Basic education is about improving the quality of life of a country’s population and promote social cohesions, and it is also an important factor in shaping a country and region’s person-to-person relationship. This study analyzes the spatial morphological patterns, aggregation characteristics, and distribution inequality among kindergarten, elementary, and junior high schools within districts in Shanghai, using point of interest data, kernel density estimation, Ripley’s K-function, location quotient, and grid analysis to investigate the effect on the distribution of schools using construction land growth data. The findings were as follows. (1) There was little difference in the spatial distribution characteristics of the three school types. They all exhibited the spatial distribution characteristics of core area clustering and the coexistence of multiple circadian layers, in which both the agglomeration size and the aggregation intensity showed the order of kindergarten > elementary school > junior high schools. The spatial distribution characteristics of the three types of schools are highly positively correlated with the population distribution. (2) Spatially, low-level schools were adjacent to high-level schools, and the structure of the three school types showed an uneven distribution overall. The aggregation characteristics of the seven inner districts within Shanghai were relatively balanced, while Pudong District showed the phenomenon of being “high in the southeast and low in the northeast”, and the suburban areas showed an uneven distribution of core district aggregation overall. (3) The longer the construction land growth cycle, the greater the density of school points, and the more consistent the distribution of school points with the direction of construction land expansion.

With the rapid construction of high-speed railways (HSR), the supply structure of the transportation modes in China has changed greatly. In order to seek the sustainable development of HSR and air transport from the perspective of passenger mode choice behavior, this paper applied a binary logit model to explore the mode choice patterns in the Beijing–Shanghai corridor, which has the most successfully operated HSR line in China. By using the data collected in airports and HSR stations in the two cities, passenger flow composition and passenger mode choice behavior was analyzed. It was found that passengers’ preference for air transport decreases with the accompanying number of passengers and access time, and increases with income; female passengers and younger passengers have a higher probability of choosing air transport, ceteris paribus; and leisure passengers are more price-sensitive, they tend to travel by air transport when the air transport prices are lower. The study results reveal the travel characteristics of passengers between Beijing–Shanghai and provide information for policy design and infrastructure management.

The Chinese main air transport network (CMATN) is the framework for air passenger transport in the country. This study uses complex networks and an econometric model to analyze CMATN’s evolution and determinants. In terms of overall network structure, the network has always shown small-world properties, with smaller average path lengths (2.06–2.15) and larger clustering coefficients (0.68–0.77), while its cumulative degree distribution follows an exponential function. City passenger volumes conform to the degree power law function, which means that the more destinations a city connects to, the higher its passenger traffic will be. In major hub cities, such as Beijing, Shanghai, and Guangzhou, control power decreases, while Chengdu, Kunming, Chongqing, Xi’an, Urumqi, and other cities play an increasingly important role in CMATN. In terms of main route passenger volumes and formation, increases in GDP and tourism have had a promoting effect, while high-speed rail (HSR) poses a threat to overlapping routes. CMATN is primarily located in the central and eastern regions, focusing on China’s economy, tourism, and efficient HSR development. Although the competition from HSR affects the overall network structure of CMATN based on its influence on specific routes, we believe that the impact is limited due to the different transport attributes of the two networks. The research results of this study can become an information source for decision makers and provide a reference for air transport to seek sustainable development.

In both developed and developing countries, port-city relationships have always attracted much attention. However, in the port–city interface, views differ as to whether the port drives the city or vice versa. The combination of remote sensing data and geospatial big data (point of interest) has provided a favorable solution. Taking the typical estuarine and coastal port cities in China’s coastal zone as an example, this study examines the following contents based on the port–city interface: the formation age of urban built-up areas and port areas on both sides of the port–city boundary; interaction between port and urban built-up areas; and the distribution of urban functional areas outside the port. Results show that the degree of spatial integration in estuarine port cities is higher than that of coastal port cities and that in the past 30 years, the expansion of ports has led to the expansion of cities. This expansion is port- and sea-oriented, and the expansion direction of the port city is consistent. On the port–city interface, the estuarine and coastal port cities form different urban regional structure modes. Aside from enriching literature on the port–city relationship, this study provides a reference for the spatial planning and transformation of ports and cities in the future.

With rapid urbanization, improving school quality in compulsory education is critical for optimal educational resource allocation. This study integrates a random forest machine learning model, GIS spatial analysis, and a spatial econometric model to examine the spatiotemporal differentiation of school quality in Dalian, China, in 2016 and 2020, as well as its relationships with the construction land development cycle, population density, and housing prices. The findings reveal a core–periphery structure, with overall school quality on the rise and basic facility configuration exerting a stronger impact than teacher strength. Among internal resources, per capita sports venue area (PCSFA) and per capita teaching equipment value (PCTRE) contribute most significantly to school quality, while high-quality clusters in traditional educational hubs, university-covered areas, and transitional zones spur improvements in surrounding schools. The population density, housing prices, and the construction land development cycle all positively correlate with school quality, highlighting the need for coordinated action among urban planners, education authorities, and housing regulators to ensure that land development, housing affordability, and school facility investments advance equitable access to quality education. These results provide a novel perspective on compulsory education quality assessment and offer a valuable foundation for guiding education policies and urban development strategies.

This study takes Shanghai's restaurants as a case study of urban soft infrastructure, employing big data sets from third-party website platforms for multi-source data fusion, to deeply analyze the impact of urban land expansion and population dynamics on the availability, affordability, acceptability, and accessibility of restaurants. The case study reveals that, despite the Shanghai municipal authorities' focus on mitigating overcrowding in the central urban areas, soft infrastructure such as restaurants in new urban districts remains at a relative disadvantage. The decentralization of soft infrastructure to peripheral urban areas has not met policy expectations, presenting a spatial imbalance characterized by greater provision in the main urban areas than in new urban districts, and higher in Puxi than in Pudong. The single-threshold model uncovers that the positive impact of land urbanization and population dynamics on restaurant convenience undergoes a transformation after reaching a certain critical point, where the linear relationship and synchronous growth shift. By controlling the development area of construction land and the population density within regions, a dynamic combination of availability, affordability, acceptability, and accessibility of restaurants can be achieved. This forms a spatio-temporal management strategy that integrates land, population, and comfort facilities, potentially alleviating the inequity of comfort facilities in Shanghai and the central urban areas' siphoning effect.