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High-quality air service is important for achieving high-quality aviation development. As the primary customers of air travel services, passengers are the most important evaluators of the service. Therefore, research on their air travel choices is key for promoting the coordination of multi-airport regions. Based on stochastic utility psychological perception theories, this study discusses the impact of the key dimension of airport service quality on air travel choices using the structural equation model-logit model. The results show that air travel choice is not a simple linear extension of behavioral intentions as there are two key dimensions of airport service quality: First, mandatory service processing is inevitably the most time-consuming and tedious process for passengers at airports. This waiting time is perceived as a sign of low airport service capability, whereas the level and quality of service provided by staff in this process is an intangible factor for passengers. This in turn affects the level of passengers' ratings of airport services, especially for business travelers. Therefore, airports need to recognize the time and resource constraints of passengers and work with airlines to streamline the check-in process, ensure security control, and reduce waiting time. One solution is to use shared self-service devices or automated robots that allow any passenger of any airline or flight to check-in and check-out on the same device. Second, while facilities, equipment, and environment are not universal considerations for passengers, differences in passenger perceptions are evident between airport types. Within multi-airport regions, the facilities, equipment, and environment of major airports are above passengers' psychological expectations, while auxiliary or other airports need to pay more attention to this service, which illustrates that the improvement of airport service quality requires changes to unidimensional and monolithic thinking but also focus on passengers' overall perception of service experience from a multidimensional perspective, as well as consideration of the spatial and temporal characteristics of different airport types in the multi-airport region to make targeted improvements. Moreover, passengers do not have an obvious preference for particular airlines, but low-cost airlines still hold a certain appeal for passengers when they take off from regional airports, which also means that low-cost airlines ' entry into the market has anti-risk properties for regional airports. Within the limits of China's aviation controls, the presence of low-cost carriers can still improve the chances of an airport being chosen. Therefore, different airport types within the same multi-airport region often need to compete differently to achieve regional synergistic development. To enhance airport service quality, it is essential to fine tune service quality standards, based on airport's types. The improvement of airports' performance should include a phased integration of assessments of service experience settings. Airports should adopt differentiated spatial designs for their service functions based on the goal of airport integration, with a view to achieving optimal management at minimal cost while being able to effectively guide passengers in their air travel choices.

The acceleration of high-quality development in the revolutionary old areas has played a pivotal role in advancing coordinated regional development in China. The 20th National Congress of the Chinese Communist Party proposed a development strategy for implementing regionally coordinated development, building a new development pattern, promoting high-quality development, and accelerating the rejuvenation and development of special areas such as the revolutionary old regions. However, there is an overemphasis on economic development metrics, a disregard for local practices and characteristics, and a blending of processes and outcomes associated with the high-quality regional development evaluation indicators. To solve these issues, it is essential to establish a set of tailored indicators to evaluate and guide the high-quality and differentiated development of counties in the old revolutionary base areas. Harnessing the essence of high-quality development concept, this study proposes a logical framework for constructing an evaluation index system for high-quality development in counties within the revolutionary old areas. Using the old revolutionary base areas in Southern Jiangxi and Western Fujian as the study areas, a three-level coding process based on grounded theory was employed. This rigorous approach enabled the scientific construction of an evaluation index system for high-quality development in the revolutionary old areas. This index system comprises seven dimensions, namely, innovation-driven, economic development, urban-rural coordination, people's well-being, ecological civilization, internal and external openness, and red culture, encompassing 40 indicators. Furthermore, a critical understanding of high-quality development in the revolutionary old areas, emphasizing the need to inherit, preserve, and promote red culture as a contemporary task guided by new developmental concepts, was gained. The aim was to facilitate enhancing both the scale and structure of economic development. This indicator system uses the entropy method to ascertain the indicator weights and subsequently performs a comprehensive evaluation of the study areas. The findings indicate that innovation-driven factors play a significant role in driving the differences in the high-quality development of the revolutionary old areas. In contrast, ecological civilization is yet to exhibit sufficient potential as a driving force for high-quality development at the current stage. Notably, significant disparities exist in the level of high-quality development between the demonstration areas of Ganzhou and the old revolutionary base areas of western Fujian. These disparities are most evident in the spatial core-edge structure. Additionally, counties at the provincial boundaries demonstrate relatively low levels of high-quality development, warranting increased attention to future high-quality revitalization and development efforts. In comparison to previous research, this study contributes in three key ways. First, an evaluation index system has been constructed using a combined top-down and bottom-up approach, incorporating indicators that account for local practices and characteristics, offering a novel perspective for establishing a high-quality development index system. Second, the national strategic positioning of county-level research units in urban-rural integration development, rural revitalization, and urbanization is highlighted, with county towns identified as pivotal carriers. Urban-rural coordination was identified to be the focus of coordination at the county level. Finally, by extending the core connotations of high-quality development, this study enriches the existing understanding of high-quality development. The research findings hold significant implications for expediting the revitalization and development of revolutionary old areas and for the systematic implementation of high-quality development concepts.

Research on the influence of accessibility on land use and landscape patterns is one of the most important subfields in landscape ecology and transportation geography. In this review article, we use CiteSpace and VOSviewer to analyze relevant information, including the number of published papers, highly cited literature, high-frequency keywords, periodicals, and the leading countries conducting research on this particular field. Based on the mapping knowledge domain theory and summarizing method, this research, using an extensive review of the existing literature to analyze the influence of accessibility on land use and landscape patterns, the following conclusions have been reached: first, most of the relevant studies are conducted by applying theories on landscape ecology rather than on transportation geography, and the measure index of accessibility is relatively simple. Second, while accessibility has played a key role in analyzing the interactions between transportation, land use, and landscape patterns, studies on the long-term effect of transportation on land use and land patterns are extremely important. Also, different road types have been found to impose different effects. Third, research on the functional landscape in inner cities has become a significant research focus, particularly with the progress in big data. And fourth, improvements in data acquisition and processing have greatly benefited the field, specifically with recent advancements in GIS and RS technology. However, studies on landscape patterns with regional perspectives have largely been insufficient, especially those conducted over long time scales., 1. Introduction By the definition by Troll [1] in 1939, landscape ecology is a highly interdisciplinary subject that includes ecology, geographical science, and environmental sciences. It focuses on the question [...]

Linear cultural heritage—a heritage system spanning time and space—is a large-scale cultural settlement that accommodates various heritage types. Here, we comprehensively explored the Straight Road (Zhidao) of the Qin Dynasty in Shaanxi Province, China, as a gene of traditional cultural connotations and geographical features, and provided holistic conservation strategies and effective utilization paths. From an ecological security pattern perspective, 4399.89 km2 of ecological sources and 19 ecological nodes were identified based on the importance of four ecosystem services—carbon sequestration and oxygen release, water conservation, habitat maintenance, and soil retention. Then, 45 ecological corridors with a total length of 2938.49 km were determined using the minimum cumulative resistance model. The intersections of ecological corridors were distinguished and the key areas of cultural landscape construction were extracted by taking into account the spatial distribution of existing relics as well as the spatial network relationship of prohibited-development areas and existing gray corridors (roads), blue corridors (rivers), and green ecological corridors (shade zones, green belts, recreational greenways). A plan was proposed to construct 98.45 km2 of new parks (country parks: 28.38 km2, forest parks: 70.07 km2) and 101.26 km of new landscape corridors (urban type: 32.08 km, countryside type: 26.49 km, ecological type: 42.69 km). Multilevel landscape complexes should be built to form a functional and networked ecological–cultural spatial structure system. Findings of this study could provide ecological ideas for promoting the reservation and active utilization of linear cultural-heritage corridors on a regional scale. [ABSTRACT FROM AUTHOR]