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Spatial–Temporal Pattern and Influence Factors of Land Used for Transportation at the County Level since the Implementation of the Reform and Opening-Up Policy in China

Author

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  • Baochao Li

    (College of Geography and Planning, Sun Yat-Sen University, Guangzhou 510275, China)

  • Xiaoshu Cao

    (College of Geography and Planning, Sun Yat-Sen University, Guangzhou 510275, China
    Academy of Natural Resources and Territorial Space, Shaanxi Normal University, Xi’an 710119, China)

  • Jianbin Xu

    (College of Geography and Planning, Sun Yat-Sen University, Guangzhou 510275, China)

  • Wulin Wang

    (College of Environment and Resources, Fuzhou University, Fuzhou 350116, China)

  • Shishu Ouyang

    (College of Geography and Planning, Sun Yat-Sen University, Guangzhou 510275, China)

  • Dan Liu

    (College of Geography and Planning, Sun Yat-Sen University, Guangzhou 510275, China)

Abstract

In this paper, we study the characteristics of the spatial–temporal pattern of land used for transportation at the county level since the implementation of the reform and opening-up policy in China and discuss the factors that influence the spatial differences between lands used for transportation in order to provide a reference for the formulation of traffic policies. The authors used ArcGIS spatial analysis, an ordinary least squares (OLS) regression model, and a geographic detector model based on the data of the transportation network at the county level in China from 1978 to 2018. We obtained the following results: (1) The land used for transportation at the county level in China is divided by the Hu Huanyong Line, which is characterized by spatial variation, where the southeastern region is higher than the northwestern region. (2) Counties with a high proportion of land used for transportation show obvious changes, characterized by the transformation from the “corridor” zonal distribution of arteries to the “diamond” group distribution of major city clusters, reducing the gap in land used for transportation at the county level in China. (3) The level of industrialization, per capita gross regional product (PGRP), and ratio of the non-agricultural working population all have an incentivizing impact on the increase in land used for transportation at the county level in China. We conclude that the land used for transportation at the county level in China is jointly decided by the economy, industry, and population. Therefore, we believe that it is necessary to promote fast economic growth, the upgrading of industrial structures, and population density to achieve the balanced development of land used for transportation at the county level in China.

Suggested Citation

  • Baochao Li & Xiaoshu Cao & Jianbin Xu & Wulin Wang & Shishu Ouyang & Dan Liu, 2021. "Spatial–Temporal Pattern and Influence Factors of Land Used for Transportation at the County Level since the Implementation of the Reform and Opening-Up Policy in China," Land, MDPI, vol. 10(8), pages 1-17, August.
    • Handle: RePEc:gam:jlands:v:10:y:2021:i:8:p:833-:d:610941
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    References listed on IDEAS

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    Cited by:

    1. Liangen Zeng & Haitao Li & Xiao Wang & Zhao Yu & Haoyu Hu & Xinyue Yuan & Xuhai Zhao & Chengming Li & Dandan Yuan & Yukun Gao & Yang Nie & Liangzhen Huang, 2022. "China’s Transport Land: Spatiotemporal Expansion Characteristics and Driving Mechanism," Land, MDPI, vol. 11(8), pages 1-18, July.
    2. Luhui Qi & Liqi Jia & Yubin Luo & Yuanyi Chen & Minggang Peng, 2022. "The External Characteristics and Mechanism of Urban Road Corridors to Agglomeration: Case Study for Guangzhou, China," Land, MDPI, vol. 11(7), pages 1-17, July.
    3. Peichao Dai & Ruxu Sheng & Zhongzhen Miao & Zanxu Chen & Yuan Zhou, 2021. "Analysis of Spatial–Temporal Characteristics of Industrial Land Supply Scale in Relation to Industrial Structure in China," Land, MDPI, vol. 10(11), pages 1-18, November.

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