify,the results are as follows:(1)In the context of transport poverty alleviation,the spatial convergence effect brought by the construction of road network is outstanding,the road construction reaches a balance state;(2)The construction of high level road plays a less important role in promoting the accessibility level;(3)The road construction is in keeping with the principle of diminishing marginal utility. We can get greater accessibility improved in the reachability of poor areas. This paper obtains the temporal and spatial evolution characteristics of road accessibility in the mountains border regions of western Yunnan,and provides theoretical support for area poverty alleviation.
The improvement of road accessibility is the important goal of transport poverty alleviation in concentrated destitute areas. Extracting the temporal and spatial evolution characteristics of road accessibility would provide data foundation for the strategy of transport poverty alleviation from the aspect of spatial arrangement of traffic facilities and investment decision. In order to get the temporal and spatial evolution characteristic of road accessibility in concentrated destitute areas,using the road-network data of Yunnan Province in 1985,1995,2005 and 2015 based on Arc GIS. In the meanwhile,the analytical method of weighted time cost distance model was proposed. The method of extracting the spatial and temporal evolution of highway accessibility is constructed from different spatial scales. The mountains border regions of western Yunnan has been taken as an example to verify,the results are as follows:(1)In the context of transport poverty alleviation,the spatial convergence effect brought by the construction of road network is outstanding,the road construction reaches a balance state;(2)The construction of high level road plays a less important role in promoting the accessibility level;(3)The road construction is in keeping with the principle of diminishing marginal utility. We can get greater accessibility improved in the reachability of poor areas. This paper obtains the temporal and spatial evolution characteristics of road accessibility in the mountains border regions of western Yunnan,and provides theoretical support for area poverty alleviation.
引文
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[11]王璐,黄晓燕,曹小曙,等.贫困山区不同层级可达性及其经济效应——以秦巴山区为例[J].经济地理,2016,36(1):156-164.
[12]朱彬,尹旭,张小林.县域农村居民点空间格局与可达性—以江苏省射阳县为例[J].地理科学,2015,35(12):1560-1567.
[13]陆欢,戢晓峰,陈方.城镇化与物流业发展的时空耦合研究——以中国大陆31个省市区为例[J].资源开发与市场,2018,34(6):807-812.
[14]钟业喜,陆玉麒.江苏省城镇可达性格局演变[J].长江流域资源与环境,2011,20(8):903-910.
[15]王振波,徐建刚,朱传耿,等.中国县域可达性区域划分及其与人口分布的关系[J].地理学报,2010,65(4):416-426.
[16]徐涛,王黎明,张大泉.中国民用航空机场的可达性研究[J].地理与地理信息科学,2008,24(4):88-102.
[17]朱传华,张守文.基于GIS的合肥市BRT和Metro交通可达性研究[J].地理与地理信息科学,2014,30(6):21-26.
[2]汪三贵,王彩玲.交通基础设施的可获得性与贫困村劳动力迁移—来自贫困村农户的证据[J].劳动经济研究,2015,3(6):22-37.
[3] AHLSTRM A, PILESJP, LINDBERG J. Improved accessibility modeling and its relation to poverty:A case study in Southern Sri Lanka[J]. Habitat International,2011,35(2):316-326.
[4] YASER E H,MOHAMMAD N H,AMMAR A. A multicriteria approach of assessing public transport accessibility at a strategic level[J]. Journal of Transport Geography,2016,57(1):19-34.
[5] PABLO B S,RICARDO O H. Transport accessibility and social inequities:a tool for identification of mobility needs and evaluation of transport investments[J]. Journal of Transport Geography. 2012,24(3):142–154.
[6]YU N,DE J M,STORM S. Spatial spillover effects of transport infrastructure:Rvidence from Chinese regions[J].Journal of Transport Geography,2013,28(4):56-66.
[7] ALKIRE S,FOSTER J. Counting and multidimensional poverty measurement[J]. Journal of Public Economics,2011,95(7):476-487.
[8]LABAR K,BRESSON F. A multidimensional analysis of poverty in China from 1991 to 2006[J]. China Economic Review,2011,22(4):646-668.
[9]王武林,黄晓燕,曹小曙. 1980~2010年中国集中连片特困地区公路可达性演化研究[J].地理科学,2016,36(1):29-38.
[10]王武林,王妙妙,曹小曙. 1978-2012年武陵山区公路通达性演化及其对经济发展的影响[J].地理研究,2015,34(9):1755-1769.
[11]王璐,黄晓燕,曹小曙,等.贫困山区不同层级可达性及其经济效应——以秦巴山区为例[J].经济地理,2016,36(1):156-164.
[12]朱彬,尹旭,张小林.县域农村居民点空间格局与可达性—以江苏省射阳县为例[J].地理科学,2015,35(12):1560-1567.
[13]陆欢,戢晓峰,陈方.城镇化与物流业发展的时空耦合研究——以中国大陆31个省市区为例[J].资源开发与市场,2018,34(6):807-812.
[14]钟业喜,陆玉麒.江苏省城镇可达性格局演变[J].长江流域资源与环境,2011,20(8):903-910.
[15]王振波,徐建刚,朱传耿,等.中国县域可达性区域划分及其与人口分布的关系[J].地理学报,2010,65(4):416-426.
[16]徐涛,王黎明,张大泉.中国民用航空机场的可达性研究[J].地理与地理信息科学,2008,24(4):88-102.
[17]朱传华,张守文.基于GIS的合肥市BRT和Metro交通可达性研究[J].地理与地理信息科学,2014,30(6):21-26.