As an important component of China’ transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social developm...As an important component of China’ transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social development in this area. Nevertheless, the implementation of the western development strategy has accelerated the preliminary construction of comprehensive transport network since 2000. Due to the large area and significant geographical heterogeneity, there is a growing need to understand the relationship between transportation and economic development based on the perspective of spatial difference. By using GIS-based raster analysis and Geographically Weighted Regression(GWR) model, we investigated the spatial-temporal distribution of highway, railway and airport accessibility, respectively, and estimated the correlation and heterogeneity between transport accessibility and the level of economic development. Results revealed that:(1) Transport accessibility in the QTP improved by 53.38% in the past 15 years, which is specifically embodied in the improvement of both highway and railway.(2) Accessibility presented prominent differentiation in the space, increasing from west to east and reducing with the rise of elevation, specifically, the best accessibility area of the highway is below 4000 m above sea level, while the area with an altitude of over 4000 m has the lowest aviation time cost.(3) In general, the long weighted average time cost to critical transport facilities posed significantly negative effect on county economic growth in QTP, more positively, the adverse effect gradually weakened over time.(4) Obvious heterogeneity exists at the influence of different transport accessibility factors on the level of economic development, reflecting both in the horizontal space and altitudinal belt. Therefore, region-specific policies should be addressed for the sustainable development of transport facilities as well as economy in the west mountain areas.展开更多
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 differenti...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-eeonomic 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.展开更多
Permafrost is one of the key components of terrestrial ecosystem in cold regions. In the context of climate change, few studies have investigated resilience of social ecological system(SER) from the perspective of per...Permafrost is one of the key components of terrestrial ecosystem in cold regions. In the context of climate change, few studies have investigated resilience of social ecological system(SER) from the perspective of permafrost that restricts the hydrothermal condition of alpine grassland ecosystem. In this paper, based on the structural dynamics, we developed the numerical model for the SER in the permafrost regions of the source of Yangtze and Yellow Rivers, analyzed the spatial-temporal characteristics and sensitivity of the SER, and estimated the effect of permafrost change on the SER. The results indicate that: 1) the SER has an increasing trend, especially after 1997, which is the joint effect of precipitation, temperature, NPP and ecological conservation projects; 2) the SER shows the spatial feature of high in southeast and low in northwest,which is consistent with the variation trends of high southeast and low northwest for the precipitation, temperature and NPP, and low southeast and high northwest for the altitude; 3) the high sensitive regions of SER to the permafrost change have gradually transited from the island distribution to zonal and planar distribution since 1980, moreover, the sensitive degree has gradually reduced; relatively, the sensitivity has high value in the north and south, and low value in the south and east; 4) the thickness of permafrost active layer shows a highly negative correlation with the SER. The contribution rate of permafrost change to the SER is-4.3%, that is, once the thickness of permafrost active layer increases 1 unit, the SER would decrease 0.04 units.展开更多
The economic benefits of transport infrastructure investment have been widely accepted.However,the varying influence of road transport development across vertical space has rarely been discussed.Taking Sichuan provinc...The economic benefits of transport infrastructure investment have been widely accepted.However,the varying influence of road transport development across vertical space has rarely been discussed.Taking Sichuan province in China as case study area where the landform is diverse and complex,administrative counties were categorized into 4 main types:plain counties,hill counties,mountain counties,and plateau counties.Using statistical data during 2006-2014,theperformanceofeconomic development and transport construction level in the four types of counties are discussed.Subsequently,the heterogeneous effect of each grade road on economy was calculated by local regression model(GWR).The results indicate that plain counties largely surpassed the other geomorphic counties in economic development level,while the gradient gap among them was on the decline.Similarly,distribution of transport infrastructure presented a decreasing trend from the low plain counties to high plateau counties.Regional imbalances were mainly reflected in the County road and Village road.Regarding the changes of regional gaps,National&Provincial roads and County roads were constantly expanding,whereas the disparity of Village road was slowly narrowing over time.Particularly noteworthy was the non-stationary economic influence of traffic factors across vertical gradients.On average,National&Provincial roads generated higher benefits in the high elevation regions than the lowlands.In contrast,County road and Village road were found to be more effective in promoting economic development in plains.With regard to local estimates of traffic factors,coefficients in mountain counties exhibited larger fluctuation ranges than other geomorphic units.The conclusions provide a basis for government decisionmaking in a more reasonable construction arrangement of road facilities and sustainable economic development.展开更多
基金jointly sponsored by Institute of Mountain Hazards and Environment,Research Center of Sichuan County Economy Developmentthe financial support from the National Natural Science Foundation of China(Grants No.41571523,41661144038,41671152)+1 种基金the National Key Technology Research and Development Program of the Ministry of Science and Technology of China(Grant No.2014BAC05B01)the Major Base Planning Projects of Sichuan Social Science(Grants No.SC18EZD050)
文摘As an important component of China’ transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social development in this area. Nevertheless, the implementation of the western development strategy has accelerated the preliminary construction of comprehensive transport network since 2000. Due to the large area and significant geographical heterogeneity, there is a growing need to understand the relationship between transportation and economic development based on the perspective of spatial difference. By using GIS-based raster analysis and Geographically Weighted Regression(GWR) model, we investigated the spatial-temporal distribution of highway, railway and airport accessibility, respectively, and estimated the correlation and heterogeneity between transport accessibility and the level of economic development. Results revealed that:(1) Transport accessibility in the QTP improved by 53.38% in the past 15 years, which is specifically embodied in the improvement of both highway and railway.(2) Accessibility presented prominent differentiation in the space, increasing from west to east and reducing with the rise of elevation, specifically, the best accessibility area of the highway is below 4000 m above sea level, while the area with an altitude of over 4000 m has the lowest aviation time cost.(3) In general, the long weighted average time cost to critical transport facilities posed significantly negative effect on county economic growth in QTP, more positively, the adverse effect gradually weakened over time.(4) Obvious heterogeneity exists at the influence of different transport accessibility factors on the level of economic development, reflecting both in the horizontal space and altitudinal belt. Therefore, region-specific policies should be addressed for the sustainable development of transport facilities as well as economy in the west mountain areas.
基金funded by the National Natural Science Foundation of China (Grants No.41571523)the National Science and Technology Support Program (Grant No.2014BAC05B01)the National Key Basic Research and Development Program of China (973 Program) (Grant No.2013CBA01808)
文摘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-eeonomic 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.
基金supported by grants from the National Natural Science Foundation of China (Grant No. 41571523, and Grant No. 41661144038)the National Basic Research Program of China(Grant No. 2013CBA01808)the National Key Technology R&D Program of the Ministry of Science and Technology of China (Grant No. 2014BAC05B01)
文摘Permafrost is one of the key components of terrestrial ecosystem in cold regions. In the context of climate change, few studies have investigated resilience of social ecological system(SER) from the perspective of permafrost that restricts the hydrothermal condition of alpine grassland ecosystem. In this paper, based on the structural dynamics, we developed the numerical model for the SER in the permafrost regions of the source of Yangtze and Yellow Rivers, analyzed the spatial-temporal characteristics and sensitivity of the SER, and estimated the effect of permafrost change on the SER. The results indicate that: 1) the SER has an increasing trend, especially after 1997, which is the joint effect of precipitation, temperature, NPP and ecological conservation projects; 2) the SER shows the spatial feature of high in southeast and low in northwest,which is consistent with the variation trends of high southeast and low northwest for the precipitation, temperature and NPP, and low southeast and high northwest for the altitude; 3) the high sensitive regions of SER to the permafrost change have gradually transited from the island distribution to zonal and planar distribution since 1980, moreover, the sensitive degree has gradually reduced; relatively, the sensitivity has high value in the north and south, and low value in the south and east; 4) the thickness of permafrost active layer shows a highly negative correlation with the SER. The contribution rate of permafrost change to the SER is-4.3%, that is, once the thickness of permafrost active layer increases 1 unit, the SER would decrease 0.04 units.
基金supported by the National Natural Science Foundation of China (Grants No. 41571523 and 41661144038)the National Basic Research Program of China (973 Program) (Grant No. 2013CBA01808)the National Key Technology Research and Development Program of the Ministry of Science and Technology of China (Grant No. 2014BAC05B01)
文摘The economic benefits of transport infrastructure investment have been widely accepted.However,the varying influence of road transport development across vertical space has rarely been discussed.Taking Sichuan province in China as case study area where the landform is diverse and complex,administrative counties were categorized into 4 main types:plain counties,hill counties,mountain counties,and plateau counties.Using statistical data during 2006-2014,theperformanceofeconomic development and transport construction level in the four types of counties are discussed.Subsequently,the heterogeneous effect of each grade road on economy was calculated by local regression model(GWR).The results indicate that plain counties largely surpassed the other geomorphic counties in economic development level,while the gradient gap among them was on the decline.Similarly,distribution of transport infrastructure presented a decreasing trend from the low plain counties to high plateau counties.Regional imbalances were mainly reflected in the County road and Village road.Regarding the changes of regional gaps,National&Provincial roads and County roads were constantly expanding,whereas the disparity of Village road was slowly narrowing over time.Particularly noteworthy was the non-stationary economic influence of traffic factors across vertical gradients.On average,National&Provincial roads generated higher benefits in the high elevation regions than the lowlands.In contrast,County road and Village road were found to be more effective in promoting economic development in plains.With regard to local estimates of traffic factors,coefficients in mountain counties exhibited larger fluctuation ranges than other geomorphic units.The conclusions provide a basis for government decisionmaking in a more reasonable construction arrangement of road facilities and sustainable economic development.
