Scientia Geographica Sinica  2015 , 35 (9): 1086-1094

Orginal Article

基于DEM的交通线文化景观感知与功能分段研究——紫荆关长城景观的实证

李仁杰12, 谷枫1, 郭风华3, 傅学庆12

1.河北师范大学资源与环境科学学院,河北 石家庄 050024
2.河北省环境演变与生态建设实验室,河北 石家庄 050024
3.河北省科学院地理科学研究所,河北 石家庄 050011

Cultural Landscape Perception Degree Model and Perception Function Division Based on DEM of Traffic Line: A Case Study of Zijingguan Great Wall

LI Ren-jie12, GU Feng1, GUO Feng-hua3, FU Xue-qing12

1. College of Resources and Environment Science, Hebei Normal University, Shijiazhuang, Hebei 050024, China
2.Hebei Key Laboratory of Environmental Change and Ecological Construction,Shijiazhuang, Hebei 050024, China
3. Hebei Institute of Geographical Sciences, Shijiazhuang, Hebei 050011, China

中图分类号:  P901

文献标识码:  A

文章编号:  1000-0690(2015)09-1086-09

通讯作者:  通讯作者:谷 枫。E-mail:303051516@qq.com

收稿日期: 2014-05-13

修回日期:  2014-10-14

网络出版日期:  2015-09-25

版权声明:  2015 《地理科学》编辑部 本文是开放获取期刊文献,在以下情况下可以自由使用:学术研究、学术交流、科研教学等,但不允许用于商业目的.

基金资助:  国家自然科学基金(41171105)、河北省科学院科技计划重大攻关项目(2013055508)、河北省杰出青年基金培育项目(D2015205208)、河北省高校重点学科建设项目资助

作者简介:

作者简介:李仁杰(1975-),男,河北鹿泉人,教授,硕士生导师,主要从事社会文化地理信息系统研究。E-mail:lrjgis@163.com

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摘要

在已有景观感知度概念和模型基础上,根据景观规模和特征将交通线某一具体位置的景观感知度划分为单点景观、多点景观和组景观感知度,并提出了基于集合表达的交通线景观感知度模型,以解决在一组特定的线性空间单元或区域上开展景观感知的研究和计算问题。以紫荆关长城文化景观为例,利用DEM进行景观视域分析,并引入资源价值、遗存现状等权重因子,实现了紫荆关附近公路和铁路线的景观感知度定量计算。根据景观感知度的空间格局,准确划分了敌台、烽火台和马面等单点景观、墙体景观及各类组景观和综合景观的最佳感知功能路段和最佳观赏位置。总体来看,紫荆关附近的公路线可感知位置连续性更强,铁路线高感知位置相对离散,公路感知效果整体优于铁路感知。交通线景观感知度模型特别适合用于大型造型地貌、宏伟建筑群等景观感知分析,是对旅游景观规划设计方法的一种扩充,能够将旅游景观规划设计从旅游地内部拓展到旅游地外围,对于提高旅游景观导引设计的精准性、提升旅游文化传播效率和增加传播途径等均有理论参考意义和实践应用价值。

关键词: 景观感知度 ; 文化景观 ; 交通线 ; 功能分段 ; DEM ; 紫荆关长城

Abstract

Landscape perception is the result of the interaction between human and landscape. Viewshed analysis and visibility analysis are used for Landscape perception researches as important means. In this article, based on the existing landscape perception concepts and models, we try to establish a model named traffic line landscape perception degree model to solve the research and compute problems of the large-scale landscape perception degree on specific linear spatial units or areas. The model is actually the aggregate of single-point, multi-point and group scale traffic line landscape perception degree which is divided by the size and characteristics of the landscapes. And we build three formulas to validate the method of our model about landscape perception calculation. The approach is tested using a popular traffic line through the Zijingguan section of Great Wall in Hebei Province. Firstly, for quantitative calculation of the Zijingguan landscape perception near the highway and the railway line, the DEM data are used to calculate landscape viewshed analysis with some weighting factors such as resources value and status of remains. Aspect, distance and some others can also be weighting factors of a landscape relative to the observer. Then, according to the distribution of landscape perception along traffic line, the best sensing function sections and the best viewing positions of the single-point landscapes including enemy units, beacon towers, horse face, wall landscapes, various groups landscapes and integrated landscapes are divided accurately. Finally, we know that the continuity of highways perceived position is much stronger while the ones of the railways are relatively discrete, and the highway perception effect is better than that of railway perception. It is mainly attributed to the undulating terrain. The traffic line landscape perception degree model is particularly suitable for the analysis of large-scale landscapes, magnificent buildings and other landscape perception instead of delicate landscape in a close distance, and it can quantitatively calculate the distribution of landscapes along the traffic line and determine their linear distribution pattern. The raster images enable the planners or tourists to identify areas where the peak of emotional responses may occur in order to maximize viewing opportunities of beautiful landscapes and areas, or find potential locations to view landscape along traffic line. In this way, the railways, highways, rural roads, other ground transit routes and waterways can be used as non-specialized traveling space carriers in the fast viewing process of landscapes. This research represents the traffic line landscape perception degree model as a kind of extension of the tourism landscape planning and design methods, which can expand the tourism landscape planning and design from the inside tourism area to the outside. The model is also meaningful in the study of tourism landscape guiding design, and the researches of tourism culture transmission ways and efficiency.

Keywords: landscape perception degree ; cultural landscape ; traffic line ; function division ; DEM ; Zijingguan Great Wall

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李仁杰, 谷枫, 郭风华, 傅学庆. 基于DEM的交通线文化景观感知与功能分段研究——紫荆关长城景观的实证[J]. , 2015, 35(9): 1086-1094 https://doi.org/

LI Ren-jie, GU Feng, GUO Feng-hua, FU Xue-qing. Cultural Landscape Perception Degree Model and Perception Function Division Based on DEM of Traffic Line: A Case Study of Zijingguan Great Wall[J]. Scientia Geographica Sinica, 2015, 35(9): 1086-1094 https://doi.org/

景观感知是人与景观相互作用的结果[1]。20世纪80年代以来,国内外学者在景观感知方面的研究涉及景观感知的类型倾向性[2~4]、景观质量评价[5,6]、景观敏感度[7]等视角,研究方法多采用基于社会调查问卷的统计分析。伴随地学新技术的发展,多源遥感数据和GIS空间分析方法开始应用于景观结构分析[8]与景观设计[9]等领域;景观感知评价中的各类因子分析也开始应用GIS技术[10,11]。前期成果总体上是从特定区域内的整体景观结构或类型的层面开展景观感知研究,但对于具有特定社会文化寓意和属性的景观群体,目前还缺少各景观个体对旅游者感知总量的计算方法。而对于旅游地来说,特别需要帮助旅游者感知特定景观个体或景观群所承载的美学意义或社会文化寓意。因此,旅游文化景观感知及其空间分异的度量成为旅游学和旅游地理学需要解决的重要问题。

景观研究的最新成果为旅游文化景观感知及空间分异度量提供了思路。一类研究是利用遥感解译和实地调查信息识别景观的类型与分布格局[12],以及结合不同景观的空间分布和感知倾向性调查数据建立的景观美学空间分异预测方法[13]。另一类研究利用具有个人景观感知倾向性的照片反映旅游者景观感知或关注的空间分异特征[14~16]进行基于公众认知的景观分类与标记[17]等。综合以上两类研究中的思想,从景观价值[18]出发,结合Chamberlain等提出的基于视域分析的线路景观感知计算方法 [19],突出特殊文化景观元素的自然及文化内涵;以及李仁杰等提出的景观感知度和感知敏感度概念 [20,21],反向借助景观特征点的可视状态并引入资源等级与价值等影响因子定量表达交通线上的景观感知,表征旅游者对不同景观的感知强度及其在旅游地范围内的空间分异,反映景观个体或组合下的特殊寓意。对于大型造型地貌、宏伟建筑等景观,不仅在旅游地内部能产生很好的景观感知,而且在临近旅游地的活动空间中同样甚至更能感受到景观的特殊自然和文化意义。例如长城文化景观,在长城景区游览和景区外远观长城会产生不同的景观感知效果。随着交通业的快速发展,已有的交通景观规划设计研究虽然关注了景观设计和线路与景观的敏感关系[22,23],并通过交通的发展实现对区域旅游空间结构的优化[24],继而有人开始关注高铁旅游[25]等交通旅游方式,但旅游地外围空间景观感知的定量化应用还未引起旅游与交通规划者的注意。本文研究成果旨在提供一套线性单元上的文化景观感知及其空间分异的定量计算方法,为旅游与地理学中基于景观感知的线路设计、功能分区(段)等工作提供理论与技术支持。

1 交通线景观感知度模型

景观感知的体验主要依赖于视觉感知,而就交通线上的景观感知来说,受距离限制,也主要以视觉感知为主。因此,本文从视觉感知的视角构建感知度模型。

1.1 景观感知视域分析及其影响因子

景观感知的视域分析是研究在特定位置上,表现景观形态和文化语义的关键特征点的可见数量和可见质量等,涉及每个特征点的可见状态、景观的最佳观赏距离[7]、观赏方位[26]等。

景观根据其规模大小或文化语义的简单复杂与否可被抽象为1个特征点的单点景观或若干特征点的多点景观。可视域计算结果是一个覆盖整个计算区域的栅格像元集合,其中单点景观的每个栅格像元的取值都是1或0,分别表示该位置对单点景观的可见与不可见状态;多点景观的每个栅格像元取值为0到特征点总数间的数值,表示该位置能够看见的特征点数量。多点景观每个特征点的可见状态对完整地感知该景观都有贡献,能够全部或较多地感知特征点的位置属于可视状态较好的位置。

景观感知受景观类型、景观价值等多种影响因子共同作用,因此应参考不同影响因子的影响程度,赋以相应的权重系数,反映景观的特殊内涵。本文以不同长城景观要素为基础,参考其资源价值、遗存现状两项影响因素,分配权重系数,计算出更符合实际观景体验的长城景观感知度分布。

1.2 交通线景观感知度模型

1.2.1 特定位置的景观感知度

交通线上某单一像元,在不同情况下内涵有所不同,大致可分为单点景观感知度Psu、多点景观感知度Psm以及一系列特征点组合下的组景观感知度Pg,因此每个像元可以有3种计算公式。

单点景观感知度:

Psu =W×V (1)

多点景观感知度:

Psm=Wr×i=1nWvi×Vii=1nWvii=1,2,3n(2)

组景观感知度:

Pg=j=1mWgj×Psj=1mWgjj=1,2,3m(3)

式中,Psu,Psm分别代表观察者在交通线特定位置上对某一单特征点或多特征点景观的感知度;Pg代表特定位置上一系列特征点组成的组景观感知度;PsPsuPsm的统称。i为景观特征点编号;j为景观编号;n,m分别为多点景观、组景观包括的特征点数量。V是计算得到的可见状态,若i不可见,则Vi=0,若i可见,则Vi=1。W代表权重影响因子,包括最佳观赏距离、最佳观赏方位、资源价值和遗存现状等;各个影响因子均根据其对旅游者感知的影响程度在(0,1]间取值,例如观赏距离因子可以划分为0.2、0.4、0.6、0.8、1.0;各个影响因子均取最高等级权重值时,景观感知度Ps计算结果为1。Wvi表示第i个特征点对该景观语义贡献大小,Wr为不同类型多点景观的其他影响因子的文化语义权重,Wgj为组景观中各单点或多点景观对于组景观整体文化语义的贡献权重。

1.2.2 交通线景观感知度集合

交通线景观感知度集合是由PsuPsmPg这些单像元感知度元素共同汇总而成的一个大集合,由S表示。元素PsuPsmPg只是其中的子集,而只有当这些特定位置景观感知度元素汇总到一起,才是一个综合的交通线景观感知度集合表达,如式(4)或(5)。

PsuS, PsmS, PgS (4)

S={P|Psu, Psm, Pg} (5)

2 紫荆关实证研究

紫荆关是古代军事重要遗存,位于河北易县紫荆岭,主城分东、西两部,东城较小,设有文、武衙门;西城较大,为驻兵之地。拒马河北岸的小金城与西城隔水相望,形成完备的防御体系。

2.1 DEM生成与景观特征点提取

利用1:1万国家基础地形图2.5 m精度的等高线数据,建立研究区的数字高程模型(Digital Elevation Model, DEM),由于本文的研究景观对象针对规模较大的大型造型地貌、宏伟建筑群等, DEM分辨率的要求相对较低;利用高分一号遥感卫星数据目视解译方法,结合长城文化景观信息和实地调查,获得了紫荆关长城景观位置和长城要素分类、材质、形制、遗存现状、资源价值等相关专题内容。根据文化景观的形态特征和文化语义进行特征点抽象提取。敌台、烽火台、马面等规模较小的单体景观抽象为一个坐落位置的特征点;规模较大的长城墙体景观属多点景观,采集时依据地图学制图综合原则,沿墙体中心线间隔取点,遇到拐点、地势起伏较大的位置等适当增加特征点。研究区共采集敌台、烽火台、马面等单点景观24个,长城墙体景观22段(图1)。

图1   紫荆关长城研究区DEM及景观分布

Fig.1   The landscapes distribution map and DEM of study area around Zijingguan Great Wall

2.2 景观感知影响因子分析

景观感知中的可视状态主要通过特征点的可视域计算获取。由于长城单点和多点景观均规模较大,而紫荆关长城各景观都处于较好的观赏距离之内,因此本实例中忽略最佳距离因子。长城景观的最佳方位因子主要影响马面和敌台等;烽火台各方位的形态特征相同,因此感知效果相同。

紫荆关长城属于文化景观,影响观察者景观感知的因素还包括文化资源的遗存现状和价值。根据长城资源保存程度评价标准划分的五大类:较好、一般、较差、差、消失,结合实地调研情况,分别赋予权重1,0.8,0.6,0.4,0.2;同样,资源价值按照世界文化遗产、国家、省、市、县重点文物的等级,赋予资源价值权重。表1表2分别是紫荆关长城单点景观和墙体景观的编号、类型、资源价值、遗存现状及特征点等基本信息。单点景观按照名称简拼字母加顺序码方式编号,如敌台(D)、烽火台(F)、马面(M,其中MZ表示紫荆关马面,MX表示小金城马面)。

表1   紫荆关长城单点景观基本信息及影响因子权重分配

Table 1   The basic information and weight allocation for single-point landscapes of Zijingguan Great Wall

编号类型遗存资源编号类型遗存资源
现状权重价值权重现状权重价值权重
D1敌台0.4全国重点文物0.8MZ2马面较差0.6全国重点文物0.8
D2敌台0.4全国重点文物0.8MZ3马面一般0.8全国重点文物0.8
D3敌台0.4全国重点文物0.8MZ4马面0.4全国重点文物0.8
D4敌台0.4全国重点文物0.8MZ5马面0.4全国重点文物0.8
D5敌台0.4全国重点文物0.8MZ6马面0.4全国重点文物0.8
D6敌台0.4全国重点文物0.8MZ7马面0.4全国重点文物0.8
D7敌台一般0.8全国重点文物0.8MZ8马面0.4全国重点文物0.8
D8敌台一般0.8全国重点文物0.8MX1马面0.4省级文物0.6
D9敌台0.4全国重点文物0.8MX2马面0.4省级文物0.6
F1烽火台0.4省级文物0.6MX3马面较差0.6省级文物0.6
F2烽火台一般0.8省级文物0.6MX4马面0.4省级文物0.6
MZ1马面一般0.8全国重点文物0.8MX5马面0.4省级文物0.6

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表2   紫荆关长城墙体景观基本信息与特征点数量

Table 2   The basic information and feature points amount of wall landscapes of Zijingguan Great Wall

编号景观位置长度(m)特征点数编号景观位置长度(m)特征点数
Q1小金城北墙体1949.5665Q12紫荆关东城东南墙247.869
Q2小金城600.7320Q13紫荆关东城西北墙150.6914
Q3小金城南墙体83.496Q14紫荆关西城东南墙713.9459
Q4紫荆关关城东墙439.2625Q15紫荆关西城南墙862.3348
Q5紫荆关关城南墙473.3542Q16紫荆关西城西南墙1727.9782
Q6紫荆关关城西北墙180.8016Q17紫荆关西城1中段138.0410
Q7紫荆关关城北墙97.816Q18紫荆关西城2中段609.5742
Q8紫荆关瓮城东墙47.016Q19紫荆关西城西北墙530.0922
Q9紫荆关瓮城南墙462.4137Q20紫荆关西城1北墙833.4734
Q10紫荆关东城东北墙1731.87105Q21紫荆关西城2北墙198.8715
Q11紫荆关东城中段557.3041Q22拒马河南岸墙体243.3217

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2.3 交通线上的紫荆关长城景观感知度

本文利用长城景观与交通线的耦合,以交通线上旅游者在不同位置对长城景观感知的强弱差异为基础,设计计算模型,进行精确的定量分析。将具有不同数值的各景观感知度分布栅格单元,与交通线数据相叠加,提取落于交通线上的感知度数值,即为交通线景观感知度。

2.3.1 单点景观感知度

长城文化资源中的敌台、烽火台、马面等单点景观具有独立的旅游观赏价值。由于单点景观仅采用一个特征点表示,不能看见该景观的交通线感知度均为0,能看见景观的线路加权后的景观感知度也都相等,因此景观感知度不再分级。

图2显示了F1号烽火台、D9号敌台和MZ3号马面在不同交通路段上的景观感知度分布情况。F1号烽火台的可感知路段总长6 500 m,其中公路上的感知路段总长3 850 m,占研究区公路线总长的26.10%,占可感知路段总长的59.23%。D9号敌台的可感知路段较短,总长仅有1 950 m,其中公路上的感知路段长1 700 m,占可感知路段的87.18%,铁路感知路段仅有250 m,且分布离散。MZ3号马面铁路上的感知路段总长1 950 m,占可感知路段的35.78%,公路上的感知路段是铁路可感知路段的1倍左右。在所有24个长城单点景观中,整体上公路比铁路路段的可感知位置的连续性更强,铁路线上的可感知位置相对离散。其中,D2号敌台的公路感知路段最长,F2号烽火台在铁路线上的感知路段最长(表3)。

图2   单点景观感知度分布

Fig.2   Spatial pattern of single-point landscape perception

表3   紫荆关长城单点景观感知度情况分布表

Table 3   Single-point landscape perception degree distribution of Zijingguan Great Wall

编号可见像元数可见长度(m)感知路段占路线百分比编号可见像元数可见长度(m)感知路段占路线百分比
铁路公路铁路公路铁路公路铁路公路铁路公路铁路公路
D121991050495015.33%33.56%MZ229741450370021.17%25.08%
D2521772600885037.96%60.00%MZ339701950350028.47%23.73%
D3053026500.00%17.97%MZ448782400390035.04%26.44%
D453125015503.65%10.51%MZ530541500270021.90%18.31%
D5261371300685018.98%46.44%MZ632681600340023.36%23.05%
D6391281950640028.47%43.39%MZ732421600210023.36%14.24%
D71846900230013.14%15.59%MZ814770035010.22%2.37%
D8461412300705033.58%47.80%MX19164508006.57%5.42%
D953425017003.65%11.53%MX2123260016008.76%10.85%
F153772650385038.69%26.10%MX339701950350028.47%23.73%
F260733000365043.80%24.75%MX448782400390035.04%26.44%
MZ13218160090023.36%6.10%MX592845014006.57%9.49%

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2.3.2 墙体景观感知度

长城墙体作为一种分布广泛且连续的特殊人文景观,沿交通线观景效果极好。通过对各段墙体景观感知度进行归一化处理,分别除以墙体特征点数,得到分布于(0,1]之间的标准化感知度。

Q4墙体是紫荆关关城东墙,共有25个特征点。感知度在0.6以上的铁路连续路段就可达350 m,与感知度在0.6以上的公路路段总长相等,铁路上感知度在0.6以上路段总长约为公路线的4倍,而公路线上的墙体连续感知路段则为铁路线上的6倍。铁路线上的感知度分布呈现高感知与低感知的两极分化离散格局,而公路线上的感知度空间变化较平缓;主要原因是地形起伏度对可视域影响的结果,铁路线经过的区域起伏度大,公路线经过的区域起伏较小。从24条长城墙体的景观感知分布计算结果看(表4),公路线上的墙体感知度在量度大小和连续性方面整体上优于铁路线。其中Q6、Q10、Q12墙的感知效果较好,Q12为铁路感知路段中最长,感知度在0.6以上的路段约占铁路线总长的44.53%;Q7为公路感知路段中最长,感知度在0.6以上的路段约占公路线总长的39.66%。

表4   紫荆关长城墙体景观感知度情况(感知度>0.6路段)

Table 4   Wall landscape perception degree distribution table of Zijingguan Great Wall (sections above 0.6)

编号像元数长度(m)占路线百分比编号像元数长度(m)占路线百分比
铁路公路铁路公路铁路公路铁路公路铁路公路铁路公路
Q1119509500.73%6.44%Q1261883050440044.53%29.83%
Q21475023500.73%15.93%Q131479700395010.22%26.78%
Q363530017504.38%11.86%Q14633001504.38%1.02%
Q4267130035018.98%2.37%Q15131650509.49%0.34%
Q5633001504.38%1.02%Q1600000.00%0.00%
Q6321001600500023.36%33.90%Q1792045010006.57%6.78%
Q7211171050585015.33%39.66%Q181948950240013.87%16.27%
Q828321400160020.44%10.85%Q191736850180012.41%12.20%
Q92701350019.71%0.00%Q207183509005.11%6.10%
Q1035961750480025.55%32.54%Q2121541050270015.33%18.31%
Q1142342100170030.66%11.53%Q221839900195013.14%13.22%

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2.3.3 组景观感知度

景观分类、分组有助于更好地欣赏和体验景观的文化内涵。根据长城景观类型可分为敌台组、烽火台组、马面组以及墙体组,研究特定景观类型沿交通线的感知度分布情况。图3显示了敌台、马面和墙体三组不同类型景观的感知度分布情况。总体来看,单点景观组的连续高感知度路段较多,墙体组的连续高感知度路段较少;公路上的感知度变化平稳,铁路线上的感知度变化剧烈。

图3   各类组景观的交通线感知度分布

Fig.3   Spatial pattern of group landscape perception along the traffic line

敌台和马面组在公路上的高感知区集中分布在两条公路线交汇地带,且敌台组高感知路段明显大于马面组,在公路北部分布有一个敌台组景观的高感知路段;铁路上对两组景观的高感知路段分布离散,但也有能够同时观察到6个以上单点景观的较好观赏位置。墙体组由于特征点数量众多,在地形变化相对平缓的公路线上中低感知度的路段连续分布,可连续感知30%以上墙体特征点的路段达800 m以上,但高感知度点位较少。铁路线上的墙体感知度虽然也是以低感知区域为主,但高感知位置明显多于公路线,感知度最高位置也在铁路线上,能感知69%的墙体特征点。

3 交通线上的长城景观感知功能分段

旅游功能区划是旅游地规划设计的重要环节,一般依据旅游资源的类型和区位等进行划分。在能够明确区分旅游者景观感知的对象和内涵,并可以有效计算其感知程度的条件下,旅游功能区划就可以赋予更多的意义。由此本文进行了基于景观感知计算结果的交通线景观感知功能分段。

图4   紫荆关长城景观感知功能分段

Fig.4   Division of traffic line around Zijingguan Great Wall based on landscape perception

表5   紫荆关长城景观功能分段的内涵解析

Table 5   The division details of traffic line around Zijingguan Great Wall based on landscape perception

功能段编号感知段
长度(m)
最佳
观赏点
景观感知内容
单点景观
感知段
6299可连续观赏敌台:D1~6,8号敌台
7792可连续观赏马面:MZ2,3号,MX3,5号马面
111368可连续观赏烽火台:F1,2号烽火台
墙体景观
感知段
10945可连续观赏墙体:32%左右墙体特征点(虽无高感知点位,但感知度连续性强)
13847可连续观赏墙体:34%左右墙体特征点(虽无高感知点位,但感知度连续性强)
组景观
感知段
2337(4)马面、烽火台、墙体组:MZ4,5号MX2,4号马面;F1,2号烽火台;45%左右的墙体特征点
3424(5)马面、墙体组:MZ1~5号,MX3,4号马面;65%的墙体特征点
51450(8)、(9)马面、烽火台组:MZ5~8号马面;F1,2号烽火台
8687(10)敌台、马面、墙体组:D1~5,7,8号敌台;MZ2,3号,MX3号马面;37%左右的墙体特征点
综合景观
感知段
1624(1)、(2)、(3)F1,2号烽火台;D1,2,5~8号敌台;MZ1~4号马面;MX 2~4马面;69%左右的墙体特征点
4785(6)、(7)F1,2号烽火台;D2,5~9号敌台;MZ1~5号,MX1,3,4号马面;64%的墙体特征点
91732(11)、(12)、(15)、(16)F1,2号烽火台;D1~9号敌台;MZ1~6号,MX1~5号马面;66%左右的墙体特征点
12512(13)、(14)F1,2号烽火台;D2,3,5~8号敌台;MZ2~4号,MX2~4号马面;61%左右的墙体特征点

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根据单点景观、墙体景观和组景观等长城景观感知度的分布聚集情况,综合考虑线路类型和景观类型,本文尝试将紫荆关长城附近的交通线划分为4类长城景观感知功能段(图4表5):将以单一类型长城景观的感知分布为主的路段划分为单点景观感知段及墙体景观感知段;将可以同时较好的感知到2~3种长城景观类型的路段划分为组景观感知段;将感知种类齐全感知丰富性高的路段划分为综合景观感知段。同时,详细解读了各功能段景观感知对象、类型、编号和感知长度等详细信息,并确定了组景观和综合景观感知段的最佳观赏点位。

其中,单点景观感知段、墙体景观感知段感知对象针对性较强但丰富性不足,感知段距景观集中区相对较远,更适宜远距离观景;组景观感知段有助于更好地欣赏和体验多种类型景观组合下的文化内涵,感知效果相对较好;综合感知段内可感知景观类型齐全,感知景观数量大,资源价值等级较高,游客感知体验丰富,是进行旅游的最佳观赏区段。由图4可知紫荆关长城在公路及铁路线上均有综合景观感知段分布,说明交通线景观感知的方法能够很好地诠释紫荆关长城景观文化内涵,丰富游客交通线上的观景体验。

4 结论、讨论与展望

4.1 研究结论

本文对已有景观感知度概念进行扩展,在特定位置上的单点、多点和组景观感知度计算公式基础上,提出了基于集合表达的交通线景观感知度概念和模型。以紫荆关长城景观为案例,利用DEM视域分析方法,引入影响景观感知的资源价值、遗存现状等加权因子,实现了景观附近交通线的景观感知度定量计算。同时,以不同视角下的景观感知度为基础,将紫荆关附近交通线准确划分出4类景观感知功能段,并确定了组景观和综合景观感知功能段的最佳观赏位置。

实证研究结果显示,紫荆关长城文化资源中的敌台、烽火台、马面等单点景观不仅具有独立的旅游观赏价值,也能通过单点间的组合或与墙体等其他文化景观组合构成特定文化意义的景观组。紫荆关长城景观的公路感知效果整体上优于铁路线感知,公路线的可感知位置连续性更强,公路高感知区域主要分布在公路线交汇地带。铁路线上的长城景观感知度受地势影响,可感知位置相对离散,但也有部分感知度较高的典型区域。

铁路、公路、乡村道路等陆路交通线和水运航线等都可以作为旅游者行进过程中的观景空间载体。交通线景观感知度模型可以定量化计算沿交通线分布的旅游景观感知并确定其线性分布格局,特别适合大型造型地貌、宏伟建筑群等景观感知分析,丰富了交通线旅游文化内涵,扩展了交通线临近的大型旅游景观规划设计方法,能够将旅游规划设计从旅游地内部拓展到旅游地外围,对于旅游景观导引设计、旅游文化传播具有重要意义。

4.2 讨论与展望

本文重点是景观感知计算模型的方法讨论,在紫荆关实证研究中特征点选取方案不一定是最优的。另外,由于长城景观各类要素的规模较大,景观感知度计算的范围较小,因此计算中未考虑植被覆盖和距离对视域分析和感知的影响。

通过将文化景观抽象为特征点的景观感知定量表达,为文化学者、旅游学家与地理学家的合作提供了较好结合点。交通线景观感知度计算模型对于当代“智慧旅游”的发展具有潜在应用价值。根据景观感知的线路分布格局,“智慧旅游”系统可以为游客提供基于手机定位的旅游景观感知信息推送功能,实现新时代旅游的智能化、精准化。此外,通过构建与景观感知紧密结合的旅游信息分享平台,可以实现对旅游者自发信息的共享,为智慧旅游中的人性化管理提供支持。

The authors have declared that no competing interests exist.


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[J]. Advances in Computer Science and Education Applications,2011,(202):67-73.

[本文引用: 1]     

[10] Gary R Clay,Terry C Daniel.

Scenic landscape assessment: the effects of land management jurisdiction on public perception of scenic beauty

[J].Landscape and Urban Planning,2000,(49):1-13.

https://doi.org/10.1016/S0169-2046(00)00055-4      URL      [本文引用: 1]      摘要

The research presented here evaluated viewer preferences for a road corridor in southern Utah that is managed in part by the USDA Forest Service, and in part by the National Park Service. Because philosophical differences per agency can lead to visible differences in landscape characteristics, a traveler can be presented with a mixed and potentially confusing experience en-route. This potential for ambiguity could impact a visitor鈥檚 experience, which in turn might influence a region鈥檚 tourist potential. A preliminary field study was first conducted to document the motivations and concerns of visitors to the study area. A systematic photographic inventory was then generated along the 12-mile corridor that links Cedar Breaks National Monument with segments of the Dixie National Forest. The acquired photographs were employed in a perceptual assessment effort that studied observers perceptions of landscape scenic beauty as the road traversed from one jurisdiction to the other. The goal was to investigate the effects of jurisdictional differences on public perceptions of the scenic quality of the corridor. Preference scores were later related to expert-based assessments of the visible characteristics of the same test scenes, using the landscape/scene variables indicated by the preliminary field study; depth of view, proportion of road in view, and proportion of open meadow in view. Results indicated highest preferences for park managed scenes with a central open meadow framed by forest. Similar scenes in the forest-administered sections of the corridor were less preferred, apparently due to the effects of seasonal livestock grazing on visual features within the meadows.
[11] Bishop I D,Hulse D W.

Prediction of scenic beauty using mapped data and geographic information systems

[J]. Landscape and Urban Planning,1994,(30):59-70.

https://doi.org/10.1016/0169-2046(94)90067-1      URL      [本文引用: 1]      摘要

Public concern for the visual landscape has led to the widespread use of codified, replicable processes for assessing, documenting and predicting a landscape's scenic beauty. The work reported proceeds on the belief that estimates of the visual impact of landscape change should be based on its effect on locations, and not on specific circumscribed views. We argue that using the computational capabilities of a geographic information system (GIS), together with prediction equations based on assessment of video panoramas of locations affected by landscape change, more objective and cost-effective visual assessment and prediction procedures may be developed. The approacg employed is described. The validity of the results is assessed in terms of our ability to match both public and expert-based landscape assessment. Finally, some implications for future research of this type are considered.
[12] Vander Zanden E H.

Modelling the spatial distribution of linear landscape elements in Europe

[J]. Ecological Indicators,2013,(27):125-136.

https://doi.org/10.1016/j.ecolind.2012.12.002      URL      Magsci      [本文引用: 1]      摘要

Linear landscape elements, such as ditches, hedgerows, lines of trees and field margins, provide important habitats and ecosystem services and function as ecological infrastructure for species within agricultural landscapes. Spatial maps of the distribution of these elements are needed to better represent landscape structure within regional scale environmental assessments. We present wall-to-wall maps for green lines, ditches and grass margins for Europe, using spatial modelling of ground observations on linear features from the 2009 LUCAS (land use/cover area frame statistical survey) database. We compare different spatial interpolation methods, ranging from spatial autocorrelation-based methods to methods that explain the occurrence of elements based on biophysical and socio-economic information. Our results are 1 km(2) resolution maps of the occurrence of linear landscape elements for Europe. Independent validation of green lines based on aerial photographs showed the best results for interpolation based on regionally estimated regressions relating the occurrence of landscape elements to environmental and socio-economic location factors. The results confirm the importance of the underlying biophysical and socio-economic factors on the presence and abundance of linear landscape elements. However, the total explanatory strength of the considered factors is moderate and a considerable uncertainty in the exact distribution remains. (C) 2012 Elsevier Ltd. All rights reserved.
[13] Schirpke U.

Predicting scenic beauty of mountain regions

[J]. Landscape and Urban Planning,2013,(111):1-12.

https://doi.org/10.1016/j.landurbplan.2012.11.010      URL      Magsci      [本文引用: 1]      摘要

Scenic beauty of mountain landscapes contributes to human well-being. Valuation of natural scenery and specific landscape properties by perception studies is complex and time-consuming. Sophisticated spatial analysis tools can support the assessment of scenic beauty by quantitative methods. We implemented an innovative GIS-based modeling approach for mountain regions which combines objective methods with perception-based methods. Based on viewpoints, spatial patterns of visible landscape were analyzed by means of landscape metrics. A set of 60 landscape metrics were reduced by principal component analysis (PCA) to 11 components explaining 93% of the variance. The components were related to perceived scenic beauty values found through a perception study via stepwise regression analysis. We found that two components, shape complexity and landscape diversity, are positively related to visual quality (R-2 = 0.72). In the Central Alps, especially areas above the tree line are characterized by high scenic beauty. Abandonment of agriculturally used areas implies a loss of scenic beauty, mainly in the valley bottom and in the subalpine forest belt, as a result of urban sprawl and natural reforestation. The GIS-based model offers a valid instrument for scenic beauty assessments of mountain regions as a basis for policy making and landscape planning. (C) 2012 Elsevier B.V. All rights reserved.
[14] Sugimoto K.

Quantitative measurement of visitors’ reactions to the settings in urban parks: Spatial and temporal analysis of photographs

[J]. Landscape and Urban Planning,2013,(110):59-63.

https://doi.org/10.1016/j.landurbplan.2012.10.004      URL      Magsci      [本文引用: 1]      摘要

This study presents a method for quantitatively measuring visitors' reactions to the settings they encounter in an urban park. We conducted an experiment that required the participants to take photographs of scenes that they perceived positively in one urban park with a pond using digital cameras and wearing GPS loggers. Two courses around the pond were predetermined, and the respondents were divided into two groups, each of which was instructed to walk along each course. The spatial and temporal densities of photographs were visualized by kernel density estimation. Consequently, the accumulation patterns of visitors' interests were revealed. (C) 2012 Elsevier B.V. All rights reserved.
[15] Sugimoto K.

Analysis of Scenic Perception and Its Spatial Tendency: Using Digital Cameras, GPS loggers, and GIS

[J]. Procedia - Social and Behavioral Sciences,2011,(21):43-52.

https://doi.org/10.1016/j.sbspro.2011.07.010      URL      摘要

Visitor-employed photography has been used to analyze scenic perceptions with visitors鈥 on-site experiences. This study conducted an experiment at Hibiya Park in Tokyo, Japan using the visitor-employed photography (VEP) method and applied a spatial analysis approach. A digital camera and GPS logger were used to extract the photographs of preferred scenery and the locations photographed by participants. Kernel density estimation was applied to estimate the density of photo-taking locations. Moreover, we classified the photographs into nine categories, and the distribution of each was visualized. As a result, the spatial potential of the places that interest many participants was quantifiably measured.
[16] 王守成,郭风华,傅学庆.

基于自发地理信息的旅游地景观关注度研究——以九寨沟为例

[J].旅游学刊,2014, 29(2):84~92.

https://doi.org/10.3969/j.issn.1002-5006.2014.02.009      Magsci      [本文引用: 1]      摘要

自发地理信息作为旅游地理学研究的全新数据源,具有多时间尺度和多级空间尺度的特点。文章以九寨沟为例,通过采集旅游者上传的VGI照片数据,运用核密度估计方法挖掘多种时空尺度下旅游者关注度空间格局及其演化过程;同时,以互联网用户对照片的访问量为权重,进一步描述潜在旅游者的景观关注度。研究表明,旅游者对九寨沟的关注度格局相对稳定,旅游地尺度下的关注热点是树正沟、日则沟两条风景线,则查洼沟仅有少量景段关注度较高;风景线尺度下,树正沟的盆景滩-犀牛海景段,日则沟的诺日朗群海-镜海、珍珠滩瀑布-五花海、熊猫海瀑布-箭竹海景段,则查洼沟的五彩池-长海景段以及景区入口段等,均是旅游者关注度较高的热区;景点尺度下的树正群海、诺日朗群海、珍珠滩、五花海、熊猫海、箭竹海等水景观关注度日益提高,成为九寨沟的核心吸引物,而以藏族文化为主的人文景观关注度较低。研究同时发现,潜在旅游者受到照片上传者引导,其景观关注度格局也表现出层次性。
[17] Brabyn L,Mark D M.

Using viewsheds, GIS, and a landscape classification to tag landscape photographs

[J].Applied Geography, 2011,(31):1115-1122.

https://doi.org/10.1016/j.apgeog.2011.03.003      URL      Magsci      [本文引用: 1]      摘要

Landscape scenery is inherently difficult to conceptualize because of its perceptual nature. Yet landscapes are an extremely important resource for tourism and quality of life so there is a need to classify and manage landscapes. This paper shows how viewshed analysis based on the known location and direction of a photo can be used to tag a photo and this provides a method for assessing the New Zealand Landscape Classification. GIS visibility and overlay functions are combined with digital elevation data and a landscape classification to produce the tagged photos. This tool links an oblique view with multiple distance perspectives to a GIS dataset. There are complexities associated with distance perspectives and the appropriate balance of foreground and distant landscape. This paper argues that the benefits of automated tagging of landscape photos are threefold. The process of modelling landscape tags forces researchers to confront the complexity of landscape character classification. This in turn leads to improved methods for representing and classifying landscape character. Secondly, once tagging methods have been developed then people may choose to use these tools rather than to manually tag photos. Thirdly, such a tool provides the opportunity to utilize the increasingly important volunteered geographic information on the Internet for understanding landscape categories. Landscape photographs and associated tags on the Internet provide insight about landscape categories employed by the public. This could lead to the development of what is labelled "tag clouds" and a landscape "folksonomy". (C) 2011 Elsevier Ltd. All rights reserved.
[18] 肖笃宁,解伏菊,魏建兵.

景观价值与景观保护评价

[J].地理科学,2006,26(4): 506~512.

https://doi.org/10.3969/j.issn.1000-0690.2006.04.020      URL      [本文引用: 1]      摘要

景观以其兼具经济、生态、文化等多重价值而为人类所重视,又由于 人类活动日益强烈的干扰而面临景观破碎化和景观组分间连接性丧失的威胁,从而备受国内外学者的关注.文章从稀有性、多样性、功效性、宜人性、资源性以及美 学价值等方面对景观价值的内涵进行了评述,并介绍了景观价值定量化研究的方法;从视觉感知的角度对景观保护的评定方法和不同景观评定的实例进行了综述,并 结合中国的实际情况,列举了当前中国急需保护的各类景观,为中国自然保护事业提供参考依据.
[19] Chamberlain B C,Meitner M J.

A route-based visibility analysis for landscape management

[J]. Landscape and Urban Planning 2013,(111):13-24.

https://doi.org/10.1016/j.landurbplan.2012.12.004      URL      Magsci      [本文引用: 1]      摘要

Viewsheds and similar visibility analyses are used for a wide range of applications. These analyses were not originally designed for applications which are human-centered, such as with landscape planning. In these cases, a viewshed should be able to link a visibility evaluation to aspects of vision and perception. Visual Magnitude provides a way to calculate the amount of visibility by quantifying the effect of slope, aspect and distance of an area relative to the observer. We propose a new way of adapting Visual Magnitude for route-based applications so that planners can better understand not just how much is visible, but how what is visible may relate to an individual's judgment and response. The approach is tested using a popular tourist highway route through the Clayoquot Sound UNESCO Biosphere Reserve located on Vancouver Island of British Columbia, Canada. The outputs are: a probability surface of the average visibility of the visual space on the landscape, the maximum visibility from along the route, and from where this occurs. The results are 2D GIS-based images that enable the planner to identify areas where emotional peak responses may occur, in order to maximize viewing opportunities of beautiful areas or mitigate potential negative responses from these locations. This research represents a shift toward the development of geographic information system tools that provide vital information important for making decisions with people as the focus. (C) 2012 Elsevier B.V. All rights reserved.
[20] 李仁杰.

虚拟地理环境中的旅游景观感知度定量计算[D]

.石家庄:河北师范大学,2013.

[本文引用: 1]     

[21] 李仁杰,路紫,李继峰.

山岳型风景区观光线路景观感知敏感度计算方法——以武安国家地质公园奇峡谷景区为例

[J].地理学报,2011,66(2):245~256.

https://doi.org/10.11821/xb201102010      URL      [本文引用: 1]      摘要

将景观感知倾向性、景观美学与 质量评价等研究成果和旅游者感知评价结合,通过定量描述可以感知的生态景观,反向描述旅游者的景观感知程度,提出了景观感知敏感度概念,建立了观光线路景 观感知敏感度模型和基于栅格数据的景观感知敏感度计算方法。在充分考虑影响生态旅游者心理感知共性特征的基础上,选择景观可视状态、最佳观赏距离、最佳观 赏方位3个视域感知影响因子,和景观类型、资源等级、沉浸式生态景观3个生态感知影响因子,对感知敏感度进行定量描述,反映旅游者的景观感知程度及其空间 分异。以数字高程模型和高分辨率卫星影像为基础,生成虚拟三维景观,选择视域分析、空间叠置、缓冲区等方法,设计了基于山岳型风景区的观光线路景观感知敏 感度计算流程,并选择河北省邯郸武安国家地质公园奇峡谷景区进行实验,以验证计算方法和流程的可行性。景观感知敏感度为生态旅游地尤其是山岳型风景区规划 中识别旅游者的景观感知强度和空间分异奠定了基础。
[22] 阎建忠.

高原交通干线对土地利用和景观格局的影响——以兰州至格尔木段为例

[J].地理学报,2003,58(1): 34~44.

Magsci      [本文引用: 1]      摘要

<p>运用景观生态学方法和Arc/Info软件,研究1995年至2000年 兰州至格尔木铁路沿线的区域土地利用和景观格局变化,分析交通干线 (公路和铁路) 的影响程度与范围。主要结果如下:(1) 东线土地利用和景观格局没有发生显著变化,西线土地利用和景观格局变化较大;(2) 东线缓冲带土地利用程度综合指数没有显著变化,西线缓冲带土地利用程度综合指数明显升高。缓冲带综合土地利用动态度的变化反映了交通干线的轴向影响规律; 兰州至西宁铁路对土地利用变化的显著影响范围是5 km, 青藏铁路对土地利用变化的显著影响范围是7 km;(3) 9个城市缓冲带的土地利用变化分析表明:城市扩展主要发生在1 km缓冲带内。</p>
[23] 张慧.

青藏铁路沿线景观保护评价方法研究

[J].生态学报,2004,24(3):574~582.

Magsci      [本文引用: 1]      摘要

采用遥感和地理信息系统技术 ,对新建青藏铁路唐古拉山口至拉萨段铁路沿线景观进行分类和制图的基础上 ,以景观类型为评价对象 ,采用专家评分法对铁路沿线景观美景度进行了评价 ;根据海拔高度、降水量、植被覆盖度、Shanon-Winner多样性指数、物种丰富度、表层土壤厚度、净第一性生产力、工程扰动的敏感系数和破坏后恢复能力系数计算了景观的阈值。在景观美景度和景观阈值的基础上 ,确定了景观的质量级别。以景观相对于观景者的坡度和景观的可见度对铁路沿线景观敏感度进行了分析与评价。根据景观质量、景观敏感度和距离带 ,将铁路沿线分为不同的景观保护级别 ,为铁路工程建设合理设计工程和施工场地提供科学依据。
[24] 杨仲元,卢松.

交通发展对区域旅游空间结构的影响研究——以皖南旅游区为例

[J].地理科学,2013,33(7): 806~814.

Magsci      [本文引用: 1]      摘要

<p>基于交通优势度模型, 选取2001年、2005年以及2009年等3个时间截点, 运用交通优势度等分析方法研究皖南旅游区交通优势格局的空间变化特征, 并在此基础上探讨交通改善对皖南旅游区空间结构的变化影响。结果发现皖南旅游区交通优势水平逐渐提高, 交通发展重心逐渐向南转移, 交通格局由&ldquo;单极&rdquo;逐渐向&ldquo;双极&rdquo;形态转变;在交通水平提升的基础上, 旅游地空间格局逐渐优化, 景区间通达时间逐渐缩短, 客源市场结构也相应改变。</p>
[25] 汪德根,陈田,李立,.

国外高速铁路对旅游影响研究及启示

[J].地理科学,2012,32(3): 322~328.

URL      Magsci      [本文引用: 1]      摘要

交通是旅游系统的重要组成部分,是旅游发展不可或缺的先决条件,每一次交通运输方式的革命性突破都深刻地影响着旅游发展。作为当今世界“交通革命”重要推动力-高速铁路已在全世界普遍发展起来。在对所能获得的国外有关高铁旅游研究的代表性成果进行分析的基础上,从高铁对其他旅游交通系统、旅行方式、旅行时间、区域旅游收益、目的地旅游要素结构、目的地旅游空间结构的影响等方面进行了深入系统地分析。结果表明,国外对高铁旅游研究的关注度高,研究领域广,注重定量分析和实证研究,为中国高铁旅游研究提供了非常有价值的借鉴和范式。加强高铁旅游的理论和实证研究,有利于更客观地预测和评价高铁对旅游的影响,为高铁网络化时代旅游可持续发展提供科学依据。
[26] 赵传唏.

旅游景观美的观赏研究

[J].人文地理,1997,12(4):65~67.

URL      [本文引用: 1]      摘要

本文论及了旅游景观美观赏的重要性和复杂性、旅游景观美的观赏要求,进行了旅游景观美的观赏分类

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