基于交通优势度的建设用地适宜性评价与实证——以玉树地震灾区为例
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摘要
任何区位的土地属性都存在分异和区别,由此形成了不同水平的建设用地适宜性,而交通设施规模及空间网络是影响土地属性与建设适宜性分异的重要因素。本文从宏观和微观两个尺度,构建了交通优势度的评价方法,宏观尺度侧重各类交通设施综合优势水平的总体评价、物理空间分析与大尺度分异特征,微观尺度采用栅格方法进行精细评价,注重地形高程和坡度等自然因素对交通优势度的修正影响,形成集人文与自然因素相结合的评价方法。然后,选择玉树地震灾区作为案例区,从地震影响区和重灾区两个空间层级,深入分析交通优势度的等级结构及空间分异。最后,根据交通优势度的分异性,分析各区位土地资源对人类社会活动的适宜性差异,尤其是充分考虑地形高程和坡度等自然因素,并以建设适宜性突出和明显的土地资源为主体,对建设适宜水平较高、空间连续且面积较大的区域进行划定,相对精准地勾勒出城镇建设、居民点选址及产业布局的适宜区位与范围。
Each region has different spatial attributions and therefore different suitability for human construction. The scale and spatial network of transport infrastructure is an important factor in a region’s suitability for construction, and influences the selection of residential and industrial areas. Here, we construct a methodology to appraise regional transport dominance. At the macroscopic dimension, the methodology chiefly focuses on integrated regional dominance of various transport infrastructure (railway, road and airport), physical spatial patterns and overall features. At the microscopic dimension this methodology applies a grid model to evaluate transport dominance and determine the physical factors (height and slope) influencing transport dominance. We use the Yushu earthquake region as our focal area, including the whole earthquake region and worst-hit area of Yushu county. We discuss the hierarchical structure and spatial differentiation of regional transport dominance and supporting capacity of transport infrastructures. Based on the spatial pattern of regional transport dominance, we further analyze differentiation of land suitability and delimit suitable regions for human socioeconomic activity. The results show that about one-tenth of land resources in Yushu County has high construction suitability and is suitable for human settlements and socioeconomic activity, but 75% of land resources have low suitability. We delimit accurately the spatial scope of the suitable region according to higher suitability, spatial continuum, and land area and identify five regions (Batang Beachland, Jiegu Town area, Longbao area, Shanglaxiu area, Xialaxiu area. However, Batang Beachland and Jiegu Town) that have the best spatial allocation of transportation, terrain height, slope, water resources and agriculture, and have the highest suitability to construct a city, town, residential center, and industrial park. The methodology presented here will increase the accuracy of transport dominance, and help to evaluate the construction suitability of land resources and delimit functional areas for spatial planning.
Each region has different spatial attributions and therefore different suitability for human construction. The scale and spatial network of transport infrastructure is an important factor in a region’s suitability for construction, and influences the selection of residential and industrial areas. Here, we construct a methodology to appraise regional transport dominance. At the macroscopic dimension, the methodology chiefly focuses on integrated regional dominance of various transport infrastructure (railway, road and airport), physical spatial patterns and overall features. At the microscopic dimension this methodology applies a grid model to evaluate transport dominance and determine the physical factors (height and slope) influencing transport dominance. We use the Yushu earthquake region as our focal area, including the whole earthquake region and worst-hit area of Yushu county. We discuss the hierarchical structure and spatial differentiation of regional transport dominance and supporting capacity of transport infrastructures. Based on the spatial pattern of regional transport dominance, we further analyze differentiation of land suitability and delimit suitable regions for human socioeconomic activity. The results show that about one-tenth of land resources in Yushu County has high construction suitability and is suitable for human settlements and socioeconomic activity, but 75% of land resources have low suitability. We delimit accurately the spatial scope of the suitable region according to higher suitability, spatial continuum, and land area and identify five regions (Batang Beachland, Jiegu Town area, Longbao area, Shanglaxiu area, Xialaxiu area. However, Batang Beachland and Jiegu Town) that have the best spatial allocation of transportation, terrain height, slope, water resources and agriculture, and have the highest suitability to construct a city, town, residential center, and industrial park. The methodology presented here will increase the accuracy of transport dominance, and help to evaluate the construction suitability of land resources and delimit functional areas for spatial planning.
引文
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[19]何丹,金凤君,周璟.资源型城市建设用地适宜性评价研究[J].地理研究,2011,30(4):655-666.
[20]王海鹰,张新长,康停军.基于GIS的城市建设用地适宜性评价理论与应用[J].地理与地理信息科学,2009,25(1):14-17.
[21]刘贵利.城乡结合部建设用地适宜性评价初探[J].地理研究,2000,19(1):80-85.
[22]张东明,吕翠华.GIS支持下的城市建设用地适宜性评价[J].测绘通报,2010,(8):62-64.
[23]王芳,朱跃华.江苏省沿海滩涂资源开发模式及其适宜性评价[J].资源科学,2009,31(4):619-628.
[24]张新焕,徐建刚,于兰军.水网密集区土地利用/覆被变化及其建设用地适宜性评价-以吴江市芦墟镇为例[J].资源科学,2006,28(2):61-66.
[2]李平华,陆玉麒.可达性研究的回顾与展望[J].地理科学进展,2005,24(3):69-78.
[3]Gutierrez J.,Gonzalez R.,Gomez G.The European high speed train network:predicted effects on accessibility patterns[J].Journal of Transport Geography,1996,4(4):227-238.
[4]Siming Li,Yiman Shum.Impacts of the national trunk highway system on accessibility in China[J].Journal of Transport Geo-graphy,2001,9(1):39-48.
[5]金凤君,王娇娥.20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,59(2):293-302.
[6]曹小曙,闫小培.经济发达地区交通网络演化对通达性空间格局的影响[J].地理研究,2003,22(3):305-312.
[7]吴威,曹有挥,曹卫东,等.开放条件下长江三角洲区域的综合交通可达性空间格局[J].地理研究,2007,26(2):391-402.
[8]Zhang Li,Lu Yuqi.Regional accessibility of land traffic network in the Yangtze River Delta[J].Journal of Geographical Sciences,2007,17(3):351-364.
[9]金凤君,王成金,李秀伟.中国区域交通优势的甄别方法及应用分析[J].地理学报,2008,63(8):787-798.
[10]Fengjun Jin,Chengjin Wang,Xiuwei Li,et al.China’s regional transport dominance:Density,proximity,and accessibility[J].Journal of Geographical Sciences,2010,20(2):295-309.
[11]王成新,王格芳,刘瑞超,等.区域交通优势度评价模型的建立与实证-以山东省为例[J].人文地理,2010,25(1):73-76.
[12]孙威,张有坤.山西省交通优势度评价[J].地理科学进展,2010,29(12):1562-1569.
[13]张新,刘海炜,董文,等.省级主体功能区划的交通优势度的分析与应用-以河北省为例[J].地球信息科学学报,2011,13(2):170-176.
[14]黄晓燕,曹小曙,李涛.海南省区域交通优势度与经济发展关系[J].地理研究,2011,30(6):985-999.
[15]Linneker,B.,Spence,N.Road transport infrastructure and regional economic development:The regional development effects of the M25London orbital motorway[J].Journal of Transport Geography,1996,4(2):77-92.
[16]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.
[17]钟业喜,陆玉麒.基于可达性角度的区域发展机会公平性评价[J].地理科学,2009,29(6):809-816.
[18]刘海隆,包安明,陈曦,等.新疆交通可达性对区域经济的影响分析[J].地理学报,2008,63(4):428-436.
[19]何丹,金凤君,周璟.资源型城市建设用地适宜性评价研究[J].地理研究,2011,30(4):655-666.
[20]王海鹰,张新长,康停军.基于GIS的城市建设用地适宜性评价理论与应用[J].地理与地理信息科学,2009,25(1):14-17.
[21]刘贵利.城乡结合部建设用地适宜性评价初探[J].地理研究,2000,19(1):80-85.
[22]张东明,吕翠华.GIS支持下的城市建设用地适宜性评价[J].测绘通报,2010,(8):62-64.
[23]王芳,朱跃华.江苏省沿海滩涂资源开发模式及其适宜性评价[J].资源科学,2009,31(4):619-628.
[24]张新焕,徐建刚,于兰军.水网密集区土地利用/覆被变化及其建设用地适宜性评价-以吴江市芦墟镇为例[J].资源科学,2006,28(2):61-66.
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