Application and Validation of a Municipal Administrative Area Spatial Zoning Model in Village-Town System Planning
Abstract
:1. Introduction
2. Research Method, Research Area, and Data Processing
2.1. Research Method
2.2. Present Situation of the Research Area, Contradictions of Various Kinds of Planning, and Explanation of Data Sources
2.3. Data Processing
3. Result
3.1. Model Validation and Comparative Application
3.1.1. Demarcation of Urban Growth Boundary
3.1.2. Land Use Planning
3.1.3. Spatial Governance Zoning
3.1.4. Key Village-town Planning
3.1.5. Industrial Land Layout
3.1.6. Location and Layout of Village Relocation and Consolidation
3.1.7. Timing-order of MAA Development
3.1.8. Village-town Scale
3.1.9. Functional Orientation of Villages and Towns in MAA
4. Discussion
4.1. The Explanation Degree of the M-MSZ Model Compared with the Contrasting Models and Government Behavior
4.2. Model Superiority
4.3. Application Scope and Inheritance of the M-MSZ Model
4.4. Enlightenment in the Development Modelling of Towns
5. Conclusions
Supplementary Materials
Author Contributions
Funding
Acknowledgments
Conflicts of Interest
References
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Factors of the M-MSZ Model | Level | |||||
---|---|---|---|---|---|---|
1 | 2 | 3 | 4 | 5 | ||
Population Quantity | Growth Rate of Population | >10‰ | 3‰–10‰ | −3‰–3‰ | −10‰–−3‰ | <−10‰ |
D Value | 1.8 | 1.6 | 1.4 | 1.2 | 0.8 | |
Economic Situation | Economic Growth Intensity | >20% | 15%–20% | 10%–15% | 0%–10% | <0% |
K Value | 1.5 | 1.4 | 1.3 | 1.2 | 1 | |
Transport Superiority Degree | Railway Stations, Expressways and Main Roads at All Levels (Km) | <2 | 2–3 | 3–4 | 4–6 | >6 |
Arterial Airport (Km) | <30 | 30–60 | 60–90 | 90–120 | >120 | |
Regional Airports and Ports (Km) | <20 | 20–30 | 30–40 | 40–60 | >60 | |
Superimposed Fraction | 15 | 12–14 | 9–11 | 6–8 | 3–5 | |
Location Advantage | Inner Location Advantage | Divide into Five Grades with Equidistant Way | ||||
Exterior Location Advantage | 0–30 | 30–60 | 60–90 | 90–120 | >120 | |
Superimposed Fraction | 10 | 8–9 | 6–7 | 4–5 | 2–3 | |
Topographic and Terrain | Height (M) | 0–210 | 200–500 | 500–1000 | 1000–1350 | >1350 |
Slope (°) | ≤3 | 3–10 | 10–15 | 15–50 | >50 | |
Superimposed Fraction | 10 | 8–9 | 6–7 | 4–5 | 2–3 | |
Utilization of Land Resources | Area (Km2) | >320 | 200–320 | 150–200 | 100–150 | <100 |
Utilization of Water Resources | Utilization of Water Resources Per Capita (M3/Capita) | 2000–3200 | 1500–2000 | 1000–1500 | 500–1000 | 0–500 |
Number * | ≥4 | 3 | 2 | 1 | 0 | |
Natural Disaster | Risk of Floods, Droughts, Earthquakes and Forest Fires | No | Common | Great | Significant | Outsize |
Environmental Capacity | ai: Capacity Indicator for Individual Environmental Capacity) | Ai ≤ 0 | 0 < ai < 1 | 1 < ai < 1.5 | 1.5 < ai < 2 | ai≥2 |
Ecosystem Vulnerability | Evaluation Results of Ecological Vulnerability | 0–0.2 | 0.2–0.4 | 0.4–0.6 | 0.6–0.8 | 0.8–1.0 |
Town | Central Urban Area | Peiketu Town | Liaodian Town | Jinlongshan Town | |
---|---|---|---|---|---|
Simulation Results of the M-MSZ Model | Dominant Factors | First-level Economic Situation | First-level Economic Situation | First-level Economic Situation | First-level Ecosystem Vulnerability |
First-level Population Aggregation | First-level Population Aggregation | First-level Population Aggregation | First-level Economic Situation | ||
First-level Transportation Advantages | Second-level Transportation Advantages | Second-level Transportation Advantages | Second-level Natural Environmental Capacity | ||
First-level Location Advantage | Second-level Location Advantage | Second-level Location Advantage | Second-level Transportation Advantages | ||
Number of Development Zones That Is Not Built Up, Or Development Zones Undeveloped After Adjusted by the State or Government, Second-level | Second-level Available Land Resources | Second-level Available Land Resources | Second-level Location Advantage | ||
Main Economic Sectors | Trade and Service industry, Logistics | Food Processing and Logistics | Logistics, Planting of Agricultural Products, Trade and Service industry | Tourism industry | |
Major Function Orientation | Suitable Development Space | Suitable for Agricultural Production Space | Suitable for Agricultural Production Space | Suitable Ecological Protection Space | |
Function of the M-MSZ | Mainly on Trade and Service industry, Living and Logistics | Food Processing, Logistics, Planting and Processing of Agricultural Products, Trade and Service industry | Mainly on Trade and Service industry, Logistics, Planting and Processing of Agricultural Products, Living | Mainly on the Tourism industry | |
Simulation Results of the Contrast Model | Main Attraction Factor | Central Urban Area, Trade and Service industry, Logistics | Food Processing, Logistics, Planting and Processing of Agricultural Products, Trade and Service industry | Trade and Service industry, Logistics, Planting of Agricultural Products | Tourism Industry |
Function of the contrast model | Mainly on Trade and Service industry, Logistics | Mainly on Food Processing, Logistics, Planting and Processing of Agricultural Products, Trade and Service industry | Mainly on Trade, Logistics, Planting of Agricultural Products | Mainly on the Tourism industry | |
Government Behavior Results | Function of Government Planning | Mainly on Tourism, Trade and Service industry, Living and Logistics | Food Processing, Logistics, Trade and Service industry, Living | Mainly on Trade, Logistics, Planting of Agricultural Products | Mainly on the Tourism industry |
Village-town System Planning | The Contrast Model | Kappa Value | R2 of the MMA-SZ Model | R2 of the Contrast Model | ||
---|---|---|---|---|---|---|
The MMA-SZ Model & Contrast Model | The MMA-SZ Model & Government Behavior | Contrast Model & Government Behavior | ||||
Urban growth boundary Zoning | UGB model | 78.20% | 83.80% | 77.60% | 0.77 | 0.75 |
Land Use Planning | Land Use Planning Model | 83.30% | 85.10% | 80.24% | 0.83 | 0.79 |
Spatial Governance Zoning | Spatial Governance Zoning Model | 89.30% | 84.20% | 81.20% | 0.81 | 0.80 |
MAA Development Timing-order | Development Timing-order and Zoning Model | 75.70% | 85.10% | 83.40% | 0.78 | 0.77 |
Key Village-Town Planning | Various Models for Location and Layout | 87.70% | 81.20% | 81.40% | 0.84 | 0.83 |
Industrial Land Layout | 82.30% | 84.10% | 83.50% | 0.69 | 0.69 | |
Location and Layout of Village Relocation and Consolidation | 79.40% | 81.40% | 79.50% | 0.75 | 0.76 | |
Village-town scale | Scale-Level and Functional Zoning Model | 84.7% | 83.5% | 82.6% | 0.82 | 0.81 |
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Zhao, Y.; Leng, H.; Sun, P.; Yuan, Q. Application and Validation of a Municipal Administrative Area Spatial Zoning Model in Village-Town System Planning. Sustainability 2019, 11, 1855. https://doi.org/10.3390/su11071855
Zhao Y, Leng H, Sun P, Yuan Q. Application and Validation of a Municipal Administrative Area Spatial Zoning Model in Village-Town System Planning. Sustainability. 2019; 11(7):1855. https://doi.org/10.3390/su11071855
Chicago/Turabian StyleZhao, Yujing, Hong Leng, Pingjun Sun, and Qing Yuan. 2019. "Application and Validation of a Municipal Administrative Area Spatial Zoning Model in Village-Town System Planning" Sustainability 11, no. 7: 1855. https://doi.org/10.3390/su11071855
APA StyleZhao, Y., Leng, H., Sun, P., & Yuan, Q. (2019). Application and Validation of a Municipal Administrative Area Spatial Zoning Model in Village-Town System Planning. Sustainability, 11(7), 1855. https://doi.org/10.3390/su11071855