基于流动空间的武汉都市圈同城化水平及影响因素研究

同城化是城市间要素流动与融合发展的动态过程,实施同城化对于区域协调发展具有重要意义。以武汉都市圈为研究对象,从经济流、人口流、信息流三方面构建都市圈同城化综合测度模型,借助ArcGIS空间可视化分析武汉都市圈同城化水平及其空间格局,并利用障碍度模型解析武汉都市圈同城化的影响因素。结果表明：(1)武汉是都市圈的经济、人口与信息中心城市,武汉都市圈同城化水平整体差异较大且两极分化现象突出;(2)武汉都市圈同城化形成了“一心一区双轴多点”的空间格局,且具有空间非均衡性、空间指向性和空间邻近效应等空间特征;(3)基础设施建设是武汉都市圈同城化的关键驱动力,经济发展能力是其直接推动力,而居民生活水平和公共服务保障是间接推动力。基于此研究提出针对性的同城化发展建议,以期为区域同城化建设提供科学支撑与案例借鉴。     

区域空间结构的“资源诅咒”效应分析——基于山西的实证

优化区域空间结构是提高经济转型发展质量与效益的重要措施,开展资源型地区空间结构的"资源诅咒"效应研究是解释资源型地区空间结构特殊性的重要视角。文章采用山西省第六次人口普查资料,从空间分异与空间联系两个角度分析区域空间结构"资源诅咒"效应的表现特征。进一步,构建"三部门三区域"分析框架,解释空间结构"资源诅咒"效应的形成机理。空间分异分析表明:山西省空间结构中核心区、外围区、边缘区均表现出显著的资源依赖型特征,核心区带动能力弱,外围区经济脆弱性明显,边缘区为集中连片贫困状态,这种空间结构不利于经济要素在各等级城市之间的流动,会进一步加剧区域"核心-外围-边缘"结构刚性特征,阻碍区域功能的转型升级;空间联系分析表明,山西省各行业空间网络联系差异显著,其中,采矿业已形成明显的多层级辐射状圈层结构;农业网络联系次之,形成极化显著的辐射状圈层结构;服务业中各行业联系普遍较弱,初步形成以核心区与次级核心区紧密联系为特点的点轴结构,但各种服务功能的互补性差,服务业功能联系弱;而制造业的区域联系最弱,资源型产业发展制约了制造业的发展,工业化发展质量低,"反工业化"倾向比较严重。通过"三部门三区域"分析框架认为,由于资源型经济具有自强机制,区域产业结构呈现刚性,核心区创新动力不足,外围区城镇化水平虚高,边缘区缺乏产业支撑。核心区、外围区、边缘区之间要素联系松散,空间结构演进的"推-拉"力不足,致使区域发展陷入"资源优势"陷阱。     

成都都市圈县域经济时空差异及空间结构演变

区域经济空间结构和区域经济差异历来是国内外学者关注的热点问题。在特定的时间背景下,区域经济差异在空间上就表现为该区域某一时段的经济空间结构,区域差距变化在空间上就表现为区域经济空间结构的演变趋势。运用变差系数和空间自相关模型,以县域为基本空间单元,以人均GDP为衡量指标,对成都都市圈县域经济发展差异和经济空间结构演变的时候特征进行了分析。变差系数分析表明,成都都市圈县域经济差异在研究时段内大致沿“倒U型”的变化轨迹,县域经济差异不断缩小。通过县域人均GDP的全域自相关分析发现,Moran’s 从1999年的070下降到2007年的066,说明从总体上,成都都市圈经济空间结构的集聚效应是减弱的。局部自相关分析将成都都市圈59个县分为4种县域类型（HH、HL、LL和LH）,HH和LL型县域数量在研究时段内有所增加,HH县域绝大部分都集中分布在成都和德阳两市所辖的县域内,而LL型县域分布在距成都较远的区域,表明成都都市圈县域经济空间相关程度有所提高,形成了较为明显的发达地带和边缘贫困地带.     

武汉城市圈空间组织演化评价

空间组织演化是空间自组织演化和经济社会发展耦合协同作用的结果。以武汉城市圈为研究对象,比较研究长三角、珠三角城市群和京津冀都市圈,利用空间相互作用强度、区域交通通达性和道路网络性评价武汉城市圈空间组织。结果显示：武汉城市圈在总量和规模等级等指标表征上弱于比较对象一个层级,尚处于发育的初级阶段;但武汉城市圈结构性指标表征良好,城镇空间组织演进良性,空间结构表现合理,从道路的网络性和通达性方面,与发达城市群（都市圈）差异不大,某些指标甚至超过了比较对象,表明武汉城市圈虽处于发展的初级阶段,但总体结构以及组织演化科学合理,发展健康     

都市圈边缘城市经济联系格局及发展策略研究

在都市圈主导区域发展的空间背景下,都市圈的聚集增长凸显边缘(边际)城市的发展困惑。本文立足多都市圈相互作用的空间基础,构建以现实经济联系(人流、资金流、信息流)与潜在经济联系的综合测度模型,来判读边缘城市之未来发展方向,并据此提出相关空间发展策略。案例研究表明:现阶段淮安市与南京、苏锡常、徐州等都市圈的经济联系强度分别为1.688、1.405、1.164,经济联系隶属度分别为39.65%、33.01%、27.34%,说明淮安市并不存在占主导地位的单一经济联系单元,其经济联系格局是都市圈辐射能力及其空间可达性合力作用的结果。未来淮安市应努力构建区域综合网络关键节点,坚持产业错位发展,充分利用都市圈发展的"溢出效应"(或边缘效应),致力培育次区域增长极。研究成果能够为都市圈边缘城市的规划发展提供借鉴和启示。     

武汉城市圈旅游景区空间结构分形研究

武汉城市圈旅游景区具有沿河流、交通、城市分布的特征,集聚态分布格局明显。运用分形理论对武汉城市圈旅游景区空间结构进一步分析,结果表明:武汉城市圈旅游景区空间结构存在明显的无标度区,空间结构是分形的。武汉城市圈旅游景区在自组织演化过程中的中心性较为明显,多分形结构凸出,空间结构较为复杂;旅游景区空间结构是以武汉、咸宁、黄冈、麻城等主要城市为节点,通过系统内部的长江、京广高铁、京港澳高速、沪蓉高速等线状要素进行能量传递而展开的;旅游景区空间分布具有较强的轴线分布特征,空间相互作用较强,旅游交通网络通达性优良。对旅游景区空间结构现状分析和分形刻画的基础上,认为"K"形空间发展结构是武汉城市圈旅游空间结构的最佳发展模式。     

南京都市圈可达性与经济联系格局演化研究

以南京都市圈为例,选取1993、1999、2005和2011年4个典型年份,运用ArcGIS的空间分析功能和引力模型,计算南京都市圈的可达性、经济联系量和经济联系隶属度,深入研究南京都市圈空间联系格局和空间联系方向的演变。研究结果表明：（1）南京都市圈可达性改善显著,平均可达性提高明显,但各城市可达性提高的幅度差别较大;（2）南京都市圈经济联系日益增强,经济联系格局由点轴结构向网络结构演变,南京成为区域经济联系中心城市;（3）从经济联系隶属度分析来看,南京是区域空间联系的集聚中心,与其它城市形成了众星捧月的空间联系格局     

高速铁路影响下的长三角城市群可达性空间格局演变

交通网络体系对城市群空间结构的优化有重要作用,随着“高铁时代”的到来,长三角城市群区域空间结构也将发生深远的变化。引入可达性的概念,以现状2010年与规划2020年的长三角综合交通设施网络为基础,选取长三角各城市之间加权平均最短旅行时间为度量指标,分析了高速铁路系统的发展对长三角区域空间格局未来演化的影响,揭示了高速铁路将全面提升长三角区域可达性水平,大大缩短城市之间的时空距离,推动长三角一体化发展,并通过都市圈、经济轴带的形成与发展,促进区域均衡化空间结构的形成。另一方面,虽然高速铁路将推动多中心空间结构的形成,但对城市可达性水平的影响具有明显的区域差异,城市在新的高铁格局下应探析符合自身特点的发展战略     

江津市城镇体系结构研究

首先在城镇体系等级规模分布研究基础上,提出江津市仍处于城镇体系发育的极化阶段,确定中心城市仍是市域内未来的发展极;其次借助于地理信息系统软件测算镇镇间直线距离,在对城镇的空间分布研究的基础上,得出江津市城镇集中在两条地理线上,从而确定市域内未来发展轴,并用现状资料对此结果进行了验证,接着对市域内城镇体系的职能结构做出了定性的分析;最后依据江津市城镇体系存在的实际情况和发展趋势,提出了优化江津市城镇体系等级规模结构、空间结构、职能结构的途径及其发展思路。     

南通市城镇空间结构研究

南通市城镇空间结构演变具有优越的区位条件和较好的经济基础及发展历史,但综合经济实力欠缺是造成中心城市规模偏小、城镇空间发展不平衡以及城市化水平滞后的根本原因。因而完善南通城镇空间结构的策略应该是走多元化城镇化发展道路,加快城镇建设步伐。通过户籍登记制度和农村土地流转制度改革,优先发展基础设施,优化空间产业布局和城镇空间布局,逐步形成一个层次合理、布局科学的城镇体系,为实现城乡一体化奠定基础。     

武汉城市圈资源集聚能力的空间关联研究

提升武汉城市圈各城市间资源集聚能力的空间关联程度,对于实现该区域的协调发展具有重要意义。基于此,运用修正的引力模型,采用社会网络分析法对1995～2015年武汉城市圈资源集聚能力的空间关联进行分析。研究表明:(1)武汉城市圈资源集聚能力的空间关联特征显著,网络密度呈现倒"U"型,网络等级逐年下降,网络效率呈现"U"型;(2)武汉城市圈资源集聚能力在网络中呈现"中心-边缘"的特征,武汉市的点度中心度最高,在网络中属于中心城市,而其它城市属于边缘城市;(3)板块一(武汉、孝感、天门)属于"双向溢出"板块,板块二(潜江、咸宁)属于"净受益"板块,板块三(仙桃、黄冈)属于"净溢出"板块,板块四(黄石、鄂州)属于"经纪人"板块。鉴于此,从多途径构建资源集聚能力空间关联"通道"、增强中心城市辐射带动功能和推动城市分工协作等3个方面提出了提升武汉城市圈资源集聚能力空间关联程度的政策建议。     

武汉城市圈城镇化生态环境响应的时空演变研究

城镇化与生态环境这一交互关系,是两者彼此响应的耦合产物。研究城镇化发展与生态环境间的响应胁迫关系,具有重要的理论与实际意义。本文以武汉城市圈为研究对象,通过建立城镇化与生态环境的综合评价指标体系,构建生态环境响应模型,对"两型社会"战略提出后武汉城市圈城镇化生态环境响应的时空演变进行分析。主要结论如下:12008-2013年,武汉城市圈城镇化发展态势良好,整个城市圈城镇化综合水平逐年稳步上升,增长速度加快。生态环境综合指数呈现先下降,后维持稳定,再上升的"U型"变化曲线,符合环境库兹涅茨曲线。2武汉城市圈生态环境对城镇化的响应,呈现出由负响应向正响应转化的特征,生态环境对城镇化发展总体上呈现出由"胁迫"到"促进"的转变。A值越来越大,由2008年的-0.9上升到2013年的1.66。H值则呈现先降低后上升的变化特征,由2008年的0.9降低到2010年的0.09,2013年迅速提升到1.71,表明生态环境对城镇化发展总体上呈现由"胁迫"到"促进"变化的发展趋势。资源环境压力、资源环境载荷对城镇化的发展呈现出由负响应向正响应转变的特征,资源环境绩效对城镇化的发展具有正响应的特征。3武汉城市圈生态环境综合响应指数的空间分异特征,由以正响应为主的"凹陷"结构向分化的"板块"结构演化,生态环境综合响应指数的区域差异呈先扩大、后缩小趋势,城镇化的发展对生态环境的影响程度为"弱促进"向"强胁迫"变化。资源环境载荷响应指数和绩效响应指数表现出"向心性"的发展特征。     

上海大都市区物流企业区位分布特征及其演化

物流企业的空间分布决定城市物流空间格局、影响城市资源和生产空间的合理配置。以上海大都市区1995年以来物流企业属性数据为基础,综合应用区位商、平均最近邻、核密度及协同区位商等测度方法,探究各类物流企业的区位及其演化特征。研究发现：（1）受资源禀赋、区位条件及发展定位不同的影响,上海大都市区物流业发展水平存在明显的时空异质性,区域各类物流企业的时空发展水平差异显著;（2）上海大都市区物流企业正由“中心布局”转变为多“核心-边缘”模式,在中心区集聚极化的同时,郊区外围也集聚分布了大量物流企业,城市物流空间不断向外围扩张;（3）货代类和综合物流类企业通过信息共享、服务零库存等因素,促进企业间的共位选择;其他类型物流企业由于地域分工、企业选址分散,则出现了区位互斥现象。研究揭示了上海大都市区物流空间区位特征,既补充了城市物流的理论研究,也为今后城市物流业和物流设施发展提供借鉴     

Assessment of groundwater potential in Tirukalukundram block of southern Chennai Metropolitan Area

Groundwater is an important resource in all major urban centres. Continuous extraction leads to degradation and depletion in the water quality which can be protected by selecting proper groundwater recharging techniques. The present study aims to determine the groundwater potential by integrating the remote sensing and geographic information system which helps to identify the locations which are in critical stage and immediate steps can be taken to recharge the groundwater. Thirukalukundram block of Kanchipuram district in Tami Nadu, India, has been chosen as study area. To demarcate the groundwater potential zone, surface attributes such as geomorphology, land use/land cover, contour map, drainage density and sub-surface attributes such as lineaments and soil maps are created using satellite imageries, toposheet, soil and geomorphology data of the study area. The thematic maps prepared using geographic information system and weights have been assigned to the attributes by considering the influence on the storage capacity of groundwater. Four categories of groundwater potential zones such as below low, low, moderate and high have been classified. From the analysis, 5% along the coastal plain area covers high groundwater potential zone, 20% of the area towards north-west and south-west hold moderate groundwater potential. 60% of the total area hold low groundwater potential zone which are located towards south-west direction. 15% of the study area contains below low groundwater potential zone in parts of south-west direction. This study helps to identify the suitable locations for extraction and recharge of groundwater.     

Historical changes in the food and water supply systems of the New York City Metropolitan Area

The history of New York City (NYC) is much shorter than those of most European cities, but New York shares in common the problem of providing sufficient water and food to its inhabitants from its watershed and foodshed. These resource provision areas have grown over time and changed in character as they expanded in tandem with the growth of the city. In contrast to some cities, such as Paris, which historically has been supported by local food production, NYC??s status as a trade center has enabled the supply of food from distant sources from early in its history. NYC??s transportation system has rapidly evolved from early roads to canals, railroads, and modern surface and air transport networks. The development of the hydraulic engineering of the City??s reservoir, aqueduct, and tunnel system determined the extent of its water supply watersheds. Deviations from general growth trends in food and water consumption have occurred due to environmental and economic disruptions. As the growth of the city slowed in the last few decades, environmental technology has reduced the impact of the City on its environment, due to water metering, reduction of leakage, and improvements in waste treatment. However, per capita food consumption in the US continues to increase, with implications for the environmental health of New York and its region, as well as other centers of net anthropogenic nutrient inputs.     

GCM-based analysis of water availability along the Tone River and Tokyo Metropolitan Area under climatic changes

Tone River supplies most of the water requirements of the Tokyo Metropolitan Area (TMA). Lowering of Tone flow and yearly fluctuation, however, is causing water shortage along TMA nowadays. This study investigated the future water availability scenarios under climatic changes. A state-of-the-art approach to utilize the output of several GCM has been demonstrated to investigate the future water availability scenarios for TMA from the Tone River. An integrated modeling approach for water balance considering several hydrological risk indices was adopted to quantify the future changes in this case. It is observed that the future summer precipitation along the Tone basin is going to be increased considerably, while an almost constant or decreasing trend is observed for winter season. Natural flow availability for winter or spring seasons thus can be crucial under future scenarios. After reservoir routing, the hydrological risk indices estimated, however, were not found to be changed significantly due to the presence of a robust reservoir system at the upstream.     

Potential of existing policies of the Tokyo Metropolitan Government for implementing adaptation to climate change

The impacts of climate change are apparent in various regions of the world. Even though climate change may have a positive effect, it is anticipated that there will be many severely negative effects on human and natural resources in the future. Therefore, in addition to the need for stronger promotion of mitigation policies, it is urgently necessary to study and implement adaptation policies over the longer term to prepare for the possible negative impact of climate change. To implement climate change adaptation measures rapidly in Japan, it would seem practical and effective to make good use of the various countermeasures already promoted by both the national and the local governments for many sectors such as disaster prevention, environmental management, food production, and protection of the nation’s health. These countermeasures are considered to have potential for effecting climate change adaptation. This study, focusing on adaptation to climate change negative impacts, investigates to what extent the existing policies of the Tokyo Metropolitan Government could contribute to climate change adaptation, based on a comprehensive examination of targeted fields and indicators for which adaptation policies could be pursued. The results showed many of the existing policies could be useful for adaptation to climate change in many sectors. Furthermore, less than half of these policies need to take future climate change into account in order to contribute to climate change adaptation. This study proposes three basic steps that consider future climate change and local governmental propositions for the rapid implementation of adaptation policies in Japan.     

Levels and major sources of PM2.5 and PM10 in Bangkok Metropolitan Region

This research was the first long-term attempt to concurrently measure and identify major sources of both PM(10) and PM(2.5) in Bangkok Metropolitan Region (BMR). Ambient PM(10) and PM(2.5) were evaluated at four monitoring stations and analyzed for elemental compositions, water-soluble ions, and total carbon during February 2002-January 2003. Fifteen chemical elements, four water-soluble ions, and total carbon were analyzed to assist major source identification by a receptor model approach, known as chemical mass balance. PM(10) and PM(2.5) were significantly different (p<0.05) at all sites and 24 h averages were high at traffic location while two separated residential sites were similar. Seasonal difference of PM(10) and PM(2.5) concentrations was distinct between dry and wet seasons. Major source of PM(10) at the traffic site indicated that automobile emissions and biomass burning-related sources contributed approximately 33% each. Automobiles contributed approximately 39 and 22% of PM(10) mass at two residential sites while biomass burning contributed about 36 and 28%. PM(10) from re-suspended soil and cooking sources accounted for 10 to 15% at a residential site. Major sources of PM(2.5) at traffic site were automobile and biomass burning, contributing approximately 32 and 26%, respectively. Biomass burning was the major source of PM(2.5) mass concentrations at residential sites. Meat cooking also accounted for 31% of PM(2.5) mass at a low impact site. Automobile, biomass burning, and road dust were less significant, contributed 10, 6, and 5%, respectively. Major sources identification at some location had difficulty to achieve performance criteria due to limited source profiles. Improved in characterize other sources profiles will help local authority to better air quality.     

城市群(圈)生态环境保护战略规划框架研究--以珠江三角洲大城市群为例

21世纪城市群将成为新的竞争单位，在此背景下中国提出了城市群发展战略，并开始了城市群规划的编制工作。从战略环境影响高度，文章提出了在编制城市群规划同时应编制城市群环境规划，并就城市群环境问题辨析、城市群环境规划目的任务、规划理论依据、方法论作了阐述，同时，还以珠江三角洲城市群环境规划为例，对编制程序、主要研究内容等作了概述。