Flight delay reveals important spatial interaction patterns and could offer crucial insights into the unique characteristics of airports. Existing studies mainly focus on identifying static or individual airport delay patterns, but neglecting the complex nonlinear dynamics involved. To fill the gap, this study proposes a novel methodology to explore the variations in airport delays, considering both temporal changes and spatial differences. We develop a new PageRankCube model that adopts multiple technologies, such as delay network generation, G_i^* statistics, Mann-Kendall trend identification, and network node effect measurements. Three types of flight delay networks, including arrival delays, departure delays, and flight delays, are constructed to discover spatiotemporal variability patterns, utilizing a dataset of approximately 350,000 flight records from 247 airports in China. The results show that: (1) Airport delays have a greater impact in eastern and southern China, but less influence in western and northern China. Strong cold and hot spots are grouped in several locations, whereas weak cold spots are distributed. (2) Large international airports in Beijing, Tianjin, the Yangtze River Delta, the Pearl River Delta and Chengdu have formed a continuous and enhanced high delay spatial influence; small and medium-sized airports in the Northeast, Central and Western regions have shown a continuous low delay influence in time and space. (3) Compared with the departure delay network, the arrival delay network shows more significant heterogeneity in spatio-temporal distribution. The spatio-temporal heterogeneity between the flight delay and arrival delay networks shows higher similarity. (4) Enhanced hotspot airports can cause or transmit large-scale delays, while continuous cold spot airports have discrete and marginalized structural characteristics, resembling a "small world" network. This work addresses the constraints of conventional static delay pattern analysis, captures the changing spatial and temporal variations in delay patterns, and offers technical assistance in developing aviation control techniques.

In the context of digital transportation, the relationship between ride-hailing services, public transport usage, and the built environment is a crucial area of research in urban geography and transportation geography. Nevertheless, there remains a lack of research in quantifying the impact of ride-hailing on public transport travel from the spatio-temporal dimensions, and the role played by the built environment in this context has not been clarified. To address these limitations, a spatio-temporal measure method of the substitution effect of ride-hailing travel was proposed by introducing demand elasticity theory and big data technology. Additionally, an efficient, dynamic, and refined measure method of the built environment was developed. On this basis, by integrating random forests with interpretable machine learning models, this paper focused on analyzing the multi-factorial nonlinear interactions and spatio-temporal coupling effect that influence the substitution effect. The empirical study of Chengdu shows that: (1) Travel efficiency is key to the competitiveness of public transport. For the same trip, the travel time of public transport is typically 2.0-3.5 times that of ride-hailing. Specifically, taking public transport often requires a 10-min walk to complete the first/last 1 km and involves 0-2 transfers. (2) There is a significant substitution effect of ride-hailing travel on public transport in the central city, with 28.69% and 27.08% of ride-hailing trips substituting public transport on weekdays and weekends, respectively, and the substitution effect is significantly enhanced during peak periods. (3) Destination accessibility has the highest positive impact on the substitution rate, followed by demographic socioeconomic factors, with urban spatial form and public transport accessibility having a relatively small degree of influence on the substitution rate. (4) The influence of built environment on the substitution effect exhibits a nonlinear interactive characteristic, with threshold ranges and interaction strengths showing significant variation over time. This study not only breaks through the limitations of traditional static "space-behavior" research, but also provides application references for the optimization of urban traffic and refined regulation of the built environment.

As a new tourism carrier, tourism corridor combines richer elements and has more open and broader living space, which has significant advantages in promoting common prosperity along the route, facilitating the evolvement of regional livelihood and enhancing the sustainability of farmers' livelihoods. Based on common prosperity, this paper takes the Sichuan-Xizang route in southern Anhui as a case, using network data, interview data and tourist survey data. It aims to investigate tourism corridor's elements, its development process as well as the evolvement of farmers' tourism livelihood, and finally explore its influencing factors. The key findings are as follows: (1) With multiple and hierarchical spatial structures, the corridor tourism area consists of seven elements, namely commuting roads, corridor of special experience, scenic resources, scenic spots, nodes (entrance nodes, viewing nodes, service nodes), derivative micro-attractors and local ecological environment. (2) The evolution of corridor tourism area generally goes through four stages: commuting stage, scenic area driving stage, main corridor radiation stage, and vine network stage. In the stage of vine network, local ecological environment becomes the core attraction of the corridor. (3) From the perspective of overall prosperity and outcome sharing, the common prosperity effect of corridor tourism area is remarkable, however, there are obvious gradual and sequential differences. (4) The farmers' tourism livelihood evolves with the development of corridor tourism area, which is mainly manifested as structural changes in livelihood capital, composite trend in livelihood strategies, passive shift in term of livelihood vulnerability and adaptive adjustments in livelihood policies. Livelihood outcomes, characterized by livelihood stability, accessibility and sustainability, have improved considerably. (5) The evolvement of farmers' tourism livelihood is affected by social factors such as location, government policies and co-construction mechanisms, as well as natural factors such as elevation and slope. Among all these factors, government policies are at the core and exerts influence on other factors.

The proposal of new quality productive forces of the ice and snow economy addresses global climate change challenges and meets the demands of technological and industrial transformations for high-quality development. The new quality productive forces of ice and snow economy develop in alignment with the zonal distribution of natural resources, place a strong emphasis on ecological principles and adhere to the value transformation mechanisms of ice and snow resources. The formation of the productive forces is expected to release multiple benefits with ecological, economic, and social dimensions. The new quality productive forces of ice and snow economy are characterized by technology-driven resource development, synergistic integration across the entire ice and snow industry value chain, and focusing on high-quality, green growth. Grounded in geography and economics, the new quality productive forces of ice and snow link scientific innovation, productive factors reallocation, and industrial upgrading with resource constraints. Moreover, the forces expand the growth potential of the ice and snow economy, fostering new production relations integrated through digital, intelligent, and green integration as well as promote low-carbon, sustainable development under the concept that "ice and snow landscapes are also mountains of gold and silver." The new quality productive forces of China's ice and snow economy place emphasis on high-standard resource protection, balanced human-environment relationships, resilient integrated supply chain framework, and an efficient "dual circulation" economic model. Practical strategies include integrating production factors, optimizing spatial resource allocation, fostering industrial synergy, and adapting production relations, aiming to advance the sustainable and high-quality development of China's ice and snow economy.

Since the Belt and Road Initiative was put forward, Chinese enterprises have invested in ports along the 21st-Century Maritime Silk Road in various ways. In the context of the impact of COVID-19, trade protectionism, and geopolitical instability, it is of great practical significance to analyze the supply status of invested ports for improving port operation efficiency, optimizing port resource utilization, and promoting sustainable development of the 21st-Century Maritime Silk Road. This study is based on the construction of port supply theory framework, and utilizes multi-source port and shipping data, remote sensing data and the entropy weight-TOPSIS evaluation model to establish the comprehensive evaluation system of port supply. The system includes 8 first-level indexes and 37 second-level indexes, such as natural conditions, infrastructures and production conditions. Then, this study measures the supply level of invested ports from three aspects: overall, regional and dimensional. The results show that: (1) The overall supply level of invested ports is not high, with most ports categorized as medium or lower levels. At the same time, the equilibrium of supply and demand is low, indicating that the majority of supply falls short of meeting the demand. (2) Before 2015, Chinese enterprises predominantly invested in the ports with higher supply level, mostly in Europe. However, after 2015, the focus shifted to strategically located ports with lower supply level such as strategic fulcrum ports, gateway ports and ports along strategic corridors. (3) The enterprise-cooperation type-port supply level can be categorized into three types: terminal operators-equity acquisition-ports with higher supply level; engineering contractors-contract construction-ports with medium and low supply level; shipping companies-equity acquisitions and franchises-ports with higher supply levels. (4) From regional perspective, the spatial structure of port supply systems in West Asia, South Asia, Africa, Southeast Asia and Europe are at the stage of low-level equilibrium, isolated dual-core, primitive single-core, hub polar core and multi-core development, respectively. (5) From different dimensions, the main factors affecting the comprehensive supply level of ports lie in the derivative and improving factors, such as logistics level, service level and storage conditions.

The Xizang Autonomous Region is located in the Qinghai-Tibet Plateau and has a unique geographical environment. The refined assessment of the accessibility to health care facilities in the region is of great practical significance for promoting the equalization of health care services. This study applies the geographical data of Xizang, such as data on topography and elevation, land use, road networks, health care facilities, and population, for refined assessment of the travel time to the hierarchical health care facilities at the 1 km×1 km grid scale. The proportion of population covered by different time periods of travel time to health care facilities is evaluated and the health care shortage areas are identified. In addition, the spatial differences between proximity-based and administrative district-based accessibility to health care facilities at each level are evaluated in order to provide suggestions for optimizing the locations of health care facilities in Xizang. The results show that the proportion of population traveling to municipal hospitals, county-level hospitals, and health centers within one hour at the township level in Xizang is 36.01%, 65.55% and 86.54%, respectively. The proportion of population covered by low-level health care facilities is higher than that of the high-level health care facilities within one hour. By applying coupling analysis of population density and health care accessibility, the identified health care shortage areas in Xizang are mainly located in Nagqu and Qamdo. The areas with differences between proximity-based and administrative district-based accessibility to health care facilities are mainly located in Shannan and Nyingchi. Therefore, policies should be suggested to promote the convenience of local residents accessing the nearest health care facilities by crossing the administrative boundaries. This study establishes a methodological framework for the refined evaluation of health care accessibility in the Qinghai-Tibet Plateau, systematically evaluating the spatial pattern of accessibility to health care facilities in Xizang so as to provide scientific evidence for promoting the equalization of health care services in the region.

Rural vitalization strategy in China aims to address the principal conflict facing Chinese society in the new era, which has changed to a conflict between unbalanced and inadequate development on the one hand, and people's ever-growing desire for a better life on the other. Mastering the situation, pattern, and process of rural tourism destination development and understanding the regional differentiation mechanism and type characteristics can provide a decision basis and planning guidance for developing rural tourism and promoting rural vitalization. The paper first explores the four stages of rural tourism destinations in China. Then, Point of Interest (POI) data for agritainment and guesthouses, data from the demonstration site directory published by the Chinese government for leisure agriculture and rural tourism, beautiful leisure villages, and key rural tourism villages are collected using GIS spatial techniques to analyze the pattern characteristics of rural tourism destinations at different stages of development. Finally, the differentiation mechanism of rural tourism destination development in China, based on the perspective of the human Earth areal system, is used to divide and summarize the areal system types. The conclusions are as follows: (1) Development of rural tourism destinations in China is unbalanced and inadequate. Its spatial and temporal processes follow the evolution law from core-edge and point-axis plane structures for complex networking. All rural tourism destinations in China are still in the first stage, except Beijing, Tianjin, the Yangtze River Delta, and the Pearl River Delta. (2) China's rural tourism destination system can be divided into three categories and 15 basic types. Different types of rural tourism areas have different imbalances and insufficiency characteristics, and their regional driving factors are also different. The natural ecological environment is the foundation of the rural tourism areal system structure and socioeconomic culture is the driving force. Under the function of rural tourism, these destinations are geographically distributed along mountains, rivers, roads, cities, tourist sight and literary resorts, showing a growing trend of unbalanced and inadequate development. (3) The unbalanced and inadequate process of rural tourism destination development is accelerating. However, this also indicates that the essence of rural tourism destination development is urbanizing, but it may be inconsistent with the connotation of stability in agricultural production and the solid foundations for agriculture reflected in the rural vitalization strategy in China.

Recently, studying the interaction between human and animals has become an important way for human geographers to explore the relationship between society and nature. By adopting qualitative research methods such as in-depth interviews, participatory observation, and text analysis, this paper analyzes encounters of visitors and star animals in Sichuan giant panda bases. It reveals animal agencies and multi-species tourism experiences based on the concept of nonhuman charisma. This research found various encounters between visitors and wild animals, and these diversities are specifically designed, which has variegated effects. Specifically, (1) in the "foreground" of the physical space of the tourist destination, the panda's ecological and aesthetic charisma can arouse natural goodwill among tourists, which is manipulated by the tourist destination to maintain popularity to panda tourism; (2) the virtual space constructed by tourist destinations provides biological characteristics and life course of panda that cannot be directly observed, thus complementing and enriching the encounters between visitors and panda; (3) the "backstage" of the physical space of the tourist destination combines tourism with public welfare in volunteer activities, allows tourists to enter the living space of the pandas and thus shapes deeper and more intimate encounters based on panda's charm of the flesh. In general, the charisma of pandas not only shapes tourists' multi-species tourism experience, but also constructs tourists' place identity with Sichuan. The research explores the relationship network constructed by human animal interaction and the power operation mechanism mapped from a spatial perspective, which provides a new attempt to explore the relationship between humans and animals in tourism and reflects the construction of community of all life on earth from a geographical lens.

Resilience study has long been a focal point in various fields of geography, social science, urban studies, and psychology. Recently, resilience study from multiple disciplines has scrutinized at individual scale. As an important behavior in daily life of human beings, travel behavior is of spatial dependence, spatio-temporal dynamics, and individual heterogeneity. Moreover, how to understand interaction between travel behavior (demand) and traffic supply and their dynamics is a fundamental question in transport studies when transport systems encounter unexpected disturbance. Based on fundamental theories from multiple disciplines including ecology, traffic engineering, and psychology, this paper refines the definition of travel behavior resilience. Also, this paper proposes a conceptual theoretical framework of travel behavior resilience based on dynamic equilibrium characteristics of traffic supply and demand. In general, travel behavior presents three stages of variations, namely, dramatic reduction, rapid growth, and fluctuation recovery, which has been helpful to capture travel behavior resilience triangle. Then we construct a corresponding evaluation methodology, which is suitable for multi-scale and multi-dimensional perspectives. We emphasize that the evaluation of travel behavior resilience should be process-oriented with temporal continuity or capture inflection points of travel behavior. Using multi-source big data such as mobile phone signaling data and smart card data, this paper offers empirical studies on travel behavior resilience, and explores its spatial heterogeneity and group differences. With the location-based analysis, we confirm that people show the greater travel behavior resilience at places where people are engaged in various socio-economic activities. With the group-based analysis, we find that age, socio-economic attributes of mobility groups significantly affect travel behavior resilience. Overall, travel behavior resilience can be one pillar and also offer geographic perspectives to broaden resilience studies. In future, the study of travel behavior resilience on multiple scales and perspectives can explore spatial heterogeneity of traffic re-equilibrium, transport modal differences, and then contribute to urban spatial structure studies. Indeed, the study of travel behavior resilience can provide scientific and technological support for urban management and resilient city construction.

Globalization and containerization have strengthened the connection between seaports and inland areas. Competing for the distant hinterland of ports, instead of being limited to the local hinterland, has become one of the vital paths to enhance port competitiveness under port regionalization. This study uses the weighted field strength model and liner contact data to simultaneously identify and analyze the evolution processes of the local hinterland, monopolistic distant hinterland, and competitive distant hinterland of 10 main container ports in the Yangtze River Delta in 2006, 2012, and 2019. The research findings show the characteristics of the port hinterland in the port regionalization stage as follows: (1) The local hinterland is still one of the focus points of the container inland port and seaport competition. During the study period, the expansion and contraction of the local hinterland of container ports in the Yangtze River Delta mainly occurred near Shanghai Port, Ningbo- Zhoushan Port, and Nanjing Port. The expansion of the local hinterland is highly coupled with the main traffic arteries. (2) Monopoly distant hinterland is a foothold for hub seaports to promote port regionalization, and Shanghai Port and Ningbo-Zhoushan Port present differentiated monopoly distant hinterland characteristics. Shanghai Port has transformed the local hinterland of container ports along the Yangtze River into its monopoly distant hinterland through river-sea combined transportation, which is widely distributed along the Yangtze River. Ningbo-Zhoushan Port lacks inland water ports to feed. Based on the manufacturing advantages of Zhejiang province, it chose to expand the local hinterland of Wenzhou Port into a monopoly distant hinterland, which has a limited range. (3) Competitive distant hinterland with wide distribution and fierce competition is one of the manifestations of port regionalization. The competitive distant hinterland of hub seaports is concentrated in the central and southern Anhui province and the southwestern corner of Zhejiang, which shows a trend of narrowing first and then expanding. This study attempts to reveal the hinterland system of container ports under the background of port regionalization, proposes a new method to characterize the distant hinterland of hub seaports quantitatively, and provides a reference for understanding the complexity of port regionalization.

The second millennium's explosive growth in tourism has led to more large-scale tourism development projects being started, which has prominently sped up the gentrification trend in the tourism industry. Traditional villages and towns in the suburbs of big cities have become the forefront of the occurrence, development, and exploration of tourism gentrification due to their rich historical and cultural heritage resources, favorable geographic conditions, and enormous tourism consumption market demand. This study takes the Zhujiajiao Acient Town as an example and uses field observation, in-depth interviews, and other techniques based on the "rent gap" theory and Lefebvre space production theory to investigate the stage, traits, process, and mechanism of tourism gentrification in this ancient town. The new urbanization development path of traditional villages and towns can be explored through this study, which has significant theoretical and practical implications. The Zhujiajiao Ancient Town has undergone significant changes after the gentrification of tourism in terms of population, housing price, material landscape, social and cultural atmosphere, etc. The study found that over time, Zhujiajiao experienced the embryonic stage of tourism gentrification, the primary stage of tourism gentrification, and the development stage of tourism gentrification. In the process of space production, the practice of space is represented by the landscape shaping of tourism gentrification space (the material space), the spatial representation is represented by the planning and restriction of tourism gentrification space (the institutional space), and the representational space is represented by the perception of the activity under the influence of tourism gentrification (the social spiritual space). Tourism-related gentrification in Zhujiajiao Ancient Town is primarily driven by three factors: power, capital, and social forces. They collaborate closely to build a multi-level gentrification mechanism for the travel and tourism sector, both independently and in relation to one another.

Characteristic villages are important carriers of rural industry revitalization and urban-rural leisure tourism. Although a large amount of characteristic rural resources and their tourism potential have been constantly exploited, the spatial synergistic relationship of different types of characteristic villages remains unclear. This paper analyzes the differentiation pattern, spatial linkage, and function complementary features of national characteristic villages, which include 6819 traditional villages, 7586 forest villages, 1199 key rural tourism villages, 1652 ethnic minority villages, and 487 famous villages with Chinese history and culture. The tourism development potential of characteristic villages is evaluated based on the identification of agglomeration areas of characteristic villages. The collaborative optimization zoning of rural tourism space is proposed based on the location matching degree analysis between characteristic villages and tourism facilities. The results show that the characteristic villages in China are densely distributed in the east and sparsely in the west, and the agglomeration regions are characterized by coastal areas (near the East China Sea), and riverside areas (along the Yangtze and Yellow river). The formation and development of characteristic villages are the results of the interaction of multiple factors, among which, the urbanization rate of county, annual precipitation, population density, and tourism industry scale index have significant effects. The high potential areas for tourism development of Chinese characteristic villages have formed a rhombic distribution pattern, which takes the central cities of the Yangtze River Delta urban agglomeration, Beijing-Tianjin-Hebei urban agglomeration, Guangdong-Hong Kong-Macao Greater Bay Area, and Chengdu-Chongqing urban agglomeration as strategic fulcrums. This paper divides the whole country into priority development area, characteristic mining area, resource integration area, collaborative improvement area, and optimization guidance area, which points out the direction of spatial pattern optimization and coordinated development of characteristic rural tourism.

Governing the country is a matter of routine and people-oriented strategy, and improving the people's well-being is "the greatest thing in the country". At present, China is facing the challenge that the national well-being declines with the economic development. This study is based on the national large-scale regional space and adopts the survey data collected in 2020 by the "China People's Livelihood Survey" research group of the Development Research Center of the State Council. The data cover 31 provincial-level regions (hereafter provinces) across the country, including 164 cities at prefecture-level and above, and the number of valid samples is 26370. The research adopts the methods such as the trend surface analysis and spatial analysis of hotspots and coldspots to construct the spatial differentiation and agglomeration pattern of urban residents' perceptions of living conditions in the 31 provinces; the multi-level regression model is used to explore the multi-dimensional influencing factors of perceptions of living conditions at the individual and city levels. The findings are as follows: (1) The differentiation of the living improvement, living condition evaluation, future life confidence and perceptions of living conditions of urban residents in China shows a pattern of high in the west and low in the east, and high in the south and low in the north. (2) The living conditions of urban residents show the characteristics of "continuous agglomeration", and the evaluation of living conditions shows the characteristics of "coexistence of massive agglomeration and scattered distribution", and shows the characteristics of high in the south and west and low in the north and east together with the future life confidence and overall perceptions of living conditions. (3) On average, the highest and lowest values of life improvement, urban residents' living condition evaluation, future life confidence and perceptions of living conditions are also located in the west and east respectively. (4) The influencing factors at the individual level are reflected in gender, age, education level, employment status, household registration status and satisfaction evaluation of urban public services. Among them, satisfaction evaluation of urban public services is reflected in government services, social security status, fair law enforcement status, food safety status, housing status, education status, medical services, transportation status, environmental status, etc. (5) The city size has a significant impact on the perceptions of living conditions of urban residents. Compared with large cities, the perceptions of living conditions of residents in small and medium-sized cities is higher, while that of residents in megacities is lower. In addition, the positive impact of satisfaction evaluation of public services in megacities on the perceptions of living conditions of urban residents has been weakened. Specifically, it mainly weakens the positive correlation strength of medical status evaluation and traffic status evaluation on the well-being effect. The research provides a practical and theoretical reference for the research, judgment and governance direction of China's national perceptions of living conditions.

Exploring the co-evolution characteristics of tourism economy and urban ecological resilience can provide theoretical support and quantitative basis for the ecological protection and high-quality development of the Yellow River Basin. From the perspective of evolutionary resilience, this paper constructs an index system of urban ecological resilience based upon "resistance, response and innovation". The theoretical framework of the co-evolution of tourism economy and urban ecological resilience is analyzed with the synergetics. Taking Shandong province as an example, this paper uses the Haken model, kernel density estimation and spatialtemporal weighted regression to analyse the spatiotemporal distribution characteristics and influencing factors of co-evolution of tourism economy and urban ecological resilience. The results show that: (1) From the time dimension, the tourism economy shows a trend of continuous rise at first and then a temporary decline, and the urban ecological resilience shows a trend of stable growth. In terms of spatial distribution, the tourism economy and urban ecological resilience show a spatial pattern of "high-high and low-low concentrations" and "dual core leading", respectively. (2) Tourism economy is a sequence parameter of co-evolution, which dominates the development and evolution of the entire system in this stage, and mainly shows the effect of positive feedback. The co-evolution of tourism economy and urban ecological resilience presents an inverted "V" trend, and forms a spatial pattern of Jiaodong Economic Circle > Lunan Economic Circle > Jinan Economic Circle. (3) There are obvious regional differences in the influencing factors of the co-evolution, and the level of economic development, foreign investment, environmental regulation, financial development, and innovation capability have obvious positive effects. The industrial structure and human capital have barely negative effects. The government intervention shows significantly positive effect in the Jiaodong Economic Circle, but not significantly negative effect in the Lunan Economic Circle and the Jinan Economic Circle.

From the theory of the social construction of nature, this paper constructs a research framework of tourism space production of the river basin based on the logic of "discourse-practice-feedback" from the dimensions of the natural discourse of power subjects, the socialization of nature, and the feedback and response of the man-land relationship, and analyzes the process and evolution logic of tourism space production of Xin'an River Basin. The study found that Xin'an River Basin has experienced four different stages of evolution: (1) In the process of the space production dominated by traditional agriculture and Huizhou merchants' capital, the traditional social structure responded to the natural environment of the river basin, formed a man-land relationship pattern based on agricultural civilization, and injected adaptation mechanisms such as Huizhou merchants' capital with the interaction of man-land contradictions. During this period, the value of natural resources became the logical starting point for the recognition and identification of future tourism resources. (2) In the process of the space production dominated by traditional agriculture and modern water conservancy, people changed the physical space of the river basin, promoted the formation of new landscapes, and provided the ecological, landscape and characteristic industrial basis for future tourism development and ecological civilization construction. While giving it more value, it also triggered new man-land conflicts. (3) In the process of the space production dominated by industry and tourism, tourism has become one of the important goals of river basin's economic and social leading forces and natural construction. Traditional agricultural space has gradually been shaped into modern tourism and industrial production space. At the same time, local power has separated the space representation of the river basin, making the contradiction between protection and development increasingly acute. (4) In the process of the space production dominated by ecological civilization and tourism, tourism has become a driving force for the natural construction of the river basin, reconstructed the distribution pattern of space value, and scientifically guided the natural discourse of the river basin as a new industrial path and new development mode to redraw the spatial blueprint, contributing to new spatial practice. Finally, the paper proposes that we should establish the overall geographical view of the river basin, re-examine the evolution logic of the regional system of man-land relationship based on the river basin from the systematic thinking of the combination of nature and social culture.

Exploring identification and evaluation methods of tourism corridors is crucial for enhancing tourism destination research and promoting sustainable regional tourism development. Drawing on the relevant theories and identification methods of ecological corridors in landscape ecology, we consider the convergence of tourism flow patterns and the nature of biological migration, constructing an identification path of "determining tourist source - 'tourism transportation' network simulation - 'transportation tourism' corridor identification." The Qinghai-Tibet Plateau is used as a typical case study to comprehensively identify and evaluate tourism corridors within this region. The results indicate that: (1) The "tourism transportation" network in the study region is composed of 23 source areas and 53 sections, exhibiting a loop network feature and a pattern of "dense in the east, but sparse in the west". (2) By comparing the differences in the degree of facility and service guarantee for "tourism transportation" network sections, the overall performance is ranked as "medical services" > "shopping" > "catering" = "accommodation" > "transportation" > "entertainment" > "tourism", radiating and attenuating from the two core cities of Xining and Lhasa. (3) On this basis, six mature "transportation tourism" corridors were identified: Qinghai-Tibet Line, North Sichuan-Tibet Line, South Sichuan-Tibet Line, Yunnan-Tibet Line, Border Line, North Gansu-West Sichuan Line. Two potential "transportation tourism" corridors were also identified: Xinjiang-Tibet North Line and Tang-Tibet Ancient Road Line. This study constructs a set of identification and evaluation method paths for regional tourism destinations to transition from a single-functional "tourism transportation" network to a multi-functional "transportation tourism" corridor. This case study also verifies the feasibility and universality of this method.

Population's size, structure and distribution and related changes are elemental factors determining passenger travel demand. Population is a pre-condition for efficiently planning, building, operating and managing transportation infrastructure facilities. China's population development has witnessed new trends in China in recent years. This has brought new requirements for the people-centered strategies of transportation system. It is imperative for researchers to explore the people-centered land passenger transportation regionalization in order to support policy-making of transportation infrastructure and service supply. By using the theory of geographical regionalization, this study identifies, for the first time, China's land passenger transportation regionalization under the people-oriented strategies. Population's mobility, spatial agglomeration, production activities and livelihood needs are included as major factors in transportation regionalization. The status quo of transportation facilities are also considered. Multi-source big data and actor-weighted superposition and spatial clustering methods are applied. Five first-level zones and four second-level zones are identified. First-level zones include East-Central transportation area I (prioritizing integration and quality improvement), Northeast transportation area II (prioritizing optimization and refinement), West-middle-south transportation area III (prioritizing accelerated development), Northwest transportation area IV (prioritizing stabilization and enhancement), and Qinghai-Tibet transportation area V (prioritizing basic security). Second-level zones include scattered point type, axial belt type, radial type, and network type. The results of people-oriented land passenger transportation regionalization in this paper would improve the theory of transportation geography, and enrich the application of geography in China's national transportation strategy.

The transport superiority degree is an important and widely used indicator to evaluate the superiority of regional transport infrastructure. It also serves as a primary indicator for the main functional area planning. It has been extensively utilized since its establishment. However, existing literature has rarely discussed and developed the evaluation dimension by integrating regional characteristics based on the connotation discussion. The purpose of this article is to return to the "support, guidance and guarantee" capacity of transport in regional development that is originally emphasized by the transport superiority. This article elaborates and expands the connotation of support and guidance capacity from the perspectives of bearing capacity, accessibility and connectivity. Besides, the concepts of reliability and equity are introduced into the guarantee dimension, thereby enriching the conceptual and analytical framework of transport superiority degree based on the three capacity dimensions. On this basis, this article takes Tibet as a case area and its pertinent counties as the basic evaluation units. Specifically, according to the regional and transport characteristics of Tibet, this article introduces indicators such as average connectivity of roads and seasonal fluctuation into the guarantee dimension, and employs finer and multi-modal accessibility indexes to better evaluate the guidance capacity. The obtained results reveal that: (1) There are obvious discrepancies in the transport superiority degree between counties in Tibet, with high transport superiority degree in Lhasa, Nyingchi, and Shigatse, and generally presenting the characteristics of point-axis pattern along the river valley, while all prefecture-level regions exhibit the core-periphery structure around the districts and counties of prefecture-level administrative centers. It should also be noticed that there exist a large number of districts and counties with low transport superiority degrees in Tibet. (2) Compared with the traditional form of transport superiority degree, the improved transport superiority degree evaluation can apparently show the pattern of the three capacity dimensions of Tibet's transportation condition. It can also reveal the disadvantages of transport guarantee capacity of counties in Qiangtang plateau, western Tibet, and the border of southeast Tibet, as well as the wide range of transport disadvantaged areas they formed. In the near future, the opening of the Sichuan-Tibet Railway will remarkably enhance the transport superiority of eastern counties in Tibet, but it is still difficult to restore the disadvantage of border counties in Ngari. (3) The discussion of the three capacity dimensions in the present study offers a potential conceptual framework for developing the transport superiority degree. This framework also involves some controversial cutting-edge issues. After further development, it is beneficial for more precisely assessing the advantages and disadvantages of regional transportation and carrying out transportation planning in the new era.

Rural tourism destinations are becoming places where stakeholders encounter dialogue and conflict amid a multifunctional transformation underway in rural areas. The land-use conflict has increasingly become a prominent issue since stakeholders have different demands. This paper constructs a conflict-coordination theoretical research framework and internal correlation mechanism concerning stakeholders' cognition of multifunctional spaces in rural tourism destinations. Taking Shancha Village as the case study, the paper identifies the potential points of conflict utilizing density mapping and different models for responding to conflict situations. The coordination among different multifunctional demands was analyzed based on the Grounded Theory and the DEMATEL method. The findings are as follows. First, rural residential areas perform agricultural and living functions. The village's five major scenic spots have economic, travel and leisure functions, while the whole village plays an ecological role and function. The agriculture of this village is restricted within a certain radius. Place-based transportation and an industrial layout around the scenic area are characteristics. Furthermore, there is an overlap in production-living-ecological spatial cognition. Second, the distribution of high values areas in the Overall Preference Difference (OPD) shows that the agricultural function distribution depends on agricultural production conditions and the population density of settlements. As for economic function, the economic spillover effect of scenic spot development is differentiated at different levels of development. Moreover, transportation in residential areas influences the distribution of the living function. Spatially, the ecological function is mainly distributed in the Huangshan Scenic Area, and tourism resources constrain the distribution of travel and leisure functions. Third, regarding conflict points, agricultural function conflicts are concentrated on arable land and garden plots due to differences in the awareness of production layout, facilities and economic benefits in mountainous areas. Economic functions are concentrated on land for commercial services, whether or not for tourism purposes, caused by differences in cognition of industrial land management, construction land scarcity and tourism revenue and dividends. Furthermore, the difference in awareness of infrastructure allocation, quality of living conditions and commodification of rural spaces leads to the distribution of living functions in rural homesteads, regions equipped with service facilities and water regions. Moreover, due to the gap in the cognition of environmental regulation, ecological conservation and ecological benefits, ecological functions are concentrated in water, woodlands and some agricultural land. In addition, ravel and leisure functions are distributed in scenic spots and tourist roads due to differences in the cognition of development methods, transportation accessibility and tourism revenue. Fourth, in terms of coordination between multifunctional demands, living functions are witnessing overall coordinated development. Residents' interests, agricultural production and sales, and the demands of enterprises for dividends and a better ecological environment are the leading factors affecting the coordinated development of agricultural, economic and ecological functions. Demand by government and enterprises for a tourism market and residents' need for tourism revenue have become the dominant factors that affect travel and leisure functions. Hence, the conflict-coordination mechanism and path of multifunctional spatial cognitive conflict are constructed, satisfying stakeholders' demands as a starting point.

Senior residential tourism is the product of upgrading demand for elderly care, and thus effectively fits the national development strategy of rural revitalization. Based on grasping the connotation of senior residential tourism, the paper constructs a framework to analyze the development of senior residential tourism with the push-pull theory. This paper uses various analytical methods to discuss senior rural residential tourism's spatial and temporal evolution pattern and formation mechanism, and further reveals and analyzes the typical development mode. The findings are as follows: (1) Senior residential tourism is a lifestyle in which the elderly live continuously in the sojourning place for the dual purpose of deep experience and living. To grasp its connotation, it is necessary to clarify the key issues, such as the subject of action, the motive of action, the time limit, and the moving distance. (2) In terms of temporal dimension, China's senior rural residential tourism has experienced three stages, namely, the budding stage, the slow development stage, and the high-speed development stage, which show a trend of structure type optimization, increased participation of social capital, and market development segmentation. (3) In terms of spatial dimension, senior rural residential tourism development strongly correlates with the "Hu Huanyong Line." During the study period, the high-density core area evolved from the "single-level core" of the Yangtze River Delta to the "three-pillar" situation of the Yangtze River Delta, Beijing-Tianjin-Hebei region, and Pearl River Delta. (4) Under the framework of "push, pull, and intermediate barrier", the development of China takes the pulling force as the dominant driving force, which mainly includes the number of intangible cultural heritages, the number of tourist resorts, and other factors. (5) Finally, based on the comprehensive analysis of regional development factors, this paper classifies senior rural residential tourism into four typical development modes: natural support, cultural tourism support, health support, and mixed type, and thus puts forward a development path according to local conditions and classification.

It is of great significance to explore the new expression of emerging resource elements in geographical space for formulating and optimizing national development strategies. This paper constructs a theoretical framework of resource agglomeration and evolution from the perspective of geographical nature, and studies the pattern evolution and formation mechanism of commercial fitness resources agglomeration in China by using the methods of spatial analysis and factor detection. The results are as follows: (1) The spatial agglomeration pattern shows two remarkable characteristics. First, the spatial pattern and evolution trend exhibit the "cross-shaped" corridor with the Beijing-Guangzhou Railway and the golden waterway of the Yangtze River as the backbone. The regional central cities play an important role in this pattern. Second, the urban agglomerations are the main areas for the spatial distribution of commercial fitness resources, with those in the coastal areas playing a leading role. (2) The pattern of cold and hot spots of China's commercial fitness resources presents a remarkable ladder-like distribution feature, and the hot spots and sub-hot spots gradually evolved into sub-cold spots and cold spots from east to west. The spatial hot spots have experienced the process of expanding from the Bohai Rim and the Yangtze River Delta to north China, central China and east China. The sub-hot spots in the northeast and northwest regions have a tendency to cross the Hu Huanyong Line and expand westward. The overall change of the sub-cold spot and the cold spot areas is relatively stable, and the local changes are mainly manifested in the evolution of the cold spot area into the sub-cold spot area in the east of Guangxi and the west of Guangdong. (3) The agglomeration and evolution of commercial fitness resources in China are the result of the interaction and coupling of three geographical natures. Different factors play different roles in the formation of the spatial agglomeration of commercial fitness resources. The first, second and third geographical natures play a basic control role, a material support role and a leading role in the agglomeration and evolution of commercial fitness resources, respectively.

The shipping service industry is a major driving force in the economic growth and reorganization of port cities' spatial structure, as well as a core element in raising hub port cities' competitiveness. Recently, the global distribution and network connections of the shipping service industry have attracted significant attention, but few studies have analyzed the distribution differences and influencing factors of different shipping service industries. In this study, we divided the shipping service industry into upstream shipping auxiliary industries (ship owners, ship management, ship repair and construction) and downstream shipping derivative service industries (shipping finance, shipping insurance, maritime law). And based on Lloyd's Maritime Directory in 2019, we built a database about the world's shipping service industry. The spatial connection network of the global shipping service industry was then examined at the global, regional and city levels, using the correlation network model and the negative binomial regression model, which revealed the differences in distribution between the upstream and downstream shipping services. The affecting elements on upstream and downstream shipping services are explored in the last section. The results are as follows: (1) Europe and Asia are the primary distribution region of the upstream and downstream shipping service industries, a pyramid structure is shown under the variation in countries' distribution. The spatial distribution of the upstream industry is wider in range, closer in connections and stronger in agglomeration, compared to the downstream industry. (2) The global shipping service network presents a dual-center structure. Europe centers on London and builds a trans-continental radiation network of downstream shipping derivative services connecting to neighboring capital cities. Asia forms an upstream service network that connects Hong Kong, Shanghai and other cities with Singapore as the center. (3) The upstream shipping auxiliary industry is mainly distributed in non-capital seaport cities, while the downstream shipping derivative service industry is chiefly distributed in the capitals and other administrative centers. (4) The e-commerce index and the logistics performance index are positively related to the upstream and downstream industries. Otherwise, the upstream shipping auxiliary industry is also affected by the degree of economic freedom, the number of tourist arrivals, and the liner transport index, while the downstream shipping derivative service industry is mainly influenced by international trade and political culture. This study provides a theoretical reference for China to construct an international shipping center, reaches the linkage development between upstream and downstream shipping services, and improves the overall strength of China's shipping industry.

A well-developed transportation network can profoundly influence the spatial connection of cities and reshape the regional spatial pattern. This paper used 2021 high-speed railway passenger time data, and took the construction of "National 123 Travel Traffic Circle" proposed in the "Outline for the Construction of a Strong Transportation Country" as the starting point. It compares and analyzes the access patterns and differences of national urban agglomerations and central cities, and further uses the SLPA model to identify the community division and overlapping space of all high-speed railway connected cities in China, and explores regional development trend and the geographic characteristics of overlapping space. Some conclusions can be drawn as follows: (1) There were 15 urban agglomerations with 2-hour access to Chinese urban agglomerations, accounting for 79% of the total number of urban agglomerations, and the weighted average access time of cities showed a "circle-type" spatial pattern of expanding from the central area to the peripheral areas from low to high. (2) Most of the 3-hour access contour coverage areas of central cities are beyond urban agglomerations, showing the spatial characteristics of "cross-urban agglomerations". (3) The overlapping community discovery algorithm divides China's urban space into 14 communities, and there are only 3 communities west of the Hu Line. (4) The overlapping space was identified for the divided communities, in which 9 communities overlapping a total of 27 cities were generated. (5) In terms of spatial morphology, the overlapping cities were distributed in a point or belt pattern; in terms of spatial location, the overlapping cities are mostly located around the regional central city, and in terms of administrative divisions, they were mostly in the inter-provincial junction zone; in terms of urban function, the overlapping cities rely on the high-speed railway circulation channel, and through the transition and conversion function, they were manifested as a network connection bridge between communities. From the perspective of high-speed railway transportation, the regional spatial pattern showed cross-urban agglomeration linkage and group development, and the networked, interactive, and cross-scale role of overlapping spaces was highlighted. For the better development of the city and the region, for the characteristics of overlapping communities and overlapping spaces, communities can try to fill in the gaps and improve the inter-community capacity, while overlapping spaces can try to combine their own advantages to create more cross-regional connection possibilities.

There are differences between high-speed rail and conventional rail in technical and economic characteristics such as speed, ticket price and reasonable transport distance. Therefore, they can reflect spatial traffic links at different scales, which have important impact on the reshaping of territorial space. Using train timetable data, this paper analyzes the differential spatial cascading system order of high-speed rail and conventional rail service, and compares the regional integration effect of these two rail modes on the spatial cascading system. The results show that, compared with conventional rail, the spatial layout of high-speed rail is more consistent with the gradient pattern of national economic and social development. The distance decay effect of traffic flows by high-speed rail is more obvious, with an advantage over conventional rail for journeys within 600 km. The advantaged cities of high-speed rail and conventional rail are spatially concentrated to the south and north of the Yangtze River respectively. The conventional rail service presents a more balanced distribution considering the demand of passenger transport. Further analysis shows that, under the influence of technical and economic advantages, competition between high-speed rail and conventional rail, and the network spatial layout, the regional integration effect of high-speed rail on efficiency space shows a significant polarization, with the neighboring regional agglomeration as the main form, while conventional rail has formed cross-regional corridor agglomeration along the north-south direction and east-west direction at the macro level. The regional integration model of high-speed rail and conventional rail also presents the characteristics of multi-center grading and multi-plate equalization respectively.

Against the background of the industrial transformation and upgrading, the coupling coordination concerning the scale, structure, and efficiency of the tourism industry is conducive to rationally optimizing its productivity, quality, and efficiency. There is great theoretical and practical significance in understanding the evolution characteristics and its factors influencing the high-quality development of the regional tourism industry. This study constructed an analysis framework regarding the coupling coordination relationship among scale, structure, and efficiency. The spatiotemporal dynamics characteristics and factors influencing the coupling coordination of scale, structure, and efficiency in China's tourism industry were studied from 2011 to 2019. The methods used to achieve this included the modified coupling coordination model, the Local Indicators of Spatial Auto-correlation (LISA) time path, spatiotemporal transition, and spatiotemporal weighted regression. The results show that: (1) The level of coupling coordination of the scale, structure, and efficiency of tourism industry in China showed a significant increasing trend, with the ranking of the regions in terms of this level being Easter Area> Central Area> Northeastern Area > Western Area. Moreover, a trend of a gradual increase in spatial diffusion was also evident. (2) There was an overall small range of fluctuation of local spatial structure and spatial dependence within the level of coupling coordination of scale, structure, and efficiency of tourism industry in China, whereas there was strong spatial integration. In addition, the structure of local spatial correlation was relatively stable and there were obvious transfer inertia and path dependence, particularly in the Northeastern and Western Areas. (3) Scientific and technological innovation, urbanization, and transportation facilities have all had significant positive impacts on the level of coupling coordination of the scale, structure, and efficiency of tourism industry in China. Furthermore, government regulation and industrial structure will play an increasingly important role in promoting the Central and Western Areas, while human capital will have a strong positive impact on the Eastern Area.

The integration of culture and tourism is conductive to the realization of the urban-rural integration and rural revitalization. Taking 16 typical traditional villages in Beijing as cases, this study proposes the evaluation system and influencing factor model of the integration of culture and tourism of traditional villages. Based on the TOPSIS model supported by entropy method, it analyzes the level of the integration of culture and tourism of traditional villages. Moreover, we discuss the main influencing factors and their paths of the integration of culture and tourism of traditional villages by using fuzzy-set qualitative comparative analysis (fs/QCA). The results can be concluded as follows: (1) The integration of culture and tourism of traditional villages is a dynamic process that continues to promote the comprehensive revitalization by deepening resource integration, advancing product cultivation and strengthening industry functions. (2) There are obvious differences in the development level of the integration of culture and tourism of case villages. Specifically, the level of each village in the four dimensions presents the characteristic of differentiation and imbalance. (3) None of single factors can constitute the necessary and sufficient conditions of the integration development of culture and tourism. (4) There are three influencing paths of the integration of culture and tourism of traditional villages, namely, mature development path, rapid development path and progressive development path, which correspond to their respective combinations of influencing factors. This study could provide theoretical inspiration and scientific guidance for the urban-rural integration and rural revitalization of traditional villages from the perspective of the integration of culture and tourism.

As the material carrier of native land, architectural heritage not only presents productive, living and ecological values in history, but also reflects changes of local people in mentality order and reproduces the character of symbolic communication of things due to its modernity practice, which reshapes material values and identities with the evolution of practice field. Diaojiaolou-the traditional stilted buildings, as a site of daily life practices for Chinese ethnic minorities, are mainly located in the Wuling mountain area, which contain local meanings on multiple levels, including material, institutional and spiritual significance. This paper constructed a dialectical framework of "time-space-place" from the perspective of "things", to dynamically investigate the interaction between homeland heritage and cultural subjects as well as the transformation of social order in the Wuling mountain area: (1) the presence of "things" represents the historical response to folk preservation and generation inheritance, carrying home culture and local memory; (2) The declining and disembedding of "things" implies the game and integration of macro power and individual behavior under the penetration of modernity, as well as the deconstruction, negotiation and reconstruction of local subjectivity; (3) The appearance of "things" suggests that the home is placed in a regional cultural value system at a deeper level, which shows up the spatial value of ethnic architecture, thus participating in the tourism context as a form of cultural capital. Furthermore, the paper tried to explore the reconstruction of the order of material, social and human ecological spaces of homeland heritage from a local perspective: (1) Spatial empowerment: landscape genes renew space value in the aspect of production; (2) Order reconstruction: social motivation activates space value in the aspect of life; (3) Local knowledge: multiple subjects nurture space value in the ecological aspect. Through the localization of "things", this study explores how "things", which have been hidden in the folk, attract multiple subjects to create a "field of memory" along with the modernization of ethnic areas, in order to achieve the order transformation from the daily "home" to the "place", thus exploring new paths for the survival of homeland heritage and the creation of "poetic dwelling"in China's ethnic areas, as well as promoting rural revitalization.

A transportation hub is the key link in the construction of the comprehensive three-dimensional transportation corridor of the Yangtze River Economic Belt (YREB), and it is the basic factor responsible for the promotion of this belt. A high-speed railway hub has the effect of "last kilometer of time-space compression" and is the key to building an efficient, convenient, modern, and comprehensive transportation system. Based on the principle of this effect, this study constructed a model for measuring the connection-distribution performance of the high-speed railway hub, determined the connection-distribution performance of the urban high-speed railway hub in the YREB, and analyzed its spatial differentiation characteristics, and further revealed the influencing mechanism of the connection-distribution performance of the high-speed railway hub. The main results are as follows: (1) the connection-distribution performance of the high-speed railway hub in the YREB presented an "olive type" grade structure with two small ends and a large middle section, that is, there are fewer high-speed railway stations with high performance and average performance, and there are more high-speed railway stations with good performance and medium performance. (2) The connection-distribution performance of the high-speed railway hub in this economic belt showed a regional differentiation pattern of "high in the east and low in the west" and "high in the north and low in the south", and showed an urban agglomeration differentiation pattern of "high in the core area and low in the marginal area". Moreover, spatial differences were prominent in the distribution of nine evaluation indexes of the connection-distribution performance of the high-speed railway hub. (3) GDP, urbanization rate, city level, station passenger flow and frequency of shuttle bus were key driving factors affecting the connection-distribution performance of the high-speed railway hub. At the same time, there were significant differences in the key driving factors for the connection-distribution performance grades of high-quality, good, medium and average levels.

High-speed railway (HSR) station is regarded as a new type of space for driving urban economic growth, and studying its surrounding industrial structure is of great significance to guide the development of HSR station areas. In this paper, nine HSR stations with different locations and different levels in China are selected as the research object. The Point of Interest (POI) information data of 10 industries within 3000 m around the HSR station are used as the research basis. Based on the Ripley's K function, kernel density estimation and industrial indexes, the characteristics of industrial distribution of HSR station areas in different locations are explored. Our result indicates that when the grade of high-speed rail stations is the same, the farther the high-speed rail stations are from the city center, the smaller the total number of industrial POIs in the station area. Among 10 kinds of industries, the number of POIs in four types of industry, namely, shopping services, catering services, life services and companies, is much larger than that of other industries. Secondly, all industries in the HSR station areas show a significant agglomeration within an observation distance of 1500 m. In terms of the industrial agglomeration degree, the change of the central station is relatively gentle, the change of the urban station is the highest, and the change range is greater, and the regularity of new-town station is not obvious. Thirdly, the industrial agglomeration area of the central station is mainly distributed in the range of 0-2500 m around the high-speed rail station, the industrial agglomeration area of??the urban station is more obvious in the range of 500-2500 m, and the industrial agglomeration area of the new-town station is concentrated in the ranges of 0-1500 m and 2000-3000 m. Fourthly, the basic service industry and derivative service industry are mainly concentrated in the inner and the middle circle layers, and the related service industries are mainly distributed in the middle and the outer circle layers. The compound characteristics of the industries in each circle layer are obvious, and the farther away from the city center, the weaker the radiation effect on the industry, the more obviously the trend of industry decays. Finally, based on the research findings, it is believed that the government should pay more attention to the intensification of land development and the integration of industrial development while developing the industries in HSR station areas.

With the increasing complexity of tourism destination development, nonlinear research method has become an effective way for tourism destination evolution research. This paper, with Shanghai as a case study, takes the tourism demand as the dynamic behavior representation of the complex system of the tourism destination by using the method of horizontal visibility graph. It explores the evolution process and dynamic characteristics of the complex system of tourism destination. Result shows that the evolution of tourism destination complex system is featured by a small world and approximate scale-free network, which is characterized by chaotic dynamic behavior and chaotic deterministic nonlinear dynamic system. The evolution of the complex system of Shanghai tourism destination is in the chaos of "order in disorder" or the edge of chaos. The original order of the system has collapsed, and new attributes and structures have emerged gradually, and then they will form a new advanced order. The complex system of tourism destination follows the process of "order - chaos (edge) - emergence - new order", from low order to high order. The major events dominated by the external environment and the main system are the "key elements" of the evolution of complex tourism destination system from low-level order to high-level order. The improvement of the government's learning and innovation ability acts as a "propeller" in the system's phased evolution. Tourism enterprises begin to play a critical role and become the leading force to promote the development of complex system of Shanghai's tourism destination in the future. International inbound tourism source countries of Shanghai (Japan, South Korea, Singapore, Germany, Britain, France, Canada, and Australia) and domestic foreign tourism market are in an unstable chaotic region, which is an important factor affecting the chaotic behavior of the complex system of Shanghai's tourism destination. We should control the chaos, strengthen the management and guidance, and promote the formation of orderly state in the new evolution stage of the complex system of Shanghai's tourism destination.