## 8 Conclusions and Recommendations
### Recommendations  
In view of the evolutionary characteristics of the passenger transport network spatial pattern, \"growth pole development model\" and \"region development model\" can be applied for the deeper level development. Take Chengdu, Chongqing, and Guiyang as the primary growth poles; Xi'an, Nanning, Kunming, Lanzhou, Haikou, Xining, and other provincial capitals as the secondary growth poles; and other cities as the tertiary growth poles. The inland areas mainly rely on Chengdu-Chongqing urban agglomeration, Central Guizhou urban agglomeration, Guanzhong Urban Agglomeration, and central Yunnan urban agglomeration. Coastal areas can strengthen the cooperation between Beibu Gulf district and Guangdong-Hong Kong-Macao Greater Bay Area, make rational use of the geographical advantages of each district to better optimize resource allocation, strengthen inter regional industrial cooperation, reinforce the undertaking capacity between sub central cities and central areas, and radiate adjacent areas in multiple directions to improve the overall district efficiency and promote the linkage development of the western region. In view of the spatial pattern evolution characteristics of the logistics network, we can apply the \"axis of development model\"; a first-level development axis was constructed with the three main corridors of the New Western Land-Sea Corridor, and it takes the northwest line (Xi 'an-Lanzhou-Xinjiang) as the secondary development axis. Along the upper reaches of the Yangtze River, when a three-level development axis is built, we will achieve effective connectivity with the Belt and Road Initiative and the Yangtze River Economic Belt. At the same time, Yunnan province can reasonably take the advantage of its geographical advantages in the southwest border area to connect Myanmar, Laos, and Vietnam and realize the connection with the Indian Ocean, which not only alleviates the transport pressure of the three main corridors of the New Western Land-Sea Corridor, but also shortens the transport time. This can snatch the construction opportunity of the strategy for large-scale development of western China and the Belt and Road Initiative; speed up the construction of the railway, highway, route, pipelines and other infrastructure; improve transportation, logistics, and economic integrated three-dimensional network corridors; give full play of the gathering and driving role of the channel economy and overall planningtransportation supply of goods; reduce trade cost; deepen the international cooperation and communication; and support the coordinated development of New Western Land-Sea Corridor. In view of the network resilience properties of the passenger and freight transport network, the disturbance strategy of node degree value has the greatest impact on the performance of the whole network and key networks. The urban nodes with a high degree in Chengdu, Chongqing, Xi'an, Guiyang, Kunming, and Nanning in the passenger transport network should be protected, and the urban nodes with a high degree in Chengdu, Chongqing, Guiyang, Zunyi, Xi'an, Kunming, Nanning, Ordos, Luzhou, Nanchong, Guigang, and Yulin in the freight transport network should be protected. Parallel lines or alternative lines can also be established in areas with a high degree and medium values to improve network robustness and realize the effective connection of multiple paths. In the key freight network, the edge-based stochastic strategy has a greater impact on it, so we should focus on protecting the connections of the three main channel development axes: Chongqing-Guiyang-Nanning-Beibu Gulf, Chongqing-Huaihua-Liuzhou-Beibu Gulf, and Chengdu-Luzhou (Yibin)-Baise-Beibu Gulf. This avoids the paralysis of the main channel transport lines.