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The effectiveness of rapid rail transit system is analyzed using tools of complex network for the first time. We evaluated the effectiveness of the system in Beijing quantitatively from different perspectives, including descriptive statistics analysis, bridging property, centrality property, ability of connecting different part of the system and ability of disease spreading. The results showed that the public transport of Beijing does benefit from the rapid rail transit lines, and the benefit of different regions from RRTS is gradually decreased from the north to the south. The paper concluded with some policy suggestions regarding how to promote the system. This study offered significant insight that can help understand the public transportation better. The methodology can be easily applied to analyze other urban public systems, such as electricity grid, water system, to develop more livable cities. [ABSTRACT FROM AUTHOR]

As a sustainable transportation mode, high-speed railway (HSR) has become an efficient way to meet the huge travel demand. However, due to the high acquisition and maintenance cost, it is impossible to build enough infrastructure and purchase enough train-sets. Great efforts are required to improve the transport capability of HSR. The utilization efficiency of train-sets (carrying tools of HSR) is one of the most important factors of the transport capacity of HSR. In order to enhance the utilization efficiency of the train-sets, this paper proposed a train-set circulation optimization model to minimize the total connection time. An innovative two-stage approach which contains segments generation and segments combination was designed to solve this model. In order to verify the feasibility of the proposed approach, an experiment was carried out in the Beijing-Tianjin passenger dedicated line, to fulfill a 174 trips train diagram. The model results showed that compared with the traditional Ant Colony Algorithm (ACA), the utilization efficiency of train-sets can be increased from 43.4% (ACA) to 46.9% (Two-Stage), and 1 train-set can be saved up to fulfill the same transportation tasks. The approach proposed in the study is faster and more stable than the traditional ones, by using which, the HSR staff can draw up the train-sets circulation plan more quickly and the utilization efficiency of the HSR system is also improved. [ABSTRACT FROM AUTHOR]

In the past 40 years of reform and opening-up, China has developed from an economically closed country to a country that is highly dependent on foreign trade. From the perspective of spatiotemporal evolution, we analyze how port opening promoted China's reform and opening-up process. First, the port development process is divided into four periods. In the start-up period, the pilot open port policy created a platform for foreign cooperation and exchange. During the expansion period, port openings promoted the continuous optimization of the trade structure. In the cooperation period, port openings corresponded with the adjustment of China's overall industrial structure. During the optimization period, port openings provided guarantees for the implementation of a national development strategy. Second, we analyze the distribution of ports and their relationship with cross-border logistics and passenger flow. Based on data of foreign trade and passenger flow, a port openness degree measurement model includes port logistics intensity, passenger flow intensity and port city foreign-trade volume is constructed. There are significant types, geographical differences and grade differences of ports' openness. [ABSTRACT FROM AUTHOR]

Objective: Many studies focused on reasons behind the increasing incidence and the spread of human brucellosis in mainland China, yet most of them lacked comprehensive consideration with quantitative evidence. Hence, this study aimed to further investigate the epidemic mechanism and associated factors of human brucellosis so as to provide thoughts for future countermeasures in China and the rest of the world. Methods: Data of human brucellosis incidence and some associated factors in economy, animal husbandry, transportation as well as health and hygiene were collected at provincial level from 2005–2016. Time series plots were first used to visualize the annual incidence and annual rate of change of human brucellosis for each province, then cluster analysis categorized all the 31 provinces of mainland China based on their incidence time series during the study period. In addition, according to the characteristics of data, the dynamic panel data model in combination with supervised principal component analysis was proposed to explore effects of associated factors on human brucellosis. Results: 1. The incidence rate of human brucellosis in mainland China increased three-fold from 1.41 per 100,000 people in 2005 to 4.22 per 100,000 people in 2014, though it went down a little in 2015 and 2016. Incidence rates in the north have always been higher than those in the south, but the latter also experienced an upward trend especially between 2012 and 2016. 2. The 31 provinces of mainland China were categorized into three clusters, and each cluster had its own characteristics of incidence time series. 3. The impact of health and hygiene situations on the prevention and control work of human brucellosis was still very limited and trivial (regression coefficient = -0.02). Therefore, it was plausible to presume that improving the personal average number of medical institutes and the proportion of rural medical expenditure might be helpful in preventing and controlling human brucellosis. Conclusions: The epidemic status of human brucellosis has changed in both spatial and temporal dimensions in recent years in mainland China. Apart from traditional control measures, more attention should be paid to the improvement of medical healthcare especially in rural areas in the hope of enhancing the control effect. [ABSTRACT FROM AUTHOR]

The development of CAAC began in the early days of 1949. From a comparatively less popular means of transport to the world's second largest by volume, this means of transport has undergone major and minor changes in the last 70 years. It is not known whether there are significant laws in the process of development. For this reason, we analyze the statistical indicators of the development of civil aviation transport and select representative indicators, namely, the total turnover of transport, the number of routes, the number of aircraft, the number of transport aircraft, and the number of domestic city connections. At the same time, the life cycle theory is introduced, and the typical growth curve model is used to fit the data. It is found that the evolution life cycle of civil aviation in China can be divided into three stages: the first life cycle stage from 1950 to 1981, the second from 1982 to 2003, and the third from 2004 to 2017. Each life cycle follows the growth characteristics of occurrence, growth and maturity, and each life cycle has a time range of approximately 30 years. At present, China's civil aviation industry is in the period of rapid growth in the third life cycle. This industry is expected to reach maturity in approximately 2026 and then to begin to grow slowly. Relevant departments can adopt corresponding development strategies to guide the smooth development of civil aviation in accordance with the growth law of the development and evolution life cycle of civil aviation in China. [ABSTRACT FROM AUTHOR]

Background: Data from the Chinese police service suggest substantial reductions in road traffic injuries since 2002, but critics have questioned the accuracy of those data, especially considering conflicting data reported by the health department. Methods: To address the gap between police and health department data and to determine which may be more accurate, we conducted a simulation study based on the modified Smeed equation, which delineates a non-linear relation between road traffic mortality and the level of motorization in a country or region. Our goal was to simulate trends in road traffic mortality in China and compare performances in road traffic safety management between China and 13 other countries. Results: Chinese police data indicate a peak in road traffic mortalities in 2002 and a significant and a gradual decrease in population-based road traffic mortality since 2002. Health department data show the road traffic mortality peaked in 2012. In addition, police data suggest China’s road traffic mortality peaked at a much lower motorization level (0.061 motor vehicles per person) in 2002, followed by a reduction in mortality to a level comparable to that of developed countries. Simulation results based on health department data suggest high road traffic mortality, with a mortality peak in 2012 at a moderate motorization level (0.174 motor vehicles per person). Comparisons to the other 13 countries suggest the health data from China may be more valid than the police data. Conclusion: Our simulation data indicate China is still at a stage of high road traffic mortality, as suggested by health data, rather than a stage of low road traffic mortality, as suggested by police data. More efforts are needed to integrate safety into road design, improve road traffic management, improve data quality, and alter unsafe behaviors of pedestrians, drivers and passengers in China. [ABSTRACT FROM AUTHOR]