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 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 ( 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 k1 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 m1 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 , 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 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%. By 2019, the daily accessibility of Guiyang within 3h has increased by more than three times, rising from the last place in 2012 to the first place. In 2019, Tongren has the lowest daily accessibility within 3h, which is only 8.03%.

265 The highway network pattern of Guizhou Province is planned and constructed with Guiyang City as the center, and the "Policy of Strengthening the Provincial Capital" of Guizhou Province is implemented to promote the high-quality development of the province with the central city. In the past seven years, the construction of expressways has benefited the development of various states and cities, among which Guiyang has the greatest improvement in transportation convenience. With Guiyang as the center, the expressway network continues to expand and gradually deepen Guiyang's status as the transportation hub of Guizhou Province. Tongren and Xingyi, located in the northeast and southwest of Guizhou Province, are at a disadvantage in terms of traffic conditions.

Figure 2. Daily accessibility of Guizhou Province in 2012 and 2017. 3.3. Regional Average Accessibility Analysis Regional average accessibility is concerned with the overall transportation capacity of an area, and it is concerned with the collective travel time, which is called the social cost. ArcGIS 10.7 was used to visualize the regional average accessibility of Guizhou Province in 2012 and 2019, as shown in the figure. From 2012 to 2019, regional accessibility values of all prefectures in Guizhou Province showed a downward trend. The regional accessibility of Guiyang decreased the most, about 47%. The regional accessibility of Zunyi City decreased by about 38%. Accessibility in both Guiyang and Zunyi has been improved on a large scale. The traffic conditions in the other cities are also improving. Tongren, located in the northeast of Guizhou Province, has a small improvement in regional average accessibility compare to its remoteness. At the same time of developing central cities, Guizhou should also strengthen the integration and intensive utilization of transportation resources, so as to fully drive the improvement of transportation level in small cities.

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Figure 3. Regional accessibility for Guizhou province in 2012 and 2017.

4. Conclusion In this paper, the spatial pattern evolution of the accessibility of each city in Guizhou Province under the development of expressways from 2012 to 2019 was measured by using three different dimensions of accessibility indicators, namely, node accessibility, daily accessibility and regional average accessibility. The following conclusions are drawn: Firstly, with the continuous input of the construction of expressway, the travel time of each city is shortened. It not only reduces the cost of transportation, but also speeds up the exchange of people, logistics, information flow and economic activities between cities, making them more closely connected. Secondly, Guiyang, as the provincial capital city, has benefited from the provincial policy and resource tilt, and the accessibility of expressways has improved the most in the past 7 years. The traffic capacity measured in each dimensions all rank in the first place. Thirdly, with the annual planning and construction of expressways, the accessibility of the province has been generally increased, and the urban transportation convenience has been continuously improved. However, due to the inequality of resources, there are still spatial differences in traffic capacity between states and cities. Fourthly, the flow distribution and sparsity of expressways in each region are different, which makes the degree of traffic improvement in each city differ, and the accessibility level between cities is still exist huge gaps. 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. In view of the above conclusions, the following corresponding suggestions are put forward. First, attach importance to the development of the comprehensive transportation system in Guizhou Province. Due to the karst landform, the construction period of transportation facilities in Guizhou Province is relatively long and the construction cost is comparatively high. Only by the developing of the comprehensive transportation network of highway, railway and air as a whole system, we can promote the common development of the whole province. Second, promote the integrated development of core cities and edge cities. While promoting the development of central cities, we should not neglect the development of edge cities. Tongren and Xingyi are rich in natural resources but relatively far away in geographical location. The transportation infrastructure of these areas should be fully improved to promote economic exchanges between them and the central cities. On the basis of their own development, they can undertake the industrial transfer of the central cities, thus driving the economic development. Third, attach importance to coordinated development. We should fully consider the spatial correlation effects, then apply the regional coordinated development policies to promote the

267 economic common development of the whole province, by means of the construction of transportation infrastructure, which will strengthen the flow of resources and narrow the economic gap. We should further pursue innovative, coordinated, green, open and shared development.

Acknowledgement This study is funded by National Natural Science Foundation of China (No. 72001053) and Science and Technology Planning Project of Guizhou Province of China (No. Qian ke he ji chu [2020] 1Y283).

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