骨干交通设施对区域旅游空间格局的影响——以渤海海峡跨海通道为例

骨干交通设施是旅游发展的主要媒介和重要的旅游吸引物。以渤海海峡跨海通道为研究对象,选取网络通达性指数、三步深度值、空间距离通达性指数等3个指标和点的中间中心度、线的中间中心度2个指标分别定量分析跨海通道对环渤海区域高速公路网、铁路网通达性的影响。综合考虑交通通达性、旅游资源、客源市场、旅游线路变化等多种因素,认为:大连、烟台成为新的旅游交通枢纽和旅游增长极;跨海通道旅游发展轴将凸显,此轴辐射山东半岛和辽东半岛,形成山东山水圣人与齐鲁文化旅游辐射带和辽中南旅游辐射带;环渤海区域旅游空间格局由"双核、四轴、三块、五区"演变为"双核、二轴、三块、六区、两面"。     

城市综合交通可达性演变及其与经济发展协调度分析——基于“八五”以来淮安市的实证研究

淮安正在努力打造“长江三角洲北部地区重要中心城市和重要交通枢纽”,分析其综合交通可达性变化及与经济发展的协调关系,具有重要现实意义。在综合分析可达性现有测算方法基础上,提出用于测算单个城市可达性动态变化的比较赋值测算法。而交通设施建设的投入产出评价法验证了上述方法的科学性和可行性。结果表明：1990--2009年淮安市综合交通可达性不断提高,但具有阶段性特征。同时,采用两系统协调度分析模型分析了淮安市综合交通可达性与经济发展水平协调性的动态演变。结论表明：两者协调性不断提高．但目前协调性仍然不高,仅仅处于轻度协调向中度协调过渡时期。最后,提出继续强化综合交通网络建设,突出对外交通线路短板建设,提高综合交通联运能力,开辟多元化投融资渠道等措施。     

Impact of airports on regional accessibility and social development

This study compares the impact that two airports in Norway have on regional accessibility and social development. One of the airports is a small-sized airport that serves a relatively remote region and has direct air services to other regions in Norway but not to the capital city of Oslo or to destinations abroad. The other is a medium-sized airport that serves a relatively accessible region and has direct air services to the capital city of Oslo and to a number of destinations in Norway and abroad. The study compares opinions of residents that live in the respective regions and is based on the findings of a postal survey that was completed by over 2000 residents. The Independent Samples t-test is used to investigate the significance of any differences in opinion. Significant differences were found to reflect the size and scope of services available at the airports and specific characteristics of the regions that they serve. Residents in the more remote region have a significantly higher frequency of travel by air to destinations in Norway but a significantly lower frequency of travel by air to destinations abroad. Trip frequency for holidays is significantly higher in the region that has an airport with direct international air services while trip frequency to access health services is significantly higher in the region that has limited local health services. The airport is significantly more important for resident location and retention in the remoter region.     

Population change and accessibility by road and rail networks: GIS and statistical approach to Finland 1970-2007

This study analyzes the relation of accessibility by road and railway network to population change between the years 1970-2007 in Finland. Accessibility is evaluated at built-up area unit and municipal levels by potential accessibility analysis and by measuring accessibility to network. Analyses are done in decadal periods by using geographical information systems (GIS) and data about road and railway networks involving digitized speed limits and geometry for each period. Accessibility variables and population change are related by generalized additive models (GAMs). The results indicate that the Finnish population has concentrated to areas with high road-based potential accessibility, especially since the opening in the Finnish economy in the 1990s. The accessibility of railway network was found to have affected the population change in the 1970s, when local level traffic reduced in the entire country, and in 2000-2007, following remarkable investments in long-haul transport.     

政府门户网站无障碍建设规范研究：加拿大的经验

政府门户网站作为政府提供公共服务的重要平台和窗口，应该充分考虑到包括残障人士在内的所有社会公众的需求。加拿大政府在互联网协会的网页内容无障碍指南基础上制定了关于政府网站的外观与感觉一致性规范，该规范遵循以用户为中心的理念，要求保证所有加拿大用户，不管身体残疾与否、生活在哪个地理位置、或者属于哪个种族，都能公平和自由地访问加拿大各级政府门户网站。CLF规范就加拿大政府如何为公众和政府员工提供电子信息提供了一种模式和规范，无论是过去还是现在它都可称之为政府门户网站无障碍建设的一个典范。     

Disabled travel: not easy,but doable

Research on disabled tourists is still in its infancy and, at its present stage, the issue of accessibility in particular sets the research agenda. However, as with all tourists, disabled tourists' enactment of barriers as well as benefits pertaining to holidays depends on the individual's former experiences, travel career and engagement in other leisure activities. Accordingly, this paper accounts for the findings of a series of qualitative interviews with mobility-disabled tourists, the purpose of which was to engage disabled tourists in conversations based on their reflective enactment of their own touristic endeavour. The study revealed (1) that various associations for disabled people play crucial roles in determining both whether and how an individual takes on the role of tourist; (2) that disabled tourists especially go on vacation in order to be freed from the role of ‘objects of care’; (3) that tourism relates to the ends of overcoming self-doubt, redefining oneself and building self-confidence; and (4) that vacation decision-making is far more complex for the disabled tourist than for other tourists; albeit complexity is reduced as the disabled tourist becomes more experienced.     

高铁网络、旅行时间与城市创新质量

基于2005-2017年的铁路列车时刻表数据,构建多时期DID模型评估了高铁开通对城市创新质量的影响.结果表明:高铁开通能够显著提升城市创新质量,且这种促进作用在创新主体、区域与行业等方面均具有一定异质性.使用城市间旅行时间数据构建高铁网络并进行进一步的机制检验发现,通过缩短旅行时间,高铁开通可提高城市在铁路网络中的地位与市场可达性,最终实现城市创新质量的提升.     

末班车可达性条件下客流诱导系统研究

首先进行系统的需求分析,说明客流诱导系统的设计必要性,在此基础上针对乘客和路网运营部门的需求设计系统的大体结构,然后为每一模块进行功能设计,使系统能够满足乘客出行查询或查看路径、时间等信息的需要,并为系统的实现提供了一定的技术方法。     

基于交通可达性的京津冀城市网络集中性及空间结构研究

伴随高速公路和高速铁路基础设施建设和运营,城市间“时间距离”缩短,引起城市区位和城市关系网络发生变化.研究将GIS网络分析和社会网络分析结合起来,利用O-D矩阵和引力场模型,分析京津冀都市圈在公路、铁路、高速公路和高速铁路4种不同交通模式下,可达性的差异性及都市圈城市经济相互作用的外向和内向集中程度等.结果发现:①交通可达性对都市圈内层极化作用高于外层作用,交通按照公路→铁路→高速公路→高速铁路顺序大大提高城市间可达性.②交通可达性具有两面性.一方面提高城市经济辐射能力和城市间联系度,另一方面拉大城市间差异程度,且北京、天津以辐射功能为主,其它城市以集聚为主.③可达性在1h以内,城市对外影响力较明显,变化幅度最大的是廊坊(0.25h),在1h以上,城市经济影响力变化较弱,在2h以上影响渐渐消失.④公路、铁路、高速公路和高速铁路4种交通模式中,天津交通区位优越于北京,但在可达性和经济影响力综合作用下,北京外向集中程度(Out Degree)地位明显优越于天津,而内向集中程度(In Degree)天津高于北京.⑤可达性拓展了都市圈内层的空间范围,并引起空间结构由“多中心”结构向连续的“带状”结构演变.