The combination of ornamental function and recreational function should be taken into account in road landscape design of scenic area.The theme characteristic should be highlighted by designing techniques.Roads in sce...The combination of ornamental function and recreational function should be taken into account in road landscape design of scenic area.The theme characteristic should be highlighted by designing techniques.Roads in scenic area should be used to lead tourists' behavior according to people's behavioral psychology.With Five Dragon Temple Cultural Park as case study,starting from its geographic location and establishment concept,the paper had extracted design theme of Five Dragon Temple Cultural Park.Profound religious cultural connotation had been given to the cultural park with Chinese traditional religion and "Five Elements" theory as the inspiration.It designed five main roads with different colors which represented five elements covering "gold,wood,water,fire and earth".Different scenic areas had been linked together by five man roads,forming a road landscape pattern of "meeting of five dragons".Then,flowering plants had been collocated along the five roads which were Vatica astrotricha,Punica granatum,Prunus serrulata,Morus alba and Osmanthus fragrans,creating theme-based road landscape not only representing religious significance but also corresponding with "Five Elements" theory.展开更多
Based on surveys of road landscape in scenic areas of China,the present situation was analyzed and the basic principles for road landscape design in scenic areas were put forward.
Based on space syntax theory, the spatial accessibility of the road network in Wuhan Metropolitan Area has been quantitatively analyzed by building a series of accessibility variables. Topologic connectivity in the ac...Based on space syntax theory, the spatial accessibility of the road network in Wuhan Metropolitan Area has been quantitatively analyzed by building a series of accessibility variables. Topologic connectivity in the accessible rings appears to be broken;traffic axis network is in spatial structure of hub-and-spoke and fishbone-like. Meanwhile, the differences in classified road network have led to inefficiency of its network servo and its ever-worsening capability to respond to traffic jams. Besides, two band-like integrated cores of which one is east to west along the Yangtze River and the other is north to south along Beijing to Guangzhou Railway, have become the first level traffic axis in the whole network, which is responsible for the connectivity of the entire metropolitan area network. This consequently has strengthened the dominant position of Wuhan which is located on the bands’ crossing. In short, the spatial accessibility of that classified space morphology, the urban system, the transport infrastructure as well as the social and economic development of Wuhan Metropolitan Area are highly interrelated to each other, especially to the high level highway network featured by freeways, the development level of which is well in line with that of road network accessibility.展开更多
Construction of Silk Road Economic Belt is a giant engine for the economic upgrading of China.Minority areas in Northwest China since then has become a forward position for the opening to the west,which is extremely s...Construction of Silk Road Economic Belt is a giant engine for the economic upgrading of China.Minority areas in Northwest China since then has become a forward position for the opening to the west,which is extremely significant for expanding the hinterland of Chinese economic development,activating economic development in inland and border areas,promoting the open economic development in central and west China,and also forming a new growth pole of Chinese economy.Optimization of industrial selection can promote economic development,constant economic growth of the northwest minority areas and the construction of Silk Road Economic Belt requires the optimization and adjustment of industrial selection,cultivation of competitive industries with market prospects,and formation of new economic growth points.Minority areas in northwest China have a vast territory and abundant resources that are all powerful support for the development of local competitive industries.展开更多
Around the year 140 BC the Evo, the famous imperial Han Dynasty took power in China and then sent some representatives to the western land in order to communicate with the West in addition to know the political, milit...Around the year 140 BC the Evo, the famous imperial Han Dynasty took power in China and then sent some representatives to the western land in order to communicate with the West in addition to know the political, military, geographical, economic and cultural situations of that region, it provides the basis for opening the way to the West. In this regard, they traveled to Iran and accordingly the formal relations were established between the Iranian and the Western governments and finally the Silk Road with a distance of about 8000 km has been emerged and started from the East and ended to Mediterranean Sea in the West. The aim of this study is to show that the Silk Road links throughout the world and its people together in thousands of years and the countries, cities and villages located in this road have been affected by developments or had affected and vivifying of it will lead to develop of the deprived urban and rural areas according to the abundant tourist attractions. This study which has used the historical and analytical method with practical purpose shows that cultural, scientific, religious and commercial exchanges between East and West were wide and many cities and villages were profiting of this gift. In this regard, vivifying of this road will lead to grow the underserved urban and rural areas according to many tourist attractions of the cities and villages.展开更多
生态敏感区道路建设的生态效应量化评估是平衡基础设施发展与生态保护的主要挑战,但现有研究在揭示线性工程复杂生态效应的时空异质性及其定量表征方面仍存在不足。首次基于“关键指标+动态参照系”提出路域生态指数(Road Area Ecologic...生态敏感区道路建设的生态效应量化评估是平衡基础设施发展与生态保护的主要挑战,但现有研究在揭示线性工程复杂生态效应的时空异质性及其定量表征方面仍存在不足。首次基于“关键指标+动态参照系”提出路域生态指数(Road Area Ecological Index,RAEI),通过整合生态系统“结构-质量-功能”三维度,创新性引入“历史条件”(时间维度演变)与“极小干扰”(空间基准状态)双尺度动态参照系,构建适用于生态敏感区的道路生态效应评估框架,融合道路施工资料与多模态遥感数据,选取青藏高原同赛高速,进行生态效应的定量评估。研究发现:(1)RAEI通过纳入景观格局指标(斑块内聚力、景观多样性)提升了对线性路域生态效应的综合表征能力,定量揭示了绿色道路段(技术措施实施区)较传统道路段在降低负面生态效应上的差异性;(2)不同路域影响区生态效应呈现显著空间分异:在0—100m核心影响区,绿色道路1段表现出0.025的正面效应,而绿色道路2段和传统道路段的负面效应量分别为0.084和0.074;在100—1000m缓冲带,绿色道路2段的负面效应量始终小于传统道路段;(3)不同区域道路生态效应存在空间异质性:生态本底较为脆弱的绿色道路1段,在实施生态护坡与植被快速恢复等技术后呈现正向保护效应,而绿色道路2段灌丛集群区和高海拔区域及传统道路段等关键敏感点位表现为负面效应,且效应量集中于0.08值域内,表明高寒区植被恢复措施具有周期滞后响应特征。本研究提出的多维评估框架,为生态敏感区道路修建提供了可移植的生态风险评估工具,为道路优化施工、生态保护修复和区域高质量发展提供重要的科学支撑。展开更多
It has been five years since the Belt and Road Initiative (BRI) was first introduced. Though there has been a growing body of literature on regional cooperation between covered countries, Japan and South Korea have be...It has been five years since the Belt and Road Initiative (BRI) was first introduced. Though there has been a growing body of literature on regional cooperation between covered countries, Japan and South Korea have been barely discussed. This paper starts with the consensus-based mechanism of a China-Japan-South Korea Free Trade Area (FTA) to probe the approach of its alignment with the BRI in terms of the sequence of “master plans,”“viability of cooperation,” and “embedding of rules.” This inquiry found that the three countries have a shared interest in cooperation in Central Asia to which China prefers a pragmatic approach, while Japan and South Korea an approach combining idealism with pragmatism. Given the huge potential of cooperation between the trio, it is suggested that a “Central Asia chapter” be incorporated in the negotiation framework of this trilateral FTA, and that the design feature three aspects;fundamental principles, specific rules, and an executive body with a view to functionally contributing to regional trade integration in Asia. This approach may also be applied to the alignment of other Asian areas with the BRI.展开更多
The relationship between urban development and noise pollution was analyzed. The analysis, based on a wide range of measurements and statistical data,revealed the changes of the ambient noise resulting from city deve...The relationship between urban development and noise pollution was analyzed. The analysis, based on a wide range of measurements and statistical data,revealed the changes of the ambient noise resulting from city development. In conclusion, some fundamental measures for improving the acoustical environment were suggested, such as the division of cities into functional areas and the development of a well designed road network. In addition, the town planning, architecture and the implementation of appropriate regulations could also help to reduce noise levels was suggested as well.展开更多
In this paper we assess the impact of road network on rural regions development using a case study of Chepyuk and Mitira wards. The two case study areas were selected owing to their comparable agro ecological conditio...In this paper we assess the impact of road network on rural regions development using a case study of Chepyuk and Mitira wards. The two case study areas were selected owing to their comparable agro ecological conditions but different political orientation. The wards have identical agro economic activities due to their similarity in climatic and ecological conditions. Household incomes earned from agricultural enterprises and bid rent per unit area of land are used as indicators of development. The condition of road network is used as an indicator of accessing the rural regions in various seasons of the year. The study provides evidence of the economic advantages associated with better market access, primarily due to the good road infrastructure in Mitira compared to Chepyuk. The good road condition is advantageous to Mitira ward residents allowing them to access other markets hence improving the farm gate value of their products. On the other hand, the prices for Chepyuk products are cheap due to constrained market access necessitated by the poor road condition. For instance, the average price of a liter of milk in Chepyuk ward is Kshs.36.65 compared to Mitira where it goes at Kh.55.08. It therefore implies in Chepyuk milk has to be sold at lower price since access to alternative markets is constrained by poor road condition. The disparity in the road network quality has been occasioned by investment policy by both colonial and consecutive post-independence governments which have given preference to the region where Mitira region is located. This is against the constitutional requirement which proposes an equalization fund for infrastructure development to regions lagging behind in terms of development.展开更多
文摘The combination of ornamental function and recreational function should be taken into account in road landscape design of scenic area.The theme characteristic should be highlighted by designing techniques.Roads in scenic area should be used to lead tourists' behavior according to people's behavioral psychology.With Five Dragon Temple Cultural Park as case study,starting from its geographic location and establishment concept,the paper had extracted design theme of Five Dragon Temple Cultural Park.Profound religious cultural connotation had been given to the cultural park with Chinese traditional religion and "Five Elements" theory as the inspiration.It designed five main roads with different colors which represented five elements covering "gold,wood,water,fire and earth".Different scenic areas had been linked together by five man roads,forming a road landscape pattern of "meeting of five dragons".Then,flowering plants had been collocated along the five roads which were Vatica astrotricha,Punica granatum,Prunus serrulata,Morus alba and Osmanthus fragrans,creating theme-based road landscape not only representing religious significance but also corresponding with "Five Elements" theory.
文摘Based on surveys of road landscape in scenic areas of China,the present situation was analyzed and the basic principles for road landscape design in scenic areas were put forward.
文摘Based on space syntax theory, the spatial accessibility of the road network in Wuhan Metropolitan Area has been quantitatively analyzed by building a series of accessibility variables. Topologic connectivity in the accessible rings appears to be broken;traffic axis network is in spatial structure of hub-and-spoke and fishbone-like. Meanwhile, the differences in classified road network have led to inefficiency of its network servo and its ever-worsening capability to respond to traffic jams. Besides, two band-like integrated cores of which one is east to west along the Yangtze River and the other is north to south along Beijing to Guangzhou Railway, have become the first level traffic axis in the whole network, which is responsible for the connectivity of the entire metropolitan area network. This consequently has strengthened the dominant position of Wuhan which is located on the bands’ crossing. In short, the spatial accessibility of that classified space morphology, the urban system, the transport infrastructure as well as the social and economic development of Wuhan Metropolitan Area are highly interrelated to each other, especially to the high level highway network featured by freeways, the development level of which is well in line with that of road network accessibility.
文摘Construction of Silk Road Economic Belt is a giant engine for the economic upgrading of China.Minority areas in Northwest China since then has become a forward position for the opening to the west,which is extremely significant for expanding the hinterland of Chinese economic development,activating economic development in inland and border areas,promoting the open economic development in central and west China,and also forming a new growth pole of Chinese economy.Optimization of industrial selection can promote economic development,constant economic growth of the northwest minority areas and the construction of Silk Road Economic Belt requires the optimization and adjustment of industrial selection,cultivation of competitive industries with market prospects,and formation of new economic growth points.Minority areas in northwest China have a vast territory and abundant resources that are all powerful support for the development of local competitive industries.
文摘Around the year 140 BC the Evo, the famous imperial Han Dynasty took power in China and then sent some representatives to the western land in order to communicate with the West in addition to know the political, military, geographical, economic and cultural situations of that region, it provides the basis for opening the way to the West. In this regard, they traveled to Iran and accordingly the formal relations were established between the Iranian and the Western governments and finally the Silk Road with a distance of about 8000 km has been emerged and started from the East and ended to Mediterranean Sea in the West. The aim of this study is to show that the Silk Road links throughout the world and its people together in thousands of years and the countries, cities and villages located in this road have been affected by developments or had affected and vivifying of it will lead to develop of the deprived urban and rural areas according to the abundant tourist attractions. This study which has used the historical and analytical method with practical purpose shows that cultural, scientific, religious and commercial exchanges between East and West were wide and many cities and villages were profiting of this gift. In this regard, vivifying of this road will lead to grow the underserved urban and rural areas according to many tourist attractions of the cities and villages.
文摘生态敏感区道路建设的生态效应量化评估是平衡基础设施发展与生态保护的主要挑战,但现有研究在揭示线性工程复杂生态效应的时空异质性及其定量表征方面仍存在不足。首次基于“关键指标+动态参照系”提出路域生态指数(Road Area Ecological Index,RAEI),通过整合生态系统“结构-质量-功能”三维度,创新性引入“历史条件”(时间维度演变)与“极小干扰”(空间基准状态)双尺度动态参照系,构建适用于生态敏感区的道路生态效应评估框架,融合道路施工资料与多模态遥感数据,选取青藏高原同赛高速,进行生态效应的定量评估。研究发现:(1)RAEI通过纳入景观格局指标(斑块内聚力、景观多样性)提升了对线性路域生态效应的综合表征能力,定量揭示了绿色道路段(技术措施实施区)较传统道路段在降低负面生态效应上的差异性;(2)不同路域影响区生态效应呈现显著空间分异:在0—100m核心影响区,绿色道路1段表现出0.025的正面效应,而绿色道路2段和传统道路段的负面效应量分别为0.084和0.074;在100—1000m缓冲带,绿色道路2段的负面效应量始终小于传统道路段;(3)不同区域道路生态效应存在空间异质性:生态本底较为脆弱的绿色道路1段,在实施生态护坡与植被快速恢复等技术后呈现正向保护效应,而绿色道路2段灌丛集群区和高海拔区域及传统道路段等关键敏感点位表现为负面效应,且效应量集中于0.08值域内,表明高寒区植被恢复措施具有周期滞后响应特征。本研究提出的多维评估框架,为生态敏感区道路修建提供了可移植的生态风险评估工具,为道路优化施工、生态保护修复和区域高质量发展提供重要的科学支撑。
基金funded by the Fundamental Research Funds for the Central Universities
文摘It has been five years since the Belt and Road Initiative (BRI) was first introduced. Though there has been a growing body of literature on regional cooperation between covered countries, Japan and South Korea have been barely discussed. This paper starts with the consensus-based mechanism of a China-Japan-South Korea Free Trade Area (FTA) to probe the approach of its alignment with the BRI in terms of the sequence of “master plans,”“viability of cooperation,” and “embedding of rules.” This inquiry found that the three countries have a shared interest in cooperation in Central Asia to which China prefers a pragmatic approach, while Japan and South Korea an approach combining idealism with pragmatism. Given the huge potential of cooperation between the trio, it is suggested that a “Central Asia chapter” be incorporated in the negotiation framework of this trilateral FTA, and that the design feature three aspects;fundamental principles, specific rules, and an executive body with a view to functionally contributing to regional trade integration in Asia. This approach may also be applied to the alignment of other Asian areas with the BRI.
文摘The relationship between urban development and noise pollution was analyzed. The analysis, based on a wide range of measurements and statistical data,revealed the changes of the ambient noise resulting from city development. In conclusion, some fundamental measures for improving the acoustical environment were suggested, such as the division of cities into functional areas and the development of a well designed road network. In addition, the town planning, architecture and the implementation of appropriate regulations could also help to reduce noise levels was suggested as well.
文摘In this paper we assess the impact of road network on rural regions development using a case study of Chepyuk and Mitira wards. The two case study areas were selected owing to their comparable agro ecological conditions but different political orientation. The wards have identical agro economic activities due to their similarity in climatic and ecological conditions. Household incomes earned from agricultural enterprises and bid rent per unit area of land are used as indicators of development. The condition of road network is used as an indicator of accessing the rural regions in various seasons of the year. The study provides evidence of the economic advantages associated with better market access, primarily due to the good road infrastructure in Mitira compared to Chepyuk. The good road condition is advantageous to Mitira ward residents allowing them to access other markets hence improving the farm gate value of their products. On the other hand, the prices for Chepyuk products are cheap due to constrained market access necessitated by the poor road condition. For instance, the average price of a liter of milk in Chepyuk ward is Kshs.36.65 compared to Mitira where it goes at Kh.55.08. It therefore implies in Chepyuk milk has to be sold at lower price since access to alternative markets is constrained by poor road condition. The disparity in the road network quality has been occasioned by investment policy by both colonial and consecutive post-independence governments which have given preference to the region where Mitira region is located. This is against the constitutional requirement which proposes an equalization fund for infrastructure development to regions lagging behind in terms of development.
