Wulin Wang

The coordinated relationship between ecology, economy and transportation is essential for regional sustainable development. Does the high-quality ecological environment mean the lagging development of economy and transportation, or does the rapid growth of the economy and transportation lead to the deterioration of the ecological environment? To shed new light on the complicated relationship between ecology, economy and transportation, our study aims to construct three comprehensive indicators, including an ecological index (EI), economic development level (EC) and transport superiority degree (TR), to reflect the systems mentioned above, and to measure the coordination of the three indicators’ development and evolution using a model of the coordination degree (CD). Specifically, and by applying methods for the indicators’ normalization, including superposition analysis and principal component analysis, the three indicators’ values are reasonably evaluated for measuring their coordination relationship. The above three indicators use data from 58 counties in Fujian province from 2000 to 2018 in our study. All three indicators show differences in the west and east of Fujian province; the EI is relatively low in the eastern coastal areas and relatively high in the western mountainous areas, the EC shows a relatively discrete and irregular distribution and the distribution pattern of the TR is almost the opposite of the EI. The CD shows a relationship among the three indicators, with the EI and EC coordinated in most counties and the EI and TR coordinated in most counties, while the highly coordinated counties are mainly distributed in the northwest and east coastal regions of Fujian province in 2000, and the northwest, south and northeast of Fujian province in 2018. More than 50% of the county EC and TR values are kept in a coordinated state, and are mainly distributed in the eastern coast and central part of Fujian province. Over 50% of counties’ CD between EI and EC, EI and TR and EC and TR are in a coordinated state. The CD of the EI and EC and TR, in most counties, are in a coordinated state, mainly distributed in the eastern coast and central areas of Fujian province. In other words, the findings show that the coordinated state of ecology, economy and transportation can be achieved at the county level of Fujian province. These conclusions have significant reference value for understanding regional sustainable development.

In this paper, we study the characteristics of the spatial–temporal pattern of land used for transportation at the county level since the implementation of the reform and opening-up policy in China and discuss the factors that influence the spatial differences between lands used for transportation in order to provide a reference for the formulation of traffic policies. The authors used ArcGIS spatial analysis, an ordinary least squares (OLS) regression model, and a geographic detector model based on the data of the transportation network at the county level in China from 1978 to 2018. We obtained the following results: (1) The land used for transportation at the county level in China is divided by the Hu Huanyong Line, which is characterized by spatial variation, where the southeastern region is higher than the northwestern region. (2) Counties with a high proportion of land used for transportation show obvious changes, characterized by the transformation from the “corridor” zonal distribution of arteries to the “diamond” group distribution of major city clusters, reducing the gap in land used for transportation at the county level in China. (3) The level of industrialization, per capita gross regional product (PGRP), and ratio of the non-agricultural working population all have an incentivizing impact on the increase in land used for transportation at the county level in China. We conclude that the land used for transportation at the county level in China is jointly decided by the economy, industry, and population. Therefore, we believe that it is necessary to promote fast economic growth, the upgrading of industrial structures, and population density to achieve the balanced development of land used for transportation at the county level in China.

Objective: To assess the Effect of dietary nursing intervention on nutritional status of diabetes and kidney disease patients who are treated by hemodialysis. Methods: 80 patients who are diagnosed as diabetes or kidney disease and are treated by hemodialysis are invited to join our study. all participants were randomly assigned to two groups. In control group, the participants receive the common nursing intervention service. In intervention group, expect of common nursing intervention service, we provide additional dietary nursing intervention service. We record some index of participants that include water electrolyte index, nutritional status indicator, blood glucose levels and renal function index. Additionally, we use World Health Organization Quality of Life Brief Version (WHOQOL-BREF) to collect quality of life assessment. Result: In water electrolyte index research, the intervention group has lower index that that of control group in blood calcium, blood phosphorus and blood potassium. In assessment of nutritional status, intervention group participants have better performance than that of control group. In the assessment of blood glucose levels and renal function, intervention group participants have better blood glucose levels and renal function than that of control group. In quality of life assessment, the quality of life of the intervention group was significantly higher than that of the control group (p ≤ 0.05). Conclusion: the dietary nursing intervention can effectively improve some physiological aspects during the maintenance hemodialysis treatment of patients with diabetic nephropathy, that include: correct the disorder of water and electrolyte, reduce the risk of malnutrition, control blood sugar, improve renal function and improve the quality of life.

Urban public transit is an important solution for narrowing the mobility gap between captive riders and choice riders and to address issues of social equity. An equitable transit system essentially could meet the needs of transit dependents and maximize the scope of public transit services. To acquire a better understanding of transit equity, we use Lorenz curves and the GINI coefficient to measure the relative supply of public transit to the population and employ the spatial overlay method to analyze the matching degree of transit supply and demand in Guangzhou, China. The findings show that there are obvious and unequal differences between the levels of transit service in the internal zones. The spatial coverage rate and number of stop services of the outer city are significantly less than that of the inner and middle city. Eighty percent of the population shares only 36.7% of the public transit supply in Guangzhou. Most communities of low-supply and high-need public transit are distributed contiguously in the eastern Baiyun and southern Huadu districts. This distribution pattern is beneficial to the transit agency, which could improve the supply in these areas to avoid the risk caused when a large number of residents lack access to public transit services. The results could serve as an excellent foundation for planning the handling of spatial gaps in the Guangzhou public transit supply.