Measuring the spatiotemporal variation and evolution of transport network of China＇s megaregions

作     者：SONG Ge YANG Jiawen 

作者机构：School of Management University of Science and Technology of China Hefei 230026 China School of Urban Planning and Design Peking University Shenzhen Graduate School Shenzhen 518055 Guangdong China 

出 版 物：《Journal of Geographical Sciences》 (地理学报（英文版）)

年 卷 期：2016年第26卷第10期

页      面：1497-1516页

核心收录：

学科分类：08[工学] 082303[工学-交通运输规划与管理] 082302[工学-交通信息工程及控制] 081201[工学-计算机系统结构] 0823[工学-交通运输工程] 0812[工学-计算机科学与技术（可授工学、理学学位）] 

基　　金：Anhui Provincial Natural Science Foundation  No. 1608085MG 158 

主　　题：China megaregions transport network accessibility GIS transport network model 

摘      要：Megaregion has become a prominent feature of modern China. Reflecting upon China＇s recent path of transport infrastructure construction, this research examines the spatiotemporal characteristics of transport network development and its accessibility impacts in China＇s ten megaregions from 1982 to 2010. Using historical transport network data and multiple national censuses （1982, 1990, 2000 and 2010）, we computed two levels of indicators of megaregional transport network： megaregion level and county level, and analyzed the intra-megaregion and inter-megaregion disparities of transport network of the ten megaregions of China. Transport networks at the megaregion level are measured by three indicators： 1） transport network density; 2） infrastructure endowment per capita; and 3） size of transport network＇s standard ellipse. Two accessibility indicators for measuring transportation network at the county level are calculated： weighted average travel time and potential accessibility. The research results show the following： 1） Road and rail network densities witnessed the greatest growth during the 2000-2010 period, and growth was more significant for railway network. 2） By 2010, average road endowments per capita in inland megaregions became higher than in coastal megaregions, while average rail endowments per capita in coastal megaregions became higher than in inland megaregions. 3） The sizes and directions of the standard deviational ellipses of road and rail network changed continuously during the study period. However the changes of road network ellipses were relatively small, while the changes of railway network ellipses were more significant. 4） Megaregions have all benefited significantly from transportation infrastructure improvement in the past few decades in terms of WATT and potential accessibility, but the three giant megaregions benefited most.