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The vulnerability evolution of human settlements system on the micro-scale is a direct indicator of the local impact of global environmental change. Traditional agricultural areas are most vulnerable to climate and market changes. Due to the lack of historical statistics, micro-scale quantitative studies on the historical evolution of vulnerability are extremely scarce. From the perspective of the socio-ecological system, this study conducted field investigations along with quantitative assessment and an ethnographic approach to explore the vulnerability change of rural human settlements system since 1980 in Jia County, an agro-pastoral interlocking area. The study found that the vulnerability of natural, dwelling and social systems has continued to decrease, while human system vulnerability increased. At present, the RHSS is characterized by the poor quality of the river, a depressed rural population and a large gap between the rich and poor as weaknesses, and is characterized by sandstorm disaster reduction, more robust rural roads, adequate water for domestic use and high social security as strengths. Results revealed that ecological projects, increased precipitation, market changes, urbanization siphoning and farmer behaviors are key drivers to the vulnerability change since 1980. The study findings can be directly applied to rural revitalization strategies, vulnerability mitigation and adaptive management practices in China. In addition, the vulnerability evolution under multiple perturbations can provide guidance for settlement planning and construction in traditional agricultural areas among developing countries under global changes. [ABSTRACT FROM AUTHOR]

Spatio-temporal changes to the eco-environmental quality index (EQI) and determination of their spatial differentiation characteristics are important bases for land management and ecological environment protection. This study evaluates the changes in EQI and its spatial distribution characteristics with reference to the three dominant functions of land use, namely "production-ecology-living" (PEL), based on the interpretation of land use remote sensing data in 2000, 2010 and 2018. The spatial diversity of ecological environment quality and its driving factors were quantitatively analyzed by gravity center transfer, cold and hot spot analysis, and the GeoDetector model. The results showed that: (1) The transformation of land in Ningxia from 2000 to 2018 mainly manifested by the increase in industrial and mining production land (IMPL), urban living land (ULL) and rural living land (RLL), and the decrease of grassland ecological land (GEL), especially in the north of Ningxia. (2) The ecological environment quality decreased slightly during the research period, but there was an improvement trend in the north. High environment quality values were concentrated in the Liupan Mountain area in the south of Ningxia, while the low values were mainly in the desert areas of Shapotou County and Zhongning County in the west. (3) The interaction between land use intensity and topographic factors led to spatial change in EQI in the research area. Effects of land use intensity are the dominant factor, reflecting the degree of impact of human activities on natural ecosystems. Our results suggest that topographic factors and human disturbances should be fully taken into account in future land and spatial development decisions to minimize human-ecological conflicts. [ABSTRACT FROM AUTHOR]

The Human Critical Area (HCA) is an area that characterizes the surface landscape created by human beings in the Anthropocene. Based on the signatures left by major human activities over the Earth′s surface, this research demarcates an arid inland region of Northwest China, the "Three Water Lines", into four HCA types: Agricultural Area, Built-up Area, Ecological Area, and Bare Area. This paper explores the HCA′s distribution and changes in the "Three Water Lines" region between 2000 and 2020 with land use/cover data, as well as the impact of socioeconomic factors on the HCA dynamics with statistics sourcing from authoritative yearbooks. To achieve this, the Land Use Transition Matrix is used to investigate the changes in area and distribution, while binary linear regression and stepwise multiple linear regression are applied to examine the single and joint effects of the socioeconomic factors. The main findings are as follows: (i) The four HCA types are distinguished quantitatively and by their distribution patterns. Ecological Area and Bare Area cover most (more than 90% in total) of the territory with extensive and continuous distribution. Agricultural Area is mainly found on the eastern and western parts of the region, with flat terrain, abundant water resources, and moderate temperatures. Built-up Area is the most concentrated but has an unbalanced distribution and the lowest quantity. (ii) Despite some discernible spatial and quantity changes at regional and county levels between 2000 and 2020, the general characteristics in HCA's structure and distribution pattern have mainly remained consistent. (iii) Transitions between HCA types occur constantly, and the primary source type of the transitions differs from one another. Ecological Area and Bare Area form the sources of the most evident transitions. (iv) Agricultural Area and Built-up Area are more prone influence from some socioeconomic dynamics. By contrast, there is no evidence that socioeconomic factors directly affect Bare Area. As the first empirical study of the newly conceived concept, Human Critical Area, this paper sheds light on the renovation of geographic traditions of studying the evolution of the human-environment system through the lens of human activities-driven landscape changes. [ABSTRACT FROM AUTHOR]

Transport infrastructure and logistics are gradually becoming important factors affecting global trade. At the same time, with the international logistics corridor along the Belt and Road Initiative (BRI) going deep into construction, China is emerging as a unique case to study how logistics affects international trade. Therefore, based on the evaluation index system of logistics development level of China's provinces by using the entropy method, this paper systematically analyzed the impact of logistics development level on bilateral trade from 31 China's provinces to 65 countries along the BRI by using the improved gravity model with data for the period 2008–2018. Empirical results show: (1) Logistics development level had significantly promoted international trade development. (2) Compared with partner countries, China's provincial logistics development level presented a greater impact on bilateral trade. (3) Influence of logistics development level was manifested in different periods, different international and regions, especially, logistics development level coefficient of the western region was negative, while that in eastern region was positive. In view of the above research results, we argue that strengthening domestic and international logistics construction is not only conductive to the sustainable development of China's future trade, but also help to realize the coordinated development between China's eastern, central and western regions. [ABSTRACT FROM AUTHOR]

A new era in the development of multi-airport regions (MARs) has been in China, especially in the construction of global urban areas such as the Guangdong–Hong Kong–Macao Greater Bay Area (GBA). In order to better understand competition and provide significant advice to support sustainable development of Chinese MARs, this paper takes the GBA-MAR as an example, and then explores the competition between airports in this multi-airport region based on route level and its impact on passenger airport choice using three liner models. According to our findings, competition is concentrated on a few air routes in the Northeast–East Coastal region and the Asia-Pacific region, in which all three airports operate. Although the domestic market of the GBA-MAR has been relatively mature, the international air transport market is still left with considerable room, which is also reflected in connections to the world's cities and tourist destinations. In addition, the research also found that different airport brands created by route type significantly affected passenger airport choice. Overall, the study revealed that whether from a supply or demand aspect, competition between airports in a multi-airport region—not just airline competition in a single airport—is an important topic. [ABSTRACT FROM AUTHOR]

The commute well-being (CWB) has been associated with the mental health and depends on the positive or negative emotions that occur during the daily commute. This paper analyzes the influencing factors and discusses the structural relationship between CWB and influencing factors, based on our evaluation of the results for daily CWB between different travel modes. We based our analyses on a CWB survey conducted in the central city proper of Xi'an. In contrast to previous studies, this paper investigates two commuting phases, in the morning and evening, to better analyze daily CWB. To conduct a more comprehensive analysis, in addition to considering multi-stage combined travel, the subjective and objective aspects of factors influencing CWB were deepened and expanded. The measurement was based on the Satisfaction with Travel Scale, which was developed based on a method for measuring subjective well-being. The average CWB level of each model was compared by analyzing the variances. The influencing factors were determined by stepwise regression, and the influence mechanism was analyzed using a structural equation model (SEM). The results indicate that CWB in Xi'an was highest for walking, which was followed, in order, by motorcycle, electric bicycle, staff shuttle bus, bicycle, metro, car, taxi, and bus. The result reflects that commuting by bus is associated with more negative emotions in Xi'an. The results of SEM indicate that the built environment does not directly affect CWB, but it will act on CWB by affecting other factors. The travel attitude, commute mode choice, and other travel characteristics affect each other and affect CWB directly and indirectly. Other travel characteristics has the largest total effect on CWB, and the travel attitudes have the largest direct effect. Without considering the travel attitude, reducing traffic congestion, commuting time, and transfer times can significantly improve CWB and reduce negative emotions in the future in Xi'an. [ABSTRACT FROM AUTHOR]

The Qinghai-Tibet Plateau area (QTP) is the most unique environmental-population region and an important natural laboratory for the study of human-land relations. The poor transportation conditions have long restricted socio-economic development. The research on the transport infrastructure and spatial effect in the QTP is of significance to the sustainable development of the region. Accordingly, a spatial accessibility model was used to analyze the spatial pattern of accessibility in QTP from 1976–2016, examine the accessibility evolution trend on the township scale and reveal the spatial fairness and changes in accessibility. The main conclusions are as follows: (1) The accessibility to major cities improved and the time-space convergence effect was significant. (2) The spatial autocorrelation analysis results showed that the improvement in transport infrastructure had a significant impact on the agglomeration of the accessibility level. (3) Access time from towns to the nearest major city are much shorter. More Tibetan people have more opportunities to access cities. (4) The accessibility coefficient and relative accessibility revealed distributive effects and spatial fairness of accessibility. (5) The global coefficient of variation value demonstrated an increasing trend, which indicates that spatial unfairness of transport is increasing. [ABSTRACT FROM AUTHOR]

Urban public transit is an important solution for narrowing the mobility gap between captive riders and choice riders and to address issues of social equity. An equitable transit system essentially could meet the needs of transit dependents and maximize the scope of public transit services. To acquire a better understanding of transit equity, we use Lorenz curves and the GINI coefficient to measure the relative supply of public transit to the population and employ the spatial overlay method to analyze the matching degree of transit supply and demand in Guangzhou, China. The findings show that there are obvious and unequal differences between the levels of transit service in the internal zones. The spatial coverage rate and number of stop services of the outer city are significantly less than that of the inner and middle city. Eighty percent of the population shares only 36.7% of the public transit supply in Guangzhou. Most communities of low-supply and high-need public transit are distributed contiguously in the eastern Baiyun and southern Huadu districts. This distribution pattern is beneficial to the transit agency, which could improve the supply in these areas to avoid the risk caused when a large number of residents lack access to public transit services. The results could serve as an excellent foundation for planning the handling of spatial gaps in the Guangzhou public transit supply. [ABSTRACT FROM AUTHOR]