Ningbo City in Zhejiang Province is one of the largest port cities in China and has achieved high economic development during the past decades. The port construction, land reclamation, urban development and silt deposition in the Ningbo coastal zone have resulted in extensive coastline change. In this study, the spatio-temporal change of the Ningbo coastlines during 1976–2015 was detected and analysed using Landsat time-series images from different sensors, including Multispectral Scanner (MSS), Thematic Mapper (TM), Enhanced Thematic Mapper Plus (ETM+) and Operational Land Imager (OLI). Fourteen individual scenes (covering seven phases) of cloud-free Landsat images within the required tidal range of ±63 cm were collected. The ZiYuan-3 (ZY-3) image of 2015 was used to extract the reference coastline for the accuracy assessment. The normalised difference water index (NDWI) and the modified normalized difference water index (MNDWI) were applied to discriminate surface water and land features, respectively. The on-screen digitising approach was then used to further refine the extracted time-series coastlines in the period from 1976 to 2015. Six relevant indices, length, length change, annual length change, fractal dimension (FD), average net shoreline movement (NSM) and average annual NSM, were calculated to analyse and explore the spatio-temporal change features of Ningbo coastlines. Results show that the length of the Ningbo coastlines increased from 910 km to 986 km, and the value of FD increased from 1.09 to 1.12, and the coastline morphology changed from sinuous to straight. The average NSM increased from 187 m to 298 m and the average annual NSM reached 85 m/year, indicating the advance of coastlines towards the sea at a high level. The spatio-temporal change patterns also varied in different areas. In Hangzhou Bay, significant advancement along the coastlines was experienced since 2001 mainly because of urban construction and land reclamation. In Xiangshan Bay, the forces of nature played a major role in coastline dynamics before 2008, whilst port construction, urban construction and island link projections moved the coastlines towards the sea. The coastline changes of Sanmen Bay were affected by the interaction of nature and human activities. All these observations indicate that forces of nature and human activities were the two important influential factors for the observed coastline change. In this case, the coastline complexity variation was considered responsible for various coastline patterns change of the Ningbo coast. In addition, erosion and accretion occurred in turn because of forces of nature and human activities, such as urban development and agricultural exploitation.

Spring Festival travel rush is a phenomenon in China that population travel intensively surges in a short time around Chinese Spring Festival. This phenomenon, which is a special one in the urbanization process of China, brings a large traffic burden and various kinds of social problems, thereby causing widespread public concern. This study investigates the spatial-temporal characteristics of Spring Festival travel rush in 2015 through time series analysis and complex network analysis based on multisource big travel data derived from Baidu, Tencent, and Qihoo. The main results are as follows: First, big travel data of Baidu and Tencent obtained from location-based services might be more accurate and scientific than that of Qihoo. Second, two travel peaks appeared at five days before and six days after the Spring Festival, respectively, and the travel valley appeared on the Spring Festival. The Spring Festival travel network at the provincial scale did not have small-world and scale-free characteristics. Instead, the travel network showed a multicenter characteristic and a significant geographic clustering characteristic. Moreover, some travel path chains played a leading role in the network. Third, economic and social factors had more influence on the travel network than geographical location factors. The problem of Spring Festival travel rush will not be effectively improved in a short time because of the unbalanced urban-rural development and the unbalanced regional development. However, the development of the modern high-speed transport system and the modern information and communication technology can alleviate problems brought by Spring Festival travel rush. We suggest that a unified real-time traffic platform for Spring Festival travel rush should be established through the government's integration of mobile big data and the official authority data of the transportation department.

Public transport accessibility (PTA) is an essential index for evaluating the efficiency of urban public transport resource and public service. Improving public transport accessibility is considered as the most effective way of alleviating urban congestion and promoting urban sustainability. PTA can be divided into three types, which are access to stations, accessibility of networks and access to activities. This paper focuses on evaluating access to public transport service at stations, considering walking time to stations and waiting time for services at stations. Numerous studies have been carried out on evaluating the accessibility of public transport stations. When building accessibility evaluation model, rare has seen different public transport modes as an integrated system. Hence the topological structure and geometrical layout of the system are not considered. In this paper, factors like the configuration of the public transport system and the surrounding environment of stations are included for the evaluation. The centrality of station index (COS) is presented to describe the importance of stations in the integrated public transport system. The COS index is an improved combination of the gravity model and degree centrality index of the complex network. This index improves the degree centrality index by replacing the number of nodes with weighted connections between stations. By modeling public transport operation, configuration and surroundings of stations, a comprehensive public transport service accessibility index (CPTAI) is formulated to quantify accessibility at the community level. To compute this index, a network analysis model is firstly applied to find the nearest station for each point of interest (POI) by using ArcGIS desktop 10.2, and the transport service frequency at the nearest station is measured. Then Baidu Map API is employed to measure the impedance indexes between stations in the integrated public transport network. Activities covered by stations within a given distance are seen as the generation and attraction of trips in between the stations. Then a weighted gravity model and COS is presented to calculate the integrated service frequency (ISF) for each POI afterward. In the end, the index is converted to the community level, which is CPTAI. The experiment is carried out in Wuhan metropolitan area, Hubei, China. Smart card data (SCD) is utilized to evaluate CPTAI and examine the association between commuting trips by public transport and accessibility level within Wuhan metropolitan area. Experimental results show that CPTAI has a significant statistical association with trips by public transport.

The analysis of the relationship between regional resources and environment and human activities plays an important role in sustainable regional development. This study proposes the pressure–capacity–governance (PCG) model, an analytic framework for the assessment of the resources and environmental pressure (REP), carrying capacity (RECC) and governance (REG) levels over a large watershed scale, with the Yangtze River Economic Belt (YREB) as the study area. A limiting factor analysis is used to recognize the limiting factors of the regional RECC. The coupling analysis of resources and environmental pressure–capacity–governance identifies the regional potential and utilization direction. The research results are as follows. (1) The REP, RECC and REG levels of the YREB exhibit spatial differences. The REPs of the upper reaches are lower than those of the lower reaches, which does not match the RECC but matches the REG levels. (2) The proportions of unused land, water resources, and atmospheric environmental quality are the main limiting factors of the regional RECC. (3) The PCG analysis framework is used as the basis to divide the YREB into several subareas to analyse the resources and environmental potential carrying capacity and utilization direction of different types of region. This research may provide decision-making references for regional sustainable development at the large watershed scale.

Spatio-temporal characterization of urban expansion is the first step towards understanding how cities grow in space. We summarize two approaches used in urban expansion measurement, namely, concentric-ring analysis and grid-based analysis. Concentric-ring analysis divides urban areas into a series of rings, which is used to quantify the distance decay of urban elements from city centers. Grid-based analysis partitions a city into regular grids that are used to interpret local dynamics of urban growth. We combined these two approaches to characterize the urban expansion between 2000–2014 for five large Latin American cities (São Paulo, Brazil; Mexico City, Mexico; Buenos Aires, Argentina; Bogotá, Columbia; Santiago, Chile). Results show that the urban land (built-up area) density in concentric rings decreases from city centers to urban fringe, which can be well fitted by an inverse S curve. Parameters of fitting curves reflect disparities of urban extents and urban form among these five cities over time. Grid-based analysis presents the transformation of population from central to suburban areas, where new urban land mostly expands. In the global context, urban expansion in Latin America is far less rapid than countries or regions that are experiencing fast urbanization, such as Asia and Africa. Urban form of Latin American cities is particularly compact because of their rugged topographies with natural limitations.

Construction and protection of ecological networks (ENs) is considered to be an effective means to curb habitat fragmentation and strengthen landscape connectivity. In this study, a complete evaluation framework of ENs based on “quality–function–structure” was proposed to support the formulation of protection strategies for ENs. First, we built the ENs of Wuhan urban agglomeration (WUA) from 2000 to 2020 based on the advantages of circuit theory and remote sensing data of land use monitoring. The results showed that land development activities are an important driving force for the temporal and spatial evolution of global ENs. Forest fragmentation, transitional urban expansion, and agricultural reclamation were important inducements for the shrinkage of ecological sources. They may also increase the resistance of species migration, which will lead to qualitative change and even fracture of ecological corridors. Second, circuit theory, centrality index, and complex network theory were applied to evaluate the quality defects, functional connectivity, and topology characteristics of ENs in WUA, respectively, from 2000 to 2020. The results showed that the antagonism between ecological corridors and land development activities led to ecological quality defects (ecological barriers and pinchpoints). Different land development models had differential effects on centrality indexes. Moreover, the main trunk in the northern Dabie Mountains and the southern Mufu mountains was developed, while the secondary trunks were abundant in the middle of WUA. Finally, we proposed protection strategies for ENs based on the coupling of the “quality–function–structure” of WUA in 2020. It is suggested that all ecological sources must be included in nature reserves to prevent natural or manmade erosion. The key areas to be repaired were determined through the quality evaluation of ecological corridors. The priority of construction and protection of ecological corridors was determined by coupling two topological structures and functions. We argue that specific protection strategies and directions can be determined according to the construction objectives of local ENs.