With rapidly increasing urbanization and motorization in China, the effect of commuting on residents’ subjective well-being (SWB) is likely growing. We used 13,261 individual, 124 city, and 401 neighbourhood samples from the 2014 China Labour-Force Dynamics Survey (CLDS 2014) and applied multilevel mixed-effects ordered probit regressions to investigate the relationship between commuting and SWB. We found huge differences between urban and rural areas in relation to commuting. Urban respondents’ daily average commuting time was 0.56 h while rural respondents’ daily average commuting time was 0.41 h. Further, the daily average commute time for residents living in cities with high urbanization rates (> 70%) was longer than for those living in cities with low urbanization rates (< 70%). The subjective well-being of residents who commute by walking or cycling was significantly lower than that of those who commute by other transportation modes. The regression results indicated that the longer the commute time, the lower the subjective well-being. Among residents who live in rural areas or cities with low urbanization, subjective well-being was more easily affected by commuting time. Commuting time was also found to influence residents’ job satisfaction and family life satisfaction, which in turn influence SWB. China’s current development mode ignores the traffic needs of vulnerable groups. Therefore, future traffic construction should increase its prioritization of these vulnerable transportation groups.

China’s rapid urbanization over the past decades has exacerbated the problems of environmental degradation and health disparities. However, few studies have analysed the differences between urban and rural residents in relation to how environmental quality impacts health outcomes. This study examines the associations between Chinese people's perceptions of environmental quality and their self-rated health, particularly focusing on differences between rural and urban residents in environment-health relationships. Using a logistic regression model and data from the 2013 Chinese General Social Survey (CGSS), a representative sample of data for 3,402 urban residents (46 ± 16 years) and 2,439 rural residents (48 ± 15 years) was analysed. The dependent variable used for the logistic regressions was whether or not respondents reported being healthy. Independent variables included respondents’ evaluations of the living environment, and how frequently they participated in physical activities. Interaction terms were employed to measure the moderating effects of physical exercise on the relationship between perceived environmental quality and health. The percentage of healthy urban residents was significantly larger than that of healthy rural respondents (70.87% versus 62.87%). Urban respondents living in areas with sufficient green space were more likely to report good health (OR = 0.749, CI = [0.628, 0.895]), while rural respondents without reliable access to fresh water were more likely to report poor health (OR = 0.762, CI = [0.612, 0.949]). Urban respondents who were exposed to green spaces and exercised frequently were 21.6 per cent more likely to report good health than those who exercised infrequently (OR = 1.216, CI = [1.047, 1.413]). Those who lived in areas with insufficient green space and exercised frequently were 19.1 per cent less likely to report good health than those who exercised infrequently (OR = 0.805, CI = [0.469, 1.381]). No evidence suggested that physical exercise exerted a moderating effect on the relationship between exposure to air pollution and health. On average, urban residents have better health than rural residents. Among four indicators for low environmental quality (air pollution, lack of green spaces, water pollution, uncertain access to freshwater resources), green space was an important determinant of urban residents’ health status, while unreliable access to fresh water harmed rural residents’ health. Physical exercise moderated the effects of exposure to green spaces on urban residents’ health.

Background: Many developing countries are rapidly urbanising because of large migration flows from rural to urban areas. However, migrants’ socio-cultural transitions might be challenging, and their extent of social integration and sense of hometown identity might impede resettlement and quality of life. Although a sense of belonging in the host city and a sense of attachment to the hometown might be important to migrants’ ability to assimilate, adapt and succeed in a new place, these factors have not adequately been studied in China. Methods: The data were derived from the 2014 China Migrants Dynamic Survey, a large-scale questionnaire survey of Chinese migrants. This study’s sample comprised 15,990 individuals in eight Chinese cities. Life satisfaction was measured with the Satisfaction with Life Scale, and the key independent variables (social integration, sense of hometown identity and sense of belonging in the host city) were measured using multi-item constructs. Cronbach’s alpha coefficients on the four main variables were 0.76 to 0.90. A multivariable linear regression analysis was applied to a path model that assessed the mediating and moderating effects of sense of belonging in the host city on direct relationships with life satisfaction (social integration ⇢ life satisfaction and hometown identity ⇢ life satisfaction). Results: Social integration positively related to life satisfaction (B = 0.267) and sense of belonging in the host city (B = 0.912). A weak hometown identity related to higher life satisfaction and stronger sense of belonging in the host city (B = 0.087 and B = 0.176, respectively). Sense of belonging in the host city significantly mediated the relationships between social integration and life satisfaction (B = 0.267 decreased to B = 0.085) and between hometown identity and life satisfaction (B = 0.087 decreased to B = 0.048). Last, sense of belonging in the host city significantly moderated the relationship between social integration and life satisfaction. Conclusion: A sense of belonging to a place is important to migrants’ life satisfaction regarding the hometown and the host city. Promoting migrants’ sense that they are part of the new living environment is important to China’s sustainable urban development.

As an important part of urban public transportation systems, the feeder bus fills a service gap left by rail transit, effectively extending the range of rail transit’s service and solving the problem of short‐distance travel and interchanges. By defining the potential demand of feeder bus services and considering its relationship with the traffic demands of corresponding staging areas, the distance between road and rail transit, and the repetition factor of road bus lines, this paper established a potential demand model of roads by opening feeder bus services and applying a logit model for passenger flow distribution. Based on a circular route model, a route starting and ending at urban rail transit stations was generated, and a genetic algorithm was then applied to solve it. The Wei‐Fang community of Shanghai was selected as the test area. Per the model and algorithm, the feeder route length was conformed to a functional orientation of short‐distance travel and the feeder service of a feeder bus; the route mostly covered where conventional bus lines were fewer, which is a finding that is in agreement with the actual situation; the feasibility of the model and algorithm was verified.

With the growth of dockless bike-sharing (DLBS) systems, the first-and-last mile connection to public transport, such as metro and light railway stations, could be improved. DLBS systems complete the trip chain by connecting metro stations with points of interest and enhance the sustainability of urban transportation. Therefore, it is necessary to understand the trans-shipment characteristics of DLBS systems for metro stations. In this study, we collected data from the Mobike DLBS system in Nanjing City, China and applied K-means clustering to analyse the activity patterns of DLBS systems near local metro stations. Metro stations were categorised into five types on workdays and three types on weekends. An analysis of the relationships between activity patterns and spatial distribution characteristics demonstrated that the distribution of clusters possesses a strong connection with the surrounding environment. Low land development rates and a sparse distribution of metro stations cause a large range of influences. This research has direct implications for understanding the operating state of DLBS systems near metro stations and promoting the proper management of DLBS systems.

With the improvement of China’s high-speed rail network, there have been many economic and social benefits for local residents. Based on a questionnaire conducted in stations on the Beijing-Shanghai line, and through an analysis of high-speed rail passenger travel behavior and family relocation, we explored the social effects of high-speed rail. The study found that high-speed rail passengers are mainly young, highly educated, and have a middle to high income. However, with the popularization of high-speed rail, such differences in the social stratum of high-speed rail passengers are expected to disappear. Through an analysis of passenger travel status, we found that the areas surrounding high-speed rail stations are very accessible to the main cities, and are well connected by other public transport. With the emergence of the “high mobility era” based on the high-speed rail network, the separation of workplace and residence and the number of “double city” households are increasing, primarily in the Beijing-Tianjin and Shanghai-Nanjing (especially in Suzhou-Kunshan-Shanghai) regions. In addition, high-speed rail introduces the possibility of household mobility, with 22.7% of the respondents in this study having relocated since the Beijing-Shanghai line opened. Household mobility is apparent primarily among big cities, with movement toward nearby cities. We also found that occupation, income, residence time, and schooling of children have a significant impact on households. With the improvement of high-speed rail networks, household mobility will become a common phenomenon and research on domestic mobility will continue to increase.