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Study on the Influence of Expressway Development On 2021 International Conference on Management, Economics, Business and Information Technology (MEBIT 2021) ISBN: 978-1-60595-097-6 Study on the Influence of Expressway Development on Urban Accessibility in Guizhou Province Yi-lin ZHANG1,2,3,a, Yu ZHANG1,2,3,b, Rui DING1,2,3,c,*, Yi-ming DU1,2,3,d, Ting ZHANG1,2,3,e and Tao ZHOU1,2,3,f 1College of Big Data Application and Economics (Guiyang College of Big Data Finance), Guizhou University of Finance and Economics, Guiyang, China 2Key Laboratory of Green Fintech, Guizhou University of Finance and Economics, Guiyang, China 3Guizhou Key Laboratory of Big Data Statistical Analysis, Guizhou University of Finance and Economics, Guiyang, China [email protected], [email protected], [email protected], [email protected], [email protected], [email protected] *Corresponding author Keywords: Expressway, Node Accessibility, Daily Accessibility, Regional Average Accessibility. Abstract: The construction and development of the expressway network has far-reaching significance for the economic growth of Guizhou Province. In this paper, ArcGIS was used to calculate the nodal accessibility, daily accessibility and regional average accessibility of the expressway network in Guizhou Province, and the evolution of the spatial pattern of accessibility under the influence of expressways in Guizhou Province from 2012 to 2019 was analyzed through three different dimensions of accessibility indicators. The results show that with the continuous construction of expressways, the accessibility of the whole province continues to improve. Guiyang, as the provincial capital city, improved the accessibility of expressways the most during the last 7 years. However, due to the inequality of resources, there are still spatial differences in traffic capacity between cities and cities. Among them, Tongren and Xingyi have a small increase in the accessibility of expressways from 2012 to 2019, and the traffic conditions of Tongren and Xingyi are in the inferior position of the whole province. 1. Introduction In 2019, the CPC Central Committee and the State Council issued the Outline of “Enhance Global Competitiveness in Transport”. The basic goal is to complete the construction of a moderately prosperous society in all respects by 2020, and finish the various tasks mentioned in the 13th Five-Year Plan, for the development of a modern integrated transport system, to lay a solid foundation for transferring China into a global competitiveness country in transport. In February 2021, the government issued the Outline of the “National Comprehensive Three-dimensional Transport Network Plan”. It is expected that by 2035, a modern, high-quality, convenient, cost-effective, green and intensive, intelligent, advanced, safe and reliable national comprehensive three-dimensional transportation network will be basically completed. Under the background of coordinated development strategy, the research on transportation infrastructure investment and its impact has been paid more and more attention by scholars and policy makers. An important indicator of transportation capacity is accessibility. Accessibility was proposed by Hansen in 1959 in “How Accessibility Shapes Land Morphology”, and it was defined as the possibility of interaction between nodes in the transportation network. A measure of how easy it is to get from one place to another is called accessibility. The current academic research on accessibility shows the following trends: ①Diversity of research subjects: There are related studies on the accessibility of land transportation, namely highways [1], railways and high-speed railways [2]. There are also studies on the accessibility of waterway traffic [3] and air traffic [4] . There are also studies on accessibility of multi-layer complex traffic networks beyond single-layer traffic 263 networks [5]. ②The diversity of measurement methods include contour method, cumulative chance method, gravity model method, space-time method, equilibrium coefficient method, spatial moment method topology and matrix topology method [6] . Some domestic scholars put forward the vector-grid method [7]. ③There are multiple levels of research scale, including the national level, specific regions, provinces, cities and counties, as well as the accessibility of urban infrastructure and public resources to the public [8]. The first expressway was built in Guizhou province in 2001. By 2015, all the counties have been connected by expressways. By the end of 2019, the comprehensive density of expressways in Guizhou ranked in the first place among the western provinces. Therefore, it is necessary to discuss the influence of expressway development on traffic capacity in Guizhou Province. 2. Research Methods Accessibility is used to measure the difficulty of moving between nodes in a traffic network, and is one of the important indicators to measure traffic capacity. This paper uses ArcGIS 10.7 to calculate the node accessibility, daily accessibility and regional average accessibility. Then measure the improvement degree of transportation capacity in Guizhou Province from 2012 to 2019 through the accessibility of these three dimensions. 2.1. Node Accessibility Node accessibility usually refers to the average of the shortest time, it takes for a node city to reach any point in the region by a vehicle in a regional traffic network. 1 n ATm mk (1) N k1 The m in Am represents the regional accessibility value of city node m. It is generally believed that the smaller the value of Am is, the better the accessibility it represents, vice versa. Tmk refers to the smallest time cost it takes from the regional city node m to reach any point k in the region. N is the number of points in the region. 2.2. Daily Accessibility Daily accessibility refers to the frequency or number of times that a node within a region can reach other regions for activities within a day. Generally, it is represented by the amount of human flow or material flow in various activities. In this paper, it is the calculation of the cumulative area ratio that can be reached in a specific region within a specific time. S Dt() t (2) S D(t) represents daily accessibility, which is represented by the ratio of all opportunities to reach the region within the operating time cost t (0-3h). The area that can be reached within the time range of T is St, and the total area is denoted as S. 2.3 Regional Average Accessibility The average of the time it takes for any point in a specific region to reach each city node in this region can represent the regional average accessibility. 1 n ATk km (3) M m1 The smaller the value is, the better the accessibility of point k is; otherwise, the worse the accessibility of point k is. Tkm refers to the shortest time required for any point k in the region to reach the node city m. 264 3. Research Results 3.1. Node Accessibility Analysis Node accessibility focuses on the accessibility of a single node in a region and can reflect the traffic capacity of each city or city. ArcGIS 10.7 was used to visually express the node accessibility of Guizhou Province in 2012 and 2019, as shown in the Figure 1. Through the analysis and comparison of node accessibility in Guizhou province in 2012 and 2019, it can be seen that the node accessibility value of all central cities in Guizhou province has shown a general downward trend since 2012. Accessibility to most cities has improved. The mean value of global accessibility of nodes decreased from 11.22h in 2004 to 10.37h in 2019, with an average decrease of 7.5%. With the construction and development of expressways, the traffic situation of the whole province has been improved. Among them, Guiyang City benefited the most, with the node accessibility increased by more than 20%. Due to the uneven distribution of resources, the flow distribution and sparsity of expressways in different regions are different, which leads to the variance of the degree of traffic improvement in different states and cities, and the accessibility level between cities is still quite different. Figure 1. Node accessibility for Guizhou province in 2012 and 2019. 3.2. Daily Accessibility Analysis Taking the central urban areas of each city and prefecture in Guizhou as the starting point, daily accessibility of each city and prefecture in 2012 and 2019 is calculated respectively with 1 hour interval. The higher the value is, the better the daily accessibility is. As can be seen from the Figure 2, from 2012 to 2019, the average reachable area within 1-3h of each city and prefecture has been improved. The average daily accessibility within 1h increased from 2.25% in 2012 to 2.5% in 2017, the average daily accessibility within 2h increased from 5.58% in 2012 to 6.43% in 2017, and the average daily accessibility within 3h increased from 10.56% in 2012 to 13.21% in 2017. The construction of expressways has promoted the overall improvement of accessibility in Guizhou Province. In 2012, the range of daily accessibility within 1h in Guizhou was 3.23% in Zunyi, and 1.5% in Tongren. From 2012 to 2019, the daily accessibility of Guiyang has improved the most. By 2019, the daily accessibility within 1h of Guiyang ranks first. Other regions also showed a certain percentage of growth. In 2012, the daily accessibility of Anshun within 2 hours was the highest, which was 10.08%, while the daily accessibility of Guiyang, the lowest city, was only around 2.83%. However, from 2012 to 2019, the daily accessibility within 2h increased the most in Guiyang, where the area accessible within 2h increased by three times. In 2019, Tongren ranked the lowest in terms of daily accessibility within 2h, with only 4.21%. In 2012, the daily accessibility within 3h was the highest of 19.81% in Anshun, and all other cities except Guiyang also reached more than 8%.
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