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Railways play an irreplaceable role in the long-distance transportation of bulk energy materials such as coal. In the context of uncertainty becoming the new normal in transportation operations, it has far-reaching strategic significance of exploring the reliability of railway transportation networks in energy-rich regions to enhance the resilience of railway transportation networks and ensure national energy security.On the basis, the railway network in Shanxi-Shaanxi-Inner Mongolia energy-rich region, one of China’s most important energy and chemical bases, is selected as the research object.A railway network model of Shanxi-Shaanxi-Inner Mongolia energy-rich region is constructed by using the Space-L method, the reliability of the railway transportation network is analyzed systematically by using two attack strategies: random attack and deliberate attack, and key transportation corridors are identified.The research results indicate that the railway network in Shanxi-Shaanxi-Inner Mongolia energy-rich region is relatively sparse and exhibits scale-free network characteristics. Small-scale random attacks render the network more reliable, while the network becomes more robust under high-betweenness attacks but exhibits vulnerability under high-degree attacks. Under different attack strategies, the cumulative effect of multiple node failures leads to a phased and sharp decline in network performance. The key corridors of the railway network in Shanxi-Shaanxi-Inner Mongolia energy-rich region are highly concentrated in small areas, mainly located at the intersections of coal transportation dedicated lines and external transportation railways. In future energy transportation planning, efforts of protecting these key corridors must be strengthened to ensure their continuous and stable operation, maintaining the safe operation of the energy transportation network.
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While the development of high-speed rail (HSR) has notably reduced travel time, its implications for equitable accessibility within urban clusters and spatial equity remain critical concerns. The study divides the medium-term and long-term intercity railway initiatives in the Beijing-Tianjin-Hebei urban into three phases from 2016 to 2030. Using road network datasets and socio-economic indicators, accessibility is analyzed through the average travel time, while spatial equity is evaluated using the accessibility dispersion index and the territorial cohesion index. The results indicate that the intercity HSR network substantially improves accessibility and strengthens regional connectivity at the municipal level. From 2016 to 2023, average intercity travel time decreases by 33.1% at the municipal level and 20.7% at the county level. From 2023 to 2030, accessibility increases by 9.5% at the municipal level and 10.2% at the county level, with a primary emphasis on improving the city connectivity in the capital region. Spatial equity and cohesion within the region are enhanced at the municipal level, whereas equity at the county level tends to polarization. The study recommends that both national and local governments should consider policies and coordination measures at different planning levels to promote spatial development and regional equity.
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Based on social sensing theory, multi-source data from the online toll collection system (OTC) are used and methods such as graph theory modeling, complex networks, and function analysis are employed to explore the spatial interaction patterns of expressway traffic flow from the “section-station-city” scale. The results indicate that: 1)Section flow as a “flow process” which provides a micro perspective on the decay process of perceived distance and the spatial organization of traffic. At the section scale, densely trafficked sections of expressways in Guangdong province belong to the network area of “two loops, four horizontals and seven radials”, particularly concentrated on national expressways. Power functions have a high degree of explanatory power for the distance decay law of passenger and freight flows on expressways, and the aggregation level of motor vehicles in the Pearl River Delta urban agglomeration decreases with increasing vehicle size, with small vehicles (cars, light trucks) having the highest degree of aggregation. 2)Compared to section flow, as a “flow result”,station flow intuitively exhibits the characteristics of expressways serving short-distance transportation. Core station flows exhibit spatial proximity and primarily appear in short-cluster forms. Boundary station flows can be categorized into three interaction relationships: Guangdong-Guangxi, Guangdong-Hunan and Guangdong-Jiangxi,and Guangdong-Fujian. 3)In contrast to station flow, city flow offers a macro perspective on perceived urban spatial interactions. Based on city flow, the study examines the current development status of the “five major urban agglomerations” in Guangdong province. It reveals that internal traffic connections within the urban agglomeration on the west bank of the Pearl River are relatively loose. Conversely, the core urban agglomerations of Guangzhou and Shenzhen exhibit a trend of integrated traffic development. This study elucidates the methods and model correlations for mining multi-scale traffic flow big data, summarizes the perceptual differences in socio-economic phenomena under different scales of interaction patterns, and extends the methods and theoretical research of social perception from the perspective of scale differences.
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Enhancing the transportation and tourism compatibility and promoting the integration of transportation and tourism are important levers for achieving rural revitalization and urban-rural integration in the context of high-quality development. Based on the framework of cognition-experience perspective for rural transportation-tourism coupling coordination measurement, this paper integrates the elements of visitor experience and perception satisfaction in transportation and tourism, and uses the statistical analysis and barrier model method to scientifically measure the level of rural transportation-tourism coupling coordination in the research area of Nanbaozhai village, Fangyan village and Liujiagou village in the suburbs of Xi’an city,identify the influencing factors of coordinated development of transportation and tourism coupling. The results show that: the coordination degree of transportation-tourism coupling in the research villages shows significant heterogeneity in both cognition and experience perspectives, and the order of coordination degree between different perspectives forms a strong contrast. Liujiagou village, Nanbaozhai village and Fangyan village show different misalignment directions and increasing misalignment degrees in coordination of transportation-tourism coupling. The main reason for the cognition-experience compatibility of rural transportation-tourism coupling coordination is the interaction between the objective conditions of rural transportation and tourism and the visitor’s transportation and tourism experience. The cognition dimension is mainly determined by the level of development of transportation and tourism and their synchronized development level, while the experience dimension is mainly affected by the tourism characteristics and the traffic and tourism environment pressure caused by the number of tourists. The study provides scientific basis for optimizing the measurement method of transportation-tourism coupling coordination level, promoting the continuous improvement of transportation and tourism functions in suburban areas of large cities, and driving the construction of beautiful rural areas that are suitable for tourism and industry.
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The ecological environment quality of Fujian province remains excellent and stable. It is helpful to reveal the effects of the provincial expressway network evolution on the landscape ecology by studying the expressway network landscape and its impact on ecological quality. This study selects 3 km on both sides of the expressways in Fujian province as the research area, utilizes GIS technology, Fragstats software with landscape pattern indices, the remote sensing ecological index (RSEI), and the InVEST model, to investigate the evolution of landscape patterns and ecological quality of expressway corridor in Fujian province from 1994 to 2022. The results show that: the 30-90 m range constitutes the primary scale domain for the expressway corridor scale effect analysis, with 40 m being identified as the optimal grain size for landscape pattern analysis of the expressway corridor. The fragmentation index of cultivated land, forestland, grassland, water area and unused land have increased in varying degrees, while the fragmentation index of construction land has continued to decline. The overall fragmentation of the expressway corridor has intensified, the dispersion of various types has increased, and the stability of the ecosystem structure has declined. Carbon storage of the expressway corridor, forest land, and grassland has declined, while cultivated land, water area, unused land, and construction land increased in varying degrees. Areas with greater changes in carbon storage are mainly located in coastal cities with faster development. The average RSEI value of the expressway corridor is higher than 0.6, and the ecological environment quality is good. The areas with poor and relatively poor RSEI levels in the expressway corridor are mainly distributed in the southeastern coastal cities of Fujian province.The ecological environment quality of the expressway corridor improved and deteriorated are roughly the same over the 28 years. The fragmentation index and RSEI value within 1 000 m of the expressway corridor are most significantly affected, and the impact beyond 1 000 m gradually weakens.
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In ecologically fragile areas, road expansion exacerbates issues such as landscape fragmentation and biodiversity loss.The study takes the Qinba Mountain region of Southern Shaanxi, a typical ecologically fragile region, as the research subject, constructs a five-dimensional landscape fragmentation evaluation system encompassing quantity, shape, area, aggregation, and connectivity.The spatial heterogeneity effects of different road structure characteristics on multi-dimensional landscape fragmentation are further investigated based on multi-scale geographically weighted regression (MGWR). The results show that: regional landscape fragmentation exhibits significant spatial differentiation, with Baoji, Xi’an, and Weinan forming a low-fragmentation core area, Shangluo serving as a moderate fragmentation transition zone, and central Hanzhong and Ankang constituting high fragmentation clustering areas. Sensitivity to road disturbance varies across multi-dimensional fragmentation features, with quantity and area characteristics being the most sensitive, followed by shape and connectivity features, while aggregation features exhibit the weakest sensitivity.Road density and distance from roads have the strongest explanatory power for the number, area, and connectivity of ecological patches, with lower-grade roads exerting a greater influence than higher-grade roads. Road curvature shows a significant negative correlation with the shape of ecological patches, whereas network degree centrality correlates with both patch shape and area.The study can provide a reference basis for future road construction and ecological conservation in the Qinba Mountain region of Southern Shaanxi.
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With the rapid development of information and communication technology and transportation infrastructure, inter-city traffic is a vital foundation for regional integration. Based on multi-source data such as mobile phone signaling and social and economic development, this paper employs the rank-scale method and MRQAP regression to investigate the characteristics and influencing factors of inter-city flow network structure in Hunan province counties during the week and weekend. The results show that: the scale polarization effect of daily inter-city mobility in each county is significant. There are more counties with low-order and low-floating populations, and the main source of population mobility is high-order counties. The daily inter-city flow network of Hunan province takes Changsha city as the absolute center, and the prefecture-level cities take the main urban area of the city as the center, forming an inter-city flow network of “core-hinterland”. Changsha city is the hub of the province on weekdays and weekends. Regarding the inter-city flow group structure, the network aggregation on weekdays and weekends shows the characteristics of grade and group interaction. The inter-city group has a high degree of coupling with the Changsha-Zhuzhou-Xiangtan intercity railway, Shaolin expressway, and Beijing-Hong Kong-Macao expressway. The inter-city flow within the city group is greatly affected by distance. The spatial agglomeration effect of population will generate more demand for daily intercity mobility, and the population size will strengthen intercity mobility between counties. The smaller the gap between wage income and housing price levels between adjacent counties, within the same city area, and the shorter the travel time between counties, the more daily intercity mobility there will be. Among them, the population agglomeration effect and administrative resource control during weekdays are stronger.Economically developed counties may intercept potential migrant populations through the “income highland effect”.The study of daily intercity flow at the county level is helpful in formulating targeted facility allocation strategies based on regional differentiated needs, and provides reference significance for the high-quality integrated development layout of Hunan province.
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Taking the urban agglomeration in the middle reaches of the Yangtze River as the research object, the RMP theory is introduced into the theoretical analysis framework and an appraisal index system for the integration efficiency of the culture and tourism industry is constructed.DEA-Malmquist index, center of gravity and standard deviation ellipse, and geodetector models are used to explore the time-space development landscape of the integration efficiency of the culture and tourism industry for the urban agglomeration in the middle reaches of the Yangtze River and its influencing factors from 2009 to 2021. The findings suggested that: in terms of time-series evolution, the general degree of integration efficiency of cultural and tourism industry is comparatively high during the study period, with a tendency of increasing firstly and then reducing secondly. The Malmquist index is rising at an average annual rate of 11.9%, and technological progress and scale effect are the primary reasons for sustained growth in total factor productivity.From the perspective of spatial distribution, the integration efficiency of cultural and tourism industry shows the “core-edge”structure with “Wuhan-Changsha-Nanchang”as the core and other cities as the edges. The integration efficiency of culture and tourism industry in the three regions has been improving, and the advantages of the “core” region have been highlighting, with significant regional differences.In an evolutionary space-time dimension, the integration efficiency of the cultural and tourism industry as a whole shows a spatial distribution pattern dominated by the “southeast-northwest” direction. The trends of the gravity center show in the direction of “northeast-southwest-southeast”, and the spatial pattern shows the characteristics of agglomeration.The results of geographic exploration show that the integration efficiency of cultural and tourism industry is the result of a combination of factors, such as consumer demand, industrial structure, digitalization level, government regulation, transportation level and human capital.
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Scientific identification of the intrinsic connection between digital infrastructure construction and tourism economic resilience is of great significance for driving the transformation of the digitalization of the Yangtze River Economic Belt and improving the modern tourism system. The entropy method is used to assess the degree of development of the two systems during 2011-2022, and the characteristics of the spatio-temporal coupling between digital infrastructure construction and tourism economic resilience in 108 prefectural-level and above cities in the Yangtze River Economic Belt.As well as the influencing factors are profoundly revealed through the coupling coordination degree model, kernel density estimation, exploratory spatial analysis (ESDA) and geographic detector. Research shows that: during the study period, the composite index of digital infrastructure construction and tourism economic resilience of the Yangtze River Economic Belt showed a fluctuating upward trend, and presented multi-level “core-edge” characteristics, and the phenomenon of polarization is becoming more and more obvious. The coupling and coordination degree between the construction of digital infrastructure and the resilience of the tourism economy in the Yangtze River Economic Belt has been increasing year by year, with significant spatial differences between cities. There is a spatial clustering phenomenon in the coupling coordination degree of the two systems, but the spatial clustering characteristics are weakened. The level of economic growth, human capita and travel resources endowment are the main factors affecting the degree of coupling coordination. The impact of human capital on factor interaction is the strongest. The interaction between economic development level and human capital, human capital and transportation accessibility, and human capital and tourism resource endowment has the strongest explanatory power for the coupling and coordination level.
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Cities are the spatial carriers of corporate activities, and the cross-regional investment behavior of tourism enterprises represents and maps the interregional tourism economic competition relationship. Based on the construction of the theoretical framework, using the off-site investment data of 265 tourism enterprises, we conduct an in-depth analysis of the complexity characteristics and driving mechanism of the off-site investment network in the three time periods of 2008-2012, 2013-2017, and 2018-2023, with the help of spatial analysis, social network analysis and weighted index random graph model. The study finds that: the spatio-temporal complexity of Chinese tourism enterprises’ cross-regional investment network is significant. The network has shifted from Beijing and Shanghai as a single center to a triangular structure with “Beijing-Shanghai-Guangzhou”,“Shanghai-Xi’an-Haikou”,“Shanghai-Shenzhen-Kunming” as the core nodes. Beijing, Shanghai and Haikou were the major outward investment cities during the study period, Xi’an, Shenzhen and Kunming were important inward investment cities. The cross-regional investment network of Chinese tourism enterprises has developed a typical “core-edge” circle structure, showing a trend of evolution from “dominated by a single core city” to “interconnected by multiple core cities”.At the same time, it is characterized by “small world” and scalelessness.The formation of tourism enterprises’ cross-regional investment network is the result of endogenous structural effect, actor-relationship effect and multi-dimensional neighboring mechanism. Among them, tourism resource endowment, tourism market size, government support level, factor agglomeration and diffusion level, degree of openness to the outside world, and the convergence and transferability of investment have a significant contribution to the formation of the investment network. Tourism enterprises tend to establish investment links between cities with strong economic ties, geographical proximity, fewer cultural differences and similar institutions.