Hindawi

Journal of Sensors
Volume 2019, Article ID 6530469, 9 pages
https://doi.org/10.1155/2019/6530469

Research Article
Topological Characteristics and Vulnerability Analysis of
Rural Traffic Network

Xia Zhu , Weidong Song, and Lin Gao

Cartography and Geographic Information Engineering, Liaoning Technical University, Fuxin 12300, China

Correspondence should be addressed to Xia Zhu; [email protected]

Received 12 December 2018; Revised 14 February 2019; Accepted 6 March 2019; Published 9 April 2019

Guest Editor: Lei Zhang

Copyright © 2019 Xia Zhu et al. This is an open access article distributed under the Creative Commons Attribution License, which
permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

Rural traffic network (RTN), as a complex network, plays a significant role in the field of resisting natural disasters and emergencies.
In this paper, we analyze the vulnerability of RTN via three traffic network models (i.e., No-power Traffic Network Model (NTNM),
Distance Weight Traffic Network Model (DWTNM), and Road Level Weight Traffic Network Model (RLWTNM)). Firstly, based on
the complex network theory, RTN is constructed by using road mapping method, according to the topological features. Secondly,
Random Attack (RA) and Deliberate Attack (DA) strategies are used to analyze network vulnerability in three rural traffic network
models. By analyzing the attack tolerance of RTN under the condition of different attack patterns, we find that the road level weight
traffic network has a good performance to represent the vulnerability of RTN.

1. Introduction Sumalee, and H. W. Ho propose a sensitivity analysis-based

approach to improve computational efficiency and allow
Complex networks play an important role in real life. With for large-scale applications of road network vulnerability
the development of China’s economy, the nationwide trans- analysis [3]. J. Wu, Z. Gao, and others’ discovery of scale-
portation network has been continuously improved, and free characteristics are reported on the network constructed
more emphasis has been placed on the construction and from the real urban transit system data in Beijing. It is shown
management of township, town, and county transportation that the connectivity distribution of the transit network
networks, and the overall goal of the construction of the “Four decays as a power-law, and the exponent 𝜆 is about equal
Good Rural Roads” has been comprehensively promoted. The to 2.24 from the simulation graph [4]. A. Q. H. Tran and
improvement of Rural Traffic Network (RTN) can improve A. Namatame have shown that some topological properties
the connectivity of urban traffic network and promote the of complex networks have a great impact on their stability.
overall economic development. At present, the national This observation study aims to understand the organization
expressway and the dry line network are basically fixed, principle of these networks and the interaction between
and the depth of the urban road network is expanded by topology and network dynamics [5]. R. M. May, S. A. Levin,
continuously improving the RTN. et al. mainly evaluated the reliability and vulnerability of the
For the study of the network characteristics of complex network. The results showed that the failure of the network
networks, V. Latora and M. Marchiori describe cost as caused by errors, interference of environmental conditions,
a measure of the cost (time, money, manpower, material or attacks may lead to global economic losses and social order
resources, etc.) needed to build a network, thereby analyz- destruction [6, 7]. O. Woolley-Meza, T. Verma, et al. have
ing the results of economic development in weighted and studied the high socioeconomic costs of large-scale disasters
unweighted networks in the topology [1]. Ake J. Holmgren that interfere with global social and technological infrastruc-
models the network of the Northern European and Western tures (such as mobile and transport networks) and have made
European power transmission networks, calculates the eigen- considerable efforts to understand how networks respond to
values of the network topology, and compares its errors and damage [8, 9]. X. Yang, A. Chen, B. Ning, et al.’s definition of
attack tolerance (structural vulnerability) [2]. P. Luathep, A. routes and route diversity and a solution algorithm based on
2 Journal of Sensors

characteristics of metro networks are described to calculate All the intersections of the traffic network are the nodes
the route diversity index and also develop the route diversity (N), and the lines connecting the nodes are the edges (M),
index for measuring passenger route choice and network constructing a topology model of the RTN.
vulnerability [10]. Q. H. Tran and Akira Namatame describe Three traffic network models are established based on the
the application of complex network analysis in the Worldwide actual situation of the existing rural traffic network. There
Aviation Network (WAN) to clarify the hidden characteristics are few important infrastructure and economically developed
of the network and provide insights on building stable areas in rural transportation network, which is generally
networks and improving network recovery capabilities [11]. the scope of People’s Daily travel activities, and the overall
M. Liu et al. developed a hierarchical model of road circuit transportation network has few special properties. Therefore,
cluster formed at various granularity levels of road network the NTNM is established to analyze the characteristics of
and proposed a vulnerability index to measure a series of the overall rural transportation network. The most obvious
events in failure scenarios and the damage consequences measurement index of rural traffic network is distance factor,
caused by these events [12]. Based on the complex network so a DWTNM is established to further analyze the character-
theory, Li Chengbing et al. analyzed the complex traffic istics of the overall rural traffic network. Considering the fact
network structure of urban agglomeration, constructed the that the current rural traffic network includes National Road,
road-track complex traffic network model, and analyzed the Provincial Road, County Road, and Rural Road, a RLWTNM
topological characteristics and vulnerability of the complex is established to analyze the current situation of the rural
traffic network [13]. In summary, the existing methods always traffic network in a more specific way, which is more in line
analyze the urban traffic network by using multiple models with the actual application of the rural traffic network, and
without considering the property of roads, especially the the analysis results are more accurate (the weight of road level
characteristics of rural traffic networks. is set according to China’s highway engineering technical
Generally speaking, the contributions of this paper are standards (JTG B01-2014)).
twofold. Firstly, according to the characteristic of the present
rural traffic network in China, we build a proper rural rating (1) No-Power Traffic Network Model (NTNM). All road
system, including National Road (G), Provincial Road (S), networks exist in the study area; there is no weight on the road
County Road (X), Rural Road (Y), and Special Road (Z). side; roads are restricted without direction, constructing the
Secondly, three static networks (No-power Traffic Network NTNM.
Model (NTNM), Distance Weight Traffic Network Model
(DWTNM), and Road Level Weight Traffic Network Model (2) Distance Weight Traffic Network Model (DWTNM). Based
(RLWTNM)) are modeled in order to explore the vulner- on NTNM, considering the influence of the spatial distance
ability of the RTN in Zhangwu in China. By employing on the traffic, the longer walking time of the road affects the
different attack patterns, we analyze the ability of three traffic efficiency. The traffic network is weighted by the actual
constructed networks in maintaining their connectivity after spatial distance; the road traffic has no direction restriction,
being attacked. constructing the DWTNM.

(3) Road Level Weight Traffic Network Model (RLWTNM). The

2. The Vulnerability Analysis of RTN traffic road network is classified to five categories according to
the road administrative level, which are divided into National
In this section, we analyze the vulnerability of RTN in
Road (G), Provincial Road (S), County Road (X), Rural Road
Zhangwu. The construction processes of three static networks
(Y), and Special Road (Z). Considering the RTN integrity,
are introduced in Section 2.1. Section 2.2 gives the topological
the Special Roads are exclusively used for factories, mines,
feature analysis of the three networks. Section 2.3 implements
forests, farms, oil fields, tourist areas, military sites, etc.
the vulnerability analysis by three networks under the condi-
Special Roads are built, maintained, and managed by special
tion of two kinds of attacks.
units that may cover National Road, Provincial Road, County
Road, and Rural Road. Therefore, instead of using Special
2.1. Rural Traffic Network Construction. The construction Roads in this study, Village Roads (C) are used to improve
methods of traffic network mainly include Road Mapping the overall traffic network. According to the traffic volume,
Method (RMM) and Site Mapping Method (SMM) [14–16]. task, and nature of China’s highway engineering technical
The RMM is road intersection to the node of the traffic standards (JTG B01-2014), different levels of traffic network
network according to the actual geographical location, and have different annual average daily traffic volume (ADT).
the section connecting the intersection to the edge of the National Road is a highway connecting important political,
traffic network; the SMM is road intersection to the edge economic, and cultural centers. It can generally adapt to
of the traffic network according to the actual geographical ADT = 15,000-55,000 vehicles; Provincial Road is the trunk
location, and the section connecting the intersection to the highway connecting the political and economic center or
node of the traffic network. For the RTN, the SMM cannot large industrial and mining areas. It can generally adapt to
be used to connect the whole network well because some ADT = 3000-7500 vehicles; County Road is a branch road
township roads or village roads have no stations so that SMM linking county or above cities, which can adapt to ADT =
cannot express the connectivity of the traffic network. RMM 1000-4000 vehicles; Rural Road and Village Road are branch
can reflect the characteristics of the RTN more intuitively. roads connecting counties or towns and townships, which
Journal of Sensors 3

Table 1: Road level weight value.

National Road Provincial County Road Rural Road Village Road

Road level
(G) Road (S) (X) (Y) (C)
Weight 0.4 0.3 0.2 0.05 0.05

can adapt to ADT less than 1500 vehicles. So the weights of {(V𝑖 , V𝑗 )|V𝑖 , V𝑗 ∈ 𝑉 and 𝑖 ≠ 𝑗} represent the traffic network
different levels of traffic network are set as shown in Table 1 edge. The weighting matrix 𝑊 is defined with the number of
(which meets the criterion of weights sum of 1). road nodes as the size of 𝑁 × 𝑁. 𝑉𝑖 and 𝑉𝑗 are any nodes in
Assume that RTN construction is defined as 𝐺 = (𝑉, 𝐸), the road network, respectively; the adjacency matrix of graph
where 𝑉 = {V1 , V2 , V3 , ⋅ ⋅ ⋅ , V𝑛 }is a set of all road nodes; 𝐸 = 𝐺 = (𝑉, 𝐸) is 𝐴 = (𝑎𝑖𝑗 )𝑛×𝑛 , and it is defined as follows:

{𝑊𝑖𝑗 𝑉𝑖 is directly connected to V𝑗 (Use weight to indicate liquidity)

𝑎𝑖𝑗 = { (1)
{0 Not directly connected

2.2. Topological Characteristics Analysis. Currently, it is dif- number of edges is 𝐶𝑖 = 2𝑀𝑖 /𝑘𝑖 (𝑘𝑖 − 1). The clustering
ficult to evaluate the vulnerability with a universal metric. coefficient of the entire network is
A proper way to quantify the vulnerability of a network
should be designed based on the demand of a real-world 1
𝐶=( ∑𝐶 ) (3)
system. Therefore, considering the commuting efficiency and 𝑁 𝑖 𝑖
the underlying network structure, we use three evaluation
metrics to estimate the vulnerability of RTN. The three 𝐶 = 0 indicates that all nodes are isolated nodes; 𝐶 = 1
metrics include average distribution, clustering coefficient, indicates that the network is globally coupled; that is, any two
and average path length. The definitions of the three metrics nodes are connected.
are given as follows.
(3) Average Path Length. The average path length, represented
(1) Average Distribution. At present, many complex networks as ℓ, refers to the average distance between a pair of nodes in
have a heterogeneous topology phenomenon; that is, some the giant component. It is defined as follows:
network nodes have a very large number of edges connected,
1
but most network nodes only connect several edges. The ℓ = ⟨ℓ𝑖𝑗 ⟩ = [ ∑ ℓ𝑖𝑗 ] (4)
degree 𝑘𝑖 represents the number of connection edges of the 𝑁 (𝑁 − 1) 𝑖=𝑗∈𝑉
̸
[ ]
network node 𝑖, and the network node degree is characterized
by a distribution function 𝑃(𝑘), which gives a probability that where ℓ𝑖𝑗 is the distance between nodes 𝑖 and 𝑗 in a network.
the randomly selected network node has 𝑘 edges. Thus, for In particular, ℓ𝑖𝑗 is equal to finite value only if the 𝑖 and 𝑗 both
a large value 𝑘, the degree distribution is as follows: 𝑃(𝑘) ∼ exist in the giant component. A short average path length
𝑘−𝛾 (𝑖𝑓 𝑘 󳨀→ ∞, 𝑃(𝑘)/𝑘−𝛾 󳨀→ 1). Therefore, the average means a high effective connectivity of RTN.
distribution of RTN graphics is
2𝑀 2.3. The Vulnerability Analysis of RTN. At present, domestic
⟨𝑘⟩ = (2) and foreign research scholars have no clear concept of
𝑁
vulnerability, and some scholars will combine the words of
where 𝑁 is the number of road nodes and 𝑀 is the number vulnerability, stability, and risk. Combined with the current
of road links between road nodes. research conclusions, the road network suffers from the unex-
pected external events, resulting in the loss of the use of some
(2) Clustering Coefficient. Many complex networks now show road nodes and road sections, resulting in the redistribution
a tendency to cluster. In social networks, this represents a of load within the road network. The nature of the ability to
circle of friends that each member knows about each other. resume normal traffic is vulnerability. Therefore, each road
The meaning of the clustering coefficient is to express the node and road section in the transportation network have
local attribute of the triangle “density” in the captured graph. different traffic levels, and the vulnerability analysis of the
The two vertices connected to the third vertex are also traffic network needs to consider the overall network (global
directly connected to each other. The degree 𝑘𝑖 of node 𝑖 analysis). The traffic level at the time of no accidents is taken
in the network simultaneously expresses 𝑘𝑖 neighbor nodes. as the initial value, and the traffic volume is redistributed at
The maximum number of edges between neighbor nodes is the fastest speed after the accident. The traffic level after the
( 𝑘2𝑖 ) = 𝑘𝑖 (𝑘𝑖 − 1)/2. The clustering coefficient 𝐶𝑖 of the traffic returns to normal operation is used as a vulnerability
network node 𝑖: the ratio of the number of edges 𝑀𝑖 actually analysis value compared with the initial value to analyze the
existing between the 𝑘𝑖 neighbor nodes to the maximum severity of the vulnerability.
4 Journal of Sensors

(a) (b)

Figure 1: Traffic network structure diagram of the experimental area ((a) traffic network containing nodes; (b) traffic network road level).

Table 2: Detailed parameters of the traffic network model.

Traffic Clustering
Nodes Links Average Average path Network
Network coefficient
number (N) number (M) degree (K) length (L) efficiency (E)
Model (C)
NTNM 1840 2054 2.177 0.031 25.836 0.039
DWTNM 1840 2054 2.177 0.031 41.181 0.024
RLWTNM 1840 2054 2.177 0.031 15.203 0.066

Based on the research in this paper, 𝑁 is the num- 3. Experimental Data Analysis
ber of road nodes in the overall road network. The road
length between road nodes 𝑖 and 𝑗 is 𝑑𝑖𝑗 , and ℓ𝑖𝑗 is the 3.1. Experimental Data and Statistical Characteristics.
shortest path length from node 𝑖 to 𝑗. That is, ℓ𝑖𝑗 = Zhangwu County, which is affiliated to Fuxin City, Liaoning
min𝑉(𝑖,𝑗) 𝑑𝑖𝑗 (𝑑𝑖󳨀→𝑗 = 𝑑𝑗󳨀→𝑖 , ℓ𝑖󳨀→𝑗 = ℓ𝑗󳨀→𝑖 = ℓ𝑖𝑗 ); therefore, the Province, is located in the northwestern part of Liaoning
road network efficiency between road nodes 𝑖 and 𝑗 is defined Province, with a total area of 3,641 square kilometers. Among
as them, three National Roads pass through the county; the
actual mileage is 250 kilometers; there are two Provincial
1 Roads; the actual mileage is 169 kilometers, and the total
𝜀𝑖𝑗 = (5)
ℓ𝑖𝑗 mileage of the county’s transportation network is 2875
kilometers as shown in Figure 1.
Under the overall analysis of the traffic network, consider the
efficiency of all networks:
3.2. Statistical Analysis of Traffic Network. We use the afore-
1 1 1 mentioned method in Zhangwu rural road network to build
𝐸= ∑𝜀𝑖𝑗 = ∑ (6)
𝑁 (𝑁 − 1) 𝑖=𝑗̸ 𝑁 (𝑁 − 1) 𝑖=𝑗̸ ℓ𝑖𝑗 up a topological model. By Matlab and Pajek software, the
basic topological characteristics of three models are obtained,
Considering the occurrence of an unexpected event, 𝐸0 as shown in Table 2.
is the initial efficiency of the initial network traffic state, In Table 2, the number of network edges is 2054, and the
𝐸𝑖 is the efficiency of the traffic state after the accident, number of nodes is 1840. The average value of the vertex
and 𝐷 is the difference between the efficiencies of the degree is 2.1766, which shows that the intersections are mostly
traffic network before and after; that is, the traffic network connected with 3 or 4. The average path length of RLWTNM
vulnerability: is 15.203. It shows that the rural roads account for a large
proportion of Rural Roads, mostly broken roads, and the
𝐸𝑖 − 𝐸0 road network connection relationship is relatively simple;
𝐷= × 100 (7) the distribution of traffic network degree and the probability
𝐸0
distribution of the node degree are shown in Figures 2 and
The result is a dynamic response to the failure of the 3, respectively. As shown in Table 2, the clustering coefficient
entire network system, and how the location of the fault of the RTN is C=0.0313. Generally speaking, there are fewer
propagates as well as the consequences for the entire traffic connecting lines between road nodes in the RTN; thus the
network. overall accessibility is poor, and the degree of grouping is not
Journal of Sensors 5

Degree Distribution
5
4.5
4
3.5
3

K
2.5
2
1.5
1
0.5
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
N

Figure 2: Distribution of traffic network degree.

Degree Distribution
0.5

0.45

0.4

0.35

0.3
P(K)

0.25

0.2

0.15

0.1

0.05

0
0 1 2 3 4 5
K
Figure 3: Probability distribution of traffic network degree.

high; by comparing the average shortest path lengths of the connected road link is deleted. RA randomly selects road
three traffic network models, the average shortest path length nodes for attack each time until all road nodes have finished
of the DWTNM has the best performance, indicating that attacking. DA selects attack strategies, which are based on
the RTN connectivity is relatively poor. The average shortest node-first attack strategies with high efficiency until the road
path length of the RLWTNM is the smallest, indicating that nodes are attacked.
the RTN connectivity is relatively good; the RLWTNM has
the highest efficiency value of the whole network. Comparing (1) Random Attacks (RA). The road vulnerability computed
with the other two traffic network models, different road by NTNM is shown in Figure 4(a), and the highest vulnera-
levels in the RTN have different traffic carrying capacity and bility value is generated when the 50th road node is randomly
usage efficiency. attacked; the vulnerability of the DWTNM is shown in
Figure 4(b). The vulnerability value of the entire RTN varies
3.3. Analysis of Two Attack Strategies for RTN. In this paper, with the increase of the distance weight. Compared with
we use two attack strategies: Random Attacks (RA) and the NTNM, the vulnerability value of the overall RTN has
Deliberate Attacks (DA). Based on the RTN structure, there increased; the vulnerability of the RLWTNM is shown in
is no protection measure, and the attack cost and capacity Figure 4(c). The traffic network with road level weights
limitation are not considered. When an attack is completed, constraint improves the efficiency and carrying capacity of
the attacked road node can be invalidated, and the connected high-level road networks. Compared with the NTNM, the
road link is disconnected; the road node is deleted, and the trend of vulnerability changes is basically the same, but
6 Journal of Sensors

Random Attack Random Attack

14 10

12
8
10
6
8

D
6
D

4
2
2
0
0

−2 −2
0 200 400 600 800 1000 1200 1400 1600 1800 2000 0 200 400 600 800 1000 1200 1400 1600 1800 2000
N N

none distance
(a) (b)
Random Attack Random Attack
14 14

12 12

10 10

8 8

6 6
D
D

4 4

2 2

0 0

−2 −2
0 200 400 600 800 1000 1200 1400 1600 1800 2000 0 200 400 600 800 1000 1200 1400 1600 1800 2000
N N

level none
distance
level
(c) (d)

Figure 4: Random Attack traffic network ((a) NTNM; (b) DWTNM; (c) RLWTNM; (d) three traffic network model comparison graphs).

the road node vulnerability of high-level road networks is In Figure 5(d), the slope of the vulnerability curve of
enhanced. As shown in Figure 4(d), the three traffic network the RLWTNM is higher than the other two traffic network
models show that the vulnerability value calculated by the models. In line with the actual traffic conditions, when
DWTNM changes greatly, and the value of the RLWTNM has the important road sections fail, it will quickly lead to the
a large contrast. overall RTN. The vulnerability of different levels in actual
traffic networks is different. The utilization rate and carrying
(2) Deliberate Attacks (DA). Figures 5(a)–5(c) show the capacity of high-level road networks are relatively high, and
vulnerability calculated from the RTN. The three traffic they also have high vulnerability.
network models have the same trend, and the attacks are
performed in descending order of the link efficiency. The 3.4. Vulnerability Analysis of RTN. With the topological
higher the efficiency, the greater the vulnerability of the road statistics, the vulnerability of traffic networks can be learned
link. Traffic links with high vulnerability and high risk needs from the decline of their performance compared to the
to be maintained. initial state. Different network characteristics can be used
Journal of Sensors 7

Deliberate Attack Deliberate Attack

14 10

12
8
10
6
8

D
6
D

4
2
2
0
0

−2 −2
0 200 400 600 800 1000 1200 1400 1600 1800 2000 0 200 400 600 800 1000 1200 1400 1600 1800 2000
N N

none distance
(a) (b)
Deliberate Attack Deliberate Attack
14 14

12 12

10 10

8 8

6 6
D
D

4 4

2 2

0 0

−2 −2
0 200 400 600 800 1000 1200 1400 1600 1800 2000 0 200 400 600 800 1000 1200 1400 1600 1800 2000
N N

level none
distance
level
(c) (d)

Figure 5: Deliberate Attack traffic network ((a) NTNM; (b) DWTNM; (c) RLWTNM; (d) three traffic network model comparison graphs).

for describing the performance of network. In this section, Figure 6(b). The weight assignment of the RTN is based
we analyze the vulnerability of RTN via those three models, on the length of the actual distance, so the road link with
as described in Figure 6. The results of the vulnerability high vulnerability is caused by the actual distance length.
analysis of the traffic network in the experimental area In the traffic network constructed by the RLWTNM, the
show the following. In the traffic network constructed by most vulnerable link of the experimental area is shown
the NTNM, the most vulnerable link of the experimental in Figure 6(c). The constructed traffic network divides the
area is shown in Figure 6(a). The constructed traffic network weight value according to the road level, and the high-level
is based on the theoretical model of European space. The road link has a higher utilization rate and a higher relative
highly vulnerable road link is generated by the high effi- weight assignment. Therefore, the highly vulnerable road
ciency of the theoretical road link, so the location of the links are distributed on the National Road, G101 Jingshen
vulnerable link is deviated from the actual traffic situation. Line; and the utilization rate is high and the bearing capacity
In the traffic network constructed by the DWTNM, the is strong, which is in line with the actual traffic condi-
most vulnerable link of the experimental area is shown in tions.
8 Journal of Sensors

none distance
Township government Township government
Administrative village Administrative village
Natural village Natural village
none network distance network
National Road National Road
Provincial Road Provincial Road
Country Road Country Road
Township Road Township Road
Village Road Village Road
Country Country
Township Township

(a) (b)

level
Township government
Administrative village
Natural village
level network
National Road
Provincial Road
Country Road
Township Road
Village Road
Country
Township

(c)

Figure 6: The severe traffic link of the RTN in the experimental area ((a) NTNM; (b) DWTNM; (c) RLWTNM).

4. Conclusion average degree of the three traffic network models is 2.1766,

and the overall trend of single link connection is relatively
Based on the existing complex network theory, this paper simple. The clustering coefficient is 0.0313, indicating the
constructs the No-power Traffic Network Model (NTNM), poor accessibility of the transportation network in Zhangwu.
the Distance Weight Traffic Network Model (DWTNM), and The average path length of the Road Level Weight Traffic
the Road Level Weight Traffic Network Model (RLWTNM). Network Model is 15.2032, and the median value of the
By analyzing the distribution results of the Rural Traffic three models is the minimum. It is most suitable to analyze
Network (RTN), the traffic network of Zhangwu County the actual traffic network of Zhangwu county (the actual
showed no scale phenomenon. The three types of traffic traffic network of Zhangwu county is not as bad as the
network models were attacked by two kinds of manners in other two models). The road network efficiency of the
order to analyze the vulnerability. The results show that the Road Level Weight Traffic Network Model is 0.0658, and
Journal of Sensors 9

the median value of the three models is the largest, which [8] O. Woolley-Meza, D. Grady, C. Thiemann, J. P. Bagrow, and
better reflects the actual application efficiency of the traffic D. Brockmann, “Eyjafjallajökull and 9/11: the impact of large-
network in Zhangwu county. The Road Level Weight Traffic scale disasters on worldwide mobility,” PLoS ONE, vol. 8, no. 8,
Network Model of Zhangwu county reflects the actual traffic Article ID e69829, 2013.
situation more, and the road links with high vulnerability [9] T. Verma, N. A. M. Araújo, and H. J. Herrmann, “Revealing the
were analyzed on the high-level traffic network (National structure of the world airline network,” Scientific Reports, vol. 4,
Road, G101 Jingshen Line). It is necessary to take protective p. 5638, 2014.
measures for high-vulnerability road links, which prevented [10] X. Yang, A. Chen, B. Ning et al., “Measuring route diversity
natural disasters or unexpected events from affecting traffic. for urban rail transit networks: a case study of the beijing
In the future, we would consider more factors that affect the metro network,” IEEE Transactions on Intelligent Transportation
Systems, vol. 18, no. 2, pp. 259–268, 2017.
Rural Traffic Network and optimize the expansion direction
of the Rural Traffic Network. [11] Q. H. Tran and A. Namatame, “Worldwide aviation network
vulnerability analysis: a complex network approach,” Evolution-
ary and Institutional Economics Review, vol. 12, no. 2, pp. 349–
Data Availability 373, 2015.
[12] M. Liu, J. Agarwal, and D. Blockley, “Vulnerability of road
The Zhangwu County Traffic Network data used to support networks,” Civil Engineering and Environmental Systems, vol. 33,
the findings of this study have not been made available no. 2, pp. 147–175, 2016.
because the original road network data is the traffic situation [13] B. C. Li, L. Wei, X. F. Li, and Y. Z. Lu, “Study on vulnerability of
of the real county location in China, and it is real and effective urban group composite transportation network based on attack
reality data. It can reflect the real data of China’s geographical strategy,” Journal of Highway and Transportation, no. 03, pp. 101–
location. Therefore, it cannot be made public. However, the 109, 2017 (Chinese).
results of the later results can be referenced and applied. [14] M. G. Wang, A Study on Property and Evolution of Road Network
of Urban Agglomeration, Central South University, 2012.
[15] H. M. Zeng, X. M. Li, and D. Liu, “The properties of traffic
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The authors declare that they have no conflicts of interest.
[16] M. Zhao, Research of Characteristics of Urban Transport Network
Based on Complex Network Theory, Chongqing Normal Univer-
Acknowledgments sity, 2012.

This paper is supported by the Liaoning Province Doc-

toral, Liaoning Provincial Natural Science Fund Project
Key Project (20170520141), and Liaoning Provincial Public
Welfare Research Fund Project (20170003).

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