## 5 Conclusions  
This paper measures the evolution of village land transportation accessibility and _potential_ since the beginning of the shift in transport mode in Anxin County by analyzing the spatial network and its centrality weighted by the Village Development Index. Based on this analysis, a development strategy adapted to the modern transport system is established for waterside villages in Anxin County. The evolution of the road network system indicates that the network changed from disorder to regularity then to abundance in morphology from 1964 to 2008, when a modern highway system was established to connect each village. In this process, road networks' connection with water was weakened. To answer the first question, temporal changes in an _accessibility_ advantage reflect the redistribution of transport resources during the construction of the land transportation system in the study area. The dominant process switches from cohesiveness with water bodies to an even distribution then to an aggregated distribution dominated by the road network. In terms of village potential, in 1964, when the modern road network system was not yet built, villages either close to water bodies or to the road network had high potential. In contrast, in 2008, when the modern road network was completed, villages that benefitted from proximity to both the road network and the surrounding villages gained high potential. Thus, it can be inferred that to meet the two requirements above, a hierarchical clustered structure of waterside villages should be built, relying on the main road network to meet the new need for a modern transport system. Next, to answer the second question, we first proposed a land transportation-oriented hierarchical spatial structure to adapt to the modern transport system, including core villages, sub-core villages, connectivity villages, and sub-villages. In order to save resources, governments could provide different development strategies for them. Core or sub core village could be given priority to more construction facilities, so that surrounding lower-grade villages can also have access to services and facilities provided by them via connectivity villages. Moreover, the hierarchy can support the upcoming \"Village Relocation and Combination Planning\" for Bailyangdian Lake Area (proposed in the _Baiyangdian Ecological Environment Management and Protection Planning_). Population, size, and transport condition are key factors to identify villages with a high residential field and power, who hold more attraction for households to move to. In the hierarchy village structure proposed in Section 3.5, core villages and sub-core villages have advantages in these three factors [33]. Thus, they should be the primary choice as destinations for population relocation while having the top priority for investment. The strategies of developing connectivity villages need to focus on strengthening their links to the core villages. Employing semi-waterside villages as connectivity villages facilitates the integration of water and land transportation modes to produce a greater positive effect. In addition, because sub-villages are not outstanding in all parameters, in decision-making they can be merged with core or sub-core villages into batches in order to increase the efficiency of land use. Secondly, by discovering the temporal law of _accessibility_ and _potential_, we find that promoting road construction around semi-waterside villages and strengthening the connectivity of the southern section of the Rongcheng-Lixian Provincial Highway will effectively enhance the efficiency of the modern transport system. This study has some limitations because of the lack of data from the past decade to support an even finer-grained study. From a methodological perspective, villages that are located entirely in water bodies were not investigated or considered, which may slightly affect the accuracy of the _accessibility_ if integrating both water and land transportation modes.