过去十余年，青藏高原的公路建设取得了里程碑式的成就，近一半路网为2010年以来建成，分别在2013年和2020年实现了县县通公路和乡乡通公路，极大改变了青藏高原的交通基础条件。及时对这一剧烈的变化及未来公路规划的效果进行科学评估，对青藏高原交通基础设施未来进一步的规划建设具有重要的意义。本文基于第二次青藏科考调查数据，针对青藏高原公路网络建设与规划情况进行评价，采用了复杂网络的方法，。具体而言，以科考实地调研获取的道路数据，并依据不同等级道路的速度限制标准进行赋值，基于不同的规划年份、不同尺度以及不同公路行政等级构建统共二十七种网络模型进行比较，以复杂网络理论中点的度中心性、加权度、偏心率、接近中心性、调和中心性、中介中心性、特征向量中心性、网页排名、集聚系数等指标作为评价网络的手段，进而总结不同网络的不同特征。

本文的结论主要有以下几点：（1）现状国道对于地市的覆盖已经实现全覆盖，对于区县的覆盖也相当完整，但对乡镇覆盖还有待提升。（2）现状高速可弥补国道速度慢的缺点，有效提高不同行政区彼此联通的可达性。（3）2030年规划国道强化了地市间联系，基本定型区县间联通关系，扩大乡镇网络的规模，极大的加强了对于各个地方的连接。（4）2030年规划高速公路极大地拓展了高速网络的规模，高速网络不再只是国道的辅助，而是相互分工的两套体系，有机结合后形成干线网络。（5）2035年规划国道上进一步强化地方连接，加快实现“县县通国道”。（6）2035年规划高速公路实现“地市通高速”，提高不同行政区彼此联通的可达性。

本文创新点主要有两处，首先多尺度审视规划的细节影响，不仅基于地市的宏观层面探讨整体规划。也在基层行政单元视角上进行讨论。其次通过比较高速、国道的单独网络和复合网络，更加准确地判断了在没有高速网络情况下道路的体系以及在拥有高速网络情况下网络体系的影响。

In the past decade or so, milestone achievements have been made in road construction on the Qinghai-Tibet Plateau. Nearly half of the road network has been completed since 2010, with roads connecting counties and townships in 2013 and 2020, respectively, greatly changing the basic transportation conditions on the Plateau. Timely scientific evaluation of this drastic change and the effect of future highway planning is of great significance to the further planning and construction of transportation infrastructure on the Qinghai-Tibet Plateau. Based on the data of the second Qinghai-Tibet scientific survey, this paper evaluates the construction and planning of the highway network in the Qinghai-Tibet Plateau and adopts the method of complex network. To be specific, road data obtained from scientific field research are assigned according to the speed limit standards of different levels of roads. Twenty-seven network models are constructed based on different planning years, different scales and different administrative levels of highways for comparison. Measures such as degree centrality, node weight, eccentricity, closeness centrality, harmonic centrality, betweenness centrality, eigenvector centrality and clustering coefficient were used to evaluate the networks based on complex network theory.

The main conclusions of this article are as follows: (1) The current national highways have achieved full coverage of cities and counties, but coverage of townships still needs to be improved. (2) The current expressways can compensate for the slow speed of national highways, effectively improving the accessibility of different administrative regions to each other. (3) The 2030 national highway plan strengthens the connection between cities, solidifies the basic connection between counties, expands the scale of township networks, and greatly enhances connectivity among different regions. (4) By 2030, the plan for the expressways greatly expanded the scale of the high-speed network. The high-speed network is no longer just an auxiliary to the national highways, but rather two separate systems that complement each other, and are organically combined to form a trunk network. (5) By 2035, the plan further strengthens local connections on national highways, accelerating the realization of "every county connected to national highways". (6) By 2035, the plan aims to achieve "cities connected by high-speed", improving the connectivity between different administrative regions.

There are two main innovations in this paper. First, the detailed impact of the planning is examined at a multi-scale, and the overall planning is not only discussed at the macro level of cities and cities. It is also discussed from the perspective of grassroots administrative units. Secondly, by comparing the individual network and complex network of high-speed and national roads, the paper more accurately judges the road system in the absence of high-speed network and the influence of network system in the presence of high-speed network.