Prof. Wanmin Zhao
Prof. Wei Zeng
ISSN: 2095-6304
Journal of Human Settlements in West China is formerly known as Interior Design founded in 1986, which officially changed its name in 2013. Journal of Human Settlements in West China, as the first comprehensive academic journal in China under the name of human settlements, will pay extensive attention to the major scientific problems faced by urban and rural human settlements from a global perspective based on the western regions and oriented to both domestic and international authors and readers.
- Online SystemSubmission & Review
- Author login
- Editor login
- Reviewer Login
- Articles in Press
- Current Issue
- All Issues
- Classic Articles
- Themed Collections
2025(3),1-8
DOI: 10.13791/j.cnki.hsfwest.20250402007
Abstract:
With the rapid advancement of urbanization, the development of a coordinated and sustainable urban transportation system has become a critical objective for promoting transportation equity and enhancing public well-being. The proliferation of digital transportation technologies has facilitated the emergence of various transportation applications and virtual services, including realtime information retrieval, travel navigation, ticket booking, and electronic payment. Meanwhile, innovative mobility solutions such as Mobility On Demand (MoD), Shared Mobility (SM), Autonomous Vehicles (AV), and Urban Air Mobility (UAM) are progressively reshaping modern travel ecosystems, fostering the evolution of integrated transportation systems across urban and intercity contexts. Furthermore, Mobility as a Service (MaaS) has evolved beyond its initial goal of reducing private car dependency into a comprehensive and seamless transportation network. By integrating public transit with shared mobility, autonomous transport, and other intelligent transportation modes, MaaS consolidates transportation information acquisition, travel service reservations, mobile payment systems, and multi-modal coordination. Through a unified digital interface and centralized payment mechanism, MaaS enhances connectivity between diverse transportation modes, facilitating seamless transfers and on-demand mobility customization, thereby increasing public transit utilization, advancing multi-modal travel, and improving overall travel efficiency and flexibility.To advance the digitalization of public transportation and enhance mobility efficiency in urban and metropolitan areas, MaaS-based intelligent systems have emerged as a crucial component of public transport infrastructure. While integrated travel solutions effectively reduce private vehicle reliance, extend travel distances, and enhance convenience, the digitalization of transportation services does not equitably benefit all population groups, raising concerns regarding transportation equity. Disparities in mobility choices, access to transport resources, and regional differences exacerbate inequalities in digital travel services, contributing to a mobility divide in integrated transportation systems. Although MaaS has the potential to enhance transportation equity by integrating multiple platforms and reducing service fragmentation, its design and implementation, if inadequately managed, may inadvertently reinforce existing disparities in mobility access.To optimize intelligent mobility systems and promote regional transportation equity, this study integrates the MaaS development framework to examine the relationship between integrated travel and transportation fairness. Specifically, it explores the core theoretical underpinnings of this relationship, synthesizes existing research methodologies, analyzes key challenges and determinants of multi-modal travel equity, and investigates future research directions in the digitalization of public transportation. This research aims to provide insights and recommendations for developing a human-centered, low-carbon, and sustainable intelligent mobility system.While integrated travel systems enhance travel efficiency and adaptability, ensuring equitable access to transportation resources, particularly for vulnerable populations, is imperative to prevent the deepening of mobility disparities. MaaS platforms offer significant potential for delivering personalized and inclusive travel solutions. Existing research employs various data collection techniques, including surveys, travel diaries, and expert interviews, alongside quantitative methodologies such as descriptive statistics, Pearson correlation coefficients, Logit models, and machine learning algorithms (e.g., XGBoost) to analyze travel behaviors and mode selection. Equity assessments of integrated travel often incorporate measures such as the Gini index and perceivedaccessibility scales to evaluate disparities in mobility access. These studies underscore the necessity of balancing service efficiency with equity considerations in transportation planning. Research findings indicate that intelligent mobility systems face critical challenges in spatial accessibility and the accommodation of marginalized populations. Digital mobility services exhibit higher spatial coverage in urban centers compared to suburban and rural areas, disproportionately benefiting high-density communities over lower-density ones. Furthermore, these services provide significantly greater coverage for work-related commuting than for non-commuting and multi-modal activity-based travel. Socio-demographic disparities are also evident, as women, older adults, low-income individuals, those with lower educational attainment, non-car owners, and caregivers traveling with young children are less likely to benefit from digitalized mobility services compared to men, university graduates, and car owners. Future research on public transportation digitalization should adopt a comprehensive and multidimensional approach, incorporating factors such as built environment characteristics, transportation infrastructure, temporal dynamics, socio-economic conditions, digital connectivity, and external disruptions such as the COVID-19 pandemic. Advancing research in this domain necessitates methodological innovation, including the development of enhanced computational models to assess integrated travel equity, improved quantification and empirical validation of key influencing factors, and refined environmental and social impact assessments of multi-modal mobility systems. Future investigations should prioritize the holistic evaluation of mobility equity, leveraging emerging technologies and analytical frameworks to improve assessment accuracy. Key areas of inquiry include travel mode diversification, accessibility assessment, environmental and social externalities, green mobility adoption, and transportation user satisfaction—each of which holds critical implications for evidence-based policy design. This study aims to explore the intricate relationship between integrated travel and transportation equity, critically examining the role of digitalized public transport systems in mitigating or exacerbating mobility disparities. By offering theoretical insights and policy recommendations, this research seeks to contribute to the optimization of intelligent public transportation systems, the promotion of socially inclusive and equitable mobility solutions, and the enhancement of travel opportunities for vulnerable and underserved populations.
With the rapid advancement of urbanization, the development of a coordinated and sustainable urban transportation system has become a critical objective for promoting transportation equity and enhancing public well-being. The proliferation of digital transportation technologies has facilitated the emergence of various transportation applications and virtual services, including realtime information retrieval, travel navigation, ticket booking, and electronic payment. Meanwhile, innovative mobility solutions such as Mobility On Demand (MoD), Shared Mobility (SM), Autonomous Vehicles (AV), and Urban Air Mobility (UAM) are progressively reshaping modern travel ecosystems, fostering the evolution of integrated transportation systems across urban and intercity contexts. Furthermore, Mobility as a Service (MaaS) has evolved beyond its initial goal of reducing private car dependency into a comprehensive and seamless transportation network. By integrating public transit with shared mobility, autonomous transport, and other intelligent transportation modes, MaaS consolidates transportation information acquisition, travel service reservations, mobile payment systems, and multi-modal coordination. Through a unified digital interface and centralized payment mechanism, MaaS enhances connectivity between diverse transportation modes, facilitating seamless transfers and on-demand mobility customization, thereby increasing public transit utilization, advancing multi-modal travel, and improving overall travel efficiency and flexibility.To advance the digitalization of public transportation and enhance mobility efficiency in urban and metropolitan areas, MaaS-based intelligent systems have emerged as a crucial component of public transport infrastructure. While integrated travel solutions effectively reduce private vehicle reliance, extend travel distances, and enhance convenience, the digitalization of transportation services does not equitably benefit all population groups, raising concerns regarding transportation equity. Disparities in mobility choices, access to transport resources, and regional differences exacerbate inequalities in digital travel services, contributing to a mobility divide in integrated transportation systems. Although MaaS has the potential to enhance transportation equity by integrating multiple platforms and reducing service fragmentation, its design and implementation, if inadequately managed, may inadvertently reinforce existing disparities in mobility access.To optimize intelligent mobility systems and promote regional transportation equity, this study integrates the MaaS development framework to examine the relationship between integrated travel and transportation fairness. Specifically, it explores the core theoretical underpinnings of this relationship, synthesizes existing research methodologies, analyzes key challenges and determinants of multi-modal travel equity, and investigates future research directions in the digitalization of public transportation. This research aims to provide insights and recommendations for developing a human-centered, low-carbon, and sustainable intelligent mobility system.While integrated travel systems enhance travel efficiency and adaptability, ensuring equitable access to transportation resources, particularly for vulnerable populations, is imperative to prevent the deepening of mobility disparities. MaaS platforms offer significant potential for delivering personalized and inclusive travel solutions. Existing research employs various data collection techniques, including surveys, travel diaries, and expert interviews, alongside quantitative methodologies such as descriptive statistics, Pearson correlation coefficients, Logit models, and machine learning algorithms (e.g., XGBoost) to analyze travel behaviors and mode selection. Equity assessments of integrated travel often incorporate measures such as the Gini index and perceivedaccessibility scales to evaluate disparities in mobility access. These studies underscore the necessity of balancing service efficiency with equity considerations in transportation planning. Research findings indicate that intelligent mobility systems face critical challenges in spatial accessibility and the accommodation of marginalized populations. Digital mobility services exhibit higher spatial coverage in urban centers compared to suburban and rural areas, disproportionately benefiting high-density communities over lower-density ones. Furthermore, these services provide significantly greater coverage for work-related commuting than for non-commuting and multi-modal activity-based travel. Socio-demographic disparities are also evident, as women, older adults, low-income individuals, those with lower educational attainment, non-car owners, and caregivers traveling with young children are less likely to benefit from digitalized mobility services compared to men, university graduates, and car owners. Future research on public transportation digitalization should adopt a comprehensive and multidimensional approach, incorporating factors such as built environment characteristics, transportation infrastructure, temporal dynamics, socio-economic conditions, digital connectivity, and external disruptions such as the COVID-19 pandemic. Advancing research in this domain necessitates methodological innovation, including the development of enhanced computational models to assess integrated travel equity, improved quantification and empirical validation of key influencing factors, and refined environmental and social impact assessments of multi-modal mobility systems. Future investigations should prioritize the holistic evaluation of mobility equity, leveraging emerging technologies and analytical frameworks to improve assessment accuracy. Key areas of inquiry include travel mode diversification, accessibility assessment, environmental and social externalities, green mobility adoption, and transportation user satisfaction—each of which holds critical implications for evidence-based policy design. This study aims to explore the intricate relationship between integrated travel and transportation equity, critically examining the role of digitalized public transport systems in mitigating or exacerbating mobility disparities. By offering theoretical insights and policy recommendations, this research seeks to contribute to the optimization of intelligent public transportation systems, the promotion of socially inclusive and equitable mobility solutions, and the enhancement of travel opportunities for vulnerable and underserved populations.
2025(3),9-15
DOI: 10.13791/j.cnki.hsfwest.20250402008
Abstract:
Against the backdrop of the accelerated development of cutting-edge technologies, innovative concepts, and transformative models such as shared mobility networks, green transportation infrastructure, and intelligent connected systems, the landscape of future urban transportation planning is undergoing a profound revolution. Its core mission extends beyond incremental adjustments, seeking to fundamentally reimagine and construct a brand-new transportation ecosystem that synergizes with radical transformations in urban facility spaces. This paradigm shift unfolds systematically through three interlocking dimensions, each addressing critical challenges and opportunities in the modern urban mobility landscape. First, the integration of shared mobility into urban transportation demands a reengineered system architecture that transcends traditional silos. This process involves the meticulous geographic allocation of shared docking stations, electric vehicle fleets, and smart parking berths within every urban functional unit—from commercial districts to mixed-use residential neighborhoods. By doing so, it shapes a hierarchical new transportation facility system where shared mobility acts as the central nervous system. The system adheres to precise service radius benchmarks: “100 meters for shared electric bicycles, 200 meters for autonomous community shuttle buses, 300 meters for shared electric cars, and 500 meters for private vehicle pick-up zones.” This systematic configuration ensures that residents in every urban microdistrict can access efficient public transportation networks within comfortable walking distances, effectively eliminating the “last mile” connectivity gap and fostering a pedestrian-oriented urban fabric. For instance, in mixed-use developments, shared bike stations are strategically positioned at subway exit hubs, while autonomous shuttles operate on fixed loops through residential clusters, creating seamless multimodal transfer points.Second, under the overarching concept of a low-carbon and healthcentric future city, urban planning must adopt a proactive “responding to motion through stillness” strategy from the infrastructure design phase. This approach employs dual strategies: innovating parking construction models through shared parking garages with dynamic pricing systems, and strategically reducing overall parking space supply to curtail private car ownership. The ultimate goal is to reclaim urban arterial roads—once dominated by vehicular traffic—for civic life and social interaction. By reallocating up to 70% of road space resources to slowmobility systems (such as protected bike lanes, pedestrian plazas, and green corridors) and public activities (outdoor markets, pop-up cultural spaces), cities can achieve a fundamental value shift from “optimizing vehicle throughput” to “nurturing human connection and community vitality”. Case studies have shown that converting one lane of a four-lane road into a protected bike corridor can increase pedestrian activity by 40% while reducing vehicular congestion through modal shift. Finally, the realization of this new transportation ecosystem hinges on the comprehensive empowerment of intelligent technologies, with the primary objective of enhancing humanized and inclusive travel experiences. At the core of this effort is the establishment of a robust “Mobility as a Service” (MaaS) platform, which leverages advanced information technology, real-time big data analytics, and machine learning algorithmsto integrate diverse transportation systems—both traditional (buses, subways) and innovative (shared e-bikes, autonomous shuttles) —into a unified digital ecosystem. This integration enables citizens to access end-to-end seamless services, from AI-driven trip planning that suggests optimal multimodal routes considering real-time traffic, weather, and crowding data, to contactless payment systems that consolidate fares across different modes, and adaptive navigation that dynamically adjusts routes based on live conditions. The pinnacle of this innovation is the on-demand dispatch of autonomous micro-buses, which uses predictive analytics to anticipate passenger flows and position vehicles proactively. For example, in dense urban centers, the system can deploy shuttles to highdemand zones 15 minutes before peak periods, transforming the traditional “passenger waits for bus” model into a revolutionary “bus anticipates passenger” paradigm, reducing average wait times to under three minutes.The planning practice of Hainan Ecological Wisdom New City exemplifies this vision through three strategic pillars that bridge theory with tangible implementation. By strictly enforcing a 100-meter-precision shared facility deployment standard, the new city has achieved a remarkable surge in transportation service coverage—from a mere 10% under traditional planning models to 60%—effectively eradicating transit deserts and ensuring that 90% of residents live within a five-minute walk of a shared mobility hub. The innovative “5321” parking strategy—allocating 50% of spaces for shared vehicles, 30% for electric vehicles with charging infrastructure, 20% for short-term visitor parking, and 10% for commercial loading zones—has resulted in a 42% reduction in total parking berths. This not only curbs private car dependency but also drives a 25% reduction in transportationrelated carbon emissions, aligning with global climate action goals. As a pioneer in autonomous micro-bus operations in Hainan, the city’s AI-driven dispatch system has achieved operational efficiency milestones, with vehicles achieving an average passenger occupancy rate of 75% and response times of under five minutes during peak hours, significantly enhancing both travel efficiency and resident quality of life.By interweaving these concepts into a cohesive framework, Hainan Ecological Wisdom New City has constructed a low-carbon, high-efficiency, and people-centric intelligent transportation ecosystem. This model not only addresses immediate urban mobility challenges—such as congestion, pollution, and accessibility—but also sets a globally scalable benchmark for sustainable urban development in the era of smart cities. Its success lies in the holistic integration of technological innovation, spatial planning, and behavioral science, offering a blueprint for how cities worldwide can navigate the dual imperatives of climate resilience and inclusive growth through transformative transportation solutions.
Against the backdrop of the accelerated development of cutting-edge technologies, innovative concepts, and transformative models such as shared mobility networks, green transportation infrastructure, and intelligent connected systems, the landscape of future urban transportation planning is undergoing a profound revolution. Its core mission extends beyond incremental adjustments, seeking to fundamentally reimagine and construct a brand-new transportation ecosystem that synergizes with radical transformations in urban facility spaces. This paradigm shift unfolds systematically through three interlocking dimensions, each addressing critical challenges and opportunities in the modern urban mobility landscape. First, the integration of shared mobility into urban transportation demands a reengineered system architecture that transcends traditional silos. This process involves the meticulous geographic allocation of shared docking stations, electric vehicle fleets, and smart parking berths within every urban functional unit—from commercial districts to mixed-use residential neighborhoods. By doing so, it shapes a hierarchical new transportation facility system where shared mobility acts as the central nervous system. The system adheres to precise service radius benchmarks: “100 meters for shared electric bicycles, 200 meters for autonomous community shuttle buses, 300 meters for shared electric cars, and 500 meters for private vehicle pick-up zones.” This systematic configuration ensures that residents in every urban microdistrict can access efficient public transportation networks within comfortable walking distances, effectively eliminating the “last mile” connectivity gap and fostering a pedestrian-oriented urban fabric. For instance, in mixed-use developments, shared bike stations are strategically positioned at subway exit hubs, while autonomous shuttles operate on fixed loops through residential clusters, creating seamless multimodal transfer points.Second, under the overarching concept of a low-carbon and healthcentric future city, urban planning must adopt a proactive “responding to motion through stillness” strategy from the infrastructure design phase. This approach employs dual strategies: innovating parking construction models through shared parking garages with dynamic pricing systems, and strategically reducing overall parking space supply to curtail private car ownership. The ultimate goal is to reclaim urban arterial roads—once dominated by vehicular traffic—for civic life and social interaction. By reallocating up to 70% of road space resources to slowmobility systems (such as protected bike lanes, pedestrian plazas, and green corridors) and public activities (outdoor markets, pop-up cultural spaces), cities can achieve a fundamental value shift from “optimizing vehicle throughput” to “nurturing human connection and community vitality”. Case studies have shown that converting one lane of a four-lane road into a protected bike corridor can increase pedestrian activity by 40% while reducing vehicular congestion through modal shift. Finally, the realization of this new transportation ecosystem hinges on the comprehensive empowerment of intelligent technologies, with the primary objective of enhancing humanized and inclusive travel experiences. At the core of this effort is the establishment of a robust “Mobility as a Service” (MaaS) platform, which leverages advanced information technology, real-time big data analytics, and machine learning algorithmsto integrate diverse transportation systems—both traditional (buses, subways) and innovative (shared e-bikes, autonomous shuttles) —into a unified digital ecosystem. This integration enables citizens to access end-to-end seamless services, from AI-driven trip planning that suggests optimal multimodal routes considering real-time traffic, weather, and crowding data, to contactless payment systems that consolidate fares across different modes, and adaptive navigation that dynamically adjusts routes based on live conditions. The pinnacle of this innovation is the on-demand dispatch of autonomous micro-buses, which uses predictive analytics to anticipate passenger flows and position vehicles proactively. For example, in dense urban centers, the system can deploy shuttles to highdemand zones 15 minutes before peak periods, transforming the traditional “passenger waits for bus” model into a revolutionary “bus anticipates passenger” paradigm, reducing average wait times to under three minutes.The planning practice of Hainan Ecological Wisdom New City exemplifies this vision through three strategic pillars that bridge theory with tangible implementation. By strictly enforcing a 100-meter-precision shared facility deployment standard, the new city has achieved a remarkable surge in transportation service coverage—from a mere 10% under traditional planning models to 60%—effectively eradicating transit deserts and ensuring that 90% of residents live within a five-minute walk of a shared mobility hub. The innovative “5321” parking strategy—allocating 50% of spaces for shared vehicles, 30% for electric vehicles with charging infrastructure, 20% for short-term visitor parking, and 10% for commercial loading zones—has resulted in a 42% reduction in total parking berths. This not only curbs private car dependency but also drives a 25% reduction in transportationrelated carbon emissions, aligning with global climate action goals. As a pioneer in autonomous micro-bus operations in Hainan, the city’s AI-driven dispatch system has achieved operational efficiency milestones, with vehicles achieving an average passenger occupancy rate of 75% and response times of under five minutes during peak hours, significantly enhancing both travel efficiency and resident quality of life.By interweaving these concepts into a cohesive framework, Hainan Ecological Wisdom New City has constructed a low-carbon, high-efficiency, and people-centric intelligent transportation ecosystem. This model not only addresses immediate urban mobility challenges—such as congestion, pollution, and accessibility—but also sets a globally scalable benchmark for sustainable urban development in the era of smart cities. Its success lies in the holistic integration of technological innovation, spatial planning, and behavioral science, offering a blueprint for how cities worldwide can navigate the dual imperatives of climate resilience and inclusive growth through transformative transportation solutions.
2025(3),16-24
DOI: 10.13791/j.cnki.hsfwest.20250403003
Abstract:
Mobility as a Service (MaaS) represents a public transport-oriented ecosystem that integrates multimodal mobility resources to offer an on-demand, door-to-door mobility solution, which includes mobility inquiry, planning, reservation, and payment. MaaS does not only align with emerging trends in intelligent, personalized, and sustainable mobility, but also facilitates a dual transformation in urban governance. This transformation encompasses both an institutional dimension, which shifts from a supply-led to a demand-responsive model, and a value dimension, which transitions from a vehicle-centric to a human-centric focus. As one of the countries with the largest populations and the highest demand for mobility globally, China encounters complex mobility challenges characterized by persistent supply demand tensions, rapidly upgrading demand, and increasingly prominent governance bottlenecks. Thus, there is a pressing need for a dual-drive model that facilitates coordinated efforts from both the supply and demand sides to achieve precise resource allocation and dynamic responsiveness to demand. As a new-type supply-demand coordinator in mobility, MaaS restructures mobility logic with a focus on demand-side orientation, in contrast to traditional models that prioritize supply-side or managerial perspectives. By enabling integrated dynamic scheduling of multimodal mobility resources, MaaS propels the mobility system towards precise adaptation and dynamic equilibrium between supply and demand, and positioning itself as a salient pathway for addressing China’s mobility challenges. This paper conducts a systematic analysis of the multi-dimensional impacts of MaaS on urban systems, focusing on transportation services, built environment, and social justice. Given international experiences and the significant challenges faced in the development of MaaS in China, the paper offers insights into planning and governance implications. Specifically, it posits that the primary driver of MaaS success is market demand, which is fundamentally linked to the enhancement of intermodal mobility experiences that improve user adoption. However, in China, the fragmented development of various mobility modes has persisted, resulting in barriers to cross-modal coordination and a lack of dynamic interaction between supply and demand. This fragmentation leads to prolonged waiting times, inefficient transfers, and inconvenient payments, thereby severely compromising service quality. Consequently, it is imperative to establish unified regulations and standards that encompass the efficacy of MaaS platforms, data security, and emergency response protocols, with a particular emphasis on integrated multimodal mobility and seamless payment systems. Furthermore, advancements are necessary in guiding policies, business models, collaboration mechanisms and environment and facilities. In terms of guidance policies, it is essential to develop specialized strategic plans at the national level to delineate development objectives and implementation pathways. This should be accompanied by synergies in policy innovation to bolster local pilot initiatives. Local governments are encouraged to establishquantifiable targets and articulate clear roadmaps, which may include the integration of MaaS metrics into local performance evaluations and the incorporation of MaaS within territorial spatial planning frameworks. Moreover, the implementation of dual-track incentives is recommended, encompassing economic subsidies and public awareness campaigns. In the context of business models, the government-enterprise cooperation model in China faces challenges related to multi-stakeholder conflicts, low user engagement, and inadequate sustainability of commercial operations. It is recommended that efforts be made to prioritize the integration of multimodal information to facilitate unified mobility planning and payment systems. Moreover, the development of regionally tailored and user-tiered operational strategies is essential for diversifying service portfolios. Moreover, it is advisable to explore cross-sector linkages, such as those in real estate, tourism, and finance, as well as to monetize virtual assets, including data, carbon credits, and advertising. Speaking for collaboration mechanisms, it is recommended that a national governance coalition be established, drawing on the experiences of the European MaaS Alliance. This coalition should encompass various ministries and be complemented by local MaaS coordination offices. Furthermore, it is essential to develop multi-stakeholder collaboration mechanisms that clearly delineate responsibilities across all operational phases. Engaging non-governmental organizations, community groups, and volunteers is also significant. In the context of environment and facilities, it is imperative to improve the public transport network, especially the shared and slow mobility systems. This improvement should be implemented through a dual-track approach that incorporates both mandatory regulations and point-based incentive mechanisms. Furthermore, promoting mixed-use land development around mobility hubs is suggested. Additionally, underutilized rural stations could be reused as mobility hubs that include co-working spaces for digital nomads. It is also essential to enhance the availability of smart facilities, as well as to retrofit street furniture, to establish real-time urban traffic perception networks. This research seeks to provide guidance for the implementation of MaaS and to enhance the existing body of literature on the topic. Future studies could develop multiscale quantitative models to analyze the impacts of MaaS, while also evaluating the effectiveness of various operational models and policy instruments. In practical terms, efforts could be directed towards two primary pathways, the technologyenabled solutions, particularly the integration of autonomous vehicles, and the exploration of multiscale collaborative networks across urban clusters, interprovincial regions, and cross-border contexts.
Mobility as a Service (MaaS) represents a public transport-oriented ecosystem that integrates multimodal mobility resources to offer an on-demand, door-to-door mobility solution, which includes mobility inquiry, planning, reservation, and payment. MaaS does not only align with emerging trends in intelligent, personalized, and sustainable mobility, but also facilitates a dual transformation in urban governance. This transformation encompasses both an institutional dimension, which shifts from a supply-led to a demand-responsive model, and a value dimension, which transitions from a vehicle-centric to a human-centric focus. As one of the countries with the largest populations and the highest demand for mobility globally, China encounters complex mobility challenges characterized by persistent supply demand tensions, rapidly upgrading demand, and increasingly prominent governance bottlenecks. Thus, there is a pressing need for a dual-drive model that facilitates coordinated efforts from both the supply and demand sides to achieve precise resource allocation and dynamic responsiveness to demand. As a new-type supply-demand coordinator in mobility, MaaS restructures mobility logic with a focus on demand-side orientation, in contrast to traditional models that prioritize supply-side or managerial perspectives. By enabling integrated dynamic scheduling of multimodal mobility resources, MaaS propels the mobility system towards precise adaptation and dynamic equilibrium between supply and demand, and positioning itself as a salient pathway for addressing China’s mobility challenges. This paper conducts a systematic analysis of the multi-dimensional impacts of MaaS on urban systems, focusing on transportation services, built environment, and social justice. Given international experiences and the significant challenges faced in the development of MaaS in China, the paper offers insights into planning and governance implications. Specifically, it posits that the primary driver of MaaS success is market demand, which is fundamentally linked to the enhancement of intermodal mobility experiences that improve user adoption. However, in China, the fragmented development of various mobility modes has persisted, resulting in barriers to cross-modal coordination and a lack of dynamic interaction between supply and demand. This fragmentation leads to prolonged waiting times, inefficient transfers, and inconvenient payments, thereby severely compromising service quality. Consequently, it is imperative to establish unified regulations and standards that encompass the efficacy of MaaS platforms, data security, and emergency response protocols, with a particular emphasis on integrated multimodal mobility and seamless payment systems. Furthermore, advancements are necessary in guiding policies, business models, collaboration mechanisms and environment and facilities. In terms of guidance policies, it is essential to develop specialized strategic plans at the national level to delineate development objectives and implementation pathways. This should be accompanied by synergies in policy innovation to bolster local pilot initiatives. Local governments are encouraged to establishquantifiable targets and articulate clear roadmaps, which may include the integration of MaaS metrics into local performance evaluations and the incorporation of MaaS within territorial spatial planning frameworks. Moreover, the implementation of dual-track incentives is recommended, encompassing economic subsidies and public awareness campaigns. In the context of business models, the government-enterprise cooperation model in China faces challenges related to multi-stakeholder conflicts, low user engagement, and inadequate sustainability of commercial operations. It is recommended that efforts be made to prioritize the integration of multimodal information to facilitate unified mobility planning and payment systems. Moreover, the development of regionally tailored and user-tiered operational strategies is essential for diversifying service portfolios. Moreover, it is advisable to explore cross-sector linkages, such as those in real estate, tourism, and finance, as well as to monetize virtual assets, including data, carbon credits, and advertising. Speaking for collaboration mechanisms, it is recommended that a national governance coalition be established, drawing on the experiences of the European MaaS Alliance. This coalition should encompass various ministries and be complemented by local MaaS coordination offices. Furthermore, it is essential to develop multi-stakeholder collaboration mechanisms that clearly delineate responsibilities across all operational phases. Engaging non-governmental organizations, community groups, and volunteers is also significant. In the context of environment and facilities, it is imperative to improve the public transport network, especially the shared and slow mobility systems. This improvement should be implemented through a dual-track approach that incorporates both mandatory regulations and point-based incentive mechanisms. Furthermore, promoting mixed-use land development around mobility hubs is suggested. Additionally, underutilized rural stations could be reused as mobility hubs that include co-working spaces for digital nomads. It is also essential to enhance the availability of smart facilities, as well as to retrofit street furniture, to establish real-time urban traffic perception networks. This research seeks to provide guidance for the implementation of MaaS and to enhance the existing body of literature on the topic. Future studies could develop multiscale quantitative models to analyze the impacts of MaaS, while also evaluating the effectiveness of various operational models and policy instruments. In practical terms, efforts could be directed towards two primary pathways, the technologyenabled solutions, particularly the integration of autonomous vehicles, and the exploration of multiscale collaborative networks across urban clusters, interprovincial regions, and cross-border contexts.
2025(3),25-33
DOI: 10.13791/j.cnki.hsfwest.20250406001
Abstract:
The low-altitude economy is rapidly emerging as a focal point in China’s pursuit of highquality development. As the foundational support system, low-altitude infrastructure plays a critical role in enabling low-altitude flight activities, underscoring the importance of its spatial planning. Despite increasing attention from policymakers and researchers, there remains a lack of consensus on the conceptual scope, classification frameworks, and optimal planning methodologies for low-altitude infrastructure. A comprehensive review of relevant domestic and international research on lowaltitude infrastructure planning is conducted, aiming to identify key trends and reveal existing gaps.To build a robust analytical basis, the study conducted targeted literature searches using China National Knowledge Infrastructure (CNKI) and Web of Science (WOS), covering publications from January 2010 to December 2024. Keywords used in both Chinese and English included “low-altitude economy” “UAM” “AAM” “infrastructure” “vertiport” and “general aviation,” yielding a final selection of 158 Chinese-language and 66 English-language peer-reviewed papers. This core literature set was further enriched by 8 authoritative research reports and 18 regulatory documents from agencies including the Civil Aviation Administration of China (CAAC), the Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA). The literature analysis reveals the ambiguity regarding the definition of low-altitude infrastructure. Drawing insights from transport geography, aviation engineering, and urban studies, this study comprehensively defines low-altitude infrastructure as an integrated system of physical assets and information networks that collectively enable secure, reliable, and efficient low-altitude flight operations. Within this broad conceptualization, the most frequently referenced facility categories include landing and take-off infrastructure, air-traffic management systems, communication, navigation and surveillance (CNS) equipment, and energy supply stations. Notably, overlapping terminologies across studies—such as multiple designations for charging and refueling stations— underscore the need for standardization. Further analysis identifies five prominent classification approaches in existing scholarship, including distinctions between new and legacy infrastructure, hard versus soft infrastructure, spatial positioning, facility functionality, and hierarchical network scales. Although individually insightful, these classification systems have seldom been synthesized or systematically reconciled, which may impede cumulative knowledge development and effective comparative research. Policy-oriented practices reveal clearer hierarchical categorization patterns, which are particularly instructive for practical planning applications. Comparative analysis of regulatory frameworks adopted by CAAC, FAA, NASA, the European Union Aviation Safety Agency (EASA), and the Japan Civil Aviation Bureau (JCAB) illustrates varied yet structured multitier approaches. For example, NASA’s three-tier structure (vertihubs, vertiports, vertistops) provides differentiated guidance tailored to urban cores, suburban zones, and rural peripheries, which isparticularly instructive for application in the spatial context of Chinese cities. The literature also identifies two distinct but complementary methodological paradigms in infrastructure planning goal-driven and demand-driven approaches. Goal-driven planning employs normative policy targets—such as accessibility, regional economic equity, or emergency responsiveness—as a basis for initial expert-guided site identification, subsequently refined through quantitative modeling and simulation techniques. Conversely, demand-driven planning methods prioritize spatial data on population density, commuting patterns, logistical flows, and socioeconomic variables, employing clustering algorithms or network optimization techniques to determine infrastructure placement. Despite methodological divergences, combining these approaches may achieve a more balanced integration of strategic objectives with empirical market conditions, a synthesis seldom explored comprehensively in existing studies.
The low-altitude economy is rapidly emerging as a focal point in China’s pursuit of highquality development. As the foundational support system, low-altitude infrastructure plays a critical role in enabling low-altitude flight activities, underscoring the importance of its spatial planning. Despite increasing attention from policymakers and researchers, there remains a lack of consensus on the conceptual scope, classification frameworks, and optimal planning methodologies for low-altitude infrastructure. A comprehensive review of relevant domestic and international research on lowaltitude infrastructure planning is conducted, aiming to identify key trends and reveal existing gaps.To build a robust analytical basis, the study conducted targeted literature searches using China National Knowledge Infrastructure (CNKI) and Web of Science (WOS), covering publications from January 2010 to December 2024. Keywords used in both Chinese and English included “low-altitude economy” “UAM” “AAM” “infrastructure” “vertiport” and “general aviation,” yielding a final selection of 158 Chinese-language and 66 English-language peer-reviewed papers. This core literature set was further enriched by 8 authoritative research reports and 18 regulatory documents from agencies including the Civil Aviation Administration of China (CAAC), the Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA). The literature analysis reveals the ambiguity regarding the definition of low-altitude infrastructure. Drawing insights from transport geography, aviation engineering, and urban studies, this study comprehensively defines low-altitude infrastructure as an integrated system of physical assets and information networks that collectively enable secure, reliable, and efficient low-altitude flight operations. Within this broad conceptualization, the most frequently referenced facility categories include landing and take-off infrastructure, air-traffic management systems, communication, navigation and surveillance (CNS) equipment, and energy supply stations. Notably, overlapping terminologies across studies—such as multiple designations for charging and refueling stations— underscore the need for standardization. Further analysis identifies five prominent classification approaches in existing scholarship, including distinctions between new and legacy infrastructure, hard versus soft infrastructure, spatial positioning, facility functionality, and hierarchical network scales. Although individually insightful, these classification systems have seldom been synthesized or systematically reconciled, which may impede cumulative knowledge development and effective comparative research. Policy-oriented practices reveal clearer hierarchical categorization patterns, which are particularly instructive for practical planning applications. Comparative analysis of regulatory frameworks adopted by CAAC, FAA, NASA, the European Union Aviation Safety Agency (EASA), and the Japan Civil Aviation Bureau (JCAB) illustrates varied yet structured multitier approaches. For example, NASA’s three-tier structure (vertihubs, vertiports, vertistops) provides differentiated guidance tailored to urban cores, suburban zones, and rural peripheries, which isparticularly instructive for application in the spatial context of Chinese cities. The literature also identifies two distinct but complementary methodological paradigms in infrastructure planning goal-driven and demand-driven approaches. Goal-driven planning employs normative policy targets—such as accessibility, regional economic equity, or emergency responsiveness—as a basis for initial expert-guided site identification, subsequently refined through quantitative modeling and simulation techniques. Conversely, demand-driven planning methods prioritize spatial data on population density, commuting patterns, logistical flows, and socioeconomic variables, employing clustering algorithms or network optimization techniques to determine infrastructure placement. Despite methodological divergences, combining these approaches may achieve a more balanced integration of strategic objectives with empirical market conditions, a synthesis seldom explored comprehensively in existing studies.
2025(3),34-40
DOI: 10.13791/j.cnki.hsfwest.20250402006
Abstract:
Low-altitude economy, as an emerging industrial form and representative of new quality productive forces, is reshaping urban spatial structures through technological innovation and industrial integration. This paper systematically explains the theoretical relationship between low-altitude economy and smart city renewal from the perspectives of connotation analysis and development history, and deeply analyzes the profound impact of low-altitude economy on urban planning, transportation systems, and management models by combining practical cases from cities like Shenzhen and Hangzhou. The low-altitude economy utilizes airspace below 3, 000 meters as its carrier, achieving airborne flow of production factors through vehicles such as general aircraft, drones, and electric vertical take-off and landing (eVTOL) aircraft. Its development has passed through a germination period (2000-2015), a growth period (2016-2022), and an explosive period (2023-present). With continuous promotion by national policies, it has become a national strategic emerging industry and has been emphasized in government work reports, highlighting its significant status in economic development. Smart city renewal relies on digital technologies to dynamically optimize urban physical space and social systems, with core features including spatial reconstruction and governance upgrading. The low-altitude economy breaks through the physical boundaries of urban renewal through airspace resource development, while smart technologies provide a supporting platform for the integration of low-altitude systems. This theoretical coupling offers new ideas for the development of smart cities. As a representative of the low-altitude economy, eVTOL demonstrates great potential in urban transportation, logistics, emergency response, and other fields due to its zero emissions, low noise, and high efficiency. For instance, cities like Shenzhen and Hangzhou are building air transportation networks with eVTOL to achieve multi-modal transport coordination and enhance regional economic linkage efficiency. Simultaneously, eVTOL has promoted innovation in low-altitude logistics systems, systematically solving the "last mile" problem through spatial dimension elevation and intelligent coordination.However, the involvement of lowaltitude economy in urban renewal also faces challenges such as management mechanisms, management capabilities, technical difficulties, and service facilities. To address these, this paper proposes countermeasures including hierarchical infrastructure planning, dynamic airspace management zoning, and coordinated policy innovation, aiming to optimize spatial resource allocation, improve transportation efficiency, and promote sustainable urban development. Specifically, it recommends incorporating eVTOL take-off and landing platforms and charging facilities into urban planning to construct a three-dimensional transportation network; formulating unified and standardized low-altitude transportation management policies to clarify access thresholds, flight rules, and regulatory responsibilities; strengthening research and innovation in key technologies such as batteries and autonomous driving to improve the performance and safety of eVTOL; and building a comprehensive safety protection system to enhance public awareness and acceptance of eVTOL. In conclusion, through technological innovation and industrial integration, the low-altitude economy provides new solutions and development paths for smart city construction. With continuous technological progress and gradual policy improvement, it is expected to become an important component of urban transportation, driving cities toward a more intelligent, efficient, and livable development stage.
Low-altitude economy, as an emerging industrial form and representative of new quality productive forces, is reshaping urban spatial structures through technological innovation and industrial integration. This paper systematically explains the theoretical relationship between low-altitude economy and smart city renewal from the perspectives of connotation analysis and development history, and deeply analyzes the profound impact of low-altitude economy on urban planning, transportation systems, and management models by combining practical cases from cities like Shenzhen and Hangzhou. The low-altitude economy utilizes airspace below 3, 000 meters as its carrier, achieving airborne flow of production factors through vehicles such as general aircraft, drones, and electric vertical take-off and landing (eVTOL) aircraft. Its development has passed through a germination period (2000-2015), a growth period (2016-2022), and an explosive period (2023-present). With continuous promotion by national policies, it has become a national strategic emerging industry and has been emphasized in government work reports, highlighting its significant status in economic development. Smart city renewal relies on digital technologies to dynamically optimize urban physical space and social systems, with core features including spatial reconstruction and governance upgrading. The low-altitude economy breaks through the physical boundaries of urban renewal through airspace resource development, while smart technologies provide a supporting platform for the integration of low-altitude systems. This theoretical coupling offers new ideas for the development of smart cities. As a representative of the low-altitude economy, eVTOL demonstrates great potential in urban transportation, logistics, emergency response, and other fields due to its zero emissions, low noise, and high efficiency. For instance, cities like Shenzhen and Hangzhou are building air transportation networks with eVTOL to achieve multi-modal transport coordination and enhance regional economic linkage efficiency. Simultaneously, eVTOL has promoted innovation in low-altitude logistics systems, systematically solving the "last mile" problem through spatial dimension elevation and intelligent coordination.However, the involvement of lowaltitude economy in urban renewal also faces challenges such as management mechanisms, management capabilities, technical difficulties, and service facilities. To address these, this paper proposes countermeasures including hierarchical infrastructure planning, dynamic airspace management zoning, and coordinated policy innovation, aiming to optimize spatial resource allocation, improve transportation efficiency, and promote sustainable urban development. Specifically, it recommends incorporating eVTOL take-off and landing platforms and charging facilities into urban planning to construct a three-dimensional transportation network; formulating unified and standardized low-altitude transportation management policies to clarify access thresholds, flight rules, and regulatory responsibilities; strengthening research and innovation in key technologies such as batteries and autonomous driving to improve the performance and safety of eVTOL; and building a comprehensive safety protection system to enhance public awareness and acceptance of eVTOL. In conclusion, through technological innovation and industrial integration, the low-altitude economy provides new solutions and development paths for smart city construction. With continuous technological progress and gradual policy improvement, it is expected to become an important component of urban transportation, driving cities toward a more intelligent, efficient, and livable development stage.
2025(3),41-48
DOI: 10.13791/j.cnki.hsfwest.20250408001
Abstract:
As an efficient micro-distribution technology in urban space, UAV has been widely used in geographic mapping, airspace logistics, intelligent management and other fields, and has made an important contribution to improving the quality of urban life. As an important part of low altitude economy, low altitude delivery is becoming a solution to the freight pressure in the future cities based on UAV technology. Low altitude delivery is carried out through drones, bypassing ground traffic congestion and significantly reducing delivery time. Especially in high-density and complex areas, low altitude distribution is achieved through the flight of drones in the low altitude airspace, breaking through the limitations of ground transportation and providing high-density areas with more vertical distribution services. The drone life circle brought about by the low altitude economy is gradually changing the urban form, such as setting up drone take-off and landing points based on existing public spaces, promoting the functional regeneration of existing public spaces. The setting of unmanned aerial vehicle takeoff and landing platforms and flight paths will also have an impact on the form and height of urban buildings. It is of great significance to study its three-dimensional path to improve distribution efficiency and optimize application scenarios. Present research focuses on UAV facility network and path planning algorithm, and the research on UAV distribution path and service area analysis in complex urban areas is rare.Network Analysis, as a spatial analysis tool, is widely used in the fields of urban planning and logistics distribution. Drone delivery requires path planning and network construction in three-dimensional space, which poses a new challenge to the architecture change of network analysis method from two-dimensional to three-dimensional. From the perspective of urban spatial analysis, it is necessary to pay attention to the dynamic changes brought by low altitude delivery to the urban spatial structure and urban living circle. As a typical representative of complex environments, urban villages have long faced problems such as complex ground transportation and tight public resources, and the urgent need to solve the problem of material distribution. In the context of the rise of drone delivery, the reasonable delineation of drone service zones, scientific selection of drone take-off and landing points, and effective planning of drone flight routes can provide feasible paths for filling urban space and improving the quality of public services in urban villages. In this study, taking the community scale that adapts to the distribution range of drones as an example, the 3D network analysis method, UAV tilt photography, real-life modeling, and network analysis model based on ArcGIS Pro platform were used to explore the 3D network analysis of UAV and the partition technology of UAV delivery service in low-altitude economy. Firstly, the 3D model was constructed by the tilt photography technology of UAV, and the urban morphological elements such as building distribution and ground environment were identified. This method moreclearly identified complex terrain and three-dimensional spatial elements that are difficult to recognize in traditional planar remote sensing images, providing a modeling platform for drone path planning in real environments and effectively addressing path planning problems in complex urban environments. Secondly, based on the analysis of urban form factors, the avoidance route of UAV was generated, and the shortest and optimal three-dimensional routes of UAV distribution were analyzed. This study comprehensively considered the spatial and social issues in complex areas, and conducted empirical research on the correspondence and avoidance relationship between drone delivery and specific spatial elements. It also considered spatial elements such as land use, building density, building form, and facility sites. Finally, through the service area analysis, based on the social and economic attributes of the community, the reasonable flight distance and time of the UAV were determined. By sorting out the distribution problem using unmanned aerial vehicles as carriers, the collaborative research between low altitude logistics at the community level and urban environment has been improved. Based on the 3D network analysis method, this study provides technical support for UAV flight path and service partition, improves the space-time effectiveness of low-altitude economic services, and provides references for UAV path planning and scientific and effective development of low-altitude economy.
As an efficient micro-distribution technology in urban space, UAV has been widely used in geographic mapping, airspace logistics, intelligent management and other fields, and has made an important contribution to improving the quality of urban life. As an important part of low altitude economy, low altitude delivery is becoming a solution to the freight pressure in the future cities based on UAV technology. Low altitude delivery is carried out through drones, bypassing ground traffic congestion and significantly reducing delivery time. Especially in high-density and complex areas, low altitude distribution is achieved through the flight of drones in the low altitude airspace, breaking through the limitations of ground transportation and providing high-density areas with more vertical distribution services. The drone life circle brought about by the low altitude economy is gradually changing the urban form, such as setting up drone take-off and landing points based on existing public spaces, promoting the functional regeneration of existing public spaces. The setting of unmanned aerial vehicle takeoff and landing platforms and flight paths will also have an impact on the form and height of urban buildings. It is of great significance to study its three-dimensional path to improve distribution efficiency and optimize application scenarios. Present research focuses on UAV facility network and path planning algorithm, and the research on UAV distribution path and service area analysis in complex urban areas is rare.Network Analysis, as a spatial analysis tool, is widely used in the fields of urban planning and logistics distribution. Drone delivery requires path planning and network construction in three-dimensional space, which poses a new challenge to the architecture change of network analysis method from two-dimensional to three-dimensional. From the perspective of urban spatial analysis, it is necessary to pay attention to the dynamic changes brought by low altitude delivery to the urban spatial structure and urban living circle. As a typical representative of complex environments, urban villages have long faced problems such as complex ground transportation and tight public resources, and the urgent need to solve the problem of material distribution. In the context of the rise of drone delivery, the reasonable delineation of drone service zones, scientific selection of drone take-off and landing points, and effective planning of drone flight routes can provide feasible paths for filling urban space and improving the quality of public services in urban villages. In this study, taking the community scale that adapts to the distribution range of drones as an example, the 3D network analysis method, UAV tilt photography, real-life modeling, and network analysis model based on ArcGIS Pro platform were used to explore the 3D network analysis of UAV and the partition technology of UAV delivery service in low-altitude economy. Firstly, the 3D model was constructed by the tilt photography technology of UAV, and the urban morphological elements such as building distribution and ground environment were identified. This method moreclearly identified complex terrain and three-dimensional spatial elements that are difficult to recognize in traditional planar remote sensing images, providing a modeling platform for drone path planning in real environments and effectively addressing path planning problems in complex urban environments. Secondly, based on the analysis of urban form factors, the avoidance route of UAV was generated, and the shortest and optimal three-dimensional routes of UAV distribution were analyzed. This study comprehensively considered the spatial and social issues in complex areas, and conducted empirical research on the correspondence and avoidance relationship between drone delivery and specific spatial elements. It also considered spatial elements such as land use, building density, building form, and facility sites. Finally, through the service area analysis, based on the social and economic attributes of the community, the reasonable flight distance and time of the UAV were determined. By sorting out the distribution problem using unmanned aerial vehicles as carriers, the collaborative research between low altitude logistics at the community level and urban environment has been improved. Based on the 3D network analysis method, this study provides technical support for UAV flight path and service partition, improves the space-time effectiveness of low-altitude economic services, and provides references for UAV path planning and scientific and effective development of low-altitude economy.
2025(3),49-57
DOI: 10.13791/j.cnki.hsfwest.20250407007
Abstract:
As cities increasingly pursue smart development and carbon neutrality, autonomous driving technology has emerged as a critical force reshaping urban mobility and spatial planning. By optimizing driving behaviors and enhancing energy efficiency, autonomous vehicles (AVs) are projected to reduce transport-related emissions by up to 34%. Yet beyond emissions reduction, AVs are driving a broader transformation—from car-centric planning paradigms to integrated systems that emphasize coordination among people, vehicles, and the urban environment. This paper conducts a systematic examination of autonomous driving technology’s developmental trajectory and its spatial consequences, with particular emphasis on urban street environments. Tracing the development of AVs from early conceptual prototypes in the 20th century to recent breakthroughs in artificial intelligence, deep learning, and vehicle-to-everything (V2X) communication, it identifies four key phases: emergence (pre-1970s), initiation (1980s–1990s), expansion (2000s), and breakthrough (post- 2010s). Each phase corresponds with evolving urban design theories, shifting the role of streets from utilitarian transport corridors to multifunctional public spaces that support diverse social and mobility functions.The global landscape of AV integration into urban planning is illustrated through a series of diverse case studies. San Francisco’s Smart City initiative reallocated road space from cars to pedestrians and cyclists while introducing autonomous ride-hailing services. Although these interventions were designed to promote more human-centered mobility, empirical evidence indicates that the deployment of AV-based ride-hailing may have inadvertently contributed to increased congestion due to a rise in vehicle miles travelled. In contrast, Toyota’s Woven City in Shizuoka represents a purpose-built prototype that establishes a differentiated street hierarchy comprising AVdominant corridors, pedestrian promenades, and ecological linear parks. This modular and scalable framework exemplifies how AVs can be seamlessly integrated with recreational and environmental priorities. Meanwhile, Toronto’s “City of Tomorrow,” proposed by Sidewalk Labs, envisioned a highly connected smart district driven by AVs and data-centric infrastructure. Despite its ambition, the project was ultimately cancelled due to growing public concerns over data privacy, opaque governance processes, and potential monopolistic control. Finally, Chongqing’s AI-integrated transit system in China offers a more pragmatic approach, featuring real-time traffic signal coordination, vehicle-to-infrastructure (V2I) technologies, and autonomous minibuses. While demonstrating the operational feasibility of AVs in mixed-use urban settings, it also exposes current limitations in deploying AVs within complex and dynamic open-road environments. These cases illustrate the diverse impacts and trade-offs of AV-led planning. While some strategies enable ecological and pedestrian-oriented design, others raise new challenges around congestion, social acceptance, anddigital governance.This paper explores how autonomous driving technology is transforming street space design and urban planning. 1) AVs can reclaim road space by reducing lanes and eliminating parking, reshaping street functions and elements. 2) They prompt a shift in right-of-way priorities, requiring integration of the “complete streets” concept with emerging technologies, as cities move toward more pedestrian- and cyclist-friendly environments. 3) Street governance must evolve to include dynamic lane use, flexible loading zones, and smart infrastructure. Further, the integration of end-to-end autonomous driving systems and large language models introduces new challenges and opportunities for planning. Physical street elements need to be translated into semantic data via multimodal perception and structured representation, requiring planners to engage in the full semantic modeling process. Human behavioral responses to complex environments should also be captured through semantic networks. At the infrastructure level, proactive development of digital twin systems and integration of V2X technologies are essential for supporting multimodal traffic coordination within the urban fabric.
As cities increasingly pursue smart development and carbon neutrality, autonomous driving technology has emerged as a critical force reshaping urban mobility and spatial planning. By optimizing driving behaviors and enhancing energy efficiency, autonomous vehicles (AVs) are projected to reduce transport-related emissions by up to 34%. Yet beyond emissions reduction, AVs are driving a broader transformation—from car-centric planning paradigms to integrated systems that emphasize coordination among people, vehicles, and the urban environment. This paper conducts a systematic examination of autonomous driving technology’s developmental trajectory and its spatial consequences, with particular emphasis on urban street environments. Tracing the development of AVs from early conceptual prototypes in the 20th century to recent breakthroughs in artificial intelligence, deep learning, and vehicle-to-everything (V2X) communication, it identifies four key phases: emergence (pre-1970s), initiation (1980s–1990s), expansion (2000s), and breakthrough (post- 2010s). Each phase corresponds with evolving urban design theories, shifting the role of streets from utilitarian transport corridors to multifunctional public spaces that support diverse social and mobility functions.The global landscape of AV integration into urban planning is illustrated through a series of diverse case studies. San Francisco’s Smart City initiative reallocated road space from cars to pedestrians and cyclists while introducing autonomous ride-hailing services. Although these interventions were designed to promote more human-centered mobility, empirical evidence indicates that the deployment of AV-based ride-hailing may have inadvertently contributed to increased congestion due to a rise in vehicle miles travelled. In contrast, Toyota’s Woven City in Shizuoka represents a purpose-built prototype that establishes a differentiated street hierarchy comprising AVdominant corridors, pedestrian promenades, and ecological linear parks. This modular and scalable framework exemplifies how AVs can be seamlessly integrated with recreational and environmental priorities. Meanwhile, Toronto’s “City of Tomorrow,” proposed by Sidewalk Labs, envisioned a highly connected smart district driven by AVs and data-centric infrastructure. Despite its ambition, the project was ultimately cancelled due to growing public concerns over data privacy, opaque governance processes, and potential monopolistic control. Finally, Chongqing’s AI-integrated transit system in China offers a more pragmatic approach, featuring real-time traffic signal coordination, vehicle-to-infrastructure (V2I) technologies, and autonomous minibuses. While demonstrating the operational feasibility of AVs in mixed-use urban settings, it also exposes current limitations in deploying AVs within complex and dynamic open-road environments. These cases illustrate the diverse impacts and trade-offs of AV-led planning. While some strategies enable ecological and pedestrian-oriented design, others raise new challenges around congestion, social acceptance, anddigital governance.This paper explores how autonomous driving technology is transforming street space design and urban planning. 1) AVs can reclaim road space by reducing lanes and eliminating parking, reshaping street functions and elements. 2) They prompt a shift in right-of-way priorities, requiring integration of the “complete streets” concept with emerging technologies, as cities move toward more pedestrian- and cyclist-friendly environments. 3) Street governance must evolve to include dynamic lane use, flexible loading zones, and smart infrastructure. Further, the integration of end-to-end autonomous driving systems and large language models introduces new challenges and opportunities for planning. Physical street elements need to be translated into semantic data via multimodal perception and structured representation, requiring planners to engage in the full semantic modeling process. Human behavioral responses to complex environments should also be captured through semantic networks. At the infrastructure level, proactive development of digital twin systems and integration of V2X technologies are essential for supporting multimodal traffic coordination within the urban fabric.
2025(3),58-63
DOI: 10.13791/j.cnki.hsfwest.20250406004
Abstract:
The widespread adoption of autonomous driving technology poses new challenges to traditional urban transportation modes and spatial structures, necessitating a paradigm shift in urban planning methodologies to align with emerging technological realities. This study addresses the critical need to reimagine urban spaces through adaptive design strategies that harmonize mobility innovations with human-centric urbanism, ecological sustainability, and functional efficiency. Focusing on urban spatial changes driven by autonomous driving, this study first identifies key trends such as enhanced transportation efficiency, the popularization of shared mobility, and modularization of urban spaces. Subsequently, it proposes urban design strategies including the construction of a flattened road network system to reduce hierarchical road distinctions, establishment of multi-modal transportation hubs, conversion of redundant road spaces into public areas, and promotion of mixeduse land layouts to enhance functional integration. Taking the Fuzhou University Town Innovation Hub as a case study, these strategies are applied to provide actionable references for future urban spatial evolution and design under autonomous driving scenarios. Specifically, the study delves into the profound impact of autonomous driving technology on urban transportation and spatial organization. It highlights how the technology will revolutionize transportation infrastructure and urban planning, thereby influencing land use and the overall urban design paradigm. The research also explores the potential of autonomous vehicles to enhance traffic flow, reduce congestion, and improve the overall efficiency of urban transportation systems. It discusses the possibility of repurposing road spaces that are no longer needed for parking or traditional traffic purposes into vibrant public spaces, such as parks, plazas, and community areas. Additionally, the study emphasizes the importance of mixed-use developments in creating more walkable, sustainable, and livable urban environments. By integrating residential, commercial, and recreational functions within close proximity, cities can reduce the need for long commutes and minimize the reliance on private vehicles. The study also contemplates the broader implications of autonomous driving technology for urban planning and design. It suggests that the technology could facilitate the creation of more flexible and adaptable urban spaces that can evolve over time to meet changing societal needs. Furthermore, the research provides a practical application of these strategies through a case study of the Fuzhou University Town area. It illustrates how the principles of flattened road networks, mixed-use layouts, and public space enhancement can be implemented in a real-world urban context. By applying these strategies to the specific conditions and requirements of the Fuzhou University Town area, the study offers valuable insights and actionable references for urban planners and designers who are grappling with the implications of autonomous driving technology for future urban development. The research acknowledges the uncertainties and challenges associated with the adoption of autonomous driving technology, such as safety concerns, public acceptance, and data privacy issues. Despite these challenges, it posits that autonomous driving technology holds significant promise for transforming urban spaces and improving the quality of urban life. In conclusion, the study underscores theimportance of proactive and innovative urban spatial design in harnessing the benefits of autonomous driving technology and shaping more efficient, sustainable, and livable cities for the future.
The widespread adoption of autonomous driving technology poses new challenges to traditional urban transportation modes and spatial structures, necessitating a paradigm shift in urban planning methodologies to align with emerging technological realities. This study addresses the critical need to reimagine urban spaces through adaptive design strategies that harmonize mobility innovations with human-centric urbanism, ecological sustainability, and functional efficiency. Focusing on urban spatial changes driven by autonomous driving, this study first identifies key trends such as enhanced transportation efficiency, the popularization of shared mobility, and modularization of urban spaces. Subsequently, it proposes urban design strategies including the construction of a flattened road network system to reduce hierarchical road distinctions, establishment of multi-modal transportation hubs, conversion of redundant road spaces into public areas, and promotion of mixeduse land layouts to enhance functional integration. Taking the Fuzhou University Town Innovation Hub as a case study, these strategies are applied to provide actionable references for future urban spatial evolution and design under autonomous driving scenarios. Specifically, the study delves into the profound impact of autonomous driving technology on urban transportation and spatial organization. It highlights how the technology will revolutionize transportation infrastructure and urban planning, thereby influencing land use and the overall urban design paradigm. The research also explores the potential of autonomous vehicles to enhance traffic flow, reduce congestion, and improve the overall efficiency of urban transportation systems. It discusses the possibility of repurposing road spaces that are no longer needed for parking or traditional traffic purposes into vibrant public spaces, such as parks, plazas, and community areas. Additionally, the study emphasizes the importance of mixed-use developments in creating more walkable, sustainable, and livable urban environments. By integrating residential, commercial, and recreational functions within close proximity, cities can reduce the need for long commutes and minimize the reliance on private vehicles. The study also contemplates the broader implications of autonomous driving technology for urban planning and design. It suggests that the technology could facilitate the creation of more flexible and adaptable urban spaces that can evolve over time to meet changing societal needs. Furthermore, the research provides a practical application of these strategies through a case study of the Fuzhou University Town area. It illustrates how the principles of flattened road networks, mixed-use layouts, and public space enhancement can be implemented in a real-world urban context. By applying these strategies to the specific conditions and requirements of the Fuzhou University Town area, the study offers valuable insights and actionable references for urban planners and designers who are grappling with the implications of autonomous driving technology for future urban development. The research acknowledges the uncertainties and challenges associated with the adoption of autonomous driving technology, such as safety concerns, public acceptance, and data privacy issues. Despite these challenges, it posits that autonomous driving technology holds significant promise for transforming urban spaces and improving the quality of urban life. In conclusion, the study underscores theimportance of proactive and innovative urban spatial design in harnessing the benefits of autonomous driving technology and shaping more efficient, sustainable, and livable cities for the future.
2025(3),64-70
DOI: 10.13791/j.cnki.hsfwest.20240324005
Abstract:
In recent years, the number of depression patients in China has been increasing rapidly. This surge is alarming and calls for a multifaceted approach to address the issue. A large number of clinical research results have shown that environmental factors have an important impact on the psychological state and recovery efficiency of patients with depression. These factors can influence mood, cognitive function, and overall well-being. However, despite the growing recognition of the importance of environmental influences on mental health, there is currently a lack of relevant research from the perspective of architecture, especially research results on the environmental perception of patients with depression. This gap in knowledge limits our ability to design spaces that are truly supportive of the needs of individuals with depression. Therefore, a comprehensive study using the grounded theory research method was undertook, including semi-structured interviews with 33 depression patients. Our goal was to establish a theoretical model of environmental perception for patients with depression.The grounded theory approach allowed us to explore the lived experiences of individuals with depression in depth and derive meaningful insights from their perspectives. Through this method, the study was able to identify common themes and patterns in how patients perceive their environments. Through the Nvivo 12 plus software, the interview content was encoded and analyzed to construct a theoretical model. This model covers three main categories: physical elements, spatial elements, and environmental elements. These categories were further broken down into ten subcategories and 22 specific concepts, providing a detailed framework for analysis. Specifically, the physical elements category includes factors such as lighting, noise levels, and temperature, which can directly affect a person’s comfort and mood. The spatial elements category encompasses aspects like room size, layout, and the presence of private or communal spaces. The environmental elements category considers the broader context, such as the presence of natural features, access to outdoor spaces, and the overall atmosphere of the environment. To more accurately reflect the attention and perception differences of patients with different degrees of depression to environmental elements, the study used the TOPSIS comprehensive evaluation method to optimize the research results. By applying this method, the study was able to quantify and compare the varying levels of environmental perception among patients with mild, moderate, and severe depression. This allowed to identify which environmental factors were most critical for each group and how they could be addressed in architectural design.The research results show several important findings. Firstly, depression patients are characterized by an overall dullness in environmental perception, coupled with increased sensitivity to specific environmental elements. This means that while some sensory inputs may be less noticeable to them, others can be overwhelmingly intense. Specifically, with the increase of the degree of depression, patients’ sensitivity to noise and strong light increases significantly. For example, patients with severe depression may find even moderate levels of background noise extremely distracting and distressing. Secondly, patients with higher degrees of depression have a stronger needfor a sense of security and privacy in space. They tend to prefer closed space characteristics, such as rooms with fewer windows or higher walls, which can provide a sense of enclosure and protection. This preference may stem from a desire to feel safe and sheltered from external stressors. In contrast, patients with mild or moderate depression may be more open to environments that offer a balance between privacy and openness. Thirdly, patients with mild and moderate depression pay more attention to natural landscapes. They often report feeling more relaxed and positive in environments that incorporate natural elements, such as views of green spaces, water features, or access to outdoor areas. However, the perception of landscape environment of patients with severe depression decreases sharply. They may feel disconnected from their surroundings and have difficulty deriving comfort or pleasure from natural settings. Based on the environmental perception characteristics of depression patients, the study proposes differentiated environmental design suggestions for patients with different degrees of depression from three aspects: reducing environmental stimulation, improving environmental privacy, and increasing landscape naturalness. For patients with severe depression, it is crucial to minimize environmental stimuli that can cause distress, such as excessive noise or harsh lighting. Creating spaces with soft, diffused lighting and sound-absorbing materials can help create a calming atmosphere. For all patients, but especially those with moderate to severe depression, ensuring that spaces offer a sense of privacy and security is essential. This can be achieved through thoughtful layout design and the use of partitions or other barriers to create secluded areas. Finally, incorporating natural elements into the design can benefit patients with mild to moderate depression. This can be done through the use of indoor plants, natural materials, and views of outdoor green spaces. The research results not only enrich the theoretical research on the environmental perception elements of patients with depression but also provide references for the design practice of healthcare buildings. By understanding how different environmental factors affect patients with varying degrees of depression, architects and designers can create spaces that support mental recovery and well-being. Future research may explore the environmental perception characteristics of patients with severe depression and the long-term impact of environmental design on their recovery. This could involve longitudinal studies that track patients’ responses to specific environmental interventions over time, as well as exploring how individual differences, such as age, gender, and cultural background, might influence environmental perception and preferences. Additionally, future work could investigate the potential benefits of incorporating advanced technologies, such as smart lighting systems or personalized environmental controls, into the design of therapeutic spaces.
In recent years, the number of depression patients in China has been increasing rapidly. This surge is alarming and calls for a multifaceted approach to address the issue. A large number of clinical research results have shown that environmental factors have an important impact on the psychological state and recovery efficiency of patients with depression. These factors can influence mood, cognitive function, and overall well-being. However, despite the growing recognition of the importance of environmental influences on mental health, there is currently a lack of relevant research from the perspective of architecture, especially research results on the environmental perception of patients with depression. This gap in knowledge limits our ability to design spaces that are truly supportive of the needs of individuals with depression. Therefore, a comprehensive study using the grounded theory research method was undertook, including semi-structured interviews with 33 depression patients. Our goal was to establish a theoretical model of environmental perception for patients with depression.The grounded theory approach allowed us to explore the lived experiences of individuals with depression in depth and derive meaningful insights from their perspectives. Through this method, the study was able to identify common themes and patterns in how patients perceive their environments. Through the Nvivo 12 plus software, the interview content was encoded and analyzed to construct a theoretical model. This model covers three main categories: physical elements, spatial elements, and environmental elements. These categories were further broken down into ten subcategories and 22 specific concepts, providing a detailed framework for analysis. Specifically, the physical elements category includes factors such as lighting, noise levels, and temperature, which can directly affect a person’s comfort and mood. The spatial elements category encompasses aspects like room size, layout, and the presence of private or communal spaces. The environmental elements category considers the broader context, such as the presence of natural features, access to outdoor spaces, and the overall atmosphere of the environment. To more accurately reflect the attention and perception differences of patients with different degrees of depression to environmental elements, the study used the TOPSIS comprehensive evaluation method to optimize the research results. By applying this method, the study was able to quantify and compare the varying levels of environmental perception among patients with mild, moderate, and severe depression. This allowed to identify which environmental factors were most critical for each group and how they could be addressed in architectural design.The research results show several important findings. Firstly, depression patients are characterized by an overall dullness in environmental perception, coupled with increased sensitivity to specific environmental elements. This means that while some sensory inputs may be less noticeable to them, others can be overwhelmingly intense. Specifically, with the increase of the degree of depression, patients’ sensitivity to noise and strong light increases significantly. For example, patients with severe depression may find even moderate levels of background noise extremely distracting and distressing. Secondly, patients with higher degrees of depression have a stronger needfor a sense of security and privacy in space. They tend to prefer closed space characteristics, such as rooms with fewer windows or higher walls, which can provide a sense of enclosure and protection. This preference may stem from a desire to feel safe and sheltered from external stressors. In contrast, patients with mild or moderate depression may be more open to environments that offer a balance between privacy and openness. Thirdly, patients with mild and moderate depression pay more attention to natural landscapes. They often report feeling more relaxed and positive in environments that incorporate natural elements, such as views of green spaces, water features, or access to outdoor areas. However, the perception of landscape environment of patients with severe depression decreases sharply. They may feel disconnected from their surroundings and have difficulty deriving comfort or pleasure from natural settings. Based on the environmental perception characteristics of depression patients, the study proposes differentiated environmental design suggestions for patients with different degrees of depression from three aspects: reducing environmental stimulation, improving environmental privacy, and increasing landscape naturalness. For patients with severe depression, it is crucial to minimize environmental stimuli that can cause distress, such as excessive noise or harsh lighting. Creating spaces with soft, diffused lighting and sound-absorbing materials can help create a calming atmosphere. For all patients, but especially those with moderate to severe depression, ensuring that spaces offer a sense of privacy and security is essential. This can be achieved through thoughtful layout design and the use of partitions or other barriers to create secluded areas. Finally, incorporating natural elements into the design can benefit patients with mild to moderate depression. This can be done through the use of indoor plants, natural materials, and views of outdoor green spaces. The research results not only enrich the theoretical research on the environmental perception elements of patients with depression but also provide references for the design practice of healthcare buildings. By understanding how different environmental factors affect patients with varying degrees of depression, architects and designers can create spaces that support mental recovery and well-being. Future research may explore the environmental perception characteristics of patients with severe depression and the long-term impact of environmental design on their recovery. This could involve longitudinal studies that track patients’ responses to specific environmental interventions over time, as well as exploring how individual differences, such as age, gender, and cultural background, might influence environmental perception and preferences. Additionally, future work could investigate the potential benefits of incorporating advanced technologies, such as smart lighting systems or personalized environmental controls, into the design of therapeutic spaces.
2025(3),71-77
DOI: 10.13791/j.cnki.hsfwest.20240220001
Abstract:
Population aging is a nested process between individuals and their surrounding environment, where the resources, abilities, and behavioral preferences of the elderly are not solely determined by age, but rather by the aging process in their specific temporal and spatial environment, especially closely related to the built environment of residential areas that carry the daily physical activities of the elderly. China is currently in a historical process of rapid urbanization. For a long time, the planning and regulation strategies that focus on growth management and excessively pursue overall spatial performance have led to whether the construction environment of existing residential areas is suitable for the physical activity needs of the elderly? Has it played a crucial role in maintaining the basic behavioral functions and life rights of the elderly?Although existing research has measured the health benefits of built environments from a single functional perspective such as park green spaces, landscape design, and pedestrian suitability, there is relatively little analysis of their combined effects on individual health from the perspective of functional complementarity. In fact, the active intervention of elderly physical activity in the built environment of residential areas lies not only in the rational allocation and layout of public space resources, but also in the overall spatial creation of the built environment of residential areas to meet the “localized living” needs of the elderly population. From the perspective of physical activity for the elderly, public service facilities are the material basis for carrying out physical activity for the elderly, and the basic accessibility of service facilities is a prerequisite for the elderly to experience and use the built environment. The safety and landscape comfort of residential areas are also key factors that affect the duration and frequency of physical activity for the elderly in the built environment. Obviously, the realization of the health benefits of the built environment in residential areas lies in the complementarity of their functions, including highly coordinated and closely divided basic functions such as public services, transportation, leisure and entertainment, and residential work.This article takes Dalian as an example and constructs an input-output index system for the health benefits of residential built environments from the perspective of physical activity for the elderly. The data envelopment analysis constant return to scale (CRS) model is used to measure the health benefits of residential built environments in Dalian. The spatial differentiation is extracted through Global Molan’s I and local autocorrelation hot and cold spot analysis, and the driving factors of health benefits are detected using a geographic detector model. The research aims to quantitatively evaluate the efficiency of public space resource allocation in residential areas from the perspective of aging, in order to provide decision-making references for high-quality development of living environment under the background of stockplanning.The research results show that:1) the comprehensive efficiency of the built environment health benefits in residential areas in Dalian is relatively high, with an average comprehensive efficiency of 0.893. However, most residential areas have not reached the optimal efficiency, and insufficient scale efficiency is the main reason. There is a certain degree of high or low value spatial agglomeration of health benefits in the built environment of residential areas in Dalian. The hotspots of health benefits are mostly distributed in Shahekou District, while the cold and secondary cold spots are concentrated in the old urban areas of Ganjingzi District, such as Xiangheyuan, Lanxing Lane, and Hongqi Road residential areas. 2) The detection of health benefit factors shows that the road network, mainly composed of intersection density and road network density, is a key factor in the health benefits of the built environment in residential areas. Public restrooms, NDVI, rest and shelter facilities, as well as their spatial quality, are reinforcing factors, while safety in residential areas dominated by enclosed structures is a directional factor. 3) The built environment of residential areas in Dalian has insufficient supporting public service facilities or poor spatial layout, and the built environment of residential areas does not present a universal “dual” complementarity of functions. Among them, “dense road network small blocks”, complete public service facilities, and appropriate green spaces are effective ways to achieve good health benefits of the built environment of residential areas.
Population aging is a nested process between individuals and their surrounding environment, where the resources, abilities, and behavioral preferences of the elderly are not solely determined by age, but rather by the aging process in their specific temporal and spatial environment, especially closely related to the built environment of residential areas that carry the daily physical activities of the elderly. China is currently in a historical process of rapid urbanization. For a long time, the planning and regulation strategies that focus on growth management and excessively pursue overall spatial performance have led to whether the construction environment of existing residential areas is suitable for the physical activity needs of the elderly? Has it played a crucial role in maintaining the basic behavioral functions and life rights of the elderly?Although existing research has measured the health benefits of built environments from a single functional perspective such as park green spaces, landscape design, and pedestrian suitability, there is relatively little analysis of their combined effects on individual health from the perspective of functional complementarity. In fact, the active intervention of elderly physical activity in the built environment of residential areas lies not only in the rational allocation and layout of public space resources, but also in the overall spatial creation of the built environment of residential areas to meet the “localized living” needs of the elderly population. From the perspective of physical activity for the elderly, public service facilities are the material basis for carrying out physical activity for the elderly, and the basic accessibility of service facilities is a prerequisite for the elderly to experience and use the built environment. The safety and landscape comfort of residential areas are also key factors that affect the duration and frequency of physical activity for the elderly in the built environment. Obviously, the realization of the health benefits of the built environment in residential areas lies in the complementarity of their functions, including highly coordinated and closely divided basic functions such as public services, transportation, leisure and entertainment, and residential work.This article takes Dalian as an example and constructs an input-output index system for the health benefits of residential built environments from the perspective of physical activity for the elderly. The data envelopment analysis constant return to scale (CRS) model is used to measure the health benefits of residential built environments in Dalian. The spatial differentiation is extracted through Global Molan’s I and local autocorrelation hot and cold spot analysis, and the driving factors of health benefits are detected using a geographic detector model. The research aims to quantitatively evaluate the efficiency of public space resource allocation in residential areas from the perspective of aging, in order to provide decision-making references for high-quality development of living environment under the background of stockplanning.The research results show that:1) the comprehensive efficiency of the built environment health benefits in residential areas in Dalian is relatively high, with an average comprehensive efficiency of 0.893. However, most residential areas have not reached the optimal efficiency, and insufficient scale efficiency is the main reason. There is a certain degree of high or low value spatial agglomeration of health benefits in the built environment of residential areas in Dalian. The hotspots of health benefits are mostly distributed in Shahekou District, while the cold and secondary cold spots are concentrated in the old urban areas of Ganjingzi District, such as Xiangheyuan, Lanxing Lane, and Hongqi Road residential areas. 2) The detection of health benefit factors shows that the road network, mainly composed of intersection density and road network density, is a key factor in the health benefits of the built environment in residential areas. Public restrooms, NDVI, rest and shelter facilities, as well as their spatial quality, are reinforcing factors, while safety in residential areas dominated by enclosed structures is a directional factor. 3) The built environment of residential areas in Dalian has insufficient supporting public service facilities or poor spatial layout, and the built environment of residential areas does not present a universal “dual” complementarity of functions. Among them, “dense road network small blocks”, complete public service facilities, and appropriate green spaces are effective ways to achieve good health benefits of the built environment of residential areas.
2025(3),78-84
DOI: 10.13791/j.cnki.hsfwest.20240408004
Abstract:
China is one of the countries with the largest elderly population and the fastest pace of aging in the world. By the end of 2023, individuals aged 60 and above and those aged 65 and above accounted for 21.1% and 15.4% of the total population, respectively, indicating that China has entered a stage of moderate aging. This rapid demographic transition has brought significant changes to family structures and social patterns. According to data from the Seventh National Population Census, the average household size in China has continued to decline from 3.10 to 2.62 persons. More and more families are shifting from multigenerational households to nuclear family structures, leading to a rapid rise in the proportion of empty-nest elderly, including those living alone. The issue of aging in place for older adults living alone has become a focal point of public concern and a frontier topic in urban studies and related interdisciplinary research.The Opinions on Strengthening Aging Work in the New Era emphasize that enhancing the sense of gain, happiness, and security among the elderly is of great significance in building an age-friendly society. This indicates that, as the proportion of older adults in the total population continues to rise, the current challenges of aging are no longer limited to simply ensuring care and support for the elderly, but should also focus more on their quality of life and overall life satisfaction. Existing studies point out that life satisfaction is a primary criterion or ultimate outcome for evaluating human experiences. The Dictionary of Developmental Psychology defines life satisfaction as the degree to which individuals are content with their way of life. Most research on life satisfaction has been conducted in Western countries, with relatively few studies based on elderly populations in Asia. Regarding intergenerational living arrangements, such arrangements encompass both living modes (such as co-residence with children or living alone) and residential distance. However, most existing studies analyze intergenerational living primarily from the perspective of living modes, while only a small number of international studies explore the relationship between residential distance and life satisfaction among older adults. Some foreign research suggests that older adults often try to avoid “intruding” on their children’s lives, but as they age, their dependency on family increases. Therefore, living independently but close to their children may enhance their life satisfaction. Due to cultural differences between the East and the West, older adults in Western countries tend to place greater value on personal independence, while elderly individuals in China are more influenced by traditional cultural norms. In Chinese tradition, coresidence with adult children is often regarded as the most favorable living arrangement for older adults. However, with rapid demographic changes, the proportion of older adults living alone in China continues to rise. Some studies predict that Chinese seniors will increasingly prefer “independent living in close proximity to their children.” This growing desire for independent living among Chinese elderly raises questions about the long-held belief that living with children is the most beneficial arrangement for them. Currently, research on intergenerational residential proximity among older adults living alone in China remains limited, and empirical studies are insufficient. Furtherinvestigation is needed to better understand the relationship between intergenerational residential distance and life satisfaction among the elderly in China, providing evidence-based support for health-oriented urban and rural spatial planning.To explore the differential impact of intergenerational residential distance on the life satisfaction of older adults, this study utilizes data from the Chinese Longitudinal Healthy Longevity Survey (CLHLS) and constructs a logistic regression model to examine the relationship between intergenerational residential distance and life satisfaction among urban and rural elderly populations, considering both temporal and urban-rural differences. The findings reveal that self-rated health among older adults (45.3%, 46.8%) is significantly lower than health assessments provided by observers (87.1%, 88.3%). In terms of temporal changes, the effect of intergenerational residential distance on life satisfaction among rural older adults shifted from being statistically insignificant in 2014 to significantly correlated in 2018. Regarding urban-rural differences, the ideal residential distance primarily affects independently living older adults, with a more pronounced negative impact observed among those in rural areas. Furthermore, this negative impact tends to intensify over time.
China is one of the countries with the largest elderly population and the fastest pace of aging in the world. By the end of 2023, individuals aged 60 and above and those aged 65 and above accounted for 21.1% and 15.4% of the total population, respectively, indicating that China has entered a stage of moderate aging. This rapid demographic transition has brought significant changes to family structures and social patterns. According to data from the Seventh National Population Census, the average household size in China has continued to decline from 3.10 to 2.62 persons. More and more families are shifting from multigenerational households to nuclear family structures, leading to a rapid rise in the proportion of empty-nest elderly, including those living alone. The issue of aging in place for older adults living alone has become a focal point of public concern and a frontier topic in urban studies and related interdisciplinary research.The Opinions on Strengthening Aging Work in the New Era emphasize that enhancing the sense of gain, happiness, and security among the elderly is of great significance in building an age-friendly society. This indicates that, as the proportion of older adults in the total population continues to rise, the current challenges of aging are no longer limited to simply ensuring care and support for the elderly, but should also focus more on their quality of life and overall life satisfaction. Existing studies point out that life satisfaction is a primary criterion or ultimate outcome for evaluating human experiences. The Dictionary of Developmental Psychology defines life satisfaction as the degree to which individuals are content with their way of life. Most research on life satisfaction has been conducted in Western countries, with relatively few studies based on elderly populations in Asia. Regarding intergenerational living arrangements, such arrangements encompass both living modes (such as co-residence with children or living alone) and residential distance. However, most existing studies analyze intergenerational living primarily from the perspective of living modes, while only a small number of international studies explore the relationship between residential distance and life satisfaction among older adults. Some foreign research suggests that older adults often try to avoid “intruding” on their children’s lives, but as they age, their dependency on family increases. Therefore, living independently but close to their children may enhance their life satisfaction. Due to cultural differences between the East and the West, older adults in Western countries tend to place greater value on personal independence, while elderly individuals in China are more influenced by traditional cultural norms. In Chinese tradition, coresidence with adult children is often regarded as the most favorable living arrangement for older adults. However, with rapid demographic changes, the proportion of older adults living alone in China continues to rise. Some studies predict that Chinese seniors will increasingly prefer “independent living in close proximity to their children.” This growing desire for independent living among Chinese elderly raises questions about the long-held belief that living with children is the most beneficial arrangement for them. Currently, research on intergenerational residential proximity among older adults living alone in China remains limited, and empirical studies are insufficient. Furtherinvestigation is needed to better understand the relationship between intergenerational residential distance and life satisfaction among the elderly in China, providing evidence-based support for health-oriented urban and rural spatial planning.To explore the differential impact of intergenerational residential distance on the life satisfaction of older adults, this study utilizes data from the Chinese Longitudinal Healthy Longevity Survey (CLHLS) and constructs a logistic regression model to examine the relationship between intergenerational residential distance and life satisfaction among urban and rural elderly populations, considering both temporal and urban-rural differences. The findings reveal that self-rated health among older adults (45.3%, 46.8%) is significantly lower than health assessments provided by observers (87.1%, 88.3%). In terms of temporal changes, the effect of intergenerational residential distance on life satisfaction among rural older adults shifted from being statistically insignificant in 2014 to significantly correlated in 2018. Regarding urban-rural differences, the ideal residential distance primarily affects independently living older adults, with a more pronounced negative impact observed among those in rural areas. Furthermore, this negative impact tends to intensify over time.
2025(3),85-93
DOI: 10.13791/j.cnki.hsfwest.20241219003
Abstract:
Under the dual challenges posed by global climate warming and the accelerating pace of urbanization, the urban heat island effect has emerged as an increasingly severe environmental issue, exerting profound impacts on urban thermal comfort, ecological sustainability, and public health. In this context, the cold island effect of urban green spaces—referring to their capacity to mitigate local air temperatures through ecological and microclimatic regulation—has garnered significant attention for its potential to alleviate urban thermal stress, enhance urban climate resilience, and contribute to the creation of livable, low-carbon urban environments. However, despite its recognized value, there remains a lack of systematic planning approaches and analytical models to quantify and optimize the spatial configuration of green spaces in a way that fully leverages their collective cold island functionality. Against this background, this study took the urban green space system as its principal research subject, and sought to explore, from the perspective of spatial planning and ecological network theory, the mechanisms, structural patterns, and optimization strategies that could enhance the overall cold island effect of such systems at the city scale. Building upon the foundational ecological mechanism of “networking” —which optimizes ecosystem performance through the integration of functional elements and the strengthening of inter-patch synergies—this study introduced the innovative notion of a “cold island network”. This concept posits that the cold island effects of individual green space patches are not isolated phenomena, but rather function as interconnected spatial entities whose synergistic interactions can significantly reinforce the systemic cooling performance of urban green spaces. In order to translate this conceptual framework into a planning-oriented methodology, the study first constructed a predictive model of green space cold island extent, using patch size as the core explanatory variable. The model, developed within a planning discourse that prioritizes operability and policy relevance, revealed that the spatial extent of cold island effects demonstrates an inverse tangent functional relationship with green patch size, thereby providing a quantitative basis for defining and measuring the potential spatial cooling radius of individual green spaces, which in turn visualized the spatial distribution of the green spaces’ cold island effect. Subsequently, using the green space system planning of Chongqing High-tech Zone as a case and employing tools from complex network analysis, this research constructed a cold island effect network model by conceptualizing green space patches as “nodes” and regarded the spatial overlap of their cold island extents as “edges”. Through a multi-scale analytical framework encompassing the system level, the subgroup level, and the individual node level, the study identified several key structural characteristics of the existing cold island network in the study area. These included a generally lowlevel of overall network integration, significant divergence in connection efficiency among the three major subgroups, and a notable absence of highcentrality nodes—except for the Zhaishanping subgroup—which are typically essential for maintaining network coherence and maximizing the spatial coverage of cold island effect from green spaces. In the final stage of analysis, the constructed cold island network was overlaid with the current spatial distribution of heat islands in the study area, thereby enabling the identification of critical cooling “blind spots” —areas where cold island effects are absent. Based on this integrated spatial diagnosis, the study proposed a set of three targeted planning strategies aimed at optimizing the spatial layout and functional connectivity of the green space system, with the overarching goal of enhancing its systemic cold island performance. These strategies included: 1) constructing a regionally structured green network that improves macro-level spatial continuity and functional integrity; 2) strengthening intra-group connectivity to weave ecological links across cooling blind spots; and 3) regulating the morphological characteristics and spatial orientation of green patches in order to amplify cold island effect at the node level. By introducing a novel framework that combines predictive modeling with network-based spatial analysis, this study does not only offer a new theoretical and methodological lens for understanding and enhancing the cooling performance of urban green spaces, but also provides practical support for planners and policymakers tasked with mitigating urban thermal risks, and presents valuable references for the development of related standards in green space planning and design.
Under the dual challenges posed by global climate warming and the accelerating pace of urbanization, the urban heat island effect has emerged as an increasingly severe environmental issue, exerting profound impacts on urban thermal comfort, ecological sustainability, and public health. In this context, the cold island effect of urban green spaces—referring to their capacity to mitigate local air temperatures through ecological and microclimatic regulation—has garnered significant attention for its potential to alleviate urban thermal stress, enhance urban climate resilience, and contribute to the creation of livable, low-carbon urban environments. However, despite its recognized value, there remains a lack of systematic planning approaches and analytical models to quantify and optimize the spatial configuration of green spaces in a way that fully leverages their collective cold island functionality. Against this background, this study took the urban green space system as its principal research subject, and sought to explore, from the perspective of spatial planning and ecological network theory, the mechanisms, structural patterns, and optimization strategies that could enhance the overall cold island effect of such systems at the city scale. Building upon the foundational ecological mechanism of “networking” —which optimizes ecosystem performance through the integration of functional elements and the strengthening of inter-patch synergies—this study introduced the innovative notion of a “cold island network”. This concept posits that the cold island effects of individual green space patches are not isolated phenomena, but rather function as interconnected spatial entities whose synergistic interactions can significantly reinforce the systemic cooling performance of urban green spaces. In order to translate this conceptual framework into a planning-oriented methodology, the study first constructed a predictive model of green space cold island extent, using patch size as the core explanatory variable. The model, developed within a planning discourse that prioritizes operability and policy relevance, revealed that the spatial extent of cold island effects demonstrates an inverse tangent functional relationship with green patch size, thereby providing a quantitative basis for defining and measuring the potential spatial cooling radius of individual green spaces, which in turn visualized the spatial distribution of the green spaces’ cold island effect. Subsequently, using the green space system planning of Chongqing High-tech Zone as a case and employing tools from complex network analysis, this research constructed a cold island effect network model by conceptualizing green space patches as “nodes” and regarded the spatial overlap of their cold island extents as “edges”. Through a multi-scale analytical framework encompassing the system level, the subgroup level, and the individual node level, the study identified several key structural characteristics of the existing cold island network in the study area. These included a generally lowlevel of overall network integration, significant divergence in connection efficiency among the three major subgroups, and a notable absence of highcentrality nodes—except for the Zhaishanping subgroup—which are typically essential for maintaining network coherence and maximizing the spatial coverage of cold island effect from green spaces. In the final stage of analysis, the constructed cold island network was overlaid with the current spatial distribution of heat islands in the study area, thereby enabling the identification of critical cooling “blind spots” —areas where cold island effects are absent. Based on this integrated spatial diagnosis, the study proposed a set of three targeted planning strategies aimed at optimizing the spatial layout and functional connectivity of the green space system, with the overarching goal of enhancing its systemic cold island performance. These strategies included: 1) constructing a regionally structured green network that improves macro-level spatial continuity and functional integrity; 2) strengthening intra-group connectivity to weave ecological links across cooling blind spots; and 3) regulating the morphological characteristics and spatial orientation of green patches in order to amplify cold island effect at the node level. By introducing a novel framework that combines predictive modeling with network-based spatial analysis, this study does not only offer a new theoretical and methodological lens for understanding and enhancing the cooling performance of urban green spaces, but also provides practical support for planners and policymakers tasked with mitigating urban thermal risks, and presents valuable references for the development of related standards in green space planning and design.
2025(3),94-102
DOI: 10.13791/j.cnki.hsfwest.20250429001
Abstract:
With the intensification of urban commuting pressures, electric bicycles (e-bikes) have emerged as a vital supplement to conventional transportation modes due to their flexibility, costefficiency, and low environmental impact. Compared to traditional bicycles, e-bikes offer improved efficiency and convenience, making them particularly suitable for short- and medium-distance travel. While recent national and local policies have encouraged their adoption, there remains a notable research gap concerning the systematic spatial planning and environmental adaptation for e-bike travel. This study investigates the factors influencing e-bike commuting behavior in the main urban area of Jinan, China. Drawing on 2019 household travel survey data encompassing 15 990 households and over 38 000 individuals, the study integrates multi-source geospatial data—including land use, POIs, road networks, and real estate prices—and constructs built environment and socioeconomic indicators for both residential and workplace locations. Using a Gradient Boosting Decision Tree (GBDT) model, the study quantifies the nonlinear impacts and threshold effects of built environment features on the probability of choosing e-bike commuting and further examines how these effects vary among income groups. Key findings are summarized as follows: Distance-Dependent Mode Choice. E-bike commuting exhibits a clear nonlinear response to commuting distance. The probability of selecting an e-bike peaks at around 2 300 meters (with a maximum probability of 55%), indicating strong suitability for mid-range commuting (1 000–3 500 meters). However, this probability declines sharply beyond 3 500 meters and is nearly negligible beyond 20 kilometers. In contrast, cars dominate for long-distance commuting (>6 000 meters), while walking is most prevalent under 1 000 meters.Built Environment Effects. The impact of built environment characteristics on commuting decisions is complex and nonlinear. Residential location factors—particularly building density, land-use mix, public service land ratio, and road network density—exert more substantial influence compared to workplace factors. High residential building density, for instance, enhances e-bike usability by ensuring population clustering and proximity to service facilities. Conversely, extremely dense commercial or road networks, particularly in workplace zones, may deter e-bike usage due to congestion, safety risks, and limited parking availability. Socioeconomic Differentiation. There is significant heterogeneity in commuting behavior responses across income groups. Low-income individuals are more sensitive to spatial accessibility and heavily reliant on e-bikes due to limited access to private vehicles or public transport. Their commuting choices are predominantly shaped by residential environment features such as the availability of public services and road connectivity.Middle-income groups are influenced by both residential and workplace built environments, reflecting more dispersed employment locations and greater interdistrict mobility. High-income individuals prioritize commuting efficiency and comfort, showing greater responsiveness to road infrastructure quality and multimodal transport integration (e. g., proximity to public transport nodes). Their residential preferences are aligned with conventional residential areas characterized by clear functional zoning. Built Environment Threshold Effects. GBDT model outputs reveal specific tipping points for built environment variables. For example, residential green space ratios exceeding 15% significantly boost e-bike commuting probability, while public service land ratios above 30% show a U-shaped relationship. Excessive land-use mixing (e.g., mix indices >1.0) may reduce commuting necessity, thus diminishing e-bike attractiveness. Policy Implications. The findings underscore the need for differentiated spatial interventions and transportation policies. To encourage e-bike commuting, urban planners should focus on enhancing building density, service facility accessibility, and road connectivity in residential neighborhoods. In employment zones, balanced land-use planning—avoiding overly centralized commercial or industrial zoning—is essential to maintain e-bike feasibility. Furthermore, policy measures must address commuting equity by prioritizing infrastructure development in low-income areas and tailoring multimodal transit integration strategies for high-income groups.In conclusion, e-bike commuting is well-suited for short- to mid-distance urban travel and offers a promising path toward sustainable mobility. However, its adoption is constrained by spatial, infrastructural, and socioeconomic factors that exhibit complex, nonlinear dynamics. This study contributes to the evolving discourse on green urban mobility by integrating machine learning with spatial planning theory, offering a robust empirical basis for refined, equity-oriented transportation planning.Nevertheless, some limitations persist. The study focuses on a single temporal snapshot and does not account for temporal dynamics in commuting behavior. Additionally, potential confounding variables—such as lifestyle preferences and employer-provided transport services—were not fully controlled. Future research could leverage multi-temporal datasets to model commuting behaviors dynamically and extend the analysis to other cities for broader applicability.
With the intensification of urban commuting pressures, electric bicycles (e-bikes) have emerged as a vital supplement to conventional transportation modes due to their flexibility, costefficiency, and low environmental impact. Compared to traditional bicycles, e-bikes offer improved efficiency and convenience, making them particularly suitable for short- and medium-distance travel. While recent national and local policies have encouraged their adoption, there remains a notable research gap concerning the systematic spatial planning and environmental adaptation for e-bike travel. This study investigates the factors influencing e-bike commuting behavior in the main urban area of Jinan, China. Drawing on 2019 household travel survey data encompassing 15 990 households and over 38 000 individuals, the study integrates multi-source geospatial data—including land use, POIs, road networks, and real estate prices—and constructs built environment and socioeconomic indicators for both residential and workplace locations. Using a Gradient Boosting Decision Tree (GBDT) model, the study quantifies the nonlinear impacts and threshold effects of built environment features on the probability of choosing e-bike commuting and further examines how these effects vary among income groups. Key findings are summarized as follows: Distance-Dependent Mode Choice. E-bike commuting exhibits a clear nonlinear response to commuting distance. The probability of selecting an e-bike peaks at around 2 300 meters (with a maximum probability of 55%), indicating strong suitability for mid-range commuting (1 000–3 500 meters). However, this probability declines sharply beyond 3 500 meters and is nearly negligible beyond 20 kilometers. In contrast, cars dominate for long-distance commuting (>6 000 meters), while walking is most prevalent under 1 000 meters.Built Environment Effects. The impact of built environment characteristics on commuting decisions is complex and nonlinear. Residential location factors—particularly building density, land-use mix, public service land ratio, and road network density—exert more substantial influence compared to workplace factors. High residential building density, for instance, enhances e-bike usability by ensuring population clustering and proximity to service facilities. Conversely, extremely dense commercial or road networks, particularly in workplace zones, may deter e-bike usage due to congestion, safety risks, and limited parking availability. Socioeconomic Differentiation. There is significant heterogeneity in commuting behavior responses across income groups. Low-income individuals are more sensitive to spatial accessibility and heavily reliant on e-bikes due to limited access to private vehicles or public transport. Their commuting choices are predominantly shaped by residential environment features such as the availability of public services and road connectivity.Middle-income groups are influenced by both residential and workplace built environments, reflecting more dispersed employment locations and greater interdistrict mobility. High-income individuals prioritize commuting efficiency and comfort, showing greater responsiveness to road infrastructure quality and multimodal transport integration (e. g., proximity to public transport nodes). Their residential preferences are aligned with conventional residential areas characterized by clear functional zoning. Built Environment Threshold Effects. GBDT model outputs reveal specific tipping points for built environment variables. For example, residential green space ratios exceeding 15% significantly boost e-bike commuting probability, while public service land ratios above 30% show a U-shaped relationship. Excessive land-use mixing (e.g., mix indices >1.0) may reduce commuting necessity, thus diminishing e-bike attractiveness. Policy Implications. The findings underscore the need for differentiated spatial interventions and transportation policies. To encourage e-bike commuting, urban planners should focus on enhancing building density, service facility accessibility, and road connectivity in residential neighborhoods. In employment zones, balanced land-use planning—avoiding overly centralized commercial or industrial zoning—is essential to maintain e-bike feasibility. Furthermore, policy measures must address commuting equity by prioritizing infrastructure development in low-income areas and tailoring multimodal transit integration strategies for high-income groups.In conclusion, e-bike commuting is well-suited for short- to mid-distance urban travel and offers a promising path toward sustainable mobility. However, its adoption is constrained by spatial, infrastructural, and socioeconomic factors that exhibit complex, nonlinear dynamics. This study contributes to the evolving discourse on green urban mobility by integrating machine learning with spatial planning theory, offering a robust empirical basis for refined, equity-oriented transportation planning.Nevertheless, some limitations persist. The study focuses on a single temporal snapshot and does not account for temporal dynamics in commuting behavior. Additionally, potential confounding variables—such as lifestyle preferences and employer-provided transport services—were not fully controlled. Future research could leverage multi-temporal datasets to model commuting behaviors dynamically and extend the analysis to other cities for broader applicability.
2025(3),103-109
DOI: 10.13791/j.cnki.hsfwest.20240109003
Abstract:
The intensification of global climate change has resulted in the frequent occurrence of extreme heat disasters, which seriously affects the production and life of urban residents, and the optimisation of the urban thermal environment is urgent. Waterfront settlements, as a common type of settlement, deserve attention for their outdoor thermal environment influencing factors and improvement measures. Previous studies lacked the spatial heterogeneity of surface elements affecting the outdoor thermal environment, which makes it difficult to guide the specific planning practices within waterfront settlements. In this study, we take four typical waterfront settlements in Yinchuan City as examples, and collect the impacts of surface space and thermal environment data using both visible light and infrared remote sensing thermal imaging tools from unmanned aerial vehicles (UAVs), to study the global correlation between surface elements and outdoor thermal environment and their spatial heterogeneity in urban waterfront settlements. In order to explore the spatial differentiation within the settlements based on the differences between the settlements, and to better compare the results of different methods and draw more accurate conclusions, the study adopts the Ordinary Least Squares (OLS) linear regression model, which is widely used in the field of thermal environment research, and the Geographically Weighted Regression (GWR) model, which is widely used in the field of thermal environment research. Weighted Regression (GWR) model, the study firstly determines the optimal statistical grid scale by the significance of the coefficient of determination of the OLS model and the correlation between each element and the land surface temperature (LST). Afterwards, the OLS and GWR regression models were constructed with the area share of each element as the independent variable and the average LST within the grid as the dependent variable, respectively, to explore the global impacts of different surface elements on the thermal environment and analyse their spatial differentiation characteristics in depth, so as to put forward the theoretical support for the design strategy of waterfront settlements as well as the updating scheme, with a view to providing scientific guidance for the design of climate-adapted settlements. The study has the following conclusions: 1) the temperature of trees, shrubs and grassland elements are low, while the elements of the carriageway are concentrated in high temperature distribution. 2) the effect of temperature rise and fall of surface elementsdepends on their own temperature and the conditions of the built environment of the settlement. In low-density high-rise settlements, trees, shrubs and grass elements all have a cooling effect; in terms of warming effect, the element with the strongest effect varies in different settlements, but grass elements all have the weakest warming effect. 3) The main reasons for the spatial heterogeneity of the influence of surface elements on the outdoor thermal environment of waterfront settlements are the influence of water bodies, vegetation shading, and the bare surface adjacent to the carriageway. The closer to the water body, the worse the cooling effect of trees and shrubs and the warming effect of buildings, the shading effect of trees and shrubs can alleviate the warming effect of grass, pavements and other hard paving elements while cooling, and the direct connection between carriageway and bare surface will enhance the warming effect. Finally, this study proposes strategies for optimising the outdoor thermal environment of waterfront settlements from three aspects, with a view to informing the planning and design of climate-resilient settlements. The recommendations are as follows: 1) for the architecture of the settlement, to construct a spatial environment of high-rise buildings combined with high green coverage, and to form an overall architectural layout of the settlement with a water-facing setback through the combination of high-rise and low-rise buildings; 2) for the vegetation configuration, to construct a rich combination of trees, shrubs, and grasses while avoiding the appearance of bare land, and to form a separation zone between the settlement and the surrounding roads through the rich green configuration; and 3) to provide a green environment of the settlement with a high level of green coverage. In terms of open space, for the large area of hard pavement in the settlement, the first consideration is to use buildings, greenery, structures and so on to increase the shade to alleviate the high temperature situation, while for the large area of hard pavement along the waterfront, the cooling effect provided by the shade is limited, and priority can be given to the pavement greening modification method.
The intensification of global climate change has resulted in the frequent occurrence of extreme heat disasters, which seriously affects the production and life of urban residents, and the optimisation of the urban thermal environment is urgent. Waterfront settlements, as a common type of settlement, deserve attention for their outdoor thermal environment influencing factors and improvement measures. Previous studies lacked the spatial heterogeneity of surface elements affecting the outdoor thermal environment, which makes it difficult to guide the specific planning practices within waterfront settlements. In this study, we take four typical waterfront settlements in Yinchuan City as examples, and collect the impacts of surface space and thermal environment data using both visible light and infrared remote sensing thermal imaging tools from unmanned aerial vehicles (UAVs), to study the global correlation between surface elements and outdoor thermal environment and their spatial heterogeneity in urban waterfront settlements. In order to explore the spatial differentiation within the settlements based on the differences between the settlements, and to better compare the results of different methods and draw more accurate conclusions, the study adopts the Ordinary Least Squares (OLS) linear regression model, which is widely used in the field of thermal environment research, and the Geographically Weighted Regression (GWR) model, which is widely used in the field of thermal environment research. Weighted Regression (GWR) model, the study firstly determines the optimal statistical grid scale by the significance of the coefficient of determination of the OLS model and the correlation between each element and the land surface temperature (LST). Afterwards, the OLS and GWR regression models were constructed with the area share of each element as the independent variable and the average LST within the grid as the dependent variable, respectively, to explore the global impacts of different surface elements on the thermal environment and analyse their spatial differentiation characteristics in depth, so as to put forward the theoretical support for the design strategy of waterfront settlements as well as the updating scheme, with a view to providing scientific guidance for the design of climate-adapted settlements. The study has the following conclusions: 1) the temperature of trees, shrubs and grassland elements are low, while the elements of the carriageway are concentrated in high temperature distribution. 2) the effect of temperature rise and fall of surface elementsdepends on their own temperature and the conditions of the built environment of the settlement. In low-density high-rise settlements, trees, shrubs and grass elements all have a cooling effect; in terms of warming effect, the element with the strongest effect varies in different settlements, but grass elements all have the weakest warming effect. 3) The main reasons for the spatial heterogeneity of the influence of surface elements on the outdoor thermal environment of waterfront settlements are the influence of water bodies, vegetation shading, and the bare surface adjacent to the carriageway. The closer to the water body, the worse the cooling effect of trees and shrubs and the warming effect of buildings, the shading effect of trees and shrubs can alleviate the warming effect of grass, pavements and other hard paving elements while cooling, and the direct connection between carriageway and bare surface will enhance the warming effect. Finally, this study proposes strategies for optimising the outdoor thermal environment of waterfront settlements from three aspects, with a view to informing the planning and design of climate-resilient settlements. The recommendations are as follows: 1) for the architecture of the settlement, to construct a spatial environment of high-rise buildings combined with high green coverage, and to form an overall architectural layout of the settlement with a water-facing setback through the combination of high-rise and low-rise buildings; 2) for the vegetation configuration, to construct a rich combination of trees, shrubs, and grasses while avoiding the appearance of bare land, and to form a separation zone between the settlement and the surrounding roads through the rich green configuration; and 3) to provide a green environment of the settlement with a high level of green coverage. In terms of open space, for the large area of hard pavement in the settlement, the first consideration is to use buildings, greenery, structures and so on to increase the shade to alleviate the high temperature situation, while for the large area of hard pavement along the waterfront, the cooling effect provided by the shade is limited, and priority can be given to the pavement greening modification method.
2025(3),110-116
DOI: 10.13791/j.cnki.hsfwest.20231118001
Abstract:
China’s long coastline and rich marine resources have given rise to a marine civilization that is an important part of Chinese civilization. Numerous coastal settlements have flourished along the coastline, and the ocean has brought rich resources, crises, and challenges. Quanzhou, Fujian Province, as the starting point of the Maritime Silk Road, has received extensive attention from the architectural community, and its coastal settlements have similarities with traditional villages in terms of geographic location, spatial form, and architectural types, but also have unique climate adaptation characteristics. In the face of the harsh wind environment, many coastal traditional settlements and traditional buildings have been preserved to date, which shows that the coastal traditional settlements contain valuable wind-resistant construction experience and wisdom and have a high scientific value. However, many historic coastal settlements have been demolished and destroyed recently due to the building of modern ports and chemical parks, and it is urgently necessary to investigate and preserve these communities' climate adaptation wisdom. Current domestic and international research shows a lack of focus on the wind environment of traditional coastal settlements and buildings. Furthermore, there is a scarcity of published studies applying quantitative analysis principles to examine wind protection and construction strategies. This paper employs field research methods, CFD numerical simulations, and comparative analyses, alongside on-site data measurements, to evaluate and compare wind loads in settlement spaces. It quantitatively analyzes the effectiveness of windproof construction at both the settlement and building levels, focusing on settlement morphology and architectural form. The article chooses XiaoCuo Village, a peninsula-type settlement in XiaoCuo Harbor, one of the natural harbors in Southern Fujian, as the research object, and based on CFD numerical simulation, combined with the research data, analyzes and summarizes the general rules and empirical measures of XiaoCuo Village to adapt to the summer wind environment in terms of the settlement morphology and architectural form. It is found that the peninsula settlement in the southern Fujian region lives by the sea, overcomes the challenges brought by the sea during the long process of village camping, discovers and summarizes the windproof layout of the settlement and windproof characteristics of the buildings, and constantly adjusts and optimizes the building types in combination with the wind environment in different regions, to concentrate a whole set of wisdom of camping construction. In terms of the overall layout of the settlement, the village buildings have a backdrop of the mountains and face the sea, conforming to the topography of the land, and the overall spatial layout helps to slow down the separation of air currents and reduce the impact of strong winds. At the level of building types, the positive pressure extremum and distribution range of positive pressure on the windward side of the fivehouses with double-side added small house, and the five rooms with two yards are smaller, so they are mostly distributed on the coastal side of the village. While the least wind-resistant five houses with a second level are the least used in settlements. In terms of the spatial form of the building, the ratio of the first yard and the first yard to the second yard is smaller than the average value of other inland areas of traditional dwelling houses in southern Fujian, reducing the value of the roof wind load, and the entrance with a recessed space helps to avoid the shunt of the incoming flow in the corners and cause damage to the building. In the context of rural revitalization and development, the protection and development of traditional villages should first have a relatively clear knowledge of the traditional construction wisdom contained in local settlements, refine the systematic protection ideas on the wisdom of the former construction, put forward optimization strategies for the settlement form and single building, macroscopically respect the original spatial pattern of the settlement and the location and distribution of buildings, and regulate the location of the building group to form a hierarchical distribution, control the building height and density, and use the modern building height and density, to avoid the damage to the building caused by the diversion at the corner of the incoming flow. Control the building’s height and density and optimize the windproof performance of the colony by using modern technical analysis. Microscopically, respect the local traditional architectural forms, optimize the use of materials and structural practices in locations with high wind pressure, and give due consideration to the adjustment of practice forms. Based on this, this study summarizes the general rules and experience measures for adapting to the summer wind environment and puts forward the modern optimization means to comply with the wisdom law, to provide a reference value and significance for the protection and sustainable development of the peninsula settlements in the southern Fujian area.
China’s long coastline and rich marine resources have given rise to a marine civilization that is an important part of Chinese civilization. Numerous coastal settlements have flourished along the coastline, and the ocean has brought rich resources, crises, and challenges. Quanzhou, Fujian Province, as the starting point of the Maritime Silk Road, has received extensive attention from the architectural community, and its coastal settlements have similarities with traditional villages in terms of geographic location, spatial form, and architectural types, but also have unique climate adaptation characteristics. In the face of the harsh wind environment, many coastal traditional settlements and traditional buildings have been preserved to date, which shows that the coastal traditional settlements contain valuable wind-resistant construction experience and wisdom and have a high scientific value. However, many historic coastal settlements have been demolished and destroyed recently due to the building of modern ports and chemical parks, and it is urgently necessary to investigate and preserve these communities' climate adaptation wisdom. Current domestic and international research shows a lack of focus on the wind environment of traditional coastal settlements and buildings. Furthermore, there is a scarcity of published studies applying quantitative analysis principles to examine wind protection and construction strategies. This paper employs field research methods, CFD numerical simulations, and comparative analyses, alongside on-site data measurements, to evaluate and compare wind loads in settlement spaces. It quantitatively analyzes the effectiveness of windproof construction at both the settlement and building levels, focusing on settlement morphology and architectural form. The article chooses XiaoCuo Village, a peninsula-type settlement in XiaoCuo Harbor, one of the natural harbors in Southern Fujian, as the research object, and based on CFD numerical simulation, combined with the research data, analyzes and summarizes the general rules and empirical measures of XiaoCuo Village to adapt to the summer wind environment in terms of the settlement morphology and architectural form. It is found that the peninsula settlement in the southern Fujian region lives by the sea, overcomes the challenges brought by the sea during the long process of village camping, discovers and summarizes the windproof layout of the settlement and windproof characteristics of the buildings, and constantly adjusts and optimizes the building types in combination with the wind environment in different regions, to concentrate a whole set of wisdom of camping construction. In terms of the overall layout of the settlement, the village buildings have a backdrop of the mountains and face the sea, conforming to the topography of the land, and the overall spatial layout helps to slow down the separation of air currents and reduce the impact of strong winds. At the level of building types, the positive pressure extremum and distribution range of positive pressure on the windward side of the fivehouses with double-side added small house, and the five rooms with two yards are smaller, so they are mostly distributed on the coastal side of the village. While the least wind-resistant five houses with a second level are the least used in settlements. In terms of the spatial form of the building, the ratio of the first yard and the first yard to the second yard is smaller than the average value of other inland areas of traditional dwelling houses in southern Fujian, reducing the value of the roof wind load, and the entrance with a recessed space helps to avoid the shunt of the incoming flow in the corners and cause damage to the building. In the context of rural revitalization and development, the protection and development of traditional villages should first have a relatively clear knowledge of the traditional construction wisdom contained in local settlements, refine the systematic protection ideas on the wisdom of the former construction, put forward optimization strategies for the settlement form and single building, macroscopically respect the original spatial pattern of the settlement and the location and distribution of buildings, and regulate the location of the building group to form a hierarchical distribution, control the building height and density, and use the modern building height and density, to avoid the damage to the building caused by the diversion at the corner of the incoming flow. Control the building’s height and density and optimize the windproof performance of the colony by using modern technical analysis. Microscopically, respect the local traditional architectural forms, optimize the use of materials and structural practices in locations with high wind pressure, and give due consideration to the adjustment of practice forms. Based on this, this study summarizes the general rules and experience measures for adapting to the summer wind environment and puts forward the modern optimization means to comply with the wisdom law, to provide a reference value and significance for the protection and sustainable development of the peninsula settlements in the southern Fujian area.
2025(3),117-123
DOI: 10.13791/j.cnki.hsfwest.20240407002
Abstract:
The thermal environment in cold urban areas during transitional seasons significantly impacts residents’ outdoor activities and overall quality of life. In high-latitude cities like Shenyang, harsh winters dominate the annual calendar, while transitional seasons are short and characterized by low temperatures, strong winds, and limited solar radiation. These conditions create suboptimal microclimatic environments that restrict outdoor activities and reduce the appeal of public spaces. Improving the thermal environment during these periods is therefore critical for extending residents’ outdoor activity durations, promoting healthier lifestyles, and enhancing urban livability. Creating a suitable microclimate and promoting residents’ exposure to the outdoor environment has become an important goal of neighborhood environmental optimization. This study addresses this challenge by investigating the role of blue-green spaces (BGES) in mitigating thermal discomfort in cold urban neighborhoods, using Shenyang City as a case study. Blue-green spaces, defined as the integration of vegetation (green spaces) and water bodies (blue spaces), are essential components of urban ecosystems. By influencing microclimatic conditions through processes such as evapotranspiration, shading, and heat absorption, BGES can significantly improve thermal comfort in urban areas. However, existing research on BGES and thermal environments has predominantly focused on temperate or tropical regions, with limited attention to cold urban contexts. Furthermore, the complex interactions between BGES characteristics (e. g., spatial configuration, vegetation types, water body sizes) and thermal dynamics in cold regions remain underexplored. This study fills this gap by examining the impacts of BGES on thermal environment during transitional seasons in Shenyang, a representative cold city in Northeast China.The methodology employed in this study involves several key steps. Firstly, seasonal differentiation was conducted using historical meteorological data from the National Meteorological Science Data Center. Transitional seasons were defined as March 25 to April 8 and October 12 to November 6, totaling 40 days. Secondly, spatial scale analysis was performed across multiple spatial scales (300 m to 1 000 m radii) to determine the optimal scale for investigating BGES impacts on the thermal environment. This step is crucial because the effectiveness of BGES in regulating thermal conditions can vary significantly depending on the spatial context. Thirdly, eight BGES indicators were selected, categorized into capacity, structure, and morphology. These indicators were chosen based on their relevance to thermal regulation processes and their measurability using remote sensing. Fourthly, a comprehensive thermal environment evaluation index was developed using six meteorological parameters: surface temperature, wind speed, humidity, minimum temperature, average temperature, and cold intensity. The weights of these parameters were determined using the AHP-E. Finally, BRT modeling was employed to analyze the nonlinear relationships between BGES indicators and thermal comfort. The results of this study reveal several important findings. Firstly, a 1 km2 block scale was identified as the optimal spatial unit for studying the impacts of BGES on the thermal environment in Shenyang during transitional seasons. At this scale, BGES indicators exhibit the strongest influence on thermal environment. Secondly, among theBGES indicators examined, TSR, GCR, and WAR were found to be the most significant contributors to thermal comfort, with relative contributions of 30.79%, 16.37%, and 15.15%, respectively. Thirdly, marginal effect analysis revealed threshold values for these indicators, providing practical guidance for urban design. For instance, TSR should be controlled within a 5:1 ratio to balance vegetation competition and airflow, GCR should be maintained between 30% and 48% to avoid land resource waste while ensuring sufficient cooling effects, and WAR should be kept between 5% and 10% to optimize humidity and temperature regulation. The implications of these findings are multifaceted. For urban planners and designers, the study underscores the importance of integrating BGES into a connected ecosystem to enhance scale and connectivity, strategically increasing BGES in land-scarce areas, and optimizing the morphological complexity of BGES to maximize thermal regulation benefits. Furthermore, the identified thresholds provide actionable targets for design interventions, ensuring that limited resources are allocated effectively. From a research perspective, this study advances the understanding of BGES-thermal environment relationships in cold regions, offering a robust methodological framework for future studies. The combination of BRT modeling, multi-scale analysis, and comprehensive thermal evaluation provides a replicable approach for investigating similar issues in other climatic contexts. In conclusion, this study demonstrates that BGES can play a transformative role in improving thermal comfort in cold urban areas during transitional seasons. By strategically designing and managing BGES, cities like Shenyang can create more livable, resilient, and climate-adaptive environments that enhance residents’ well-being and encourage outdoor activities. The insights gained from this research not only contribute to the scientific literature but also offer valuable references for policymakers, planners, and practitioners working toward sustainable urban development in cold regions.
The thermal environment in cold urban areas during transitional seasons significantly impacts residents’ outdoor activities and overall quality of life. In high-latitude cities like Shenyang, harsh winters dominate the annual calendar, while transitional seasons are short and characterized by low temperatures, strong winds, and limited solar radiation. These conditions create suboptimal microclimatic environments that restrict outdoor activities and reduce the appeal of public spaces. Improving the thermal environment during these periods is therefore critical for extending residents’ outdoor activity durations, promoting healthier lifestyles, and enhancing urban livability. Creating a suitable microclimate and promoting residents’ exposure to the outdoor environment has become an important goal of neighborhood environmental optimization. This study addresses this challenge by investigating the role of blue-green spaces (BGES) in mitigating thermal discomfort in cold urban neighborhoods, using Shenyang City as a case study. Blue-green spaces, defined as the integration of vegetation (green spaces) and water bodies (blue spaces), are essential components of urban ecosystems. By influencing microclimatic conditions through processes such as evapotranspiration, shading, and heat absorption, BGES can significantly improve thermal comfort in urban areas. However, existing research on BGES and thermal environments has predominantly focused on temperate or tropical regions, with limited attention to cold urban contexts. Furthermore, the complex interactions between BGES characteristics (e. g., spatial configuration, vegetation types, water body sizes) and thermal dynamics in cold regions remain underexplored. This study fills this gap by examining the impacts of BGES on thermal environment during transitional seasons in Shenyang, a representative cold city in Northeast China.The methodology employed in this study involves several key steps. Firstly, seasonal differentiation was conducted using historical meteorological data from the National Meteorological Science Data Center. Transitional seasons were defined as March 25 to April 8 and October 12 to November 6, totaling 40 days. Secondly, spatial scale analysis was performed across multiple spatial scales (300 m to 1 000 m radii) to determine the optimal scale for investigating BGES impacts on the thermal environment. This step is crucial because the effectiveness of BGES in regulating thermal conditions can vary significantly depending on the spatial context. Thirdly, eight BGES indicators were selected, categorized into capacity, structure, and morphology. These indicators were chosen based on their relevance to thermal regulation processes and their measurability using remote sensing. Fourthly, a comprehensive thermal environment evaluation index was developed using six meteorological parameters: surface temperature, wind speed, humidity, minimum temperature, average temperature, and cold intensity. The weights of these parameters were determined using the AHP-E. Finally, BRT modeling was employed to analyze the nonlinear relationships between BGES indicators and thermal comfort. The results of this study reveal several important findings. Firstly, a 1 km2 block scale was identified as the optimal spatial unit for studying the impacts of BGES on the thermal environment in Shenyang during transitional seasons. At this scale, BGES indicators exhibit the strongest influence on thermal environment. Secondly, among theBGES indicators examined, TSR, GCR, and WAR were found to be the most significant contributors to thermal comfort, with relative contributions of 30.79%, 16.37%, and 15.15%, respectively. Thirdly, marginal effect analysis revealed threshold values for these indicators, providing practical guidance for urban design. For instance, TSR should be controlled within a 5:1 ratio to balance vegetation competition and airflow, GCR should be maintained between 30% and 48% to avoid land resource waste while ensuring sufficient cooling effects, and WAR should be kept between 5% and 10% to optimize humidity and temperature regulation. The implications of these findings are multifaceted. For urban planners and designers, the study underscores the importance of integrating BGES into a connected ecosystem to enhance scale and connectivity, strategically increasing BGES in land-scarce areas, and optimizing the morphological complexity of BGES to maximize thermal regulation benefits. Furthermore, the identified thresholds provide actionable targets for design interventions, ensuring that limited resources are allocated effectively. From a research perspective, this study advances the understanding of BGES-thermal environment relationships in cold regions, offering a robust methodological framework for future studies. The combination of BRT modeling, multi-scale analysis, and comprehensive thermal evaluation provides a replicable approach for investigating similar issues in other climatic contexts. In conclusion, this study demonstrates that BGES can play a transformative role in improving thermal comfort in cold urban areas during transitional seasons. By strategically designing and managing BGES, cities like Shenyang can create more livable, resilient, and climate-adaptive environments that enhance residents’ well-being and encourage outdoor activities. The insights gained from this research not only contribute to the scientific literature but also offer valuable references for policymakers, planners, and practitioners working toward sustainable urban development in cold regions.
2025(3),124-132
DOI: 10.13791/j.cnki.hsfwest.20240328005
Abstract:
In the context of China’s dual-carbon policy objectives, rail hubs, as critical components of urban infrastructure, play a significant role in promoting energy conservation and reducing carbon emissions. As China’s transportation sector continues to experience steady growth in passenger traffic, the associated energy consumption has reached unprecedented levels, especially with the rapid expansion of new railway lines. This has exacerbated the challenges of increasing urban energy demand and resource consumption. The large spatial scale of rail hubs, coupled with the complexity of energy consumption influencing factors, further underscores the urgency of addressing these issues. However, China’s current standards and regulations for evaluating the green and low-carbon performance of rail hubs remain incomplete and underdeveloped, making it difficult to systematically assess and promote sustainable practices. This paper aims to address this gap by focusing on the green and low-carbon evaluation of rail transportation hubs during the pre-construction phase. We begin by identifying and analyzing the key issues hindering green development in China’s rail hubs, examining them across three main dimensions: the natural environment, human factors, and technological innovation. These dimensions encapsulate the major challenges related to energy efficiency, resource management, and sustainability that need to be addressed for a more environmentally friendly rail hub infrastructure. To develop a more robust and comprehensive evaluation system, the study collects and analyzes data from case studies of existing rail hubs, focusing on their green and low-carbon performance. Based on these findings, it proposes an evaluation index system that includes three core dimensions: natural environmental factors, humanistic environmental factors, and scientific and technological innovation factors. This system comprises six first-level indexes and seventeen secondlevel indexes, allowing for a detailed and nuanced assessment of a rail hubs sustainability performance. To further refine this evaluation system, it applies the entropy value method to calculate the weight of each evaluation index, ensuring an objective and data-driven approach to the assessment. In addition, it incorporates the theory of material elemental topology to build a more complete and integrated green and low-carbon evaluation model for rail hubs. This model offers a systematic framework for evaluating the sustainability of rail transportation infrastructure and can be adapted to various project scales and contexts. The proposed evaluation model is applied to a realworld case study of the Beijing Urban Sub-city Development Area, specifically the Beijing Urban Vice Center Hub project. By utilizing the evaluation results, it provides practical and feasible recommendations for improving the design scenarios of this major infrastructure project. These suggestions are grounded in both theoretical research and empirical analysis, offering actionable insights that can be implemented to enhance the project’s environmental sustainability. In conclusion, the research presented in this paper aims to contribute to the development of more effective and comprehensive standards for evaluating the green and low-carbon performance of rail hubs in China.The findings are intended to serve as a reference for future research and engineering practice, promoting more sustainable and energy-efficient transportation infrastructure in alignment with national carbon reduction goals.
In the context of China’s dual-carbon policy objectives, rail hubs, as critical components of urban infrastructure, play a significant role in promoting energy conservation and reducing carbon emissions. As China’s transportation sector continues to experience steady growth in passenger traffic, the associated energy consumption has reached unprecedented levels, especially with the rapid expansion of new railway lines. This has exacerbated the challenges of increasing urban energy demand and resource consumption. The large spatial scale of rail hubs, coupled with the complexity of energy consumption influencing factors, further underscores the urgency of addressing these issues. However, China’s current standards and regulations for evaluating the green and low-carbon performance of rail hubs remain incomplete and underdeveloped, making it difficult to systematically assess and promote sustainable practices. This paper aims to address this gap by focusing on the green and low-carbon evaluation of rail transportation hubs during the pre-construction phase. We begin by identifying and analyzing the key issues hindering green development in China’s rail hubs, examining them across three main dimensions: the natural environment, human factors, and technological innovation. These dimensions encapsulate the major challenges related to energy efficiency, resource management, and sustainability that need to be addressed for a more environmentally friendly rail hub infrastructure. To develop a more robust and comprehensive evaluation system, the study collects and analyzes data from case studies of existing rail hubs, focusing on their green and low-carbon performance. Based on these findings, it proposes an evaluation index system that includes three core dimensions: natural environmental factors, humanistic environmental factors, and scientific and technological innovation factors. This system comprises six first-level indexes and seventeen secondlevel indexes, allowing for a detailed and nuanced assessment of a rail hubs sustainability performance. To further refine this evaluation system, it applies the entropy value method to calculate the weight of each evaluation index, ensuring an objective and data-driven approach to the assessment. In addition, it incorporates the theory of material elemental topology to build a more complete and integrated green and low-carbon evaluation model for rail hubs. This model offers a systematic framework for evaluating the sustainability of rail transportation infrastructure and can be adapted to various project scales and contexts. The proposed evaluation model is applied to a realworld case study of the Beijing Urban Sub-city Development Area, specifically the Beijing Urban Vice Center Hub project. By utilizing the evaluation results, it provides practical and feasible recommendations for improving the design scenarios of this major infrastructure project. These suggestions are grounded in both theoretical research and empirical analysis, offering actionable insights that can be implemented to enhance the project’s environmental sustainability. In conclusion, the research presented in this paper aims to contribute to the development of more effective and comprehensive standards for evaluating the green and low-carbon performance of rail hubs in China.The findings are intended to serve as a reference for future research and engineering practice, promoting more sustainable and energy-efficient transportation infrastructure in alignment with national carbon reduction goals.
2025(3),133-138
DOI: 10.13791/j.cnki.hsfwest.20240326002
Abstract:
The TOD（Transit-Oriented Development） model, a concept that focuses on the harmonious integration of public transportation systems with the daily lives of urban residents, has gained global recognition as a pivotal urban planning strategy. Its application spans various scales, from regional level to specific communities, demonstrating its versatility and adaptability. Urban knowledge is the most important type of knowledge created by human beings. It is the knowledge about the development and change of cities, and it is also useful information for urban planning and innovation. Different from the general abstract academic knowledge, urban knowledge is action-oriented and plays an important role in local policy making and urban development. TOD model is a typical urban knowledge which is beneficial to urban and rural planning and development. This article discussed the process of transferring the TOD community model as an urban knowledge from Singapore, a pioneer in TOD implementation, to China, especially Zhejiang Province, and eventually to other Chinese provinces and cities, which provided a typical case study. Singapore’s TOD community model was initially absorbed and transformed by the Seven Color Community in Hangzhou, Zhejiang Province. Taking the Seven Color Community as a template, Zhejiang Province had put forward an initiative of Future Community and subsequently promoted multiple TOD future communities across the province. The Future Community model, as an urban knowledge, was then exported to other provinces and cities in China, including Sichuan, Chongqing, and Guangdong. These regions adapted the core principles of TOD in terms of their unique conditions, resulting in a diverse array of TOD Future Communities that were tailored to the local needs and aspirations. Based on the literatures on urban knowledge and knowledge transfer, this article proposed a framework for analyzing the TOD model of urban knowledge transfer through three elements, namely transfer subject, transfer content, and transfer context. The arguments are as follows. Firstly, urban knowledge needs to be transferred by subjects, which mainly include two types of knowledge source and knowledge acceptor that involve different spatial and administrative scales and can be transformed into each other. Specifically, in the case of this article, TOD community model transferred across multiple scales such as country, province, city, and community, and the source and receptor had undergone multiple transformations. In exporting Singapore’s TOD community model to China and forming the Future Community model, Singapore was the source of knowledge and China was the recipient of knowledge. In addition, in formation and diffusing the Future Community model, Zhejiang Province was the source, and other provinces and cities were the recipients. The Seven Color Community, as a prototype of Zhejiang’s Future Community model, was a source, while Yangliujun Community, Nanteng Future Community and other related communities in Hangzhou were the recipient. Secondly, the degree of knowledge dominance is positively correlated with the transfer of urban knowledge. In this case, Singapore initially applied the TOD community model originated from the United States to construct its new towns. Subsequently, Singapore’s new town was used as a reference by Seven Color Community, which acted as a prototype to form the provincial policy ofZhejiang’s Future Community. After several iterations, Future Community both as a model and an urban knowledge had been promoted in the whole Zhejiang province and even some other Chinese provinces and cities. In this transnational and transregional process of urban knowledge, the planning ideas, management methods, and experiences shared were tacit knowledge, and needed for making explicit.Thirdly, two dimensions of cultural difference and trust relationship were selected in this case. In a cross-cultural context, different individuals, teams, or organizations have different values, behaviors, communication methods, etc., which will affect the effect of knowledge transfer. Excessive cultural differences will lead to high communication costs and misunderstandings of information, thus hindering the transfer of knowledge. In addition, trust relationship also plays an important moderating role. If the knowledge source and recipient trust and respect each other well, the knowledge share and impart would be easy and efficient, avoiding the hiding and retaining of the knowledge.Three urban knowledge transfer strategies can be derived from these arguments. The first strategy is to establish a deep trust relationship between the sources and recipients of knowledge transfer and mobilize the enthusiasm of theirs. The second one is to promote the explicit of tacit knowledge, summarizing and sharing successful experiences. The last one is to make reasonable use of new transfer technologies, as well as develop multiple transfer forms and media.The transfer practice of urban knowledge studied by this article does not only foster innovation and development in urban planning but also contributes to the overall progress and well-being of cities and their residents. As urbanization continues to accelerate worldwide, the exchange and application of urban knowledge will become even more crucial in shaping sustainable and liveable cities of the future.
The TOD（Transit-Oriented Development） model, a concept that focuses on the harmonious integration of public transportation systems with the daily lives of urban residents, has gained global recognition as a pivotal urban planning strategy. Its application spans various scales, from regional level to specific communities, demonstrating its versatility and adaptability. Urban knowledge is the most important type of knowledge created by human beings. It is the knowledge about the development and change of cities, and it is also useful information for urban planning and innovation. Different from the general abstract academic knowledge, urban knowledge is action-oriented and plays an important role in local policy making and urban development. TOD model is a typical urban knowledge which is beneficial to urban and rural planning and development. This article discussed the process of transferring the TOD community model as an urban knowledge from Singapore, a pioneer in TOD implementation, to China, especially Zhejiang Province, and eventually to other Chinese provinces and cities, which provided a typical case study. Singapore’s TOD community model was initially absorbed and transformed by the Seven Color Community in Hangzhou, Zhejiang Province. Taking the Seven Color Community as a template, Zhejiang Province had put forward an initiative of Future Community and subsequently promoted multiple TOD future communities across the province. The Future Community model, as an urban knowledge, was then exported to other provinces and cities in China, including Sichuan, Chongqing, and Guangdong. These regions adapted the core principles of TOD in terms of their unique conditions, resulting in a diverse array of TOD Future Communities that were tailored to the local needs and aspirations. Based on the literatures on urban knowledge and knowledge transfer, this article proposed a framework for analyzing the TOD model of urban knowledge transfer through three elements, namely transfer subject, transfer content, and transfer context. The arguments are as follows. Firstly, urban knowledge needs to be transferred by subjects, which mainly include two types of knowledge source and knowledge acceptor that involve different spatial and administrative scales and can be transformed into each other. Specifically, in the case of this article, TOD community model transferred across multiple scales such as country, province, city, and community, and the source and receptor had undergone multiple transformations. In exporting Singapore’s TOD community model to China and forming the Future Community model, Singapore was the source of knowledge and China was the recipient of knowledge. In addition, in formation and diffusing the Future Community model, Zhejiang Province was the source, and other provinces and cities were the recipients. The Seven Color Community, as a prototype of Zhejiang’s Future Community model, was a source, while Yangliujun Community, Nanteng Future Community and other related communities in Hangzhou were the recipient. Secondly, the degree of knowledge dominance is positively correlated with the transfer of urban knowledge. In this case, Singapore initially applied the TOD community model originated from the United States to construct its new towns. Subsequently, Singapore’s new town was used as a reference by Seven Color Community, which acted as a prototype to form the provincial policy ofZhejiang’s Future Community. After several iterations, Future Community both as a model and an urban knowledge had been promoted in the whole Zhejiang province and even some other Chinese provinces and cities. In this transnational and transregional process of urban knowledge, the planning ideas, management methods, and experiences shared were tacit knowledge, and needed for making explicit.Thirdly, two dimensions of cultural difference and trust relationship were selected in this case. In a cross-cultural context, different individuals, teams, or organizations have different values, behaviors, communication methods, etc., which will affect the effect of knowledge transfer. Excessive cultural differences will lead to high communication costs and misunderstandings of information, thus hindering the transfer of knowledge. In addition, trust relationship also plays an important moderating role. If the knowledge source and recipient trust and respect each other well, the knowledge share and impart would be easy and efficient, avoiding the hiding and retaining of the knowledge.Three urban knowledge transfer strategies can be derived from these arguments. The first strategy is to establish a deep trust relationship between the sources and recipients of knowledge transfer and mobilize the enthusiasm of theirs. The second one is to promote the explicit of tacit knowledge, summarizing and sharing successful experiences. The last one is to make reasonable use of new transfer technologies, as well as develop multiple transfer forms and media.The transfer practice of urban knowledge studied by this article does not only foster innovation and development in urban planning but also contributes to the overall progress and well-being of cities and their residents. As urbanization continues to accelerate worldwide, the exchange and application of urban knowledge will become even more crucial in shaping sustainable and liveable cities of the future.
2025(3),139-145
DOI: 10.13791/j.cnki.hsfwest.20231203002
Abstract:
Low population density which is sparsely populated and far away from the city, the process of equalization of basic public services in urban and rural areas is going slowly. In view of this, aiming at breaking through the bottleneck of regional spatial development and guided by the traction of public service demand, this study attempted to reveal the spatial phenomenon and spatial process of area under the dynamic mechanism, the spatial pattern of “flow path-spatial coordination-covering circle” of public services was formed. The technical logic of “spatial measurement of geographical pattern—spatial organization of public services” established in this study is not only of technical supplement and summary, but more importantly, it can promote the equality of public service systems in the construction of public services in low-population density areas. It will promote the equalization construction of public service system and the optimal allocation of resources, and improve the suitability of facility layout. It provides a suitable method framework for the layout planning practice and management of public service facilities in areas with low population density, and provides a practical technical support for the post evaluation and adjustment of planning and construction. Meanwhile, it provides a basis for the formulation of public policies. By establishing the spatial theoretical system of “spatial discreteness constraint, spatial synergy promotion and spatial network support” and combing the public service theoretical system of “fairness and equalization, accessibility and supply-demand matching, mobility and geographical suitability”, the theoretical basis of the spatial model of public service in grassland and pastoral areas was improved and the research system framework and technical logic were supported. By analyzing the systematic logic between the evolution of regional space, the formation of spatial pattern, the layout characteristics of residential areas and the demand for public services, the “networked dynamic” demand for public services was verified, under the influence of the characteristics of spatial pattern of discreteness and complexity, regional difference and coordination, habitability and mobility. By analyzing the spatial distribution characteristics of residential areas in typical grassland pastoral areas and the spatial matching needs of “dynamic coordination” actively adapted by public services, this study provided a basis for reconstructing the network dynamic circle of grassland pastoral areas and optimizing the public service spatial organization mode of dynamic facility layout points, flow paths and service circle.By verifying the role of the dynamic mechanism of the “discrete-collaboration-network” spatial process on the organization of public service space, the principle of “dynamic supply-collaborative association-differentiated configuration” for the construction of the public service space pattern was proposed. Then the spatial organization mode of “scale centralized service circle-dynamic collaborative service circle-discrete mobile service circle” and the service facilities category of “centralized, collaborative and dynamic” were clarified. Therefore, a public service space platform in typical grassland and pastoral areas was established. This study proposed two categories of public services in grassland and pastoral areas, namely, “multi-dimensional objectives-spatial composition”, and four sub categories of spatial models, namely, “public service network dynamics based on network operation-discrete flow of public services based on discrete zoning-dynamic coordination ofpublic services based on ecology-production-life coordination-public service flow circle based on flow spatial characteristics”. In conclusion, aiming at breaking through the bottleneck, this study established a closed-loop theoretical framework of “spatial dispersion, spatial coordination and spatial network” from the perspective of spatial pattern, which has theoretical supporting significance for the research of regionalized and typified spatial forms and structures. Guided by the demand traction, the concept of “spatial network+mobile service” of public service in typical grassland pastoral areas of Inner Mongolia was derived from the spatial demand of mobile public service and the rotational grazing state of grassland, which is of enlightening significance for expanding the connotation of equalization of public service in different regions. It has reference value for the research on the spatial distribution of public services in regions with similar regional spatial structure characteristics (such as Qinghai Province, Xizang Autonomous Region, Xinjiang Uygur Autonomous Region, etc.). The technical logic of “spatial measurement of geographical pattern—spatial organization of public services” established in this study is not only of technical supplement and summary, but more importantly, it can promote the equality of public service systems in the construction of public services in low-population density areas. It will promote the equalization construction of public service system and the optimal allocation of resources, and improve the suitability of facility layout. It provides a suitable method framework for the layout planning practice and management of public service facilities in grassland pastoral areas with low population density, and provides a practical technical support for the post evaluation and adjustment of planning and construction. Meanwhile, it provides a basis for the formulation of public policies (zoning and rotating animal husbandry, housing projects, construction of new pastoral areas, etc.). Through the operation of technical logic, it was studied to establish a space platform, put forward construction principles, clarify facility categories and spatial organization pattern, and finally build a spatial pattern of public services in grassland and pastoral areas. The significance lies not only in practical innovation and strengthening the urban-rural system in low population density areas, but also in implementing the equalization and accurate supply of basic public services. It is of great value to improve the regional public service system.
Low population density which is sparsely populated and far away from the city, the process of equalization of basic public services in urban and rural areas is going slowly. In view of this, aiming at breaking through the bottleneck of regional spatial development and guided by the traction of public service demand, this study attempted to reveal the spatial phenomenon and spatial process of area under the dynamic mechanism, the spatial pattern of “flow path-spatial coordination-covering circle” of public services was formed. The technical logic of “spatial measurement of geographical pattern—spatial organization of public services” established in this study is not only of technical supplement and summary, but more importantly, it can promote the equality of public service systems in the construction of public services in low-population density areas. It will promote the equalization construction of public service system and the optimal allocation of resources, and improve the suitability of facility layout. It provides a suitable method framework for the layout planning practice and management of public service facilities in areas with low population density, and provides a practical technical support for the post evaluation and adjustment of planning and construction. Meanwhile, it provides a basis for the formulation of public policies. By establishing the spatial theoretical system of “spatial discreteness constraint, spatial synergy promotion and spatial network support” and combing the public service theoretical system of “fairness and equalization, accessibility and supply-demand matching, mobility and geographical suitability”, the theoretical basis of the spatial model of public service in grassland and pastoral areas was improved and the research system framework and technical logic were supported. By analyzing the systematic logic between the evolution of regional space, the formation of spatial pattern, the layout characteristics of residential areas and the demand for public services, the “networked dynamic” demand for public services was verified, under the influence of the characteristics of spatial pattern of discreteness and complexity, regional difference and coordination, habitability and mobility. By analyzing the spatial distribution characteristics of residential areas in typical grassland pastoral areas and the spatial matching needs of “dynamic coordination” actively adapted by public services, this study provided a basis for reconstructing the network dynamic circle of grassland pastoral areas and optimizing the public service spatial organization mode of dynamic facility layout points, flow paths and service circle.By verifying the role of the dynamic mechanism of the “discrete-collaboration-network” spatial process on the organization of public service space, the principle of “dynamic supply-collaborative association-differentiated configuration” for the construction of the public service space pattern was proposed. Then the spatial organization mode of “scale centralized service circle-dynamic collaborative service circle-discrete mobile service circle” and the service facilities category of “centralized, collaborative and dynamic” were clarified. Therefore, a public service space platform in typical grassland and pastoral areas was established. This study proposed two categories of public services in grassland and pastoral areas, namely, “multi-dimensional objectives-spatial composition”, and four sub categories of spatial models, namely, “public service network dynamics based on network operation-discrete flow of public services based on discrete zoning-dynamic coordination ofpublic services based on ecology-production-life coordination-public service flow circle based on flow spatial characteristics”. In conclusion, aiming at breaking through the bottleneck, this study established a closed-loop theoretical framework of “spatial dispersion, spatial coordination and spatial network” from the perspective of spatial pattern, which has theoretical supporting significance for the research of regionalized and typified spatial forms and structures. Guided by the demand traction, the concept of “spatial network+mobile service” of public service in typical grassland pastoral areas of Inner Mongolia was derived from the spatial demand of mobile public service and the rotational grazing state of grassland, which is of enlightening significance for expanding the connotation of equalization of public service in different regions. It has reference value for the research on the spatial distribution of public services in regions with similar regional spatial structure characteristics (such as Qinghai Province, Xizang Autonomous Region, Xinjiang Uygur Autonomous Region, etc.). The technical logic of “spatial measurement of geographical pattern—spatial organization of public services” established in this study is not only of technical supplement and summary, but more importantly, it can promote the equality of public service systems in the construction of public services in low-population density areas. It will promote the equalization construction of public service system and the optimal allocation of resources, and improve the suitability of facility layout. It provides a suitable method framework for the layout planning practice and management of public service facilities in grassland pastoral areas with low population density, and provides a practical technical support for the post evaluation and adjustment of planning and construction. Meanwhile, it provides a basis for the formulation of public policies (zoning and rotating animal husbandry, housing projects, construction of new pastoral areas, etc.). Through the operation of technical logic, it was studied to establish a space platform, put forward construction principles, clarify facility categories and spatial organization pattern, and finally build a spatial pattern of public services in grassland and pastoral areas. The significance lies not only in practical innovation and strengthening the urban-rural system in low population density areas, but also in implementing the equalization and accurate supply of basic public services. It is of great value to improve the regional public service system.
2025(3),146-151
DOI: 10.13791/j.cnki.hsfwest. 20240310001
Abstract:
Improving the level of intensive land use is one of the important measures for promoting high-quality urban development. Existing studies are mostly based on the meso or macro scale data of administrative boundaries or a central urban area to assess and measure the level of intensive land use, and there is a lack of effective research on the measurement of the level of intensive land use and its spatial heterogeneity based on a higher spatial resolution, which weakens the spatial relevance of the configuration of planning strategies. Based on this, this study takes the built-up areas of 59 counties in Hubei Province as the research scope, measures the land intensive utilization level of each grid based on the spatial resolution of 1 km×1 km, identifies the grids with low land intensive level and determines the inefficient counties by using the quartile method. It is found that 15 of the 59 counties in Hubei Province are inefficient in terms of intensive land use, mainly distributed in the south and north of Hubei Province, and the inefficient counties in the south show the characteristics of localized concentration and fragmentation. Secondly, considering the spatial heterogeneity of the intensive land use level, this study calculates the intensive land use level of each grid within a county, uses Anselin Local Moran’s I to identify the clustering characteristics of high-efficiency land use and low utility land within the inefficient counties, and categorizes the 59 counties into three types: high-level agglomeration type, low-level agglomeration type, and discrete level of agglomeration type. As far as the planning countermeasures for different types of counties are concerned, the high-level agglomeration type of counties should focus on the differentiated optimization of the sub-districts in the old urban areas. The old city is divided into core business areas, traditional residential areas, cultural protection areas and other functional areas, and rationally delineate the control units and formulate specific control indexes; low-level agglomerative counties have concentrated and continuous inefficient land in the local space, and in the emphasis on improving the overall level of intensive utilization of the land in the county at the same time, it is necessary to focus on strengthening the efficiency of the land use of the low level of agglomerative areas, and to make clear the functional positioning and classified implementation of control of the different types of districts; the discrete level of agglomeration type of counties do not have local continuous high level areas or low level areas, can be based on the county’s different development stages and geographic importance, determine the priority for time-sharing control, and select a representative single-pointparcel of land as a breakthrough for development and construction. Overall, this study adopts a high-precision spatial grid method to identify the comprehensive land intensive utilization level of urban areas, which is different from the administrative district scale often used in the past, and is conducive to revealing the spatial differentiation characteristics of the land intensive utilization level within the urban areas, which provides a scientific basis for the government and planning practitioners to understand the level of intensive utilization of land at different geographic locations within the urban areas, and put forward planning countermeasures in a targeted manner. At the same time, proposing planning countermeasures based on the classification of counties and cities is conducive to highlighting the common characteristics of different types of counties and cities, which makes the formulated policies applicable to a larger number of counties and cities with similar characteristics in other regions, and provides references for spatial planning.
Improving the level of intensive land use is one of the important measures for promoting high-quality urban development. Existing studies are mostly based on the meso or macro scale data of administrative boundaries or a central urban area to assess and measure the level of intensive land use, and there is a lack of effective research on the measurement of the level of intensive land use and its spatial heterogeneity based on a higher spatial resolution, which weakens the spatial relevance of the configuration of planning strategies. Based on this, this study takes the built-up areas of 59 counties in Hubei Province as the research scope, measures the land intensive utilization level of each grid based on the spatial resolution of 1 km×1 km, identifies the grids with low land intensive level and determines the inefficient counties by using the quartile method. It is found that 15 of the 59 counties in Hubei Province are inefficient in terms of intensive land use, mainly distributed in the south and north of Hubei Province, and the inefficient counties in the south show the characteristics of localized concentration and fragmentation. Secondly, considering the spatial heterogeneity of the intensive land use level, this study calculates the intensive land use level of each grid within a county, uses Anselin Local Moran’s I to identify the clustering characteristics of high-efficiency land use and low utility land within the inefficient counties, and categorizes the 59 counties into three types: high-level agglomeration type, low-level agglomeration type, and discrete level of agglomeration type. As far as the planning countermeasures for different types of counties are concerned, the high-level agglomeration type of counties should focus on the differentiated optimization of the sub-districts in the old urban areas. The old city is divided into core business areas, traditional residential areas, cultural protection areas and other functional areas, and rationally delineate the control units and formulate specific control indexes; low-level agglomerative counties have concentrated and continuous inefficient land in the local space, and in the emphasis on improving the overall level of intensive utilization of the land in the county at the same time, it is necessary to focus on strengthening the efficiency of the land use of the low level of agglomerative areas, and to make clear the functional positioning and classified implementation of control of the different types of districts; the discrete level of agglomeration type of counties do not have local continuous high level areas or low level areas, can be based on the county’s different development stages and geographic importance, determine the priority for time-sharing control, and select a representative single-pointparcel of land as a breakthrough for development and construction. Overall, this study adopts a high-precision spatial grid method to identify the comprehensive land intensive utilization level of urban areas, which is different from the administrative district scale often used in the past, and is conducive to revealing the spatial differentiation characteristics of the land intensive utilization level within the urban areas, which provides a scientific basis for the government and planning practitioners to understand the level of intensive utilization of land at different geographic locations within the urban areas, and put forward planning countermeasures in a targeted manner. At the same time, proposing planning countermeasures based on the classification of counties and cities is conducive to highlighting the common characteristics of different types of counties and cities, which makes the formulated policies applicable to a larger number of counties and cities with similar characteristics in other regions, and provides references for spatial planning.
2025(3),152-159
DOI: 10.13791/j.cnki.hsfwest.20240707001
Abstract:
Cultural confidence is regarded as a crucial foundation for national development and prosperity, with its essence lying in the respect for and inheritance of one’s traditional culture. As an integral part of Chinese culture, Chinese traditional gardens do not only exhibit unique design philosophies and architectural forms in art, but also more importantly, they have penetrated various aspects of daily life—from the selection of tourism destinations to the packaging of lifestyle products. Chinese traditional gardens and their derivative products influence people’s lifestyles and choices. However, the transmission of Chinese traditional gardens faces significant challenges. These arise from the inherent complexity of traditional gardens themselves, the theoretical and practical dilemmas faced by scholars in interpreting them, and the public’s limited and often ambiguous understanding of these cultural spaces. The central issue lies in the restricted perception of traditional gardens, which limits their ability to be appreciated, preserved, and passed on to future generations. Chinese traditional gardens, as experiential entities, comprise elements such as architecture, plants, and water, all of which serve as objects for human perception and engagement. Phenomenology advocates “Zu den Sachen selbst!” emphasizing that the understanding of the world should start from existence itself. It provides a way to examine the philosophical meaning of traditional gardens from the perspective of the “other” in order to grasp the essence of the thing. The introduction of a phenomenological perspective means that the interpretation of gardens is no longer limited to existing cultural frameworks, but instead focuses on understanding their true nature from the perspectives of perception and experience. This way of cognition frees itself from abstract cultural symbol interpretations and returns to the most basic human perceptions, experiences, and reactions, allowing for a deeper understanding of the true essence of garden spaces. This paper, based on phenomenology, employs the concepts of authenticity and intentionality as entry points to reconstruct the cognitive process between humans and Chinese traditional gardens. The authenticity of traditional gardens refers to their actual existence, which makes cognitive activity both possible and meaningful. The authenticity of gardens manifests in three dimensions: existential authenticity, constructive authenticity, and objective authenticity. Existential authenticity reflects the physical reality of gardens as entities and their close connection to history and tradition. Constructive authenticity emphasizes the dynamic process through which the subject, through embodied experience, actively ascribes meaning to the garden, highlighting both the subject’s role in perceiving and understanding the garden, and the meaning the garden acquires through personal engagement. Objective authenticity refers to the validity of cognitive activities; regarding traditional gardens, it is only through the subject’s perspective that the meaning of their existence can be understood. The intentionality of gardens explores the relationship between humans and traditional gardens, examining how people interact with gardens through thought, perception, and practice. Intentionality is composed of two dimensions: subjectivity and intersubjectivity. From the subjectivity perspective, after phenomenological suspension, pure consciousness constructs an individualized understanding of gardens through: 1) embodied cognition derived from perception; 2)intentional shifts triggered by self-displacement; 3) interpretation of interpretive intentionality; 4) categorical intentionality achieved through grammatical structures, linking natural attributes with humanistic traits. This enables a transition from sensuous intuition to essential intuition. From the intersubjectivity perspective, individuals, based on shared needs, perceptions, and methods, turn traditional gardens into an emotional outlet for both themselves and others through a cyclical process of “spatial translation—perceptual differentiation—symbolic dialogue”, thus generating a collective understanding and shared vision of traditional gardens in the process of communication and interaction. As the cognitive process progresses, the connection between humans and traditional gardens undergoes a three-level transformation: sensory enjoyment, emotional connection, and self-exploration. Throughout this cognitive journey, the essence of Chinese traditional gardens continually reveals itself, specifically reflected in: 1) a dynamic multimodal field—the co-construction of humangarden interactions; 2) a progressively layered collective consensus—a dialogue between individual perception and collective resonance; 3) the nonequilibrium evolution of informational dimensions—cognitive collapse and compensation by natural anchoring. Its cognitive mechanism reveals that the generation of spatial meaning is a symphony of embodied experience, intersubjectivity, as well as natural and material production practices. Only through a methodological cycle that returns to the natural dimension (material production practices), activates bodily experience, and reconstructs intersubjectivity can the contemporary reinterpretation of traditional gardens be realized. Building on this, this paper proposes: 1) reconstructing the dynamic cognition of gardens within the context of civilization; 2) regenerating the symbiotic relationship between the real and the virtual in the garden life domain; 3) constructing a collaborative garden identity within a globalized context. This paper, rooted in phenomenology, aims to restore the cognitive process between humans and traditional gardens, stepping beyond traditional cultural frameworks to examine the value and significance of traditional gardens from an external perspective, thus injecting new vitality and energy into our cultural inheritance.
Cultural confidence is regarded as a crucial foundation for national development and prosperity, with its essence lying in the respect for and inheritance of one’s traditional culture. As an integral part of Chinese culture, Chinese traditional gardens do not only exhibit unique design philosophies and architectural forms in art, but also more importantly, they have penetrated various aspects of daily life—from the selection of tourism destinations to the packaging of lifestyle products. Chinese traditional gardens and their derivative products influence people’s lifestyles and choices. However, the transmission of Chinese traditional gardens faces significant challenges. These arise from the inherent complexity of traditional gardens themselves, the theoretical and practical dilemmas faced by scholars in interpreting them, and the public’s limited and often ambiguous understanding of these cultural spaces. The central issue lies in the restricted perception of traditional gardens, which limits their ability to be appreciated, preserved, and passed on to future generations. Chinese traditional gardens, as experiential entities, comprise elements such as architecture, plants, and water, all of which serve as objects for human perception and engagement. Phenomenology advocates “Zu den Sachen selbst!” emphasizing that the understanding of the world should start from existence itself. It provides a way to examine the philosophical meaning of traditional gardens from the perspective of the “other” in order to grasp the essence of the thing. The introduction of a phenomenological perspective means that the interpretation of gardens is no longer limited to existing cultural frameworks, but instead focuses on understanding their true nature from the perspectives of perception and experience. This way of cognition frees itself from abstract cultural symbol interpretations and returns to the most basic human perceptions, experiences, and reactions, allowing for a deeper understanding of the true essence of garden spaces. This paper, based on phenomenology, employs the concepts of authenticity and intentionality as entry points to reconstruct the cognitive process between humans and Chinese traditional gardens. The authenticity of traditional gardens refers to their actual existence, which makes cognitive activity both possible and meaningful. The authenticity of gardens manifests in three dimensions: existential authenticity, constructive authenticity, and objective authenticity. Existential authenticity reflects the physical reality of gardens as entities and their close connection to history and tradition. Constructive authenticity emphasizes the dynamic process through which the subject, through embodied experience, actively ascribes meaning to the garden, highlighting both the subject’s role in perceiving and understanding the garden, and the meaning the garden acquires through personal engagement. Objective authenticity refers to the validity of cognitive activities; regarding traditional gardens, it is only through the subject’s perspective that the meaning of their existence can be understood. The intentionality of gardens explores the relationship between humans and traditional gardens, examining how people interact with gardens through thought, perception, and practice. Intentionality is composed of two dimensions: subjectivity and intersubjectivity. From the subjectivity perspective, after phenomenological suspension, pure consciousness constructs an individualized understanding of gardens through: 1) embodied cognition derived from perception; 2)intentional shifts triggered by self-displacement; 3) interpretation of interpretive intentionality; 4) categorical intentionality achieved through grammatical structures, linking natural attributes with humanistic traits. This enables a transition from sensuous intuition to essential intuition. From the intersubjectivity perspective, individuals, based on shared needs, perceptions, and methods, turn traditional gardens into an emotional outlet for both themselves and others through a cyclical process of “spatial translation—perceptual differentiation—symbolic dialogue”, thus generating a collective understanding and shared vision of traditional gardens in the process of communication and interaction. As the cognitive process progresses, the connection between humans and traditional gardens undergoes a three-level transformation: sensory enjoyment, emotional connection, and self-exploration. Throughout this cognitive journey, the essence of Chinese traditional gardens continually reveals itself, specifically reflected in: 1) a dynamic multimodal field—the co-construction of humangarden interactions; 2) a progressively layered collective consensus—a dialogue between individual perception and collective resonance; 3) the nonequilibrium evolution of informational dimensions—cognitive collapse and compensation by natural anchoring. Its cognitive mechanism reveals that the generation of spatial meaning is a symphony of embodied experience, intersubjectivity, as well as natural and material production practices. Only through a methodological cycle that returns to the natural dimension (material production practices), activates bodily experience, and reconstructs intersubjectivity can the contemporary reinterpretation of traditional gardens be realized. Building on this, this paper proposes: 1) reconstructing the dynamic cognition of gardens within the context of civilization; 2) regenerating the symbiotic relationship between the real and the virtual in the garden life domain; 3) constructing a collaborative garden identity within a globalized context. This paper, rooted in phenomenology, aims to restore the cognitive process between humans and traditional gardens, stepping beyond traditional cultural frameworks to examine the value and significance of traditional gardens from an external perspective, thus injecting new vitality and energy into our cultural inheritance.
2025(3),160-166
DOI: 10.13791/j.cnki.hsfwest.20240510001
Abstract:
Creative markets have rapidly developed in recent years as emerging cultural tourism destinations. Personalized and original products sold by artists and craft artisans have gained popularity among young consumers, making creative markets vibrant destinations for cultural consumption and leisure. Some of these markets are located in industrial heritage sites, providing impetus for the conservation and reuse of obsolete facilities. Beyond their touristic function, creative markets have also emerged as platforms for cultural expression and social interaction among young urbanites, who play a growing role in shaping alternative urban lifestyles and revitalizing urban spaces through cultural participation. Understanding the perceived image of such markets among young visitors offers valuable feedback for the planning and design of industrial site renewal and for the long-term management of creative markets. This study takes the Taoxichuan Creative Market in Jingdezhen as a typical case of industrial site reuse as a creative market. Jingdezhen, known as the Porcelain Capital, has undergone industrial upgrading and urban regeneration over the past decade, with tourism centered on ceramic culture developing rapidly. The Taoxichuan Creative Market is located on the site of the former Universe Porcelain Factory, which was built in 1958 and shut down in the 1990s. The factory was renovated in the 2010s into a multifunctional district that integrates marketplaces, catering, retail, art studios, galleries, and civic activity centers, attracting a wide range of users, from local residents to domestic tourists and ceramic entrepreneurs, and fostering an inclusive and dynamic cultural environment. Since its launch in 2016, the Taoxichuan Creative Market has become the largest and most attractive tourism destination in the city.The dataset used in this study includes 340 user-generated travelogues collected in 2023 from mainstream Chinese social media platforms, Xiaohongshu and Weibo. Based on the corpus, the study adopts grounded theory coding and sentiment analysis, applying Pierre Bourdieu’s field theory of cultural capital to deconstruct the perceived image of creative markets among young people. Bourdieu’s framework is particularly useful for analyzing how cultural value is constructed and negotiated in non-traditional cultural scene, where the boundaries between consumption, production, and identity performance are increasingly blurred. Within the creative market, various forms of capital, including cultural goods, symbols, and services, are produced, circulated, and owned. In this process, market vendors and tourists together construct new social relationships. Drawing on Bourdieu’s theory of objectified, embodied, and institutionalized capital and their dynamic interactions, this paper explains how creative markets within industrial reuse projects facilitate the co-construction of cultural goods, diverse participants, and urban landscapes through the production of different forms of cultural capital. Furthermore, based on the emotional tendencies expressed in tourists’ perceived images, the study provides the market operator with specific visitor feedback and suggestions for operational improvement. The key research findings are as follows: 1) the perceived image of creative markets consists of three main categories: consumption experiences, environmental atmosphere, and facility services, which collectively construct a cultural capital field that extends into the online sphere; 2)operators should account for the differentiated cultural capital practices of multiple actors, ensure the originality of goods and the distinctiveness of the landscape, and improve the overall level of public infrastructure and services.
Creative markets have rapidly developed in recent years as emerging cultural tourism destinations. Personalized and original products sold by artists and craft artisans have gained popularity among young consumers, making creative markets vibrant destinations for cultural consumption and leisure. Some of these markets are located in industrial heritage sites, providing impetus for the conservation and reuse of obsolete facilities. Beyond their touristic function, creative markets have also emerged as platforms for cultural expression and social interaction among young urbanites, who play a growing role in shaping alternative urban lifestyles and revitalizing urban spaces through cultural participation. Understanding the perceived image of such markets among young visitors offers valuable feedback for the planning and design of industrial site renewal and for the long-term management of creative markets. This study takes the Taoxichuan Creative Market in Jingdezhen as a typical case of industrial site reuse as a creative market. Jingdezhen, known as the Porcelain Capital, has undergone industrial upgrading and urban regeneration over the past decade, with tourism centered on ceramic culture developing rapidly. The Taoxichuan Creative Market is located on the site of the former Universe Porcelain Factory, which was built in 1958 and shut down in the 1990s. The factory was renovated in the 2010s into a multifunctional district that integrates marketplaces, catering, retail, art studios, galleries, and civic activity centers, attracting a wide range of users, from local residents to domestic tourists and ceramic entrepreneurs, and fostering an inclusive and dynamic cultural environment. Since its launch in 2016, the Taoxichuan Creative Market has become the largest and most attractive tourism destination in the city.The dataset used in this study includes 340 user-generated travelogues collected in 2023 from mainstream Chinese social media platforms, Xiaohongshu and Weibo. Based on the corpus, the study adopts grounded theory coding and sentiment analysis, applying Pierre Bourdieu’s field theory of cultural capital to deconstruct the perceived image of creative markets among young people. Bourdieu’s framework is particularly useful for analyzing how cultural value is constructed and negotiated in non-traditional cultural scene, where the boundaries between consumption, production, and identity performance are increasingly blurred. Within the creative market, various forms of capital, including cultural goods, symbols, and services, are produced, circulated, and owned. In this process, market vendors and tourists together construct new social relationships. Drawing on Bourdieu’s theory of objectified, embodied, and institutionalized capital and their dynamic interactions, this paper explains how creative markets within industrial reuse projects facilitate the co-construction of cultural goods, diverse participants, and urban landscapes through the production of different forms of cultural capital. Furthermore, based on the emotional tendencies expressed in tourists’ perceived images, the study provides the market operator with specific visitor feedback and suggestions for operational improvement. The key research findings are as follows: 1) the perceived image of creative markets consists of three main categories: consumption experiences, environmental atmosphere, and facility services, which collectively construct a cultural capital field that extends into the online sphere; 2)operators should account for the differentiated cultural capital practices of multiple actors, ensure the originality of goods and the distinctiveness of the landscape, and improve the overall level of public infrastructure and services.
2025(3),167-173
DOI: 10.13791/j.cnki.hsfwest.20240401002
Abstract:
In the era of constructing an inheritance system for excellent traditional Chinese culture, the display and interpretation of cultural heritage are confronted with unprecedented opportunities and challenges. The traditional approach to displaying cultural heritage, which primarily centers on the protection and presentation of material remnants, often fails to fully actualize its potential in cultural dissemination. This is particularly evident in contemporary society, where the diversifying demands of audiences for the interpretation of cultural heritage have outpaced the capabilities of traditional display methods. These methods frequently neglect the interactivity, participatory sense, and experiential aspects of cultural heritage, resulting in a superficial grasp of its significance by the audience. Consequently, the innovation of display and interpretation modalities to better safeguard, inherit, and revitalize cultural heritage has emerged as a pivotal issue in contemporary cultural heritage research. This paper introduces a framework for the display and interpretation of cultural heritage, grounded in cultural communication theory, with a focus on the world cultural heritage site of Hailongtun in Zunyi as a case study. It dissects the coupling characteristics of cultural heritage display and dissemination across temporal, spatial, and social dimensions, advocating for a paradigm shift that transcends traditional material ontology displays to emphasize the multidimensional transmission of cultural connotations and interactive audience experiences. The paper commences with a critical review of the limitations inherent in traditional cultural heritage display methods, which are characterized by unidirectional information transfer, a narrow scope of display content, and a paucity of audience engagement. These methods often overlook the dynamic, disseminative, and timely nature of culture, rendering them inadequate for meeting the multi-tiered interpretation demands of modern society for cultural heritage. The paper, therefore, proposes that the display and interpretation of cultural heritage should surpass the confines of material ontology, enrich the cultural connotations conveyed by heritage through the synthesis of temporal and spatial dimensions, and leverage modern communication methods to foster the comprehensive dissemination of cultural information. Underpinned by this theoretical framework, the paper constructs a comprehensive display and interpretation system that encompasses cultural sources, communication fields, communicators, communication methods, and audiences. Cultural sources should not be limited to the historical culture embodied by the remains themselves but should also include the reinterpretation of heritage and its applied value in contemporary society, such as its roles in education, scientific research, and ecological protection. The communication field, serving as the spatial medium for cultural dissemination, should encompass both traditional physical spaces and virtual spaces crafted through digital technologies, with a focus on the seamless integration of history and modernity, nature and artificial environments, to augment the effectiveness and participation in cultural dissemination. The paper also underscores the pivotal role of local community residents as communicators, actively involved in the transmission and interaction of cultural information. By critically evaluating Hailongtun's current display methods, the paper identifies issues such as singular display content, poor interactivity, and insufficient audienceparticipation. It proposes innovative strategies, including the enhancement of cultural connotations through digital technology and the design of immersive interactive experience activities utilizing virtual reality and augmented reality, to bolster audience participation and comprehension. Furthermore, it suggests the provision of diversified display content and forms to better address the cultural cognition and experiential needs of diverse audience groups. Building upon these innovative strategies, the paper posits that the display of cultural heritage is not merely a conduit for transmitting cultural information but also a crucible for cultural regeneration. In this process, the audience should evolve from passive recipients to active participants and cultural creators. Through a variety of interactive display methods, audiences can attain a deeper understanding and identification with cultural heritage, thereby fostering its inheritance and constructing cultural confidence. In summary, the paper proposes a more open, interactive, and diversified model for the display of cultural heritage from the perspective of communication studies. This model emphasizes the in-depth exploration of cultural sources, the flexible design of communication venues, the innovative application of communication methods, and the precise response to audience needs. It does not only enrich the connotation of cultural heritage display but also significantly enhance audience cognition and emotional identification, thereby promoting the effective protection and global dissemination of cultural heritage. The implications of this approach are far-reaching, as it does not only transform the way we perceive and engage with cultural heritage but also contribute to the revitalization of cultural practices and the enhancement of cultural confidence. By embracing a communicative and participatory approach to the display and interpretation of cultural heritage, we can ensure that these invaluable assets are not only preserved but also brought to life, allowing them to resonate with contemporary audiences and future generations. This approach also aligns with the United Nations Educational, Scientific and Cultural Organization’s (UNESCO) efforts to promote cultural diversity and heritage preservation, underscoring the global relevance and importance of such initiatives.
In the era of constructing an inheritance system for excellent traditional Chinese culture, the display and interpretation of cultural heritage are confronted with unprecedented opportunities and challenges. The traditional approach to displaying cultural heritage, which primarily centers on the protection and presentation of material remnants, often fails to fully actualize its potential in cultural dissemination. This is particularly evident in contemporary society, where the diversifying demands of audiences for the interpretation of cultural heritage have outpaced the capabilities of traditional display methods. These methods frequently neglect the interactivity, participatory sense, and experiential aspects of cultural heritage, resulting in a superficial grasp of its significance by the audience. Consequently, the innovation of display and interpretation modalities to better safeguard, inherit, and revitalize cultural heritage has emerged as a pivotal issue in contemporary cultural heritage research. This paper introduces a framework for the display and interpretation of cultural heritage, grounded in cultural communication theory, with a focus on the world cultural heritage site of Hailongtun in Zunyi as a case study. It dissects the coupling characteristics of cultural heritage display and dissemination across temporal, spatial, and social dimensions, advocating for a paradigm shift that transcends traditional material ontology displays to emphasize the multidimensional transmission of cultural connotations and interactive audience experiences. The paper commences with a critical review of the limitations inherent in traditional cultural heritage display methods, which are characterized by unidirectional information transfer, a narrow scope of display content, and a paucity of audience engagement. These methods often overlook the dynamic, disseminative, and timely nature of culture, rendering them inadequate for meeting the multi-tiered interpretation demands of modern society for cultural heritage. The paper, therefore, proposes that the display and interpretation of cultural heritage should surpass the confines of material ontology, enrich the cultural connotations conveyed by heritage through the synthesis of temporal and spatial dimensions, and leverage modern communication methods to foster the comprehensive dissemination of cultural information. Underpinned by this theoretical framework, the paper constructs a comprehensive display and interpretation system that encompasses cultural sources, communication fields, communicators, communication methods, and audiences. Cultural sources should not be limited to the historical culture embodied by the remains themselves but should also include the reinterpretation of heritage and its applied value in contemporary society, such as its roles in education, scientific research, and ecological protection. The communication field, serving as the spatial medium for cultural dissemination, should encompass both traditional physical spaces and virtual spaces crafted through digital technologies, with a focus on the seamless integration of history and modernity, nature and artificial environments, to augment the effectiveness and participation in cultural dissemination. The paper also underscores the pivotal role of local community residents as communicators, actively involved in the transmission and interaction of cultural information. By critically evaluating Hailongtun's current display methods, the paper identifies issues such as singular display content, poor interactivity, and insufficient audienceparticipation. It proposes innovative strategies, including the enhancement of cultural connotations through digital technology and the design of immersive interactive experience activities utilizing virtual reality and augmented reality, to bolster audience participation and comprehension. Furthermore, it suggests the provision of diversified display content and forms to better address the cultural cognition and experiential needs of diverse audience groups. Building upon these innovative strategies, the paper posits that the display of cultural heritage is not merely a conduit for transmitting cultural information but also a crucible for cultural regeneration. In this process, the audience should evolve from passive recipients to active participants and cultural creators. Through a variety of interactive display methods, audiences can attain a deeper understanding and identification with cultural heritage, thereby fostering its inheritance and constructing cultural confidence. In summary, the paper proposes a more open, interactive, and diversified model for the display of cultural heritage from the perspective of communication studies. This model emphasizes the in-depth exploration of cultural sources, the flexible design of communication venues, the innovative application of communication methods, and the precise response to audience needs. It does not only enrich the connotation of cultural heritage display but also significantly enhance audience cognition and emotional identification, thereby promoting the effective protection and global dissemination of cultural heritage. The implications of this approach are far-reaching, as it does not only transform the way we perceive and engage with cultural heritage but also contribute to the revitalization of cultural practices and the enhancement of cultural confidence. By embracing a communicative and participatory approach to the display and interpretation of cultural heritage, we can ensure that these invaluable assets are not only preserved but also brought to life, allowing them to resonate with contemporary audiences and future generations. This approach also aligns with the United Nations Educational, Scientific and Cultural Organization’s (UNESCO) efforts to promote cultural diversity and heritage preservation, underscoring the global relevance and importance of such initiatives.
2025(3),174-181
DOI: 10.13791/j.cnki.hsfwest. 20240319001
Abstract:
Preventive conservation, with its proactive, strategic, and cost-effective approach, has become a central strategy in the field of heritage conservation. In the Netherlands, the preventive conservation of heritage is characterized by an efficient and well-structured management framework, with key strategies and technical implementations reflected in several areas: protective organizational frameworks and policy guidance from regulatory systems; support from specialized technical and monitoring teams; professional and standardized daily care routines; the development of an efficient digital system for maintenance and diagnostic management; research and practical applications of conservation and environmental risk factors; and the promotion of heritage education and public engagement mechanisms. Currently, research and practice in preventive heritage conservation are at the stage of conceptual understanding and advocacy in China. There is a lack of a systematic policy and scientific approach, as well as insufficient effectiveness in the implementation of preventive conservation measures. This paper explores the Netherlands’ years of experience in preventive conservation of historical heritage. By implementing systematic policies and leveraging scientific and technological approaches, the country has developed an operational pathway that prioritizes minimal intervention for monitoring and maintenance while preserving the authenticity and integrity of historical heritage to the greatest extent possible. Through methods such as literature review, policy analysis and synthesis, and fieldwork, this paper provides an overview of the strategic framework and practical exploration of preventive conservation in the Netherlands. Taking the conservation practices of Leiden Fortress as a case study, it systematically summarizes the processes, methods, and characteristics of preventive conservation and offers practical recommendations based on comparative analysis.The operation of preventive conservation in the Netherlands is based on the government-led conservation organizational framework. The national level organization Rijksdienst voor het Cultureel Erfgoed(RCE) oversees the unified management of nationally designated cultural relics and monuments, while each province has its own provincial heritage institutions and other independent organizations. At the municipal level, each city has been responsible for the maintenance of cultural relics and monuments within its jurisdiction since 1988. This hierarchical and specialized structure for monument conservation forms a clear workflow and an interconnected system. In terms of legal provisions and policy support, the Netherlands has enacted laws that establish a heritage registration system and mandate the maintenance of historic monuments. The conservation policy is further reinforced by stable annual funding, provided by both the government and social organizations. In terms of supervision and management system, regular inspection and timely maintenance are the cores of preventive conservation. Many significant monuments in the Netherlands are overseen by Monumentenwacht (MOWA) and are preserved by monument wardens. Composed of professionals, they are involved in all stages of conservation, including inspections, making recommendations, assisting with repairs, and conducting annual and quarterly inspections. Conservation technicalpractice encompasses various aspects, including material research, standardization of monitoring processes, field research, informatization diagnosis, damage surveillance, and risk prevention. The monitoring primarily focuses on the types, extent, and progression of physical, chemical, and biological damages to the monuments. Diagnostic and control plans are developed based on analyses of human activities and environmental risks. In the development of conservation technology, efforts are primarily focused on collaborating with research and educational institutions to implement conservation projects such as the Monument en Kennis. It promotes the development of informatization diagnosis and cloud platform. The direct outcome is the Monument Diagnosis and Conservation System(MDCS), setting up an online damage atlas database for the professional and the public. The monitoring process also helps to complete the monument database. The damages are classified by materials including brick, mortar, natural stone, plaster and concrete, with pictures and caption. Damage surveillance and risk prevention play a crucial role in ensuring that monuments remain in good condition, making them key aspects of conservation technology. Through inspection, it shows that the main damages of Leiden Fortress are cracks, deposit, deformation, powdering, biological growth, etc. The monitoring and recording of the fortress primarily focus on the location, width, and length of cracks, the distance and direction of deposition, the location and severity of encrustation, and the location and extent of biological growth. These damages arise from the physical characteristics of the monument itself, as well as natural environmental risks. Therefore, preventive conservation also includes research into optimal environmental conditions. The Netherlands is one of the earliest practitioners of preventive conservation in the modern sense. The preventive conservation strategy runs throughout the entire process of monument and heritage preservation and management. Its philosophy of addressing potential issues before they arise resonates with the core principles and requirements of historical buildings conservation in China. Finally, the paper proposed that China’s monument conversation and management will draw on the experiences of the Netherlands to put forward preventive conservation strategies. It is recommended that the conservation system be enhanced in the following ways: implementing mandatory regulatory management, developing professional teams, standardizing daily operations, establishing information platforms, conducting more in-depth conservation research, and prioritizing heritage education and public outreach.
Preventive conservation, with its proactive, strategic, and cost-effective approach, has become a central strategy in the field of heritage conservation. In the Netherlands, the preventive conservation of heritage is characterized by an efficient and well-structured management framework, with key strategies and technical implementations reflected in several areas: protective organizational frameworks and policy guidance from regulatory systems; support from specialized technical and monitoring teams; professional and standardized daily care routines; the development of an efficient digital system for maintenance and diagnostic management; research and practical applications of conservation and environmental risk factors; and the promotion of heritage education and public engagement mechanisms. Currently, research and practice in preventive heritage conservation are at the stage of conceptual understanding and advocacy in China. There is a lack of a systematic policy and scientific approach, as well as insufficient effectiveness in the implementation of preventive conservation measures. This paper explores the Netherlands’ years of experience in preventive conservation of historical heritage. By implementing systematic policies and leveraging scientific and technological approaches, the country has developed an operational pathway that prioritizes minimal intervention for monitoring and maintenance while preserving the authenticity and integrity of historical heritage to the greatest extent possible. Through methods such as literature review, policy analysis and synthesis, and fieldwork, this paper provides an overview of the strategic framework and practical exploration of preventive conservation in the Netherlands. Taking the conservation practices of Leiden Fortress as a case study, it systematically summarizes the processes, methods, and characteristics of preventive conservation and offers practical recommendations based on comparative analysis.The operation of preventive conservation in the Netherlands is based on the government-led conservation organizational framework. The national level organization Rijksdienst voor het Cultureel Erfgoed(RCE) oversees the unified management of nationally designated cultural relics and monuments, while each province has its own provincial heritage institutions and other independent organizations. At the municipal level, each city has been responsible for the maintenance of cultural relics and monuments within its jurisdiction since 1988. This hierarchical and specialized structure for monument conservation forms a clear workflow and an interconnected system. In terms of legal provisions and policy support, the Netherlands has enacted laws that establish a heritage registration system and mandate the maintenance of historic monuments. The conservation policy is further reinforced by stable annual funding, provided by both the government and social organizations. In terms of supervision and management system, regular inspection and timely maintenance are the cores of preventive conservation. Many significant monuments in the Netherlands are overseen by Monumentenwacht (MOWA) and are preserved by monument wardens. Composed of professionals, they are involved in all stages of conservation, including inspections, making recommendations, assisting with repairs, and conducting annual and quarterly inspections. Conservation technicalpractice encompasses various aspects, including material research, standardization of monitoring processes, field research, informatization diagnosis, damage surveillance, and risk prevention. The monitoring primarily focuses on the types, extent, and progression of physical, chemical, and biological damages to the monuments. Diagnostic and control plans are developed based on analyses of human activities and environmental risks. In the development of conservation technology, efforts are primarily focused on collaborating with research and educational institutions to implement conservation projects such as the Monument en Kennis. It promotes the development of informatization diagnosis and cloud platform. The direct outcome is the Monument Diagnosis and Conservation System(MDCS), setting up an online damage atlas database for the professional and the public. The monitoring process also helps to complete the monument database. The damages are classified by materials including brick, mortar, natural stone, plaster and concrete, with pictures and caption. Damage surveillance and risk prevention play a crucial role in ensuring that monuments remain in good condition, making them key aspects of conservation technology. Through inspection, it shows that the main damages of Leiden Fortress are cracks, deposit, deformation, powdering, biological growth, etc. The monitoring and recording of the fortress primarily focus on the location, width, and length of cracks, the distance and direction of deposition, the location and severity of encrustation, and the location and extent of biological growth. These damages arise from the physical characteristics of the monument itself, as well as natural environmental risks. Therefore, preventive conservation also includes research into optimal environmental conditions. The Netherlands is one of the earliest practitioners of preventive conservation in the modern sense. The preventive conservation strategy runs throughout the entire process of monument and heritage preservation and management. Its philosophy of addressing potential issues before they arise resonates with the core principles and requirements of historical buildings conservation in China. Finally, the paper proposed that China’s monument conversation and management will draw on the experiences of the Netherlands to put forward preventive conservation strategies. It is recommended that the conservation system be enhanced in the following ways: implementing mandatory regulatory management, developing professional teams, standardizing daily operations, establishing information platforms, conducting more in-depth conservation research, and prioritizing heritage education and public outreach.
2025(3),182-187
DOI: 10.13791/j.cnki.hsfwest.20250311001
Abstract:
Urban expansion and construction significantly affect natural hydrological cycles, with extreme climate conditions leading to an increasing frequency of waterlogging phenomena in built environments year by year. Analyzing the internal coupling relationship between urban construction and waterlogging risk while revealing the root causes of waterlogging in urban built environments holds important research value and represents a crucial step in filling theoretical gaps in urban flood prevention planning supported by multiple disciplines. This study systematically investigates the influence mechanism of urban surface basement environment on waterlogging risk, taking the built-up area of Shenyang City as an example. Through comprehensive statistical analysis of surface basement environmental factors including green coverage rate, water body proportion, impervious surface proportion, forest type distribution, elevation difference distribution, exotic soil distribution, underground construction distribution, and drainage facility standards, this research employs multifactor linear regression analysis methods to quantify the weight coefficients and correlations of each factor. The methodology encompasses digital elevation model (DEM) construction for hydrological and hydrodynamic modeling, utilizing equal volume method for inundation analysis and calculating submersion depths of land patches within catchment areas. Geographic Information System (ArcGIS) spatial analysis platform modules were employed for reclassification tools to divide factors according to risk levels, adopting 500-meter grid statistics and natural breaks method to classify waterlogging intensity into four levels corresponding to 50, 20, 10, and 5-year return period rainfall scenarios. The research framework incorporates SPSS statistical analysis including likelihood ratio Omnibus testing, correlation analysis, standardized ridge regression trace analysis, Vector Autoregression (VAR) model variance decomposition, and multidimensional scaling analysis distance matrix to comprehensively evaluate the dynamic contributions of different basement environment factors to waterlogging risk prediction error variance. Results demonstrate that drainage facility standards constitute the most significant influencing factor on waterlogging risk intensity, with a standardized coefficient of 0.260 and significance level of p=0.000, indicating that higher drainage facility standards correspond to lower waterlogging risk intensity. The likelihood ratio chi-square value of 26.633 with eight degrees of freedom and p=0.001 confirms the overall model significance, reflecting strong explanatory capability of basement environment factors as a collective influence on waterlogging risk. Hardening proportion and underground construction distribution exhibit relatively significant positive impacts on waterlogging risk intensity, while other factors including green coverage rate, water body proportion, forest type distribution, elevation difference distribution, and exotic soil distribution show nonsignificant correlations due to excessive interference factors. VAR model variance decomposition reveals that with increasing prediction periods, artificial environment factors demonstrate significantly increased contributions, reflecting long-term cumulative effects, with drainage facility standardscontributing 6.568% and hardening proportion contributing 5.866% as dominant factors, while underground construction distribution contributes 2.531% as a secondary factor. Natural regulation factors such as green coverage rate and water body proportion consistently maintain contributions below 1.9%, reflecting insufficient utilization of urban green spaces and water bodies’ storage and regulation functions, possibly due to inadequate scale, scattered distribution, and degraded ecological functions of urban green spaces in the old urban core areas within the first and second ring roads of Shenyang’s built-up area. The correlation analysis reveals that although green coverage rate and water body proportion theoretically provide natural waterlogging mitigation capabilities, their actual effectiveness remains limited in high-intensity urban development areas, suggesting threshold effects where natural factors only demonstrate effective flood prevention when reaching certain scales. Distance matrix analysis indicates relatively small distances between green coverage rate and water body proportion (8.79), and between hardening proportion and green coverage rate (8.109), suggesting synergistic effects in spatial distribution or functionality, while forest type distribution maintains large distances from other factors (43.392 with green coverage rate), indicating independent influence mechanisms. The study fills theoretical gaps in urban flood prevention planning under multidisciplinary support, providing scientific evidence for urban waterlogging risk management and demonstrating that while drainage facility standards currently dominate waterlogging risk management, flood prevention strategies relying solely on gray infrastructure present limitations. The multi-factor synergistic mechanism of urban basement environment reveals that future urban flood prevention should adopt comprehensive “gray-green integration” strategies, optimizing drainage systems while fully utilizing natural patches’ storage and regulation potential. This research establishes a “data-model-mechanism” three-element driving framework that can guide future urban built environment waterlogging risk studies through integration of multi-source data and interdisciplinary methods, enhancing the robustness of risk prediction and decision support value for urban surface environment renewal and resilience enhancement strategies.
Urban expansion and construction significantly affect natural hydrological cycles, with extreme climate conditions leading to an increasing frequency of waterlogging phenomena in built environments year by year. Analyzing the internal coupling relationship between urban construction and waterlogging risk while revealing the root causes of waterlogging in urban built environments holds important research value and represents a crucial step in filling theoretical gaps in urban flood prevention planning supported by multiple disciplines. This study systematically investigates the influence mechanism of urban surface basement environment on waterlogging risk, taking the built-up area of Shenyang City as an example. Through comprehensive statistical analysis of surface basement environmental factors including green coverage rate, water body proportion, impervious surface proportion, forest type distribution, elevation difference distribution, exotic soil distribution, underground construction distribution, and drainage facility standards, this research employs multifactor linear regression analysis methods to quantify the weight coefficients and correlations of each factor. The methodology encompasses digital elevation model (DEM) construction for hydrological and hydrodynamic modeling, utilizing equal volume method for inundation analysis and calculating submersion depths of land patches within catchment areas. Geographic Information System (ArcGIS) spatial analysis platform modules were employed for reclassification tools to divide factors according to risk levels, adopting 500-meter grid statistics and natural breaks method to classify waterlogging intensity into four levels corresponding to 50, 20, 10, and 5-year return period rainfall scenarios. The research framework incorporates SPSS statistical analysis including likelihood ratio Omnibus testing, correlation analysis, standardized ridge regression trace analysis, Vector Autoregression (VAR) model variance decomposition, and multidimensional scaling analysis distance matrix to comprehensively evaluate the dynamic contributions of different basement environment factors to waterlogging risk prediction error variance. Results demonstrate that drainage facility standards constitute the most significant influencing factor on waterlogging risk intensity, with a standardized coefficient of 0.260 and significance level of p=0.000, indicating that higher drainage facility standards correspond to lower waterlogging risk intensity. The likelihood ratio chi-square value of 26.633 with eight degrees of freedom and p=0.001 confirms the overall model significance, reflecting strong explanatory capability of basement environment factors as a collective influence on waterlogging risk. Hardening proportion and underground construction distribution exhibit relatively significant positive impacts on waterlogging risk intensity, while other factors including green coverage rate, water body proportion, forest type distribution, elevation difference distribution, and exotic soil distribution show nonsignificant correlations due to excessive interference factors. VAR model variance decomposition reveals that with increasing prediction periods, artificial environment factors demonstrate significantly increased contributions, reflecting long-term cumulative effects, with drainage facility standardscontributing 6.568% and hardening proportion contributing 5.866% as dominant factors, while underground construction distribution contributes 2.531% as a secondary factor. Natural regulation factors such as green coverage rate and water body proportion consistently maintain contributions below 1.9%, reflecting insufficient utilization of urban green spaces and water bodies’ storage and regulation functions, possibly due to inadequate scale, scattered distribution, and degraded ecological functions of urban green spaces in the old urban core areas within the first and second ring roads of Shenyang’s built-up area. The correlation analysis reveals that although green coverage rate and water body proportion theoretically provide natural waterlogging mitigation capabilities, their actual effectiveness remains limited in high-intensity urban development areas, suggesting threshold effects where natural factors only demonstrate effective flood prevention when reaching certain scales. Distance matrix analysis indicates relatively small distances between green coverage rate and water body proportion (8.79), and between hardening proportion and green coverage rate (8.109), suggesting synergistic effects in spatial distribution or functionality, while forest type distribution maintains large distances from other factors (43.392 with green coverage rate), indicating independent influence mechanisms. The study fills theoretical gaps in urban flood prevention planning under multidisciplinary support, providing scientific evidence for urban waterlogging risk management and demonstrating that while drainage facility standards currently dominate waterlogging risk management, flood prevention strategies relying solely on gray infrastructure present limitations. The multi-factor synergistic mechanism of urban basement environment reveals that future urban flood prevention should adopt comprehensive “gray-green integration” strategies, optimizing drainage systems while fully utilizing natural patches’ storage and regulation potential. This research establishes a “data-model-mechanism” three-element driving framework that can guide future urban built environment waterlogging risk studies through integration of multi-source data and interdisciplinary methods, enhancing the robustness of risk prediction and decision support value for urban surface environment renewal and resilience enhancement strategies.
2025(3),188-195
DOI: 10.13791/j.cnki.hsfwest.20241024002
Abstract:
Rising global temperatures have accelerated the melting of ice sheets, and the resulting rise in sea levels has impacted the safety of coastal areas. Many coastal cities are planning adaptation measures, such as building seawalls, reconsidering roads and drainage systems, planting waterabsorbing vegetation, and even relocating people to higher ground. More and more coastal cities are conducting resilience planning research and practice for flood prevention and disaster reduction purpose. As early as 2007, New York recognized the serious threat of rising sea levels to urban flood control and launched a long-term sustainable development plan, the New York Plan (PlaNYC), which included forward-looking resilience initiatives, carried out relevant climate forecasts, flood risk assessments, and improved building flood control standards, which provided important protection during Hurricane Sandy. In 2011, the Climate Resilience Initiative was proposed. Hurricane Sandy in 2012 caused the worst natural disaster in New York’s history. Post-Sandy recovery has been an unprecedented team effort. New York City redraws flood maps by integrating various technologies, promulgates technical guidelines for coastal resilience to improve coastal protection, and promulgates various land use resilience plans, as well as multiple government reports to improve urban resilience. In addition, a coastline protection system was built, and social forces were attracted through design competitions to carry out pilot construction. The Zoning Regulations were revised to define “Special Coastal Risk District” and control building categories and construction intensity. In terms of rescue funds, many rescue bills and reconstruction acquisition programs were promulgated, and various forms of housing construction and resilience construction funding assistance were carried out. This article systematically reviews the various measures taken by New York to improve urban resilience in response to the threat of rising sea levels. To summarize its resilience planning experience, firstly, a five-level classification research system of “climate resilience research-comprehensive planning initiatives-resilience guidelines for various types of land use-engineering technical methods-resilience planning practices” is constructed, and each level supports each other. Secondly, a multi-institutional post-disaster response system was built many years before Hurricane Sandy, forming a disaster relief system of pre-disaster prediction, coordinated rescue during the event, and post-disaster financial subsidies. Thirdly, coastal disaster prevention is integrated into the daily lives of residents, and various forms of public participation activities are carried out to enhance coastal resilience supervision and protection. At risk from sea level rise, China’s coastal areas are seriously threatened by marine disasters. In May 2022, the “National Climate Change Adaptation Strategy 2035” was promulgated, which proposed the construction goal of “building a more resilient coastal zone comprehensive protection system”. The work of coastal resilience has been promoted at the national level. A systematic analysis of New York’s coastal resilience construction can provide reference for my country’s coastal resilience research.
Rising global temperatures have accelerated the melting of ice sheets, and the resulting rise in sea levels has impacted the safety of coastal areas. Many coastal cities are planning adaptation measures, such as building seawalls, reconsidering roads and drainage systems, planting waterabsorbing vegetation, and even relocating people to higher ground. More and more coastal cities are conducting resilience planning research and practice for flood prevention and disaster reduction purpose. As early as 2007, New York recognized the serious threat of rising sea levels to urban flood control and launched a long-term sustainable development plan, the New York Plan (PlaNYC), which included forward-looking resilience initiatives, carried out relevant climate forecasts, flood risk assessments, and improved building flood control standards, which provided important protection during Hurricane Sandy. In 2011, the Climate Resilience Initiative was proposed. Hurricane Sandy in 2012 caused the worst natural disaster in New York’s history. Post-Sandy recovery has been an unprecedented team effort. New York City redraws flood maps by integrating various technologies, promulgates technical guidelines for coastal resilience to improve coastal protection, and promulgates various land use resilience plans, as well as multiple government reports to improve urban resilience. In addition, a coastline protection system was built, and social forces were attracted through design competitions to carry out pilot construction. The Zoning Regulations were revised to define “Special Coastal Risk District” and control building categories and construction intensity. In terms of rescue funds, many rescue bills and reconstruction acquisition programs were promulgated, and various forms of housing construction and resilience construction funding assistance were carried out. This article systematically reviews the various measures taken by New York to improve urban resilience in response to the threat of rising sea levels. To summarize its resilience planning experience, firstly, a five-level classification research system of “climate resilience research-comprehensive planning initiatives-resilience guidelines for various types of land use-engineering technical methods-resilience planning practices” is constructed, and each level supports each other. Secondly, a multi-institutional post-disaster response system was built many years before Hurricane Sandy, forming a disaster relief system of pre-disaster prediction, coordinated rescue during the event, and post-disaster financial subsidies. Thirdly, coastal disaster prevention is integrated into the daily lives of residents, and various forms of public participation activities are carried out to enhance coastal resilience supervision and protection. At risk from sea level rise, China’s coastal areas are seriously threatened by marine disasters. In May 2022, the “National Climate Change Adaptation Strategy 2035” was promulgated, which proposed the construction goal of “building a more resilient coastal zone comprehensive protection system”. The work of coastal resilience has been promoted at the national level. A systematic analysis of New York’s coastal resilience construction can provide reference for my country’s coastal resilience research.
Practices and implications from the participatory design for local disaster risk reduction in
Yangon
2025(3),196-202
DOI: 10.13791/j.cnki.hsfwest.20231130001
Abstract:
In 2013, the Third Plenary Session of the 18th CPC Central Committee made a comprehensive plan for deepening rural reform, clearly proposing to accelerate the process of urban-rural integration, and implement the decentralization of villagers’ rights and interests. In 2017, in the report of the 19th National Congress of the Communist Party of China, the rural revitalization strategy was proposed, and pointed out that the issue of agriculture, rural farmers is a fundamental issue related to the national economy and people’s livelihood. In this context, “rural development” has become a new social issue in China, and many architects, planners, investors and government departments have carried out various experiments and faced related development challenges.At present, most of China’s rural construction takes economy as the main goal, which is easy to follow the policy direction or commercial trend, ignoring the subjectivity and long-term nature of rural development. On the one hand, government departments have the leading force and decision-making power in the planning process, and some projects often only pursue short-term interests and economic returns, without fully investigating local conditions, assessing the pros and cons of planning, collecting public opinions, and cultivating villagers to build their own spatial awareness and capabilities. On the other hand, local villagers lack the expression of the living environment for a long time, resulting in the gradual weakening of the sense of ownership of villagers, the ability to participate in rural planning and construction projects, some even do not care about who is planning, implementing and managing the village, eventually there is a phenomenon of “collective aphasia”.Faced with this situation, the actual needs of rural areas have not been fully tapped, the rich local knowledge and resources have not been fully utilized, and the enthusiasm of villagers has not been fully mobilized. Therefore, guiding different stakeholders to participate in the process of village planning and construction is of great significance for the sustainable development and rural revitalization of our country. In theory, “participatory design” can be used as an entry point to promote rural regeneration in China in the future, providing a platform for multiple social groups and stakeholders to cooperate with each other. The participatory design theory conforms to the Chinese government’s principles of “putting people first” and “adhering to the mass line”, and can be combined with China’s basic national conditions to form a development model and planning system combining “top-down” and “bottom-up”.This paper takes Ward-20, Hlaing Thar Yar Township, Yangon City, Myanmar, as the research object, uses participatory design method to conduct a study of the local disaster risk reduction issues, analyzes its design model, research path, research methods and operation process, and formulates corresponding strategies and intervention measures. The specific research content can be divided into three stages: pre-fieldwork, fieldwork and post-fieldwork. First, before the fieldwork, the team members obtained relevant secondary data through literature and official reports to gather Myanmar’s development history and current situation, initially discussed the research framework, and identified two main analytical tools of risk accumulation and resilience in the field research. This process aims to understand the process and measure in place to respond to disasters at the national level, and to identify institutional gaps in the decision-making process and existing levels of community participation. This is followed by the field research phase, where first-hand data is obtained through multiple contacts with Myanmar government organizations, stakeholder third parties, and communitymembers to comprehend the local disaster risk, their perceptions and perceptions of the risk concept, community coping mechanisms, and proposed solutions. The results of the survey contribute to realizing the operation and decision-making procedure of government agencies and the impact of expanding existing relationship practices at the community level. By integrating the strategy of Ward-20 to Yangon City across time and spatial scales to achieve city-wide upgrading goals.In recent years, with the continuous promotion of China’s rural revitalization strategy, an increasing number of designers, architects, artists, etc., have begun to pay attention to rural development and actively participated in it. Participatory rural design in China has achieved certain results and experience, however, it cannot be denied that the participation and subjectivity of villagers are frequently ignored in the participation and decision-making process. Based on the experience and deficiencies of participatory design practice in Myanmar, including the formalism of participatory design, the inefficiency of participatory process, the immaturity of civil society, the incomplete theme of participation and the lack of long-term tracking, this paper puts forward corresponding suggestions from the perspective of designers. In order to provide experience and inspiration for the practice of participatory design at township level in China.
In 2013, the Third Plenary Session of the 18th CPC Central Committee made a comprehensive plan for deepening rural reform, clearly proposing to accelerate the process of urban-rural integration, and implement the decentralization of villagers’ rights and interests. In 2017, in the report of the 19th National Congress of the Communist Party of China, the rural revitalization strategy was proposed, and pointed out that the issue of agriculture, rural farmers is a fundamental issue related to the national economy and people’s livelihood. In this context, “rural development” has become a new social issue in China, and many architects, planners, investors and government departments have carried out various experiments and faced related development challenges.At present, most of China’s rural construction takes economy as the main goal, which is easy to follow the policy direction or commercial trend, ignoring the subjectivity and long-term nature of rural development. On the one hand, government departments have the leading force and decision-making power in the planning process, and some projects often only pursue short-term interests and economic returns, without fully investigating local conditions, assessing the pros and cons of planning, collecting public opinions, and cultivating villagers to build their own spatial awareness and capabilities. On the other hand, local villagers lack the expression of the living environment for a long time, resulting in the gradual weakening of the sense of ownership of villagers, the ability to participate in rural planning and construction projects, some even do not care about who is planning, implementing and managing the village, eventually there is a phenomenon of “collective aphasia”.Faced with this situation, the actual needs of rural areas have not been fully tapped, the rich local knowledge and resources have not been fully utilized, and the enthusiasm of villagers has not been fully mobilized. Therefore, guiding different stakeholders to participate in the process of village planning and construction is of great significance for the sustainable development and rural revitalization of our country. In theory, “participatory design” can be used as an entry point to promote rural regeneration in China in the future, providing a platform for multiple social groups and stakeholders to cooperate with each other. The participatory design theory conforms to the Chinese government’s principles of “putting people first” and “adhering to the mass line”, and can be combined with China’s basic national conditions to form a development model and planning system combining “top-down” and “bottom-up”.This paper takes Ward-20, Hlaing Thar Yar Township, Yangon City, Myanmar, as the research object, uses participatory design method to conduct a study of the local disaster risk reduction issues, analyzes its design model, research path, research methods and operation process, and formulates corresponding strategies and intervention measures. The specific research content can be divided into three stages: pre-fieldwork, fieldwork and post-fieldwork. First, before the fieldwork, the team members obtained relevant secondary data through literature and official reports to gather Myanmar’s development history and current situation, initially discussed the research framework, and identified two main analytical tools of risk accumulation and resilience in the field research. This process aims to understand the process and measure in place to respond to disasters at the national level, and to identify institutional gaps in the decision-making process and existing levels of community participation. This is followed by the field research phase, where first-hand data is obtained through multiple contacts with Myanmar government organizations, stakeholder third parties, and communitymembers to comprehend the local disaster risk, their perceptions and perceptions of the risk concept, community coping mechanisms, and proposed solutions. The results of the survey contribute to realizing the operation and decision-making procedure of government agencies and the impact of expanding existing relationship practices at the community level. By integrating the strategy of Ward-20 to Yangon City across time and spatial scales to achieve city-wide upgrading goals.In recent years, with the continuous promotion of China’s rural revitalization strategy, an increasing number of designers, architects, artists, etc., have begun to pay attention to rural development and actively participated in it. Participatory rural design in China has achieved certain results and experience, however, it cannot be denied that the participation and subjectivity of villagers are frequently ignored in the participation and decision-making process. Based on the experience and deficiencies of participatory design practice in Myanmar, including the formalism of participatory design, the inefficiency of participatory process, the immaturity of civil society, the incomplete theme of participation and the lack of long-term tracking, this paper puts forward corresponding suggestions from the perspective of designers. In order to provide experience and inspiration for the practice of participatory design at township level in China.
2025(3),203-209
DOI: 10.13791/j.cnki.hsfwest.20240118003
Abstract:
With the intensification of global warming and the frequent occurrence of extreme climate events, how urban buildings can better adapt to climate change has become a crucial aspect of achieving high-quality urban development and a path within sustainable urbanization. Therefore, within the strategic context of adapting to climate change, enhancing the climate adaptability of urban buildings and promoting urban renewal initiatives are identified as vital pathways. This process is not only related to the comfort and safety of the buildings themselves but is also closely connected to the overall ecological environment of the city, the quality of life of its residents, and the future development of the urban landscape. It is necessary to follow the urban development patterns and fully consider the impact of climatic factors on both cities and buildings. Traditional building construction, as a concentrated reflection of the climatic characteristics and experience of climateadapted building design in this region, still plays an important role in the climate adaptability design of modern buildings and has important reference value.Therefore, this paper takes the Hotan region as an example, which is located in the southernmost part of Xinjiang, analyzing the meteorological data CSWD (Chinese Standard Weather Data) of the region using the Climate Consultant software. It explores into the climatic characteristics of Hotan and their impact on architectural climate elements, including solar radiation, air temperature, humidity and precipitation, and wind. On this foundation, the paper extracts targeted architectural climate adaptability features in conjunction with the specific manifestations of climate adaptability in the architectural design of traditional dwellings in the Hotan area. Further, it employs Visual Data Mining (VDM) technology, combined with the suggested measures from the software analysis, to optimize the climate adaptability characteristics of traditional dwellings in Hotan.The study reveals that the Hotan region is characterized by an extreme arid desert climate, the climatic conditions in the Hotan area are quite unique and less comfortable but possess high potential for climate resources. Combining traditional architectural features, the paper examines the climate adaptability characteristics of traditional dwellings from two dimensions: architecture and climate adaptation measures. The traditional dwellings in the Hotan area exhibit climate adaptability features in architectural dimensions such as layout, organizational principles, enclosure structures, and door and window openings. These are summarized as climate adaptation strategies primarily aimed at enhancing the insulation and heat retention performance of enclosure structures, keeping warm and gaining heat in winter, and cooling, heat prevention, and humidity increase in summer. In addition, climate adaptation measures such as shading, passive solar utilization, greening, and night-time ventilation have a positive effect on climate adaptation. However, current practices are insufficiently responsive to these needs, and with the improvement of living standards and changes in residential living demands, further supplementation and optimization of climate adaptability features through passive strategies are required. Assisted by Visual Data Mining technology (VDM) and combined with the suggestions proposed by the software analysis, this paper puts forward further optimization suggestions in three aspects: formal layout, door and window openings, and construction practicesFor instance, in terms of formal layout, the orientation and layout of buildings are reasonably set according to modern living needs while considering climate adaptation; in terms of enclosure structures, the insulation and heat retention performance of the building enclosure is enhanced; in terms of door and window openings, the size of the openings and shading measures are reasonably arranged to utilize passive solar energy; in terms of construction practices, measures that can be adjusted according to climate changes, such as planting green trees, are added. In summary, this study provides a theoretical basis and practical guidance for the renewal and optimization of traditional dwellings in the Hotan area, which is of great significance for enhancing the climate adaptability of urban buildings and promoting sustainable urban development. At the same time, it also offers beneficial references for architectural design and renewal in cities with similar climatic conditions
With the intensification of global warming and the frequent occurrence of extreme climate events, how urban buildings can better adapt to climate change has become a crucial aspect of achieving high-quality urban development and a path within sustainable urbanization. Therefore, within the strategic context of adapting to climate change, enhancing the climate adaptability of urban buildings and promoting urban renewal initiatives are identified as vital pathways. This process is not only related to the comfort and safety of the buildings themselves but is also closely connected to the overall ecological environment of the city, the quality of life of its residents, and the future development of the urban landscape. It is necessary to follow the urban development patterns and fully consider the impact of climatic factors on both cities and buildings. Traditional building construction, as a concentrated reflection of the climatic characteristics and experience of climateadapted building design in this region, still plays an important role in the climate adaptability design of modern buildings and has important reference value.Therefore, this paper takes the Hotan region as an example, which is located in the southernmost part of Xinjiang, analyzing the meteorological data CSWD (Chinese Standard Weather Data) of the region using the Climate Consultant software. It explores into the climatic characteristics of Hotan and their impact on architectural climate elements, including solar radiation, air temperature, humidity and precipitation, and wind. On this foundation, the paper extracts targeted architectural climate adaptability features in conjunction with the specific manifestations of climate adaptability in the architectural design of traditional dwellings in the Hotan area. Further, it employs Visual Data Mining (VDM) technology, combined with the suggested measures from the software analysis, to optimize the climate adaptability characteristics of traditional dwellings in Hotan.The study reveals that the Hotan region is characterized by an extreme arid desert climate, the climatic conditions in the Hotan area are quite unique and less comfortable but possess high potential for climate resources. Combining traditional architectural features, the paper examines the climate adaptability characteristics of traditional dwellings from two dimensions: architecture and climate adaptation measures. The traditional dwellings in the Hotan area exhibit climate adaptability features in architectural dimensions such as layout, organizational principles, enclosure structures, and door and window openings. These are summarized as climate adaptation strategies primarily aimed at enhancing the insulation and heat retention performance of enclosure structures, keeping warm and gaining heat in winter, and cooling, heat prevention, and humidity increase in summer. In addition, climate adaptation measures such as shading, passive solar utilization, greening, and night-time ventilation have a positive effect on climate adaptation. However, current practices are insufficiently responsive to these needs, and with the improvement of living standards and changes in residential living demands, further supplementation and optimization of climate adaptability features through passive strategies are required. Assisted by Visual Data Mining technology (VDM) and combined with the suggestions proposed by the software analysis, this paper puts forward further optimization suggestions in three aspects: formal layout, door and window openings, and construction practicesFor instance, in terms of formal layout, the orientation and layout of buildings are reasonably set according to modern living needs while considering climate adaptation; in terms of enclosure structures, the insulation and heat retention performance of the building enclosure is enhanced; in terms of door and window openings, the size of the openings and shading measures are reasonably arranged to utilize passive solar energy; in terms of construction practices, measures that can be adjusted according to climate changes, such as planting green trees, are added. In summary, this study provides a theoretical basis and practical guidance for the renewal and optimization of traditional dwellings in the Hotan area, which is of great significance for enhancing the climate adaptability of urban buildings and promoting sustainable urban development. At the same time, it also offers beneficial references for architectural design and renewal in cities with similar climatic conditions
2025(3),210-217
DOI: 10.13791/j.cnki.hsfwest.20240119001
Abstract:
The course of the Yellow River has undergone frequent changes, and the last diversion was in March 1947 when Huayuankou was reblocked. At present, the Yellow River in the Binzhou section of Shandong Province flows through four districts and counties. Among them, most of the villages along the Yellow River in Boxing Zouping District have been relocated. Therefore, the study mainly conducted field investigations in 33 villages along the Yellow River in Bincheng and Huimin District of Binzhou, selecting rural residential buildings built after 1947 as the research objects. Based on this, a functional demand system for rural areas along the Yellow River is constructed from the perspective of Inhabitation Theory, focusing on the evolution of residential forms in these areas. Research has found that the residential functions of rural areas along the Yellow River in the Binzhou section include three layers (survival protection layer, social life layer, and spiritual enhancement layer) and 13 main needs (rest, hygiene, disaster prevention, defense, settlement, reception, production, cooking, development, performance, entertainment, sacrifice, and ritual). According to the changes in corresponding functions and demand layers, the evolution of residential forms can be divided into three stages: basic functions from 1960 to 1980, functional expansion from 1980 to 2000, and functional improvement from 2000 to the present. Quantitative analysis shows that in the basic functional stage, survival and protection functions account for 50%. Residential buildings are mainly in the form of loess high platform, with a single functional and structural form, small volume and scattered layout, empty and low-enclosured courtyards, and weak decoration; In the stage of functional expansion, the connection between residential forms and the functional needs of social life levels has increased, and the overall impact of each layer is relatively balanced. Residential buildings are mainly in the form of brick and stone low platform quadrangle courtyards, and the living functional space and structural form have been expanded. The courtyard layout is complete and the enclosure is high, and traditional decoration techniques are diverse and rich. In the stage of functional enhancement, the influence of the spiritual enhancement layer accounts for more than 50%. Residential buildings are mainly in the form of large single or two-story buildings, with more functional spaces, clear and detailed zoning, flexible layout of auxiliary buildings, diverse building structures, and rich courtyard landscapes. Furthermore, from six aspects including the treatment of the courtyard base surface, courtyard layout, main building form, side houses and reversely-set house, structure and construction, and decoration, the evolution path of the residential form characteristics and demand driven residential form in the rural areas along the Yellow River in Binzhou at each stage is summarized, and the reasons for the evolution of residential form caused by changes in residential functional requirements are analyzed. The results show that the evolution process of residential spatial form cannot be separated from the development and changes of environment, society, and demand. Environmental safety is the foundation of social development, and social development leads to the replacement and expansion of residential functional needs, which in turn drives the renewal and evolution of residential form. These three drivers (regional environmental safety, social development, and functional transformation) progress and interact with each other, comprehensively promoting the evolution of residential form.In summary, with the implementation of a series of Yellow River controlprojects and rural construction, regional environmental security has been guaranteed, society has flourished, and the demand for residential functions has increased. The residential form of rural areas along the Yellow River in the Binzhou section has undergone changes from the inside out. Rural residential buildings have gradually evolved from single function, small and scattered loess high platform building forms to the current multi functional main houses and flexible auxiliary spaces without high platform farmhouses. From above, it can be seen that in the future renewal and development of residential areas in this region, while appropriately inheriting regional characteristics and construction wisdom, attention should also be paid to considering environmental conditions, social development, functional needs, and other aspects.
The course of the Yellow River has undergone frequent changes, and the last diversion was in March 1947 when Huayuankou was reblocked. At present, the Yellow River in the Binzhou section of Shandong Province flows through four districts and counties. Among them, most of the villages along the Yellow River in Boxing Zouping District have been relocated. Therefore, the study mainly conducted field investigations in 33 villages along the Yellow River in Bincheng and Huimin District of Binzhou, selecting rural residential buildings built after 1947 as the research objects. Based on this, a functional demand system for rural areas along the Yellow River is constructed from the perspective of Inhabitation Theory, focusing on the evolution of residential forms in these areas. Research has found that the residential functions of rural areas along the Yellow River in the Binzhou section include three layers (survival protection layer, social life layer, and spiritual enhancement layer) and 13 main needs (rest, hygiene, disaster prevention, defense, settlement, reception, production, cooking, development, performance, entertainment, sacrifice, and ritual). According to the changes in corresponding functions and demand layers, the evolution of residential forms can be divided into three stages: basic functions from 1960 to 1980, functional expansion from 1980 to 2000, and functional improvement from 2000 to the present. Quantitative analysis shows that in the basic functional stage, survival and protection functions account for 50%. Residential buildings are mainly in the form of loess high platform, with a single functional and structural form, small volume and scattered layout, empty and low-enclosured courtyards, and weak decoration; In the stage of functional expansion, the connection between residential forms and the functional needs of social life levels has increased, and the overall impact of each layer is relatively balanced. Residential buildings are mainly in the form of brick and stone low platform quadrangle courtyards, and the living functional space and structural form have been expanded. The courtyard layout is complete and the enclosure is high, and traditional decoration techniques are diverse and rich. In the stage of functional enhancement, the influence of the spiritual enhancement layer accounts for more than 50%. Residential buildings are mainly in the form of large single or two-story buildings, with more functional spaces, clear and detailed zoning, flexible layout of auxiliary buildings, diverse building structures, and rich courtyard landscapes. Furthermore, from six aspects including the treatment of the courtyard base surface, courtyard layout, main building form, side houses and reversely-set house, structure and construction, and decoration, the evolution path of the residential form characteristics and demand driven residential form in the rural areas along the Yellow River in Binzhou at each stage is summarized, and the reasons for the evolution of residential form caused by changes in residential functional requirements are analyzed. The results show that the evolution process of residential spatial form cannot be separated from the development and changes of environment, society, and demand. Environmental safety is the foundation of social development, and social development leads to the replacement and expansion of residential functional needs, which in turn drives the renewal and evolution of residential form. These three drivers (regional environmental safety, social development, and functional transformation) progress and interact with each other, comprehensively promoting the evolution of residential form.In summary, with the implementation of a series of Yellow River controlprojects and rural construction, regional environmental security has been guaranteed, society has flourished, and the demand for residential functions has increased. The residential form of rural areas along the Yellow River in the Binzhou section has undergone changes from the inside out. Rural residential buildings have gradually evolved from single function, small and scattered loess high platform building forms to the current multi functional main houses and flexible auxiliary spaces without high platform farmhouses. From above, it can be seen that in the future renewal and development of residential areas in this region, while appropriately inheriting regional characteristics and construction wisdom, attention should also be paid to considering environmental conditions, social development, functional needs, and other aspects.
2025(3),218-224
DOI: 10.13791/j.cnki.hsfwest.20231220008
Abstract:
Against the backdrop of ecological civilization construction, the integration of multiple regulations, and the transitional period of national land spatial planning reform, how to optimize and coordinate ecological protection and rural revitalization through village scale spatial layout has become a key issue in national land spatial governance. This study takes Bayin Maodao Gacha, a typical village in the ecologically fragile area of the Yellow River Basin in Dengkou, Inner Mongolia, as the research area. Based on the results of the 2020 land use change survey in Dengkou, ArcGIS software spatial analysis function and MCR model are used to conduct suitability zoning of the land and resource utilization functions in the research area. Optimization plans are formulated by overlaying the current situation of land and resource utilization, and technical support and theoretical reference are proposed for the preparation of the "multi planning integration" plan in the research area. Based on the definition of land use functional zones and the current land use status map in the research area, combined with field investigations to confirm the status of the land parcels, the land resources in the village area are divided into seven subcategories: forest ecological land, grassland ecological land, water ecological land, other ecological land, village construction land, agricultural production land, and agricultural production service land. Based on the MCR difference, referring to relevant literature on spatial suitability zoning and the current status of land use in the study area, the study area is divided into five categories: rural development area, farmland protection area, ecological agriculture area, ecological control area, and ecological protection area. This study adheres to the principles of “ecological priority, green development”, “people-oriented, respecting public opinion”, and “conservation and intensification, adapting to local conditions”, and formulates strategies for optimizing the spatial layout of the country. All types of land in rural development zones remain unchanged, and village blank land is set up for future development of villages without occupying arable land; the suitability of land construction in farmland protection areas is second only to that in rural development areas. This area has multiple suitability between construction and development and agricultural production, and is a gathering area for residential land and agricultural production land in villages. According to the principle of prioritizing green development, agricultural production activities should be carried out as much as possible in the region, while coordinating the relationship between agricultural production and living land use. Based on the actual situation, there is no need to adjust the types of land use in the region; the ecological agriculture area is a transitional zone between ecology and production space, and is a key area for agricultural land consolidation and the establishment of farmland protective forests. This optimization will adjust all scattered village construction land in the region to agricultural production land, while keeping other land types unchanged. Considering that human activities can easily affect landscape ecology, but agricultural production land has both ecological and production functions, it is advisable to transform agricultural production modes to minimize ecological and environmental damage; the current land use within the ecological control zone is mostly various types of ecological land, which serves as a barrier to ensure the ecological security of the research area. Optimize the adjustment of village construction landwithin the region to agricultural production land, and other ecological land to forest ecological land, while keeping other land types unchanged. In addition, ecological restoration activities can be carried out in ecologically fragile areas such as sandy and saline alkali land; due to being located within the ecological protection red line, ecological protection and restoration should be the main focus of the ecological protection zone. Agricultural production and villagers' daily activities should be prohibited. Therefore, all agricultural production land, agricultural production service land, and village construction land in the area should be optimized to forest ecological land. After following the optimization strategy for adjustment, the ecological land area of grassland and water remains unchanged, while the ecological land area of forest land increases, and the areas of other types of land decrease. The current status of forest ecological land is 230.52 hm2, with an optimized area of 377.07 hm2, an increase of 146.55 hm2. The current areas of agricultural production land, agricultural production service land, village construction land, and other ecological land are 4 190.52 hm2, 431.86 hm2, 125.7 hm2, and 440.34 hm2, respectively. After optimization, they have decreased by 15.03 hm2, 0.25 hm2, 1.82 hm2, and 129.45 hm2, respectively. There are a total of eight expected and constrained indicators for implementing the indicator system of the "Inner Mongolia Autonomous Region Village Planning Compilation Regulations" and the transmission of higher-level planning in the research area. The optimization results of the MCR model meet the requirements of various control indicators such as the permanent basic farmland protection red line, ecological protection red line, and village construction boundary. Compared with the current situation of land and resource utilization pattern, the regularity and connectivity of the optimized land spatial layout have been significantly improved, effectively solving the problems of fragmented land use and disorderly spatial layout in the research area. The research results can provide reference for the preparation of practical village planning in the study area that integrates multiple regulations.
Against the backdrop of ecological civilization construction, the integration of multiple regulations, and the transitional period of national land spatial planning reform, how to optimize and coordinate ecological protection and rural revitalization through village scale spatial layout has become a key issue in national land spatial governance. This study takes Bayin Maodao Gacha, a typical village in the ecologically fragile area of the Yellow River Basin in Dengkou, Inner Mongolia, as the research area. Based on the results of the 2020 land use change survey in Dengkou, ArcGIS software spatial analysis function and MCR model are used to conduct suitability zoning of the land and resource utilization functions in the research area. Optimization plans are formulated by overlaying the current situation of land and resource utilization, and technical support and theoretical reference are proposed for the preparation of the "multi planning integration" plan in the research area. Based on the definition of land use functional zones and the current land use status map in the research area, combined with field investigations to confirm the status of the land parcels, the land resources in the village area are divided into seven subcategories: forest ecological land, grassland ecological land, water ecological land, other ecological land, village construction land, agricultural production land, and agricultural production service land. Based on the MCR difference, referring to relevant literature on spatial suitability zoning and the current status of land use in the study area, the study area is divided into five categories: rural development area, farmland protection area, ecological agriculture area, ecological control area, and ecological protection area. This study adheres to the principles of “ecological priority, green development”, “people-oriented, respecting public opinion”, and “conservation and intensification, adapting to local conditions”, and formulates strategies for optimizing the spatial layout of the country. All types of land in rural development zones remain unchanged, and village blank land is set up for future development of villages without occupying arable land; the suitability of land construction in farmland protection areas is second only to that in rural development areas. This area has multiple suitability between construction and development and agricultural production, and is a gathering area for residential land and agricultural production land in villages. According to the principle of prioritizing green development, agricultural production activities should be carried out as much as possible in the region, while coordinating the relationship between agricultural production and living land use. Based on the actual situation, there is no need to adjust the types of land use in the region; the ecological agriculture area is a transitional zone between ecology and production space, and is a key area for agricultural land consolidation and the establishment of farmland protective forests. This optimization will adjust all scattered village construction land in the region to agricultural production land, while keeping other land types unchanged. Considering that human activities can easily affect landscape ecology, but agricultural production land has both ecological and production functions, it is advisable to transform agricultural production modes to minimize ecological and environmental damage; the current land use within the ecological control zone is mostly various types of ecological land, which serves as a barrier to ensure the ecological security of the research area. Optimize the adjustment of village construction landwithin the region to agricultural production land, and other ecological land to forest ecological land, while keeping other land types unchanged. In addition, ecological restoration activities can be carried out in ecologically fragile areas such as sandy and saline alkali land; due to being located within the ecological protection red line, ecological protection and restoration should be the main focus of the ecological protection zone. Agricultural production and villagers' daily activities should be prohibited. Therefore, all agricultural production land, agricultural production service land, and village construction land in the area should be optimized to forest ecological land. After following the optimization strategy for adjustment, the ecological land area of grassland and water remains unchanged, while the ecological land area of forest land increases, and the areas of other types of land decrease. The current status of forest ecological land is 230.52 hm2, with an optimized area of 377.07 hm2, an increase of 146.55 hm2. The current areas of agricultural production land, agricultural production service land, village construction land, and other ecological land are 4 190.52 hm2, 431.86 hm2, 125.7 hm2, and 440.34 hm2, respectively. After optimization, they have decreased by 15.03 hm2, 0.25 hm2, 1.82 hm2, and 129.45 hm2, respectively. There are a total of eight expected and constrained indicators for implementing the indicator system of the "Inner Mongolia Autonomous Region Village Planning Compilation Regulations" and the transmission of higher-level planning in the research area. The optimization results of the MCR model meet the requirements of various control indicators such as the permanent basic farmland protection red line, ecological protection red line, and village construction boundary. Compared with the current situation of land and resource utilization pattern, the regularity and connectivity of the optimized land spatial layout have been significantly improved, effectively solving the problems of fragmented land use and disorderly spatial layout in the research area. The research results can provide reference for the preparation of practical village planning in the study area that integrates multiple regulations.
News
External Links
Copyright © 2025 Journal of Human Settlements in West China Press Ltd All rights reserved
Supported by:Beijing E-Tiller Technology Development Co., Ltd.
Supported by:Beijing E-Tiller Technology Development Co., Ltd.