交通流是城市经济联系最显性的表现,为更清晰地识别城市网络结构提供了新视角。本研究采用高速公路联网收费数据作为交通流“关系数据”,综合图论、社会网络分析法（SNA）和GIS空间分析,以广东省为研究区域探索高速公路交通流网络空间结构特征,并利用QAP回归法探究影响网络形成的因素。结果表明：① 广东省高速公路已形成典型的网络式空间结构,具有“小世界”网络效应。其节点度值服从幂律无标度分布,交通出入量基本平衡,节点重要性自区域中心向外围递减;网络有向边权值等级差异显著,优势交通流具有“向心指向”特征和距离依赖性。② GDP、常住人口、社会消费品零售总额、县区间行驶距离等已成为影响广东省高速公路交通流网络形成的重要因素。其中人口因素是影响城市间交通流动的主要因素,网络形成受制于距离因素,消费因素逐渐成为刺激城市间交通流动的强大动力。③ 广东省高速公路交通流动模式分为邻近指向型、中心指向型和等级指向型三种,以邻近指向型为典型模式。研究结果对于揭示交通流动规律,丰富城市网络理论,推动道路合理规划和区域协调发展具有重要理论和实践意义。

Traffic flow is the most powerful indicator to map urban economic connections, which provides a new perspective to identify urban network spatial structure clearly. This study uses Guangdong's data to explore the spatial structure of expressway network based on theory of synthesized graph, social network analysis (SNA) and GIS spatial analysis. QAP regression method is used to explore the factors which influence the network characteristics. The results show that: (1) The Guangdong's expressway forms a typical network spatial structure with “small world” network effect. The out-degree and in-degree values of network nodes follow the power law scale-free distribution, traffic volume is basically balanced, and the importance of nodes decreases from regional center to periphery. There are significant differences in the weights of directed edges, and the dominant traffic flows have the characteristics of “centripetal direction” and “distance dependence”. (2) The results of QAP regression show that the character of Guangdong's expressway traffic flow network is significantly affected by GDP, resident population, total retail sales of consumer goods, and the distance. Population is the most powerful factor which affects inter-city traffic flows, the formation of network is restricted by distance, and the consumption factor is gradually becoming a powerful driving force to stimulate the inter-city traffic flows. (3) The traffic flow patterns of expressway in Guangdong are divided into three types, namely, proximity-oriented, central-oriented and hierarchical-oriented. The proximity-oriented traffic flow is typical, which is widely distributed in the province; the central-oriented traffic flow is concentrated in the Pearl River Delta urban agglomeration; and the hierarchical-oriented traffic flow is mainly distributed between Guangzhou and Qingyuan, and between Shenzhen and Shantou. The research results have important theoretical and practical significance for revealing the laws of traffic flow, and enriching urban network theory. Furthermore, it provides theoretical support for scientific road planning and coordinated regional development.

城镇体系核心特征的演变,推动其研究视角由等级制的传统中心地理论向关系制的现代城市网络转变。以已有相关研究成果为基础,简要回顾克氏中心地理论在中国城镇体系研究中的理论和实证进展,通过对中心地理论固有缺陷,以及城镇体系研究逻辑变化的分析,阐明传统中心地理论在解释和解决现代城镇体系问题时的局限性;指出城市网络理论兴起的背景：交通革命带来的时空压缩导致区位论的解释失效、流空间理论的产生、全球化与生产网络的产生、制度与体制演变——中心地组织原则的转化;从企业组织、交通流、信息流三个研究视角,揭示中国城镇体系研究的网络思维端倪;通过研究主体特征的关注由中心性到节点属性、主体关系由等级从属到功能互补、时空尺度由地方到全球三个方面的对比,指出中心地与城市网络应用于城镇体系研究中的理论差异。

The systematic and organizational nature of the urban system is not naturally formed and immutable, but it is actively reconstructed and evolved along with the process of social spatial production. The evolution of the characteristics of the research object has promoted the theoretical development of the urban system research. The research perspective has changed from the hierarchical central traditional theory to the modern urban network of the relational system. Based on the integration of relevant research results, the paper first briefly reviews the theoretical and empirical progress of the Christaller center theory in China's urban system research. By analyzing the inherent defects of the central geography theory and the logical changes in the research of the urban system, the limitations of the traditional central theories in interpreting and solving the problems of the modern urban system are expounded. That is, the main deficiencies of the central theories are owing to closed systems. The hypothesis of spatial homogenization created by theory is too ideal and the perfect structural picture which is devoted to the condition of strict hypothesis is unlikely to exist in reality which leads to the lack of universality in its application and the influence of practical value. Secondly, it is pointed out that the theoretical failure of central land theory and the rise of urban network theory are reflected in the following aspects: the time and space compression brought by the traffic revolution leads to the failure of the interpretation of location theory, the generation of space of flow theory, the generation of globalization and production network, the evolution of system and the transformation of the central organization principle. Thirdly, from the three research perspectives of enterprise organization, infrastructure, and information flow, and the evaluation index system of degree-centrality and cluster structure, etc., the network thinking of China's urban system research is revealed. Finally, it is pointed out that from the level to the network, the differences between the traditional and modern urban system research and the theoretical transformation of China's urban system research are reflected in the main characteristics changing from the central to the node attributes, and the main relationship, from hierarchical subordinate to functional complementary. The analysis logic of the subject relationship is transformed from vertical, monopoly and control of research objects, scale relation to vertical and horizontal, complementary and cooperative, and complex relationship network relations; spatial scales change from the locality to the global; the foothold of the research is from the result of closed and static to the process of open and dynamic.

城市网络作为一种新的城市地域系统组织形式和研究范式被广泛关注。目前绝大多数城市网络研究都基于正面视角,对城市网络的负面效应、安全与可持续发展问题却鲜有提及。论文通过梳理城市网络与区域韧性的相关研究进展,探索性地提出一种基于演化韧性的城市网络韧性概念来探讨城市网络的“负面问题”。城市网络韧性可理解为城市网络系统借助于城市间社会、经济、工程与组织等各领域的协作和互补关系,能够预防、抵御、响应和适应外部急性冲击和慢性压力的影响并从中恢复或转换的能力。基于此概念,结合演化韧性与适应性循环理论,将城市网络视为一个动态演化的复杂适应系统,基于基础设施、组织、经济与社会等4个维度,兼顾适应性与适应能力,尝试性地提出基于韧性特征和韧性过程视角的城市网络韧性综合分析框架,并对城市网络韧性的分析方法、优化方法予以展望,对涉及的若干核心问题展开讨论。研究可为以安全发展为目标的区域规划、区域政策制定和区域组织建立提供科学依据,也可为各城市节点找准自身角色、有效参与区域治理提供有价值的参考。

利用2016年中国上市公司500强企业网络数据和隶属联系模型构建中国城市网络,在解析城市网络中心性结构特征的基础上,定量识别与测度了中国城市网络中心性空间分异的影响因素,在“行为—结构—绩效”分析框架下探索性解析了城市网络中心性的形成机理。研究发现：城市出度中心性体系呈现“香港-北京”双核结构特征,中介度体系呈现以北京为首位城市的首位分布特征,入度中心性体系则呈现多核心结构特征;市场潜力、关键资源、区位条件和经营环境等城市属性特征对于城市网络中心性具有显著正向影响,不同维度中心性特征对于不同类型影响因素的敏感性存在差异;择优选择、偏好依附和网络邻近是中国城市网络中心性发育的动力机制,这将进一步强化具有传统优势城市的网络地位。在网络发展环境下,中国城市化政策和城市治理体系需要作出相应调整,中国政府必须积极应对网络环境下的城市间发展差距,并在更大空间尺度上推动城市之间的网络合作。

This article aims to analyze the determinants and mechanisms of network power and position of cities for developing urban network theory and improving urbanization policy in China. Data on headquarter and branch locations of the largest 500 listed companies in China in 2016 were subjected to ownership linkage model to approximate the urban network, resulting in a 294×294 valued urban network. Three conclusions are drawn: 1) Outdegree centrality presents a dual core spatial structure, betweeness has a primate distribution, and indegree centrality is a multi-core system. These three measurements of centrality have a strong spatial correlation, and the cities with high centrality values are densely concentrated in the traditional urban agglomerations. 2) City attributes such as market potential, key resources, location condition, and business environment have a significant positive impact on the centrality of urban network, and the sensitivity of different centrality characteristics to various types of influencing factors is different. 3) Selecting superior actors, preferential attachment, and geographical proximity are the dynamic mechanisms in the expansion of urban network space in China, which will further strengthen the power of cities with traditional advantages. The Chinese government must actively respond to the possibly increasing gap between cities under the network environment and promote the cooperation between cities on a larger spatial scale.

交通流是反映城市间社会经济联系的重要表征,被广泛应用于城市网络研究中。基于2010年中国城际铁路与航空客流OD数据,本文从城市节点、流量、子网络视角对中国城市网络的结构特征与组织模式进行了比较研究,发现：① 铁路与航空流视角下的中国城市网络均呈现出以北上广为顶层节点的空间等级结构体系,但除顶层结构外两种网络结构差异较大。② 城市网络体系中的铁路流联系表现出空间邻近性特征,而航空流联系则主要受到城市节点的规模大小与职能属性的影响。③ 铁路流的首位联系受省级行政区划的制约,航空流的首位联系空间跨度大,形成了若干具有垂直层间联系的地域子系统。④ 铁路网络拥有具有显著地域特征的7个子网络,而航空网络中则不存在明显的子网络。技术经济特征与管理体制是造成铁路与航空两种网络特征差异的主要原因。

从空间模式而言,城市群的本质是人口和经济活动在更大范围城市地域实体内的集聚。在这一集聚体内,原乡村地区密集参与着工业化、经济发展。在国内外经典文献分析的基础上,论文将城市群这一特征概括为分散性区域集聚,并认为分散性区域集聚是信息技术革命以来经济全球化空间选择的结果,也是中国政策制度背景的产物。作为全球制造业生产平台和协调控制中心在空间上的独特反映,这一根本属性使得城市群区别于传统区域,在空间上并不遍在;其分散性的发展特征使得它同时代表着最为严重的资源环境约束,值得特别关注。从分散性的地域单元入手的规划策略较目前的城市群整体战略而言,可能较易实施和取得效果。同时,随着中国内需战略和“一带一路”倡议的实施,城市群发生发展的国内外背景正在发生重要转变。分散性区域集聚的空间模式并不一定适用于中国所有区域,在进行规划管理时,必须审慎对待这一客观事实。

From the spatial perspective, an urban agglomeration can be understood as the concentration of population and economic activities within a large urban region. In this urban region, the original rural areas were densely involved in industrialization and economic development. On the basis of a comprehensive review of classical theories, this article proposes to understand urban agglomeration from the unique characteristics of spatial patterns, namely, dispersed regional concentration. We believe that the dispersed regional concentration is the result of spatial choices of economic globalization and information technology revolution, and also the product of the unique policies and institutional background of China. As a unique reflection of global manufacturing platform and coordinated control center in space, this fundamental attribute makes urban agglomeration different from traditional regions and not ubiquitous in space. Its dispersive development characteristics represents the most serious resource and environmental constraints, which deserve special attention. The planning strategy based on these decentralized regional units may be easier to implement and achieve results than the current overall urban agglomeration strategy. At the same time, with the implementation of domestic consumption demand strategy and the Belt and Road initiative, the Chinese and international backgrounds of urban agglomeration development are undergoing important transformations. The spatial pattern of dispersed regional concentration does not necessarily apply to all regions of China. This fact is of great significance and must be carefully considered in future regional planning and management.

在中国城市产业结构升级和乡村经济发展的宏观背景下,乡城流动人口的返乡回流现象逐渐显现,流动人口呈现外出与回流并存的趋势,大量的流动人口回流对中国的新型城镇化和城乡发展产生了重要影响,是探索中国城乡关系变化的重要视角。论文采用2016年全国流动人口卫生计生动态监测调查数据,建立二分类Logistic模型,对全国跨省流动人口回流意愿的空间差异和影响因素进行分析。研究结果表明：① 具有回流意愿的流动人口具有相似的人口学特征,包括年龄较大、受教育水平较低、没有稳定的婚姻状态等;② 跨省流动人口的回流意愿具有明显的空间差异,从流入地来看,东南沿海地区和西部地区的流动人口回流意愿较高,从流出地来看,中部地区的流动人口回流意愿较高;③ 流动人口的回流意愿受到个人因素、流动因素、家庭因素、制度因素多个方面的影响,其中年龄、婚姻状况、受教育程度、进城务工时间、是否为独自流动、家庭月收入、现住房性质、社会保障制度对流动人口回流意愿具有显著影响。

基于2000、2010年中国人口普查分县数据资料,对比分析省际、省内跨县流动人口的空间格局、形成机制及城镇化的差异。结果表明:① 省际、省内跨县流动人口的集聚发展趋势存在差异,省际流动人口表现为“聚中有散”,即集聚程度较高,分散化迹象趋于明显;省内跨县流动人口则表现为“散中有聚”,其较为分散地分布省会、地级市等大中城市,在向前1%城市集聚。② 流动人口流入地的选择受政府和市场力量双重作用的影响,省际流动人口倾向于有更多就业机会、更高工资水平的省会级城市;省内跨县流动人口更看重就业机会,更偏向地级市,财政支出对其流入地选择影响更大。③ 省际、省内跨县流动人口对2010年全国城镇化水平的贡献分别为4.24%,2.74%,前者推动着东部沿海地区城市群的发展优化,后者则强化着中西部大中城市“一城独大”的态势。

Based on the data of the 2000 and 2010 China Census counties, this paper compares and analyzes the spatial pattern, formation mechanism and urbanization of the inter-provincial and intra-provincial floating population. The results are as follows: 1) The polarization pattern of the Inter- and Intra-provincial floating population is weakening, and the proportion of the floating population absorbed by the top 10 cities has declined. In the trend of agglomeration, the inter-provincial floating population showed ‘High concentration while showing signs of decentralization’, that is, the degree of agglomeration was higher, and the signs of decentralization became more obvious. The proportion of inter-provincial floating population absorbed by the former 1% city decreased significantly. The floating population in the province is characterized by “Dispersion of distribution while developing toward agglomeration”. It is more scattered and distributed in large and medium-sized cities such as provincial capitals and prefecture-level cities, and is still gathering in 1% of cities. 2) The inter-provincial and intra-provincial floating population is affected by the dual role of the government and market forces. The inter-provincial floating population is more inclined to the provincial capitals and municipalities with more employment opportunities and higher wages in the process of selecting inflows. The floating population in the province pays more attention to employment opportunities, and prefers to flow to prefecture-level cities. In contrast to the inter-provincial population, urban public services have a greater impact on the inflow of floating population in the Intra-provincial Floating population. 3) The “molecular effect” of the inter-provincial and intra-provincial floating population has increased the level of urbanization through the “molecular effect” of urban population changes. The contribution of the inter-provincial and intra-provincial floating population to urbanization reached 4.24% and 2.74% respectively in 2010. In addition, the inter-provincial and intra-provincial floating population has also greatly affected the hierarchical system and spatial distribution of China's urban system.

多视角和多尺度城市网络逐渐成为认识空间关系的主要途径。公路流数据具有显著的空间依赖性和距离衰减特性,对于刻画区域尺度空间关系具有重要意义。基于全国地级行政单元间的公路客运流,论文尝试刻画中国城市网络功能结构和区域效应,并对其空间组织模式进行特征提取和规律挖掘,以期能够为城市网络研究提供新的方法支撑和认知视角。研究结果表明：① 基于公路流的城市网络空间形态表现出强烈的空间依赖性和层级特征,与中国主要城市群分布存在较大程度的空间耦合,更多体现的是区域尺度的空间关系及核心—外围组合关系;② 通过社区发现算法识别出19个城市经济区,其空间内涵主要包括行政区经济、巨型区域溢出效应和核心—边缘结构等;③ 不同地域系统内城市网络自成体系,表现出显著的空间依赖性和多元的空间组织模式,多层次、流动性和网络化的地域系统格局凸显;④ 从空间形态上看,区域城市网络空间结构大致可划分为单中心结构、双核心结构、多中心结构和低水平均势结构等区域关联形态,并以单中心发育模式为主。

交通运输联系是区域空间级联系统与城市体系结构研究的重要视角之一,而不同交通运输方式表达的级联体系结构亦存在一定的差异。为综合研究交通运输体系刻画的空间级联系统及克服单一交通方式的局限性,基于长途汽车、高铁和航班时刻表数据,比较分析了多元交通网络的空间级联体系结构及其表达的城市网络组织体系,并进一步揭示了地理空间的约束作用。研究发现：① 每种交通运输方式适合在一定的空间尺度和行政范围内刻画和表达城市网络体系结构与城市联系,公路客运受省域行政范围约束,高铁联系具有廊道影响效应,航空运输体现全国和区域尺度较高层次的社会经济联系。② 从旅客直达视角分析,长途汽车与高铁的城际运输市场重叠最大,近年来长途汽车的运输市场受高铁影响明显。③ 地理空间是影响陆路交通运输和组织的重要约束因子,距离衰减效应明显;结合设施空间、行政空间和管理体制的作用,长途汽车和高铁运输在空间上形成分异的社区结构;航空运输由于具有超空间连接特性,既不遵循距离衰减规律,社区结构也并不明显。

Transportation connection has always been one of the important perspectives of studying spatial cascading systems and urban systems. Based on the timetable data in 2018 of inter-city coach, high-speed train and aviation, this paper builds networks of the three modes of transportation in China. Through the methods of the city-pair connectivity and community detection, this paper compares the spatial structure and linkage systems of multi-traffic flow network and reveals the geospatial constraints. The research results show that: (1) Different modes of transportation are suitable for portraying urban systems on different spatial and administrative scales. Inter-city coaches are constrained by the provincial administrative boundaries. High-speed train network shows the effect of corridors especially along the main trunks. The aviation network reflects the spatial relationship at the national scale. (2) From the perspective of the direct accessibility, there is a large spatial overlap between inter-city coaches and high-speed trains, and the market of inter-city coaches is obviously squeezed in recent years. For air transport, its frequency advantage mainly concentrates on the city-pairs with a long distance. The competition and complementarity of the three modes of transportation have a great impact on the urban system and are useful for the understanding of the spatial cascading system. (3) Geographical space, infrastructure space and administrative space constraint and management system are important factors affecting the transportation networks. Inter-city coach network and high-speed train network are obviously affected by distance attenuation effects, and they present significant community structures in the two networks, but their communities have different spatial characteristics. However, air transport does not follow the constraint of distance attenuation, and there is not an obvious community structure in the network. Factors related to the passenger transport market, such as social and economic links and tourism resources, play the important roles in the aviation network structure.

空间交互模型被广泛应用于地理要素关系强度的模拟,然而目前大量研究或建立在模型参数标定理想化、模式化的假设条件下,或是在暗箱中完成,由此导致模拟结果与实际的偏差却被严重低估。基于2015年中国春运期间人口省际流动的城市间O-D数据,在逐日、分市的研究精度下,实证推算人口流动重力模型变量的回归系数,探究模型代理变量影响效应的空间异质性,并评估重力模型在人口流动模拟上的误差。结果显示：① 重力模型参数标定的复杂性体现在交互对象代理变量影响程度的非对称性,和变量回归系数的空间异质性随研究精度加深显著加剧两个方面,因此模型参数标定的模式化将导致估算结果空间差异的趋势收敛;② 2015年春运期间中国人口省际流动距离衰减系数为1.970,在地级行政单元视角下,人口流出地距离衰减系数值域为0.712（驻马店）~7.699（乌鲁木齐）,人口流入地系数值域为0.792（三亚）~8.223（乌鲁木齐）;③ 应用重力模型模拟人口流动结果与实测流（百度迁徙数据）存在显著误差。就加权绝对平均误差而言,拟合总误差为85.54%,其中空间相互作用效应造成了86.09%的实测流与模拟流的最大误差,相对流出力、相对吸引力分别造成57.73%、49.34%的模型误差。因此,空间交互效应仍然是当前最难以模式化的因素。

都市区是中心城市及其主要影响范围,在区域经济发展中有重要的引领作用。国外都市区范围根据中心城市与外围地区的通勤联系划分,本质上是与中心城市具有密切经济联系的统一劳动市场区。国内由于统计数据的缺乏,通过通勤联系划分都市区的相关研究难以开展,且划分结果在内涵上与国外都市区差异较大。移动电话是目前普及率最高的移动通讯终端设备,其包含的地理位置标签可反映用户的职住地信息。利用上海移动2014年上半年某两周2G手机信令数据,识别用户的居住地和工作地,参照国外标准,根据中心与外围地区的通勤联系划分上海市都市区。在通勤联系的基础上,尝试采用消费联系作为都市区划分的辅助标准,并对划分结果进行了调整。结果表明：① 基于通勤联系的上海都市区主要包括中心城周边地区、松江新城及外围大型工业区,基于消费联系调整的上海都市区包括中心城周边地区、松江、嘉定、青浦等新城及浦东惠南地区、长兴岛,整体上呈现东西略长、南北略窄的形态;② 通勤联系和消费联系可以相互结合划分中国的都市区边界,通勤联系作为主要指标,消费联系作为辅助指标;③ 上海与国外城市都市区差异较大,国外都市区范围扩展极广,上海都市区范围未超过行政边界,局限在在中心城周围相对较小的范围内。

随着区域一体化进程的加快,中国城市群快速地发展起来,城市群城际间的人口流动研究得到了国内外学者的关注。城市群空间结构的研究以地理实体空间分析为主,城际人口流动的研究多使用传统统计数据,而将大数据运用于城市群空构特征,并结合传统的社会经济统计数据对该区域人口流动的影响因素进行分析。研究发现：① 微博签到数据进一步解释了成渝城市群呈现出“双核多中心”的组团特征,成都市和重庆主城构成了“双核”;② 微博人口流动的方向会受到行政区划的影响,微博人口流动的强度呈现出一定的等级差异;③ 微博人口流动的强度与方向同社会经济发展水平呈现出相对一致性,即地区生产总值越高、人口规模越大或交通联系强度越强,则人口流动越强烈。

借助新浪微博,引入位置服务大数据,以南京市为例,从时间、空间、活动3个方面分析城市活动空间的动态变化,并在掌握变化规律的基础上进一步划分城市活动区域。研究发现：传统的作息规律仍然支配着人们的签到活动,时间与活动内容间的对应关系仍然存在;居民活动在工作日、休息日与节假日,以及主城与外围地区存在差异;城市活动空间在一天内经历了相对分散-集聚-进一步集聚-分散-相对集聚的动态变化;城市活动区域可以划分为就业活动区、居住活动区、休闲活动区、夜生活活动区,及综合活动区;活动功能区呈现出混合化与边界模糊化的特征。

从构建政策主导下区域土地利用转型解释框架入手,以东北地区为例,探究政策主导下区域土地利用转型机制。结果表明：① 1995—2015年,东北地区经济社会发展可划分为“经济低速增长,城镇化与人口发展停滞期”与“经济波动,城镇化稳定发展,人口转型期”两大阶段。② 伴随经济社会转型,东北地区发生土地利用转型。转型特征主要表现为：在数量上,区域耕地规模持续扩张,但增速放缓,耕地内部水田占比上升;林地与草地规模持续缩减,但下降速度放缓;区域建设用地加速增长,增长主体由农村建设用地转变为城镇建设用地。在空间上,耕地分布重心持续向东北方向移动,林地与未利用地分布重心向西南方向移动,建设用地与草地分布重心呈现显著的转折特征。③ 东北地区土地利用转型是区域内不同土地利用类型在空间上由冲突到协调的持续性重构过程。区域功能定位以及经济现代化与城镇化是导致土地利用转型的核心因素。政策主导下的区域土地利用转型是政策引导下的社会-生态反馈路径与政策影响下的社会-经济变化诱发路径综合作用的结果,两者间存在耦合与拮抗过程。前者决定区域土地利用转型的方向,后者决定区域土地利用转型的速度与强度。

In view of the typical regional development strategic areas such as Northeast China and West China, this paper constructs a policy-led interpretation framework for regional land use transition. Based on the empirical study of land use transition process in Northeast China from 1995 to 2015, this paper further explores and explains the regional land use transition mechanism guided by policy. The results show that: (1) There are two main paths for the regional land use transition guided by policy, namely, the socio-ecological feedback path under the policy guidance and the social-economic change path under the policy influence. Land scarcity and land intensification, ecological environment protection and policy intervention, regional function orientation and land use, economic modernization and urbanization, market and globalization, population growth and migration are the main factors leading to regional land use transition guided by policy. (2) From 1995 to 2015, the socio-economic development of Northeast China showed a process of transition and land use transition took place at the same time. The transition of regional land use is mainly manifested in the change of regional land quantity structure, the conversion relationship and intensity among different types of land, and the change of spatial structure of land use. (3) Empirical study on land use transition in Northeast China shows that the policy-led regional land use transition is the result of the comprehensive effect of the social-ecological feedback path under the policy guidance and the social-economic change path under the policy influence. There is a coupling and antagonistic process between the two paths. The former path affects the process of regional land use transition by influencing the supply of different types of land. The government's understanding of the importance of different resources determines the direction of its policy role and changes the land supply. The socio-ecological feedback under the guidance of policies determines the direction of regional land use transition. The latter path comes from the changes of regional socio-economic development. In this process, economic modernization, population growth and migration, market and globalization bring about changes in regional land use demand. Regional industrial development policy and urbanization policy affect the process of land use transition by changing the direction of regional development and accelerating the process of regional development. The socio-economic change under the influence of policies determines the speed and intensity of regional land use transition. The regional function orientation, as well as economic modernization and urbanization, are the two core factors leading to the regional land use transition under the policy guidance. We also have some other findings about the regional land use transition guided by policies. For example, the implementation of some inclination policies led to the unsustainable use of regional land. Therefore, how to improve the policy system and realize the transition of land use to sustainable development through policy guidance and policy coordination should be the focus of future research.

随着中国高速铁路与民用航空的快速发展,两者运营网络的空间竞争范围越来越大。从个人出行视角出发,同时拥有高铁与民航直达列车/航班的城市对为出行提供了选择机会,定义为高铁-民航竞争网络。以2007-2015年高铁-民航竞争网络的所有城市对为切入点,尝试刻画其演化过程与模式、网络结构与距离分布规律,并最终总结网络演化的影响因素。研究结论为：① 中国高铁-民航竞争网络在空间上呈现出由东向西、由北向南的扩张趋势,规模不断扩大。② 高铁-民航竞争网络具有向北京、上海等少数城市集聚的特征。③ 高铁-民航竞争网络城市对的距离范围主要分布在800~1 500 km,但运营的列车/航班频率竞争关系的临界值为1 000~1 100 km。④ 高铁-民航竞争网络在空间上遵循核心-核心、核心-边缘自上至下的拓展规律,并主要受城市规模、行政职能等级以及地理空间约束等因素的影响。