Danwei
compounds were the dominant form of urban neighborhood in China’s planned economy era. However, since the economic reform, the status of
danwei
compounds has undergone dramatic changes. By ...examining the transformation of
Hua Gong Da Yuan
(HGDY), a
danwei
compound in Beijing, this paper conceptualizes property rights redistribution and spatial evolution for post-
danwei
compounds. The transformation of
danwei
compounds is accompanied by the increasing awareness of property rights mainly in terms of land parcels, amenities and housing. Meanwhile, a more diversified group of property users, including both original residents and newcomers, are granted some portion of these property rights. They tend to privately claim all types of compound resources, which causes the spatial evolution of the compound, such as the reuse of former amenities, fragmented spaces and porous boundaries, the evolution of street shops, and the encroachment of public space. This paper argues that the institutional and proprietary order of post-
danwei
compounds is vaguely defined and disorderly arranged, which results in a weakened pattern of residual claims and compounds’ deterioration. The study suggests an updated contract regarding
danwei
compounds to clearly regulate the behaviors of property users.
•Number of logistics facilities in Shenzhen slightly decreased but overall floor area grew a lot.•Supply-demand mismatch in logistics space due to demand for e-tailing logistics ...services.•Collaborations and connections along supply chain affect logistics spatial shift.•Intensive logistics development can contribute to sustainable land use patterns.
The burgeoning electronic commerce has contributed to enormous demand for developing new logistics facilities dedicated to processing online shopping orders. However, how logistics land uses have been reshaped to accommodate the e-tailing demand has not been adequately studied. By examining the trajectory of logistics space development during the last decade in Shenzhen, an e-tailing hub in China, this study reveals a less common trend of logistics space restructuring that has been identified in a series of existing studies. Results from spatial data analysis indicate a more clustered logistics space across the city, in spite of a slight decrease in the total number of facilities. We argue that e-tailing has acted as a catalyst for determining how logistics facilities are designed, redeveloped, relocated, and utilized to match with changing requirements in supply chain management. Development of new multi-story facilities, renovation of obsolete facilities, and reorganization of existing facilities at regional level, are the major types of land-use efforts to fill in the supply-demand gap in logistics space in this rapidly-urbanizing city with shrinking land availability. The findings could help the governments reconsider the interactions between e-tailing, logistics demand, and sustainable land use patterns in policymaking.
Understanding school travel inequities and promoting active travel policies more effectively is an increasingly important issue in the international transport policy agenda. Using the dataset of the ...2014 Shenzhen primary and secondary school travel survey, this study empirically revealed the permanent residence permit (hukou) system in the context of China shapes the evident inequities between students from public schools and private schools. Students without a legitimated hukou to local areas suffer from more constraints, longer distances, and more time to access private schools which are excluded from the public sponsorship and have disadvantages in geographical locations. Applying the ordered logistic model, this study specifically investigated the influential factors of school commuting travel mode. Household vehicle ownership and travel features (i.e., chauffeuring and home-school distance) have a much more significant role in school travel mode decisions, which largely surpassed the role individual demographic attributes and the school surrounding built environment play. The implications of this study shed light on making more specific strategies for private schools to mitigate mobility inequity imposed on disadvantaged students.
Current studies on the COVID-19 depicted a general incubation period distribution and did not examine whether the incubation period distribution varies across patients living in different ...geographical locations with varying environmental attributes. Profiling the incubation distributions geographically help to determine the appropriate quarantine duration for different regions.
This retrospective study mainly applied big data analytics and methodology, using the publicly accessible clinical report for patients (n = 543) confirmed as infected in Shenzhen and Hefei, China. Based on 217 patients on whom the incubation period could be identified by the epidemiological method. Statistical and econometric methods were employed to investigate how the incubation distributions varied between infected cases reported in Shenzhen and Hefei.
The median incubation period of the COVID-19 for all the 217 infected patients was 8 days (95% CI 7 to 9), while median values were 9 days in Shenzhen and 4 days in Hefei. The incubation period probably has an inverse U-shaped association with the meteorological temperature. The warmer condition in the winter of Shenzhen, average environmental temperature between 10 °C to 15 °C, may decrease viral virulence and result in more extended incubation periods.
Case studies of the COVID-19 outbreak in Shenzhen and Hefei indicated that the incubation period of COVID-19 had exhibited evident geographical disparities, although the pathological causality between meteorological conditions and incubation period deserves further investigation. Methodologies based on big data released by local public health authorities are applicable for identifying incubation period and relevant epidemiological research.
•Geographical study of China's live music industry through a digital platform.•Emergence of independent small labels and performance venues.•Popularity of live houses in urban cultural consumption ...spaces.•Increased commercialization and state surveillance in live music market.
This paper provides a non-Anglo-American geographical discussion of digitally mediated cultural activities. Taking China’s live music industry as an entry point, we seek to theoretically and empirically understand the complex roles of digital technologies that influence contemporary cultural practices. We argue that digital platforms have reshaped the production and consumption patterns of Chinese live musical performance. Focusing on the ShowStart platform as a case study, we measured the role of the platform by collecting and analysing its performance records over a two-year period and observed the rising influence of independent small labels and small-scale performance venues in China’s live music industry. Live houses, a special type of small venues that used to be niche subcultural spaces dominated by underground musicians, have become popular urban cultural consumption spaces in this platform era, expanding rapidly in large cities and expected to gradually penetrate lower-level cities. Furthermore, with the increasing commercialization of the live music market under platformization, we point out that the state’s digital surveillance of the industry is also increasing, and the state’s urban resource allocation for live music venues may be misplaced.
The environmental effects of increasing CO2 emissions from road transport in port landside area (PLSA) have attracted significant research attention. This study aims to identify the spatial effects ...of CO2 emissions in PLSA by introducing a machine learning approach. A high spatiotemporal precision emissions inventory is constructed using one month of heavy-duty vehicles GPS trajectory data. We develop an eXtreme Gradient Boosting model to assess the spatial effects of CO2 emissions. Our findings indicate that the spatial effects of CO2 emissions in PLSA exhibit non-linear characteristics, identified as four effect ranges in space with corresponding thresholds of 30 km, 150 km, 300 km, and 1200 km. The interaction effects between the distance to port and other variables reveals the spatial thresholds leading to negative effects on CO2 emissions. We propose the concept of a four-tier Landside Emission Control Area and suggest four policy recommendations to promote carbon reduction in PLSA.
Purpose
The purpose of this paper is to examine the effects of final delivery solutions on e-shopping usage behaviour by modelling their interaction across residents living in different neighourhoods ...with availabilities of different facilities, including automated parcel stations (APSs), collection and delivery points (CDPs), and the direct-to-home delivery stations of parcel express firms (PEFs).
Design/methodology/approach
The study is based on a survey on e-shopping behaviour and delivery awareness. A mixed structural equation model is used to predict the interactions among availability of final delivery facilities (AFDF), level of satisfaction with delivery services and e-shopping usage after controlling individual socioeconomic attributes and retail environment.
Findings
Compared with AFDF, individual socioeconomic attributes are the most influential factors contributing to e-shopping spending and frequency. Improving AFDF has only a slight effect on e-shopping spending, while a larger impact on e-shopping frequency and perceived satisfaction to delivery services is observed. The quantity of PEF delivery stations has a relatively large influence on e-shopping usage but the effects of APSs and CDPs are not as strong as expected.
Research limitations/implications
The causality between final delivery solutions and e-shopping behaviour can be further tested by using social experiments or longitudinal data.
Practical implications
All findings will help business and public policy decision makers to derive a balanced and effective deployment of final delivery solutions, which is also referential for other emerging markets similar to China.
Originality/value
This study theoretically contributes to the international literature by examining the heterogeneous effects of final delivery solutions on different aspects of e-shopping engagement.
This study investigates an important but often overlooked problem – the interaction between parking and land use – to examine the effects of the built environment on car commuting. Using the case of ...Shenzhen, China, a structural equation model is employed to examine the tripartite relationship among the built environment, parking supply and car commuting. The parking–built environment relationship partly reflects the parking supply mechanism that is collectively influenced by the parking market and regulations. The results indicate that, because of the high cost of constructing parking, property developers are reluctant to build sufficient parking spaces for the residential population in densely built neighbourhoods with small lot sizes. However, minimum parking standards often lead to more parking provisions in dense central locations. Therefore, the benefits of compact land use and transit-oriented development (TOD) for reducing car use are either reinforced or offset depending on the various interrelationships between parking and the built environment. In the context of policy implications, a fine-grained urban fabric should be particularly supported, considering its significant effects in reducing car commuting, as well as its potential role in fostering a well-functioning parking market. Meanwhile, imposing parking caps in dense and central areas would be wise because parking oversupply encourages more car trips, which counteracts the sustainable merits of dense developments.
本研宄通过调查一个重要但经常被忽视的问题一一停车位与土地利用之间的互动一一来考察建 成环境对汽车通勤的影响。我们以中国深圳为案例，运用结构方程模型来考察建成环境、停车 位供应与汽车通勤之间的三方关系。停车位与建成环境之间的关系部分反映了停车位供应机制， 这一机制受停车位市场和监管的共同影响。结果表明，由于建设停车场的成本高昂，地产开发 商不愿为地块面积小的高密度建成环境中的居民建设充足的停车空间。但是，最低的停车位标 准往往导致高密度的中心地点停车位供应量更多。因此，根据停车位与建成环境之间关系的不 同，紧凑式土地利用和公交导向式开发(TOD)对于减少汽车使用量的益处或者得到强化，或者 被抵消。就政策启发意义而言，考虑到精细的城市肌理在减少汽车通勤上的显著效应，以及在 培育良好运行的停车位市场方面的潜在作用，这种城市肌理应尤其得到支持。同时，在高密度 的中心区域施加停车位限额会是一种明智的做法，因为停车位的过度供给会鼓励更多的汽车出 行，从而抵消高密度开发带来的可持续益处。
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