Spatial Fairness and Changes in Transport Infrastructure in the Qinghai-Tibet Plateau Area from 1976 to 2016

Gao, Xingchuan; Li, Tao; Cao, Xiaoshu

doi:10.3390/su11030589

Cited by 15 publications

(22 citation statements)

References 52 publications

(60 reference statements)

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“…Drivers: The QTP has undergone rapid societal, socioeconomic, and infrastructural development changes starting in 2000 with China's campaign to "Open Up the West" [3]. This has included the construction of extensive road networks [74], with greatly decreased travel times from population centers [75]. Local people are familiar with all types of roadways and their conditions within reach of their homes, vital information for accessing field sites.…”

Section: Expert Elicitation For Study Executionmentioning

confidence: 99%

Pastoralism Partnerships: Recognizing the Value of Local Involvement in China’s Snow Leopard Conservation Efforts

Hacker

Janečka

Jackson³

et al. 2020

Sustainability

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Pastoralists are key stakeholders in environmental management decisions in China, thus, their involvement in wildlife conservation and research is imperative for the success of long-term initiatives. Despite the many opportunities for herders to be included in these efforts, biases have hindered knowledge exchange and collaborative outcomes. This is detrimental for species living in quickly changing landscapes reliant on effective conservation, such as that of the snow leopard (Panthera uncia). Pastoralists living in snow leopard habitats on the Qinghai–Tibetan Plateau of China possess a deep and intricate understanding of the environments in which they live, and can serve as strong conservation allies by playing direct roles in scientific endeavors via expert elicitation and engagement. Here, we draw on our own experiences as academically trained scientists to present a framework for broadening opportunities for local community member participation in research efforts on the species. Framework outcomes include better targeting of conservation concerns, increased integration of Western science and local ecological knowledge, additional income to the community, clearer communication and trust between conservation stakeholders, greater flexibility in research, and additional platforms for community-based conservation. We outline avenues of involvement and considerations when working with local community members in snow leopard habitat, and submit this as an example with wide-ranging applicability to other parts of the world where livelihoods are intrinsically tied to the environment.

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Section: Expert Elicitation For Study Executionmentioning

confidence: 99%

Pastoralism Partnerships: Recognizing the Value of Local Involvement in China’s Snow Leopard Conservation Efforts

Hacker

Janečka

Jackson³

et al. 2020

Sustainability

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“…Thus, local spatial autocorrelation analysis must be conducted. The local indicator of spatial association (LISA) of each observation value is an index reflecting the spatial aggregation of each value with its spatially adjacent observation value [37]. For the ith space unit, the Local Moran's I index is calculated as follows:…”

Section: Number Of Citiesmentioning

confidence: 99%

Measurement and Spatial Difference Analysis on the Accessibility of Road Networks in Major Cities of China

et al. 2019

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Given the current lack of accessibility research on road networks in 36 major cities in China, the accessibility and its spatial difference were measured by using space syntax and Moran index. The purpose is to provide an important decision-making basis for the Chinese government to grasp the accessibility level of China's urban roads in general and formulate urban traffic development policies. The results show that the mean value of the global integration average is only 1.0009, indicating that the accessibility level is not optimistic in general. The accessibility of 36 major cities was divided into four levels: very low, low, high, and very high. Only four cities, namely Beijing, Shijiazhuang, Xi'an, and Zhengzhou, were at a very high level. The spatial differences of accessibility presented a spatial pattern of "middle-high, east-middle, and west-low". The global integration average, intelligibility, and synergy had significant global spatial autocorrelation, while the local spatial agglomeration distributions of these three indexes were dominated by high-high types. The five cities of Beijing, Shijiazhuang, Hohhot, Taiyuan, and Zhengzhou constituted the core area of high-value clustering of local spatial autocorrelation and presented a spatial form of inverted "T" shape. The research still has some limitations. The reasons for the low accessibility of developed cities, such as Guangzhou and Nanjing, are worth further analysis. Besides, the main possible influencing factors affecting accessibility, such as urban road density and spatial form, are also worthy of further analysis.

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“…The Tibetan Plateau is the most unique transportation zone in China and perhaps the world [ 36 ]. The development of transportation on the Tibetan Plateau has followed a typical stage-based pattern [ 30 ], beginning with “walking and animal power” (before 1954), ordinary roads (1955–1984), railways (after 1984), expressways (after 2001) and HSR (after 2014). Especially after 2000, when China implemented its strategy for the development of its western region (the “Western Development Strategy”) [ 36 , 37 ], railways were built, and the expressway network expanded throughout the plateau region, greatly improving the region’s transportation network.…”

Section: Research Area Data Sources and Research Methodsmentioning

confidence: 99%

“…To avoid the “island” effect while processing data, creating models and conducting analyses, all road networks in the six provinces that make up the Tibetan Plateau are included. In accordance with the highway design speed specified in the People’s Republic of China Highway Engineering Technical Standards (JTGB 01–2003), with reference to existing research [ 30 ], and based on real-life transportation conditions on the Tibetan Plateau and expert interviews, different types of roads in different years are assigned different speed values, and the ArcGIS network analysis tool is used to calculate the shortest reachable time from towns to cities. Neither air nor water transportation are considered in this article.…”

Section: Research Area Data Sources and Research Methodsmentioning

confidence: 99%

“…Li, Wang and Hilmola (2020) believe that HSR has narrowed the income gap between urban and rural areas in China, but the convergence effect on the income gap is relatively weak [ 29 ]. Gao, Li and Cao (2019) analysed the distribution effect and changing spatial equity of accessibility caused by the development of transportation infrastructure on the Tibetan Plateau [ 30 ].…”

Section: Introductionmentioning

confidence: 99%

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Transport accessibility and social demand: A case study of the Tibetan Plateau

Gao

Sun

2021

PLoS ONE

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The equity of transport accessibility is a prerequisite for sustainable development targets, especially in the ecologically fragile area of the Tibetan Plateau (also known as the Qinghai-Tibet Plateau). The relationship between transportation supply and social demand has become a key element of socioeconomic development and environmental protection in agricultural and pastoral areas. Based on data from transportation networks, permanent populations and the economy, this study uses a network analysis model, the coefficient of variation and the Gini coefficient to construct an index of social demand in townships and analyse the equity of transport accessibility on the Tibetan Plateau between 1980 and 2017; the principle of geographic distribution and the spatial relationship between transport accessibility and social demand at the township scale are also discussed. This study finds the following: the development of transportation has improved accessibility on the Tibetan Plateau, creating a highly accessible region with important cities as the nodes and major traffic arteries as the axes; both the coefficient of variation of transport accessibility and the Gini coefficient have increased slightly; and the equity of transport accessibility among townships on the Tibetan Plateau has exhibited a downward trend. Further, the social demand index is doubling every ten years, the spatial distribution has regional characteristics, and a decrease in permanent populations is the main reason for declining social demand index scores among townships. Townships with the lowest and highest social demand index scores for transportation development enjoy greater transportation benefits; there is a significant spatial relationship between social demand and location conditions (potential accessibility); the aggregation of social demand and accessibility types follows specific geographical distribution principles; and the Mangya-Gongshan Line delineates the distribution characteristics of township clusters with low social demand and low accessibility.

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Spatial Fairness and Changes in Transport Infrastructure in the Qinghai-Tibet Plateau Area from 1976 to 2016

Cited by 15 publications

References 52 publications

Pastoralism Partnerships: Recognizing the Value of Local Involvement in China’s Snow Leopard Conservation Efforts

Pastoralism Partnerships: Recognizing the Value of Local Involvement in China’s Snow Leopard Conservation Efforts

Measurement and Spatial Difference Analysis on the Accessibility of Road Networks in Major Cities of China

Transport accessibility and social demand: A case study of the Tibetan Plateau

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