An Assessment of Urban Expansion Impacts on Land Transformation of Rajpur-Sonarpur Municipality

Urban expansion, population pressure, and increasing industrialization are influenced the world's natural environment, increased climate change, and global warming. Land use and land cover (LULC) changes are occurring due to anthropogenic activities and the results are land transformation, thermal variation, heat stress, and massive vegetation loss, which is increased oxygen deficiency and air pollution. Remote sensing-based Landsat TM and OLI/TIRS data were used to identify the land transformation and the effect of urbanization in Rajpur-Sonarpur Municipality in the years 2000 and 2020. The Built-up land was increased due to anthropogenic activities and around 12.16% area has been increased. Similarly, the agricultural land has been increased by 2.10 km2 area and vegetation area has been decreased around 6.52 km2 in the study area. The vegetation degradation areas were located in the South, South-west, and central parts of this study area. Correspondingly, North, North-west and central parts have a noticeable amount of built-up area developed. During twenty years, 6.97°C temperature was increased due to urban expansion, population pressure, transportation accessibility, and other urban amenities. The overall accuracies of classification maps were 96.25% and 91.64 % and the kappa coefficients were 0.95 and 0.89 respectively.

RESOURCE SUPPLY AN ACCESSIBILITY OF PUBLIC TRANSPORTATION FACILITIES

The term “urban mass transit” generally refers to scheduled intra-city service on a fixed route in shared vehicles. Public transportation is an important contributing factor to urban sustainability. Effective transportation networks that incorporate public transit livable by easing commute and transportation needs and increasing accessibility. To assess public transportation accessibility in metropolitan networks, two indices are used: the supply level of urban public transportation facilities resource and the public transportation-private automobile traveling time ratio. As the research in the Wolaita sodo town region and the assessment system, an evaluation technique for urban public transportation facility resource supply is developed based on accessibility. Accessibility is a representative indicator for evaluating the supply of bus system. Traditional studies have evaluated the accessibility from different aspects. Considering the interaction among land use, bus timetable arrangement and individual factors, a more holistic accessibility measurement is proposed to combine static and dynamic characteristics from multisource traffic data. The objective is to highlight the main lessons learned and identify knowledge gaps to guide the design and evaluation of future transport investments. Moreover, studies looking at ways to improve the operational efficiency of systems and those seeking to promote behavioral changes in transport users offer great potential to generate learning that is useful for the public and private actors involved.

Perspectives on future sea ice and navigability in the Arctic

The retreat of sea ice has been found to be very significant in the Arctic under global warming. It is projected to continue and will have great impacts on navigation. Perspectives on the changes in sea ice and navigability are crucial to the circulation pattern and future of the Arctic. In this investigation, the decadal changes in sea ice parameters were evaluated by the multi-model from the Coupled Model Inter-comparison Project Phase 6, and Arctic navigability was assessed under two shared socioeconomic pathways (SSPs) and two vessel classes with the Arctic transportation accessibility model. The sea ice extent shows a high possibility of decreasing along SSP5-8.5 under current emissions and climate change. The decadal rate of decreasing sea ice extent will increase in March but decrease in September until 2060, when the oldest ice will have completely disappeared and the sea ice will reach an irreversible tipping point. Sea ice thickness is expected to decrease and transit in certain parts, declining by −0.22 m per decade after September 2060. Both the sea ice concentration and volume will thoroughly decline at decreasing decadal rates, with a greater decrease in volume in March than in September. Open water ships will be able to cross the Northern Sea Route and Northwest Passage between August and October during the period from 2045 to 2055, with a maximum navigable percentage in September. The time for Polar Class 6 (PC6) ships will shift to October–December during the period from 2021 to 2030, with a maximum navigable percentage in October. In addition, the central passage will be open for PC6 ships between September and October during 2021–2030.

How Much Are People Willing to Pay for Clean Air? Analyzing Housing Prices in Response to the Smog Free Tower in Xi’an

The Smog Free Tower (SFT) in the city of Xi’an, China, is the world’s first outdoor architecture that uses solar energy and filtration technology to purify polluted air. It provides a unique opportunity to explore residents’ willingness to pay for air quality and their related behaviors. Drawing on data collected after the establishment of the SFT, this paper reveals the characteristics of changes in people’s willingness to pay for clean air. We found that, prior to the release of an assessment report on the SFT, housing prices had an inverted U-shaped relationship with the distance to the SFT, which indicated people tended to purchase houses a certain distance away from the SFT. The threshold value of distance was inversely related to the greening ratio of the residential area. However, after the publication of the experimental report on the SFT, housing prices decreased as the distance to the SFT increased, indicating the closer the house was to the SFT, the more likely people were to buy it. These changes confirmed that people are willing to pay for clean air. The convenience of transportation had a significant moderating effect on the willingness to pay for clean air, however. In other words, people may buy houses with lower air quality if they have better transportation accessibility. The findings of this paper may have practical implications for environmental governance, urban planning, residential satisfaction, and real estate market regulation.

Transportation Accessibility Evaluation of Educational Institutions Conducting Field Environmental Education Activities in Ecological Protection Areas: A Case Study of Zhuhai City

With the development of society, an increasing number of educational institutions have adopted field environmental education activities rather than classroom education. Field education can not only enhance students' environmental awareness but also enable them to fully understand environmental protection knowledge. Ecological protection areas are important bases for educational institutions to organize students to implement field environmental education. Focusing on Zhuhai City, this study explored spatial relationships between educational institutions and ecological protection zones using Kernel density estimation, the two-step floating catchment area method, and Thiessen polygons. Specific actions included measuring transportation accessibility and dividing the service scopes of ecological protection zones to provide field environmental education for educational institutions. These actions provided a helpful reference for educational institutions to conduct field environmental education activities effectively. The results showed the following: (1) Schools in Zhuhai City were mainly located in subdistricts and presented a spatial layout of “one primary and two secondary.” Students were mainly concentrated in villages and towns and presented a spatial layout of “one core and two centers.” Ecological protection zones were scattered in the township area; their spatial relationships with educational institutions were scattered. Meanwhile, their spatial relationship with the number of students was relatively concentrated. (2) In terms of the accessibility of educational institutions to ecological protection zones, the educational institutions in the northeast of Xiangzhou District and the middle of Doumen District had higher accessibility, while the educational institutions in the middle and south of Zhuhai City had lower accessibility, and the educational institutions in the middle of Xiangzhou District had the lowest accessibility. (3) Based on accessibility, the service scopes of field environmental education activities in ecological protection zones were divided into 15 blocks. Here, the educational institutions located in Xiangzhou District, the western part of Jinwan District, and western, middle, and eastern parts of Doumen District had relatively strong spatial dispersions with the ecological protection zones within their blocks, while the educational institutions located in the central and eastern parts of Jinwan District and northern and southern parts of Doumen District had relatively weak spatial dispersions with the ecological protection zones within their blocks.

Analysis of Accessibility of Public Transport in Warsaw in the Opinion of Users

Public transport in Warsaw is currently showing a dynamic development. The capital of Poland, as the largest city in the country, is constantly increasing spending on transport and implementing large investment projects, such as the expansion of the subway, which gives residents more opportunities for efficient movement within the agglomeration. Despite the implementation of these investments, there are still some sensitive places in Warsaw where access to public transport may be difficult. Given these conditions, a study of public transportation accessibility is warranted and socially needed. This article presents the results of a questionnaire survey conducted among Warsaw residents. The study included a group of 986 respondents, most people between the ages of 18 and 44. The analysis conducted looked at perceived accessibility of public transportation and satisfaction with public transportation services. As a result of the study, we could identify the main factors that influence passenger satisfaction, as well as examine transport accessibility in the social city of Warsaw. Conclusions from the study may be helpful for the city government to improve the functioning of public transport.

Analysis of the Relationships between Tourism Efficiency and Transport Accessibility—A Case Study in Hubei Province, China

There is a close relationship between tourism efficiency and transport accessibility, but there is little research on the topic. This paper takes 17 administrative units in Hubei Province as the research object, evaluates their tourism efficiency from 2011 to 2017 and transportation accessibility in 2011 and 2017, and explores the temporal and spatial correlation between the two. The results showed that, from 2011 to 2017, tourism efficiency of Hubei province was high and steadily improving, space non-equilibrium gradually decreased, and differences shrank. In 2011 and 2017, the province had a good tourism transport accessibility, and the spatial distribution pattern was high in the east and low in the west. At the same time, tourism transport continued to improve, and spatial imbalance declined. In 2011 and 2017, the coupling and coordination of tourism efficiency and its decomposition efficiency and transport accessibility in Hubei Province were both good, indicative of the development of a tourism economy and the improvement of tourism transport facilities in all regions of the province. There is also a poor spatial matching of tourism efficiency and its decomposition efficiency with transport accessibility during the study period. This study suggested that the tourism efficiency and transport accessibility increased in Hubie province, but the coupling and spatial match remain not very good. Therefore, each region should improve the spatial match and coupling degree of tourism efficiency and transport accessibility, and enhance the sustainability of tourism development.

Revisiting Trans-Arctic Maritime Navigability in 2011–2016 from the Perspective of Sea Ice Thickness

Arctic navigation has become operational in recent decades with the decline in summer sea ice. To assess the navigability of trans-Arctic passages, combined model and satellite sea ice thickness (CMST) data covering both freezing seasons and melting seasons are integrated with the Arctic Transportation Accessibility Model (ATAM). The trans-Arctic navigation window and transit time are thereby obtained daily from modeled sea ice fields constrained by satellite observations. Our results indicate that the poorest navigability conditions for the maritime Arctic occurred in 2013 and 2014, particularly in the Northwest Passage (NWP) with sea ice blockage. The NWP has generally exhibited less favorable navigation conditions and shorter navigable windows than the Northern Sea Route (NSR). For instance, in 2013, Open Water (OW) vessels that can only safely resist ice with a thickness under 15 cm had navigation windows of 47 days along the NSR (45% shorter than the 2011–2016 mean) and only 13 days along the NWP (80% shorter than the 2011–2016 mean). The longest navigation windows were in 2011 and 2015, with lengths of 103 and 107 days, respectively. The minimum transit time occurred in 2012, when more northward routes were accessible, especially in the Laptev Sea and East Siberian Sea with the sea ice edge retreated. The longest navigation windows for Polar Class 6 (PC6) vessels with a resistance to ice thickness up to 120 cm reached more than 200 days. PC6 vessels cost less transit time and exhibit less fluctuation in their navigation windows compared with OW vessels because of their ice-breaking capability. Finally, we found that restricted navigation along the NSR in 2013 and 2014 was related to the shorter periods of navigable days in the East Siberian Sea and Vilkitskogo Strait, with local blockages of thick ice having a disproportionate impact on the total transit. Shorter than usual navigable windows in the Canadian Arctic Archipelago and Beaufort Sea shortened the windows for entire routes of the NWP in 2013 and 2014.