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Distribution of traffic accessibility in the Pearl River Delta (PRD) Map created using ArcMap (version10.2) software from Esri (http://www.arcgis.com/).
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Taking the Pearl River Delta urban agglomeration, with its rapid economic and social development and dramatic changes in land use, as an example with which to conduct this research, this paper analyzes the influence of traffic accessibility on land use and socioeconomic development by using Internet maps, points of interest (POI), and data about la...
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... Transportation networks occupy ecological space by driving the expansion of construction land. High-grade roads have a strong radiationdriven effect on the economy and society [57], promoting the shift of land utilization in the surrounding areas to construction land use and occupying ES. Low-grade roads are directly related to regional economic and construction activities. ...
Changes in land use types in alpine meadow areas have significant impacts on the ecological environment in alpine areas. Exploring land use change is crucial for land use management and optimization in alpine regions. Thus, it is necessary to analyze land use evolution and its drivers in alpine meadow regions from a production–living–ecology space (PLES) perspective by using remote sensing data. We first constructed the PLES evaluation system for Gannan. Then, we analyzed the spatial and temporal evolution characteristics and coupling degree of PLES in the study area. Finally, the driving factors affecting PLES were explored with geodetector. The conclusions of the study reveal that the distribution of productive and ecological spaces is large and concentrated, while the distribution of living spaces is more decentralized. The PLES was mainly concentrated in the area above 2500 m but below 4000 m and with a slope of 40° or less. During the study period, the area of production space showed a decreasing trend, while the areas of living and ecological space both showed increasing trends, primarily occurring at the expense of production space. DEM and GDP were the main factors affecting the distribution of PLES. The coupling level and the degree of coupling coordination were relatively stable in general, showing a pattern of “high in the east and low in the west”. The study provides technical support and a theoretical basis for the future planning of land space and ecological environment optimization in the alpine meadow regions.
... The interaction level of these three factors IOP Publishing doi:10.1088/1755-1315/1022/1/012035 2 may therefore influence the congestion level. In other words, the level of traffic congestion depends on the land use pattern [7]. ...
Traffic congestion has contributed to economic loss and increased the number of traffic accidents. Previous studies have revealed that the land use pattern in Kuala Lumpur is dispersed and leads to traffic congestion. Thus, this study is to investigate the type of land use that affect the traffic congestion in Kuala Lumpur. The data in this study was collected by using 384 design questionnaires and analysed by using descriptive analysis. The results showed that the high proportion of commercial land use causes the highest level of traffic congestion. This study makes contributions as a reference for the students to gain knowledge on how traffic congestion is influenced by the land use pattern and appropriate land use planning such as mixed-land use or grid plan are important to reduce traffic congestion.
... It has a typical subtropical monsoon climate with the same season of rain and heat, with an annual average temperature of 21.9 • C and an annual rainfall of about 1950 mm. Soil formation and distribution are influenced by local soil parent materials, geomorphology and human activities, showing a zonal distribution law, and the main soil types are red soil, lateritic red soil, and latosol [25]. The study area is an important crop planting and aquaculture area in China, and with dense industrial distribution and developed manufacturing industry, which has become one of the largest electronic-led manufacturing centers in the world [26]. ...
In China, the environmental capacity problem of heavy metals has long been hidden in the Pearl River Basin creating a contradiction between the economic development and environmental health. Thus, this research calculated the environmental capacity of heavy metals in the agricultural land of the urban agglomeration in the Pearl River Basin, evaluated the health risk warning capacity using a comprehensive index. The results showed that the static capacity order of heavy metals in the study area was As > Pb > Zn > Cr > Hg > Cu > Ni > Cd. The dynamic capacity showed an upward trend, and it fluctuated in some cities. The remaining capacity of Cr and Ni was relatively poor, and the comprehensive soil quality index of the Pearl River Basin was 0.64. The pollution level was of grade IV, which belongs to the medium capacity, but the soil pollution risk still existed, which threaten the health of local resident. In this regard, this study also put forward some countermeasures for pollution control. Thus, studying the soil heavy metal environmental capacity can provide a reference for heavy metal pollution control and health risk early warning in the Pearl River Basin.
... Traffic accessibility is important for human activity; however, traffic networks may lead to the deterioration of the ecosystem by expanding the scope of human activities, promoting the flow of elements, and enhancing the regional socioeconomic development, directly or indirectly (Zeng et al., 2018;Park et al., 2019;Zhao et al., 2019). Human activities caused the evolution of regional ecosystem services, and traffic networks can reshape the spatial distribution pattern of human activities (Hansen, 1959;Vitousek et al., 1997;Mahmoud and Gan, 2018;Liu et al., 2019). Although the improvement of traffic networks can promote regional economic development, it inevitably leads to the consumption of ecosystem services and several unintended ecological effects (e.g., landscape fragmentation, urban heat island, and air pollution) (Spellerberg, 1998;Liu et al., 2008;Park et al., 2019). ...
The continuous degradation of ecosystem services is an important challenge faced by the world. Improvements in transportation infrastructure have had substantial impacts on economic development and ecosystem services. Exploring the influence of traffic accessibility on ecosystem services can delay or stop their deterioration; however, studies on its impact are lacking. This study addresses this gap by analysing the impact of traffic accessibility on ecosystem services using an integrated spatial regression approach based on an evaluation of the ecosystem services value (ESV) and traffic accessibility in the Middle Reaches of the Yangtze River Urban Agglomeration (MRYRUA) in China. The results indicated that the ESV in the MRYRUA continuously decreased during the study period, and the average ESV in plain areas, areas surrounding the core cities, and areas along the main traffic routes was significantly lower than that in areas along the Yangtze River and the surrounding mountainous areas. Traffic accessibility continued to increase during the study period, and the high-value areas centred on Wuhan, Changsha, Nanchang, and Yichang were radially distributed. The global bivariate spatial autocorrelation coefficient between the average ESV and traffic accessibility was negative. The average ESV and traffic accessibility exhibited significant spatial dependence and spatial heterogeneity. Spatial regression also proved that there was a negative association between the average ESV and traffic accessibility, and scale effects were evident. The findings of this study have important policy implications for future ecological protection and transportation planning.
... Because of its accessibility, transportation infrastructure breaks the restrictions of spatial geography on land use and weakens the negative effects of geographic location [32]. The improvement of transportation infrastructure makes the exchange of socioeconomic factors required for land use more smooth and the space allocation more reasonable, and greatly reduces the cost of land use. ...
The development of social production and the agglomeration of the urban population have brought tremendous pressure to transportation infrastructure. However, the impacts of transportation development on urban land use systems have not been well investigated. Under the pressure of limited land resources, the impact of transportation infrastructure on urban land use efficiency (ULUE) is receiving increasing attention from scholars and needs to be explored. By collecting panel data from 30 regions in China from 2003 to 2018, in this study we constructed a spatial Durbin model and a panel threshold regression model to explore the spatial spillover effects and threshold effects of transportation infrastructure on ULUE. The most obvious findings emerging from this study are that (1) ULUE is not randomly distributed over different regions in China, but has an obvious positive spatial correlation; (2) transportation infrastructure has significant positive direct and spatial spillover effects on ULUE and the direct effects of transportation infrastructure (0.823) are significantly stronger than the spatial spillover effects (0.263); (3) the impact of transportation infrastructure on ULUE has a significant double threshold effect, and the threshold values are 4.520 and 6.429 respectively, and with the improvement of transportation infrastructure, its marginal effects on ULUE show a downward trend. This paper provides theoretical support for policymakers to achieve cross-regional cooperation on land use and transportation infrastructure construction and inspirations for sustainable development.
... These projects have an impact on regional poverty. Land use changes reflect the effectiveness of these projects, but the impact of land use changes on poverty has not been well covered in the existing research (Castella et al., 2005(Castella et al., , 2006Liu et al., 2019). ...
The impact of settlements isolation and land-use changes on poverty is often overlooked. This study explored the spatial pattern and impact of settlements isolation and land use changes on poverty in Guizhou, a mountainous province of China, based on a Pearson correlation analysis and geographically weighted regression (GWR). The results showed that the incidence of high poverty levels in the counties of Guizhou tended to move from the southwest to the southeast over the period of 2005–2015. Both settlements isolation and land use changes had an impact on poverty, and this effect displayed spatial heterogeneity. With other factors unchanged, a 1 m increase in settlements isolation was associated with a statistically significant 0.58% increase in poverty incidence. Changes in the area of crop land, water, and forest land had a significant impact on poverty. The authors suggest that in the process of resettlement, the distance between settlements should be kept less than 5000 m if possible. The government needs to further improve and implement preferential land use policies, with appropriate increases in the area of built-up land.
While the land use‐street network nexus is well acknowledged, evidence for the one‐way impacts of land‐use patterns on street accessibility is still inadequate. The measurements of land‐use patterns and street accessibility lack systematic knowledge. Their empirical correlations also lack geographical variability, constraining site‐specific land‐use practices. Therefore, this study overcame the aforementioned limitations by examining the two‐level spatial models to formulate accessibility‐oriented land plans, using a well‐developed Chinese city as an example. Firstly, two landscape metrics—Euclidean Nearest‐Neighbor Distance (ENN) and Similarity Index (SIMI)—were used to quantify the intra‐ and inter‐land‐use configurations, respectively. Both city‐level and local accessibility were measured using spatial design network analysis. Performing both ordinary least squares (OLS) and geographically weighted regression (GWR) models, results identified the statistically significant effects of inter‐land‐use patterns on two‐level street accessibility. An exception was that land‐use configurations within residential and industrial regions were irrelevant to street accessibility. We also found GWR was a better‐fitting model than OLS when estimating locally‐varied accessibility, suggesting hierarchical multiscale land‐use planning. Overall, locally heterogeneous evidence in this study can substantialize land use‐street network interactions and support the decision‐making and implementation of place‐specific accessibility‐oriented land use.
The spatial relationships between traffic accessibility and supply and demand (S&D) of ecosystem services (ESs) are essential for the formulation of ecological compensation policies and ESs regulation. In this study, an ESs matrix and coupling analysis method were used to assess ESs S&D based on land-use data for 2000, 2010, and 2020, and spatial regression models were used to analyze the correlated impacts of traffic accessibility. The results showed that the ESs supply and balance index in the middle reaches of the Yangtze River urban agglomeration (MRYRUA) continuously decreased, while the demand index increased from 2000 to 2020. The Gini coefficients of these indices continued to increase but did not exceed the warning value (0.4). The coupling degree of ESs S&D continued to increase, and its spatial distribution patterns were similar to that of the ESs demand index, with significantly higher values in the plains than in the montane areas, contrasting with those of the ESs supply index. The results of global bivariate Moran’s I analysis showed a significant spatial dependence between traffic accessibility and the degree of coupling between ESs S&D; the spatial regression results showed that an increase in traffic accessibility promoted the coupling degree. The present results provide a new perspective on the relationship between traffic accessibility and the coupling degree of ESs S&D, representing a case study for similar future research in other regions, and a reference for policy creation based on the matching between ESs S&D in the MRYRUA.
