说 “淮汭”与 “豫章”:吴师入郢之役战争地理新探

公元前506年吴师入郢之役的战争地理过去共有三种论说。本文结合古文字资料、历史文献以及田野考察资料,重新解读“淮汭”与“豫章”两个关键地名,并以吴、楚之间的水、陆交通线为背景,重建这一战役的战争地理。吴师的进兵与退兵都是利用淮河水道,而双方的交战则是在随枣走廊之中往复。相较于过去的学说,本文的地理重构不只是立足于较为可靠的文献基础,同时展现出更为合理的空间逻辑关系。     

Spatial inequality and urban costs: Revisiting the home market effect

This paper investigates how the interactions between product differentiation, transport costs, and urban costs determine the spatial inequality in a general‐equilibrium model. We shed light on the interrelation between different definitions of home market effect (HME) in literature. While the wages in the large region are always higher, the HME in industrial distribution occurs in a limited range of parameters, implying that the HME in factor price is more pervasive. Moreover, we show that the reverse HME is the more common outcome. It indicates that neglecting urban costs in theoretical methodologies tends to overestimate the existence of HME. We also disclose how a change in urban costs or transport costs affects regional inequalities and welfare.     

Kisar and the Archaeology of Small Islands in the Wallacean Archipelago

The occupation of small islands presents particular challenges for people largely related to limited terrestrial resources and susceptibility to natural disasters. Nevertheless, the challenges and risks inherent in maintaining stable populations on small islands can be offset or overcome through the use of maritime technologies and exchange networks. The archaeology of Here Sorot Entapa rockshelter (HSE) on Kisar Island in the Wallacean Archipelago provides an unparalleled record for examining these issues in Southeast Asia. Kisar is the smallest of the Wallacean islands known to have a Pleistocene occupation record, and one of the smallest permanently inhabited today. Our results indicate that Here Sorot Entapa was first occupied in the terminal Pleistocene by people with advanced maritime technology who made extensive use of local marine resources and engaged in social connections with other islands through an obsidian exchange network. As a result, populations appear to have been maintained on the island for approximately 6,000 years. In the early Holocene occupation at HSE ceased for unknown reasons, and the site was not reoccupied until the mid-Holocene, during which time a major change in the lithic resources can be observed and the exchange network appears to have ceased.     

Groundwater age,brine migration,and large‐scale solute transport in the Alberta Basin,Canada

There is a great contrast in geochemical and hydrogeologic estimates of the residence times of pore fluids in sedimentary basins. This contrast is particularly evident in the Alberta Basin, Canada, which has served as the study area for important studies of long‐term fluid flow and transport. To address these differences, we developed two‐dimensional simulations of groundwater age, constrained by both hydrogeologic and geochemical observations, to estimate the residence time of fluids and the amount and timing of flushing by meteoric waters in the Alberta Basin. Results suggest that old, residual brines have been retained in the deepest parts of the basin since their formation ca. 400 Ma, but significant dilution by younger waters has reduced the age of these pore waters to no more than approximately 200 My. Shallower formations have been flushed extensively by fresh, young waters. Loss of brines and dilution of older pore waters occurred primarily after the uplift of the Rockies with the introduction of the gravity‐driven flow regime. Despite these large changes in flow regime, solute exchange between deep saline aquifers and the overlying vigorous freshwater flow system was found to be consistent with long‐term dispersive mixing across subhorizontal concentration gradients rather than by direct flushing. Sensitivity studies using an analytic solution supported the use of 100 m for transverse dispersivity in large‐scale numerical models. These simulations confirm that the age and origin of brines are in many cases poor indicators of long‐term solute transport rates in sedimentary basins, but the geochemical indicators that are used to determine the origin of brines can provide useful constraints for calculating groundwater age and are far more commonly available than isotopic groundwater age tracers.     

The external effects of inner-city shopping centers: Evidence from the Netherlands

Shopping center redevelopment is inevitable to remain attractive for consumers. In this paper, we investigate the external effects of shopping center redevelopment on nearby residential property prices. Using a difference-in-difference empirical framework, we find the redevelopment has positive external effects on nearby property prices. We find the price of a property located next to a redeveloped shopping center increases by 1.43% on average just after redevelopment. Our results indicate that these positive external effects wear off rather rapidly across space and over time. This suggests that shopping center redevelopment plays a substantial, but limited, role in combating neighborhood deprivation.     

公共交通可达性分析方法进展

公共交通可达性拥有空间属性、时间属性、社会属性和经济属性,它是一种衡量区位价值的综合性指标,不仅可以反映城市空间特征,同时对城市中生活的人的社会经济属性和生活习惯,具有一定的解释力。为了不断适应新形势下的交通发展要求,减少环境负担,早日实现低碳绿色发展,创新公交都市规划与分析方法迫在眉睫。本文对基于个人的、基于效用的、基于基础设施的和基于位置的可达性研究进行了回顾,并归纳了七种公共交通可达性的分析方法,分别为：基于缓冲区的公共交通站点可达性、基于供需模型的公共交通面状可达性、基于网络分析法的公共交通网络可达性、基于成本栅格法的公共交通可达性、基于成本栅格与网络分析的集成法的公共交通可达性、基于高性能图形数据库的公共交通高精度可达性、基于开放地图 API 的公共交通高精度可达性。 以期为我国未来公共交通可达性的分析方法提供指引和借鉴。     

基于城市土地利用模式与交通模式互动机制的大城市可持续交通模式选择--以广州为例

城市土地利用模式与交通模式间客观存在互动机制,土地利用模式是交通模式形成的基础,交通模式的选择将会改变土地利用模式,因此土地利用模式特征是影响城市可持续交通模式选择的至关因素。本文在全面分析广州城市土地利用模式特征基础上,综合考虑汽车产业政策、能源及环境等影响因素提出了广州可持续交通模式:公共交通优先,小汽车、自行车适度发展,交通方式合理分工的高效化、节能化和环保化绿色交通模式。     

Pour une localisation optimale des centres de transbordement intermodaux entre réseaux de transport: formulation et extensions

La localisation des centres de transbordement où s'opère le changement de mode ou de réseau de transport intervient de façon déterminante dans la compétitivité du transport multimodal. L'objet de cette contribution est de discuter cette problématique en l'envisageant sous l'angle particulier de la théorie de la localisation. Ainsi, la localisation de centres de transbordement entre réseaux est définie comme un problème de type discret qui cherche à localiser des unités (équipements techniques) permettant le transfert dun réseau à un autre avec pour objectif de réduire les coûits de transport totaux. Une formulation mathématique de ce problème, reposant sur de la programmation linéaire en nombres entiers, est proposée et argumentée. La souplesse de cette formulation autorise plusieurs extensions qui peuvent être combinées de manière à représenter diverses situations rencontrées dans la pratique.     

Air Services at Australian Cities: Change and Inertia 2005–2010

This research analyses international and domestic air services in Australia during a six year period, 2005–2010. We place air services into their urban context by relating them to city‐based measures such as population, tourism, and producer services employment among other measures. The research takes a supply‐side approach in an assessment of international and domestic capacity at major Australian airports from the perspective of the number of seats, the nature of links, and competition. Multiple linkage analysis and the concept of effective competitors allow us to explore this perspective at greater depth. Our findings show substantial changes in international patterns, specifically favouring Melbourne, Perth, and Gold Coast. In contrast, the domestic scene is characterised by little change, an outcome we link to the underlying stability in the settlement system and the location of some major economic activities. While the results are related to our measures of urban characteristics, some special region‐specific aspects are also at work. Finally, in both the international and domestic cases we find evidence of greater airline diversity which may benefit consumers.