Tao Li’s research while affiliated with Shaanxi Normal University and other places

Most studies have explored the association between transportation and urban–rural disparity. However, research focusing on the impact of transportation accessibility on these issues has been relatively scarce. This paper contributes to the literature by examining the spatially varying impacts of multiscale accessibility on urban–rural income disparity (URID) in the Qinba mountainous region (QBM) of China. The results further highlight the differing impacts of county-level, prefecture-level, and provincial-level accessibility on URID. The MGWR model confirms that the effects of multiscale accessibility on URID are spatially heterogeneous. Specifically, county-level accessibility has a significantly negative effect on URID. In contrast, the impacts of prefecture-level and provincial-level accessibility are significantly positive in narrowing the URID, leading to a “diffusion effect.” The narrowing effect of prefecture-level and provincial-level accessibility on URID is more pronounced in the eastern and northern parts of QBM, respectively. In the western mountainous areas of QBM, where most counties experience relatively low accessibility and high URID, prioritizing the expansion of connectivity between mountainous and well-developed areas, optimizing the layouts of villages and towns, and improving overall accessibility is essential. The findings suggest that the implementation of accessibility improvements and transport plans should be place-specific, considering the geographical and socio-economic contexts.

This paper visualizes variations in the recovery patterns of intercity mobility during the Covid-19 outbreak in China using cartogram mapping. We found large regional disparities in intercity mobility recovery, with lower recovery ratios and speeds primarily concentrated in megacities and provincial capitals. Conversely, the recovery of intercity mobility was relatively high in other cities, especially in some labour-exporting cities of central and south-western China. In addition, cities in southern China showed a relatively higher recovery ratio and speed in intercity mobility than those in northern China.

The urban rail transit network provides the possibility for people to shift from car to public transit for travel. This paper clarified the relationships among public transit, accessibility, and equity and studied the impact of rail transit on public transit accessibility that incorporates the measure of travel time and transit fare and the impacts’ spatial equity. The results show that rail transit contributes to the similar distribution between high rate of changes of time-based accessibility communities and fare-based accessibility communities, which are located nearby the rail transit lines. The degree of inequity in travel time is higher than the degree in transit fare in two scenarios. Due to the well-connected bus transit in the city center, absolute changes in travel time are slight, while relative changes are high. The rail transit has promoted the improvement of public transit equity in some areas. The difference between the time-based accessibility of Conghua District, northern and southern Baiyun District, Huadu District, Nansha District and southern Panyu District, and other communities is getting smaller, which is conducive to the improvement of spatial equity. The results provide theoretical support for the development of an integrated multimodal public transit system.

Accessibility plays an important role in alleviating rural poverty. Previous studies have explored the relationship between accessibility and rural poverty, but they offer limited evidence of the collective influence of multiscale transport accessibility (town-level, county-level, and prefecture-level accessibility) and its nonlinear effects on rural poverty. This study adopted the gradient-boosting decision tree model to explore the nonlinear association and threshold effects of multiscale transport accessibility on the rural poverty incidence (RPI). We selected Huining, a poverty-stricken county in China, as a case study. The results show that multiscale transport accessibility collectively has larger predictive power than other variables. Specifically, town-level accessibility (12.97%) plays a dominant role in predicting the RPI, followed by county-level accessibility (9.50%) and prefecture-level accessibility (7.38%). We further identified the nonlinear association and effective ranges of multiscale transport accessibility to guide poverty-alleviation policy. Our results help inform policy and planning on sustainable poverty reduction and rural vitalization.

The optimal allocation of educational resources has been a hot issue, and exploring the accessibility of educational facilities in poor mountainous areas helps to reasonably plan the layout of educational facilities and promote the balanced development of education. Taking the rocky desertification area in Yunnan, Guangxi, and Guizhou (YGGRD) as the study area, based on the POI data of educational facilities in the YGGRD in 2000, 2010 and 2019, this study explored the evolution of the accessibility of educational facilities in the YGGRD through raster accessibility. And the influencing factors were analyzed by the ordinary least square method (OLS) and geographically weighted regression model (GWR), and evaluated the model through cross validation. The results show that the overall accessibility of educational facilities improved significantly from 2000 to 2019. Educational facilities mainly have good accessibility and average accessibility. Poor accessibility areas are concentrated in the interprovincial border regions, and the boundary effect is significant. County accessibility, population density and rural per capita disposable income have a great impact on the accessibility of educational facilities in the YGGRD. It is suggested to strengthen the construction of educational facilities in the interprovincial border regions, relocate and integrate villages, and improve the education quality of township schools to improve the supply of rural educational resources.

Spatiotemporal characteristics of the trade-off among ecosystem services and its mechanism have been extensively studied. However, studies on the difference in spatiotemporal variation of ecosystem services trade-offs in various climate zones under climate change are limited. This study aims to explore the spatiotemporal characteristics and driving factors of trade-offs between crop production and soil conservation in different climate zones by employing a case study in various climate zones of the Shaanxi Province. We adopted statistical and GIS-based spatial analyses to explore the spatiotemporal characteristics of the trade-off and used gradient boosting decision tree to quantify the relative contribution of driving factors. Results showed that trade-off between crop production and soil conservation in a middle temperate zone (0.09) is significantly lower than in a warm temperate zone (0.18) and a subtropical zone (0.21). The trade-off clearly exhibits an upward trend from 1995 to 2018 in all climate zones. However, the increasing trend gradually weakened from the middle and warm temperate zones to the subtropical zone. Moreover, changes in the trade-off are spatially heterogeneous in all climate zones. Anthropogenic activities have larger relative contribution (62.27%–71.67%) to the trade-off than environmental factors in all climate zones. Climate zone type has an insignificant effect on the relative contributions of anthropogenic activities, whereas the relative contributions of most environmental factors are significantly different in various climate zones. Fertilization (relative contribution, 26.58%–37.66%), GDP per land area (relative contribution, 8.50%–20.49%), and population density (relative contribution, 9.77%–16.11%) are the most important anthropogenic driving factors in all climate zones. The environmental factors with greatest relative contribution in the middle temperate, warm temperate, and subtropical zones are accumulated temperature (13.40%), precipitation (26.64%), and accumulated temperature (9.63%), respectively. Thus, differences of spatiotemporal characteristics and driving factors of ecosystem services trade-off must be considered in the formulation of targeted polices for agroecosystem management in different climate zones.

Many studies have explored the effects of transportation and population movement on the spread of pandemics. However, little attention has been paid to the dynamic impact of pandemics on intercity travel and its recovery during a public health event period. Using intercity mobility and COVID-19 pandemic data, this study adopts the gradient boosting decision tree method to explore the dynamic effects of the COVID-19 on intercity travel in China. The influencing factors were classified into daily time-varying factors and time-invariant factors. The results show that China's intercity travel decreased on average by 51.35% from Jan 26 to Apr 7, 2020. Furtherly, the COVID-19 pandemic reduces intercity travel directly and indirectly by influencing industry development and transport connectivity. With the spread of COVID-19 and changes of control measures, the relationship between intercity travel and COVID-19, socio-economic development, transport is not linear. The relationship between intercity travel and secondary industry is illustrated by an inverted U-shaped curve from pre-pandemic to post-pandemic, whereas that with tertiary industry can be explained by a U-shaped curve. Meanwhile, this study highlights the dynamic effect of the COVID-19 on intercity mobility. These implications shed light on policies regarding the control measures during public health events that should include the dynamic impact of pandemics on intercity travel.

The Qinghai-Tibet Plateau (QTP) is the most unique region of human-land relations, and its main factor is population. By building a population and space dataset of the QTP at the township level from 1982 to 2017, this paper presents the pattern evolvement and regional distribution characteristics of township-level population in the QTP in detail for the first time. By using Geodetector method to analyze the influencing factors of township-level population change in the QTP, this paper provides scientific foundations for studying the Third Pole, ecological environment protection of the QTP, and human-land relations. The conclusions are as follows: 1) The population spatial distribution is not balanced at the township level, presents the regional differentiation characteristics of ‘dense in southeast and sparse in northwest’ along the ‘Qilian-Jilong Line’, and demonstrates the phenomenon of population center of gravity moving to the hinterland of the plateau at an accelerated speed; 2) The township-level population develops in a decentralized trend in general, and the cold- and hot-spot distribution of population has prominent spatial distribution characteristics. The population hot spots are concentrated in the surrounding areas of Xining, Golmud, Hotan and Lijiang; 3) The population of the QTP is increasing, and the inter-annual change of township population has a relatively stable regional regularity; 4) The level of per capita income is the leading factor in the change of township population, and its effect intensity is increasing continuously. The relative effect intensity of urbanization level and location conditions on population change has decreased significantly after 2000. The adaptability of living environment, such as topography and climate, has little influence on population change.