Urban Spatial Governance, Planning Practice and Integrated Studies

Background Chinese urban residents consume more salt from meals prepared outside home than in the past. The purpose of this study is to understand Chinese consumer demand for salt reduction as expressed through their orders on meal delivery apps (MDAs), restaurants’ willingness to promote salt reduction, and the extent to which restaurants comply with reduced salt requests. Methods We analyzed consumer comments extracted from 718 restaurants on a Chinese MDA called ELEME for orders made in the July-December 2020 timeframe. A self-designed questionnaire was distributed to the restaurant managers to assess restaurants’ attitude towards salt reduction upon signing up for the study, and laboratory validation was conducted to test whether dishes ordered with reduced salt requests by consumers actually contained less salt. Results A total of 25,982 (0.7%) orders out of 3,630,798 orders contained consumer comments. Of the consumer comments, 40.6% (10,549) were about requests for less salt in dishes. Totally 91.5% of 421 surveyed restaurants showed a willingness to respond to consumers’ reduced salt requests. The median sodium content measured in the reduced-salt dishes by the laboratory was significantly lower than that in their regular salt counterparts (P < 0.05). Conclusions We observed substantial consumer demand for salt reduction while ordering meals on the MDA and that restaurants did, in response, reduce the sodium content in the meals they provided. As meals delivered via MDAs comprise an increasing proportion of outside foods consumed, there is an opportunity for public health experts and policy makers to work with MDAs and restaurants to promote healthier food selections. Trial registration ChiCTR2100047729.

【目的】在面向未来的“数字景观”发展趋势下，数字技术如何赋能城市景观空间，及其应用场景、与设计方案结合的实践路径等是未来景观设计实践落地的重要内容。 【方法】立足国内外相关的理论研究和实践进展，结合“数字景观图层”规划设计项目实践经验对此进行梳理。 【结果】系统总结了数字景观技术及其“感知采集 —分析计算 —调节交互”的作用流程，将应用场景划分为“实体景观空间干预”和“虚拟景观场所营造 ”，详细探讨各场景运用技术及作用成效，并在此基础上构建数字景观 “信息汇总 —技术筛选 —应用集成”的具体实践路径，为数字景观技术发展演进背景下的未来城市景观设计提供方法指引。 【结论】数字景观技术的应用有助于辅助城市景观空间的设计，从而塑造更人性化的城市景观空间。未来仍需在作用机制、设计行为和跨学科合作等方面进一步加强研究。

7KHGLVFXVVLRQRIGH¿QLWLRQVDQGUROHVRIXUEDQLQIRUPDWLFVLV LPSRUWDQW,QWKH¿HOGRIFRPSXWHUVFLHQFHLQIRUPDWLRQVFLHQFH consists of information system and information technology, including information recording, calculation, analysis, storage and retrieval (Mikhailov, et al., 1967). The application of information science in urban planning has a long history (Pan, et al., 2020), and there are a lot of practices of using urban information to develop research. Urban information can be categorized into urban governance, community life, industry and public service (Zhu, et al., 2020). There is no unified definition of urban informatics, some scholars viewed it as "the seamless transition between visible and intangible infrastructure" (Foth, 2011), or an extension of the "big data" (Schintler, 2017), and other scholars WKRXJKWWKDWWKH¿HOGLVWKHLQIRUPDWLRQWHFKQRORJ\DSSOLFDWLRQ in urban areas" (Thakuriah, et al., 2017). Chinese scholars proposed that informatization can form a high-quality driving V\VWHPRIWKHFLW\DQGWKHVPRRWKÀRZRIORJLVWLFVUHVRXUFHDQG human between the functional nodes of the cities; optimize and improve the allocation of environmental resources and public services such as transportation and employment. This will give WKHFLW\PRUHÀH[LELOLW\LQVSDFHDQGHOHPHQWVDQGHQKDQFHWKH city's overall carrying capacity.

Most existing studies on urban planning implementation (UPI) evaluation examine the conformity between planned and observed spatial urban development. The results are, however, typically too general to provide adequate policy recommendations for planners and researchers. The stages between creating a plan and its outcome are seldom discussed in detail, primarily because of the absence of an applicable analytic framework and data. In the paper, we propose a framework for UPI evaluation from spatial dimension which provides an in- depth and accurate application to show how the conceptual framework can be applied for assessing conformance and performance (sequential conformance) of plans proposed by Hopkins (2012) could be applied in practice. We examined the degrees of conformance and sequential conformance between an urban master plan, detailed plans, development permits and observed development outcomes, using Beijing as an example. The results reveal discrepancies between all basic stages of plan implementation, and the poor planning implementation was primarily due to the existence of large areas of development without development permits. These results suggest that the poor match between a plan and its outcomes may result from poor plan using, not poor planning. Therefore, attention needs to be paid not only to creating plans but also to monitoring the performance of various levels of plans and development permits in the UPI.

This paper probes into the micro-scale built environment of street in Beijing Wudaoying Hutong, covering the dimensions of street scale, transitional space between the street and buildings, floor space, façade of buildings, color and texture and contents of display. After identifying urban design features, the mechanism of impact of micro- scale built environment on halting behavior during walking is analyzed, which provides some implications on urban design guidelines of historical streets in Beijing.

Beijing’s passenger transport annual CO 2 emissions rose from 9.38 million tonnes in 2003 to 15 million tonnes in 2012 (Wang et al., 2015 ). That is a rise by 60% over a decade. Such rises are typical in fast growing cities of emerging economies. Urban passenger transport is in fact one of the most challenging sectors for carbon and pollutant emission reduction across the world’s cities. In faster growing regions the crux of the environmental impact problem is to cut emissions and emission exposure without stunting the initiatives for improving shared prosperity, social equity and economic growth. Some radical travel demand management measures are already in place to stem the rapid rises in car use and car own- ership. For instance, Beijing has implemented a weekday car use restrictions rota by the last digit of the car number plate in the main built area since 2008 and car purchase permit lottery since 2011; on high pollution days around half of the car fleet is kept off road; there have also been massive investments and operating subsidies in public transport. http://dx.doi.org/10.1016/j.trd.2016.12.009 1361-9209//C2112017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY license ( http://creativecommons.org/licenses/by/4.0/). ⇑ Corresponding author at: Martin Centre for Architectural and Urban Studies, Cambridge University, 1 Scroope Terrace, Cambridge, CB2 1PX, UK. E-mail address: yj242@cam.ac.uk (Y. Jin).

Supporting the evaluation of Beijing Urban Master Planning (2004-2020), a Beijing land -use and transportation integrated model is established on the basis of the transportation model of Beijing. The core improvement is the addition of a land use model and the interaction between the land use model and a transport model . Four sub model s (location choice , rent, development and land price model s) are contained in the land use model. The most important sub model is the location choice model . Commute accessibility, education, culture, environment and health care fact ors are selected to calibrate this model. The population distribution is sourced from the location choice model and the commute accessibility has been computed based on the transport model and input into the land use model. 1.

Unlike the data from traditional sources, there have not been standard ways to validate the quality and reliability of information derived from big data. This article argues that the theory of urban formation can be used to do the validation. In addition, the information derived from big data can be used to verify and even extend existing theories or hypotheses of urban formation. It proposes a general framework regarding how the theory of urban formation can be employed to validate in formation derived from smart card data and how the validated information can supplement other data to reveal spatial patterns of economic agglomeration or human settlements. Through a case study of Beijing, it demonstrates the usefulness of the framework. Additionally, i t utilizes smart card data to delineate characteristics of subcenters defined by bus commuters of Beijing. 1.

TECHNICAL NOTE | June 2016 | 1 TECHNICAL NOTE Technical notes document the research or analytical methodology underpinning a publication, interactive application, or tool. Suggested Citation: Wang, J., L. Zhong, and Y. Long. 2016. “Baseline Water Stress: China.” Technical Note. World Resources Institute, Beijing. Available online at http://www.wri.org/ publication/baseline-water-stress-china. JIAO WANG, LIJIN ZHONG, AND YING LONG BASELINE WATER STRESS: CHINA EXECUTIVE SUMMARY The Aqueduct Water Risk Atlas, developed by the World Resources Institute (WRI), evaluates, maps, and scores water risks globally based on 12 indicators, including baseline water stress. Baseline water stress measures the ratio between total water withdrawal and available renewable surface freshwater supply, and is a good proxy for water risks more broadly. The atlas calculates baseline water stress based on country-level water withdrawal data from the Food and Agriculture Organization of the United Nations, spatially disaggregated by sector into Aqueduct’s catchment areas. Where available, however, more detailed data allow the development of a baseline water stress map for a country or region. In the case of China, freshwater withdrawal data at the prefecture level provide more accurate information, such as spatial patterns, that are otherwise lost in the aggregated country-level statistics.

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GeoJournal Library V olume 116 Managing Editor Daniel Z. Sui, College Station, USA Founding Series Editor Wolf Tietze, Helmstedt, Germany Editorial Board Paul Claval, France Yehuda Gradus, Israel Sam Ock Park, South Korea Herman van der Wusten, The Netherlands More information about this series at http://www.springer.com/series/6007 Ying Long • Zhenjiang Shen Geospatial Analysis to Support Urban Planning in Beijing ISSN 0924-5499 ISSN 2215-0072 (electronic) GeoJournal Library ISBN 978-3-319-19341-0 ISBN 978-3-319-19342-7 (eBook) DOI 10.1007/978-3-319-19342-7 Library of Congress Control Number: 2015942626 Springer Cham Heidelberg New York Dordrecht London © Springer International Publishing Switzerland 2015 This work is subject to copyright. All rights are reserved by the Publisher, whether the whole or part of the material is concerned, specifi cally the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfi lms or in any other physical way, and transmission or information storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed. The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication does not imply, even in the absence of a specifi c statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use.

Car dependency, traffic congestion, long commutes, sprawl, and associated air and noise pollution characterise many contemporary cities. They are all challenges that are central to achieving the goal of environmentally sustainable cities ( Scott et al., 1997; Marcotullio and Lee, 2003; Black, 1997; Litman and Burwell, 2006). Planners, policy makers, and public agencies have advo- cated, and even incentivised, jobs–housing balance policies as one way to reduce travel demand, increase the efficiency of com- muting patterns, and improve overall quality of life ( Boarnet et al., 2011; Cervero, 1989, 1991 ). This is largely because research has shown that there is potential for commuting to be reduced if jobs and housing are carefully arranged to assist with minimisation of actual commuting patterns ( Murphy, 2012 ). Indeed, it has also been shown through simulation that an improved jobs–housing balance has the potential to provide for significant reductions in congestion and associated environmental emissions ( Scott et al., 1997). Unsurprisingly, different factors contribute to the ratio of a jobs–housing balance among different social groups and in differ- ent locales. In the United States (U.S.), for example, suburbanisa- tion of employment, housing segregation, inefficient public transportation services, and race may all (more or less) contribute to a jobs–housing balance or otherwise ( Bauder, 2000; Horner and Mefford, 2007; Preston and McLafferty, 1999 ).

英国新城寻幽探微文／朱洁图／龙瀛 19世纪初，伦敦是世界上最大的城市，有近100万人口。城市的密集既带来沉重的负担，又显现出不寻常的活力。 新城运动的理论源于霍华德的田园城市，新城的建设目的和卫星城一样，是为了解决大城市的问题，促进中小城市的发展。1899 年，霍华德和支持者成立“田园城市协会”（Garden City Association）。1903年及1919 年，分别在伦敦郊区试建第一座田园城市莱奇沃斯（Letchworth）和第二座田园城市韦林（Welwyn）。之后，田园城市理论在全球迅速传播，田园城市运动在世界各地轰轰烈烈开展起来。本文将介绍田园城市莱奇沃斯和英国一代新城哈罗新城及三代新城密尔顿·凯恩斯，为国内新城建设和发展提供参照。 田园城市莱奇沃斯 （Letchworth） 1898 年，英国人埃比尼泽·霍华德（Ebenezer Howard， 1850～1928）的专著《明日： 一条通往真正改革的和平之路》 （Tomorrow-A Peaceful Path to Real Reform） 出版，书中提出了著名的田园城市理论。田园城市理论是生态城市思想的起源，标志着现代城市规划的诞生。田园城市理论的精髓是城乡一体的大城市区域协调发展。 图1 霍华德的田园城市模型来源："Garden Cities of tomorrow", Ebenezer Howard, 1902 莱奇沃斯位于伦敦北部约35公里处，规划人口33000人，规划面积 15.5平方公里，其中5.3平方公里为城市建设用地，10.2平方公里为环城绿地与农业用地。 图2 莱奇沃斯区位图来源：en.wikipedia.org 130 北京规划建设视觉 VISION | 城市画刊居住区位于大北铁路以北上风向，初期主要由两片区域组成，紧挨铁路，交通较为便捷。开放空间平衡分布于市内各处，面积最大的一片区域叫诺顿绿地（Norton Common），这片绿地由大北路、维尔波力道（Willbury Way）、诺顿路（Norton Road）和爱客尼尔德道（Icknield Way）相交围合而成，为居民提供了广阔的娱乐和休闲空间。商业区和学校等服务设施位于居民区内或附近，体现了“邻里单位”思想的早期萌芽。规划还预留了许多建设用地以备城市日后发展之需。 莱奇沃斯的总体规划充分考虑了大北铁路自西向东伸展将城市几乎南北等分的现状，将城市中心广场布局在铁路沿线的西南侧，这里占据全城制高点。 以此为中心，采用放射状和网格状道路相结合并在外围套以环路的方法。这种设计很好地利用了莱奇沃斯原有路网系统，使连接南北的北方大道（North Road）和横贯东西的海琴－贝尔多客路（Hitchin &Baldock Road）发挥了其应有的作用。 图3 莱奇沃斯总体规划图来源：http://www.china-up.com 图4 莱奇沃斯的联排住宅居住区北京规划建设 131 城市画刊 | VISION 视觉视觉 | VISION 绝大多数住宅都有一个后花园，而且多数英国人会把后花园精心打理得像个小公园，环境营造令人印象深刻。 莱奇沃斯总体规划很好地贯彻了田园城市的思想精髓：以市中心广场为中心向四周呈放射状的道路及外围环路设计，构建了高效便捷的路网结构；仅1/3土地为城市建设用地，其余2/3均规划为环城绿地与农业用地，体现了城乡结合的特点；城市房屋以低密度朝阳为宜，工业区和住宅区有所区分并保持一定距离，住宅区内配置足够的开放空间等。

在后奥运分析、总体规划实施评价和建国 100周年远景预测等一系列背景和需求下， 开发了基于元胞自动机（CA）和多个体系统（MAS）的北京城市发展模型 （Beijing Urban Developing Model，BUDEM），现阶段完成了 BUDEM第一阶段的工作，即基于 CA进行北京城市空间增长模拟。文中对相关的国际国内研究进展进行概述，具体给出了 BUDEM所采用的数据，重点对模型的总体结构和技术细节进行了介绍。利用 Logistic回归方法获取了北京市域不同发展阶段的城市空间增长驱动力，在此基础上提出了北京 2049年的城市空间增长的多种情景。