Raster type of forest inventory data with site and growing stock variables interpreted for small squareshaped grid cells are increasingly available for forest planning.In Finland,there are two sources of this type of ...Raster type of forest inventory data with site and growing stock variables interpreted for small squareshaped grid cells are increasingly available for forest planning.In Finland,there are two sources of this type of lattice data:the multisource national forest inventory and the inventory that is based on airborne laser scanning(ALS).In both cases,stand variables are interpreted for 16 m×16 m cells.Both data sources cover all private forests of Finland and are freely available for forest planning.This study analyzed different ways to use the ALS raster data in forest planning.The analyses were conducted for a grid of 375×375 cells(140,625 cells,of which 97,893 were productive forest).The basic alternatives were to use the cells as calculation units throughout the planning process,or aggregate the cells into segments before planning calculations.The use of cells made it necessary to use spatial optimization to aggregate cuttings and other treatments into blocks that were large enough for the practical implementation of the plan.In addition,allowing premature cuttings in a part of the cells was a prerequisite for compact treatment areas.The use of segments led to 5–9%higher growth predictions than calculations based on cells.In addition,the areas of the most common fertility classes were overestimated and the areas of rare site classes were underestimated when segments were used.The shape of the treatment blocks was more irregular in cell-based planning.Using cells as calculation units instead of segments led to 20 times longer computing time of the whole planning process than the use of segments when the number of grid cells was approximately 100,000.展开更多
As an important component of China’ transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social developm...As an important component of China’ transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social development in this area. Nevertheless, the implementation of the western development strategy has accelerated the preliminary construction of comprehensive transport network since 2000. Due to the large area and significant geographical heterogeneity, there is a growing need to understand the relationship between transportation and economic development based on the perspective of spatial difference. By using GIS-based raster analysis and Geographically Weighted Regression(GWR) model, we investigated the spatial-temporal distribution of highway, railway and airport accessibility, respectively, and estimated the correlation and heterogeneity between transport accessibility and the level of economic development. Results revealed that:(1) Transport accessibility in the QTP improved by 53.38% in the past 15 years, which is specifically embodied in the improvement of both highway and railway.(2) Accessibility presented prominent differentiation in the space, increasing from west to east and reducing with the rise of elevation, specifically, the best accessibility area of the highway is below 4000 m above sea level, while the area with an altitude of over 4000 m has the lowest aviation time cost.(3) In general, the long weighted average time cost to critical transport facilities posed significantly negative effect on county economic growth in QTP, more positively, the adverse effect gradually weakened over time.(4) Obvious heterogeneity exists at the influence of different transport accessibility factors on the level of economic development, reflecting both in the horizontal space and altitudinal belt. Therefore, region-specific policies should be addressed for the sustainable development of transport facilities as well as economy in the west mountain areas.展开更多
基金Open access funding provided by University of Eastern Finland (UEF) including Kuopio University Hospital
文摘Raster type of forest inventory data with site and growing stock variables interpreted for small squareshaped grid cells are increasingly available for forest planning.In Finland,there are two sources of this type of lattice data:the multisource national forest inventory and the inventory that is based on airborne laser scanning(ALS).In both cases,stand variables are interpreted for 16 m×16 m cells.Both data sources cover all private forests of Finland and are freely available for forest planning.This study analyzed different ways to use the ALS raster data in forest planning.The analyses were conducted for a grid of 375×375 cells(140,625 cells,of which 97,893 were productive forest).The basic alternatives were to use the cells as calculation units throughout the planning process,or aggregate the cells into segments before planning calculations.The use of cells made it necessary to use spatial optimization to aggregate cuttings and other treatments into blocks that were large enough for the practical implementation of the plan.In addition,allowing premature cuttings in a part of the cells was a prerequisite for compact treatment areas.The use of segments led to 5–9%higher growth predictions than calculations based on cells.In addition,the areas of the most common fertility classes were overestimated and the areas of rare site classes were underestimated when segments were used.The shape of the treatment blocks was more irregular in cell-based planning.Using cells as calculation units instead of segments led to 20 times longer computing time of the whole planning process than the use of segments when the number of grid cells was approximately 100,000.
基金jointly sponsored by Institute of Mountain Hazards and Environment,Research Center of Sichuan County Economy Developmentthe financial support from the National Natural Science Foundation of China(Grants No.41571523,41661144038,41671152)+1 种基金the National Key Technology Research and Development Program of the Ministry of Science and Technology of China(Grant No.2014BAC05B01)the Major Base Planning Projects of Sichuan Social Science(Grants No.SC18EZD050)
文摘As an important component of China’ transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social development in this area. Nevertheless, the implementation of the western development strategy has accelerated the preliminary construction of comprehensive transport network since 2000. Due to the large area and significant geographical heterogeneity, there is a growing need to understand the relationship between transportation and economic development based on the perspective of spatial difference. By using GIS-based raster analysis and Geographically Weighted Regression(GWR) model, we investigated the spatial-temporal distribution of highway, railway and airport accessibility, respectively, and estimated the correlation and heterogeneity between transport accessibility and the level of economic development. Results revealed that:(1) Transport accessibility in the QTP improved by 53.38% in the past 15 years, which is specifically embodied in the improvement of both highway and railway.(2) Accessibility presented prominent differentiation in the space, increasing from west to east and reducing with the rise of elevation, specifically, the best accessibility area of the highway is below 4000 m above sea level, while the area with an altitude of over 4000 m has the lowest aviation time cost.(3) In general, the long weighted average time cost to critical transport facilities posed significantly negative effect on county economic growth in QTP, more positively, the adverse effect gradually weakened over time.(4) Obvious heterogeneity exists at the influence of different transport accessibility factors on the level of economic development, reflecting both in the horizontal space and altitudinal belt. Therefore, region-specific policies should be addressed for the sustainable development of transport facilities as well as economy in the west mountain areas.
