A study of the accessibility of a city’s scenic spots via different travel modes can contribute to optimization of tourism-related transportation while improving tourists’ travel-related satisfaction levels and adva...A study of the accessibility of a city’s scenic spots via different travel modes can contribute to optimization of tourism-related transportation while improving tourists’ travel-related satisfaction levels and advancing tourism. We systematically analyzed the accessibility of 56 scenic spots in Xi’an City, China, via car and public transport travel modes using the real-time travel function of the Baidu Maps API(Application Programming Interface) along with spatial analysis methods and the modal accessibility gap index of scenic spots. We obtained the following results. First, maximum and minimum travel times using public transport exceeded those using cars. Moreover, the accessibility of scenic spots via cars and public transport presented a circular spatial pattern of increasing travel time from the center to the periphery. Contrasting with travel by public transport, car travel showed a clear time-space compression effect. Second, accessibility of the scenic spots via cars and public transport showed some spatial heterogeneity, with no clear advantages of car accessibility in the central urban area. However, advantages of car accessibility were increasingly evident moving from the center to the periphery. Third, whereas the correlation of the modal accessibility gap index of scenic spots in Xi’an with global space was significantly positive, local spatial interdependence was only evident in some inner city areas and in marginal areas. Moreover, spatial heterogeneity was evident in two regions but was insignificant in other areas, indicating that the spatial interdependence of the modal accessibility gap index in most scenic spots was not apparent in terms of the overall effect of public transport routes, road networks, and the distribution of scenic spots. The improvement of public transport coverage in marginal areas and the optimization of public transport routes in central urban areas are essential tasks for improving travel using public transport in the future.展开更多
The Qinghai-Tibet Plateau(QTP) is the most unique region of human-land relations, and its main factor is population. By building a population and space dataset of the QTP at the township level from 1982 to 2017, this ...The Qinghai-Tibet Plateau(QTP) is the most unique region of human-land relations, and its main factor is population. By building a population and space dataset of the QTP at the township level from 1982 to 2017, this paper presents the pattern evolvement and regional distribution characteristics of township-level population in the QTP in detail for the first time. By using Geodetector method to analyze the influencing factors of township-level population change in the QTP, this paper provides scientific foundations for studying the Third Pole, ecological environment protection of the QTP, and human-land relations. The conclusions are as follows:1) The population spatial distribution is not balanced at the township level, presents the regional differentiation characteristics of ‘dense in southeast and sparse in northwest’ along the ‘Qilian-Jilong Line’, and demonstrates the phenomenon of population center of gravity moving to the hinterland of the plateau at an accelerated speed;2) The township-level population develops in a decentralized trend in general, and the cold-and hot-spot distribution of population has prominent spatial distribution characteristics. The population hot spots are concentrated in the surrounding areas of Xining, Golmud, Hotan and Lijiang;3) The population of the QTP is increasing, and the inter-annual change of township population has a relatively stable regional regularity;4) The level of per capita income is the leading factor in the change of township population, and its effect intensity is increasing continuously. The relative effect intensity of urbanization level and location conditions on population change has decreased significantly after 2000. The adaptability of living environment,such as topography and climate, has little influence on population change.展开更多
基金Under the auspices of National Natural Science Foundation of China(No.41831284,41501120)Special Scientific Research Project of Education Department of Shaanxi Provincial Government(No.18JK0649)Scientific Research Project of Xi’an International Studies University(No.18XWC24)
文摘A study of the accessibility of a city’s scenic spots via different travel modes can contribute to optimization of tourism-related transportation while improving tourists’ travel-related satisfaction levels and advancing tourism. We systematically analyzed the accessibility of 56 scenic spots in Xi’an City, China, via car and public transport travel modes using the real-time travel function of the Baidu Maps API(Application Programming Interface) along with spatial analysis methods and the modal accessibility gap index of scenic spots. We obtained the following results. First, maximum and minimum travel times using public transport exceeded those using cars. Moreover, the accessibility of scenic spots via cars and public transport presented a circular spatial pattern of increasing travel time from the center to the periphery. Contrasting with travel by public transport, car travel showed a clear time-space compression effect. Second, accessibility of the scenic spots via cars and public transport showed some spatial heterogeneity, with no clear advantages of car accessibility in the central urban area. However, advantages of car accessibility were increasingly evident moving from the center to the periphery. Third, whereas the correlation of the modal accessibility gap index of scenic spots in Xi’an with global space was significantly positive, local spatial interdependence was only evident in some inner city areas and in marginal areas. Moreover, spatial heterogeneity was evident in two regions but was insignificant in other areas, indicating that the spatial interdependence of the modal accessibility gap index in most scenic spots was not apparent in terms of the overall effect of public transport routes, road networks, and the distribution of scenic spots. The improvement of public transport coverage in marginal areas and the optimization of public transport routes in central urban areas are essential tasks for improving travel using public transport in the future.
基金Under the auspices of the Postdoctoral Science Foundation of China (No. 2020M670428, 2020M670429)National Natural Science Foundation of China (No. 41971162)。
文摘The Qinghai-Tibet Plateau(QTP) is the most unique region of human-land relations, and its main factor is population. By building a population and space dataset of the QTP at the township level from 1982 to 2017, this paper presents the pattern evolvement and regional distribution characteristics of township-level population in the QTP in detail for the first time. By using Geodetector method to analyze the influencing factors of township-level population change in the QTP, this paper provides scientific foundations for studying the Third Pole, ecological environment protection of the QTP, and human-land relations. The conclusions are as follows:1) The population spatial distribution is not balanced at the township level, presents the regional differentiation characteristics of ‘dense in southeast and sparse in northwest’ along the ‘Qilian-Jilong Line’, and demonstrates the phenomenon of population center of gravity moving to the hinterland of the plateau at an accelerated speed;2) The township-level population develops in a decentralized trend in general, and the cold-and hot-spot distribution of population has prominent spatial distribution characteristics. The population hot spots are concentrated in the surrounding areas of Xining, Golmud, Hotan and Lijiang;3) The population of the QTP is increasing, and the inter-annual change of township population has a relatively stable regional regularity;4) The level of per capita income is the leading factor in the change of township population, and its effect intensity is increasing continuously. The relative effect intensity of urbanization level and location conditions on population change has decreased significantly after 2000. The adaptability of living environment,such as topography and climate, has little influence on population change.
