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[ScienceDirect, via Biblio-SHS] Auteur : Adolf K.Y. Ng, James J. Wang Paru dans : Research in Transportation Economics, Volume 35, Issue 1, Pages 1-66 (May 2012) Editorial 1. Introduction Globalization has brought China ever close to the rest of the world not only through its trade and transport networks, but also many transport-related issues that seem to be in common among other countries, while simultaneously with special causes deep-rooted from its unique pathway of development especially in the past several decades. The major fundamental difference of China's development from other countries lies in its economy in general, while the transport sector, in particular, lies in the role of the government. Indeed, since the global financial crisis in 2008, advanced economies, such as the US and several EU countries, have intensified on how to redefine and strengthen the role of the state within respective economies. On the contrary, the Chinese situation is exactly the other way round: the debate is about how to reduce interferences from the very strong hands of the government towards a real regulated market. In this respect, the transport sector typifies this ongoing marketization process. On one extreme, the mode of highway transportation is fully marketized: private investors may construct toll expressways in almost any provinces, either as joint ventures partnering with state-owned firms or just as fully private developers. On the other side of the continuum, after more than three decades of 'reforms', railway infrastructures, as well as their operation, are still fully and tightly controlled by the Ministry of Railways (MOR) through its subsidiary's monopoly. In-between the highways and railways are air and maritime transportation, both of which being characterized by oligopolies with two to three state-owned listed companies taking up more than 80% of the market share. Given such situation, there is a clear interest for further understanding and re

Scientific development is an invaluable asset to a country. Policies and development modes should be carried out based on scientific findings not only in industry, but also in transportation infrastructure construction. Building an integrated transportation system, which is in line with the national requirements of China and supports sustainable socio-economic development, is a key strategic issue related to building a moderately prosperous society and achieving realistic goals of a medium-level developed country. Based on a systematic review of the advances in China's transportation infrastructure over the last 60 years, this paper explores the main drivers of transportation development, including national policy, transportation structure, investment efficiency, and technological innovation. Analysis shows that China's comprehensive transportation infrastructure construction since 1949 can be divided into five stages initiated by these drivers, which correspond to four transition modes: policy transition, structural transition, efficiency transition, and technology transition. The transition path of China's transportation development shows that the dominant factors have changed, and the interval for each transition has shortened. With the implementation of the '12th Five-Year Plan', China's transportation infrastructure construction is showing some new characteristics and facing a new development transition. Finally, this paper analyzes the trends in transportation development in China and concludes that technological innovation will be the main driving force to increase the transportation supply and service area in the future.

Thématiques 1 et 2 [ScienceDirect, via Biblio-SHS] Auteur : Chunyan Shan, Tetsuo Yai Paru dans : Habitat International, Volume 35, Issue 1, January 2011, Pages 158-166 Abstract The aim of this study is to provide an understanding of the legal requirements and implementation environment of public involvement (PI) in infrastructure planning processes at the national and local levels in China. China's transportation planning is examined to understand the infrastructure planning framework stipulated in the laws and regulations on city planning. The city planning ordinances of 27 provincial capitals and 4 municipalities directly under the Central Government are investigated and their requirements for PI are classified. Factors affecting PI requirements are considered including: geographic location, population and level of economic development among others. The authors discuss the effect of the social environment, geography, economic development level and legal requirements on PI implementation. Legislative and regulatory improvements concerning planning procedures and PI are suggested, with the advanced cities to be used as models. Research highlights ► The paper examines public involvement in Chinese infrastructure planning. ► Public involvement regulations are not uniform across the country but vary among cities. ► Larger, more economically advanced Eastern coastal cities have more detailed requirements than other cities.

[ScienceDirect, via Biblio-SHS] Auteur : James J. Wang, Chaohe Rong, Jiang Xu, Sui Wai Oscar Or Paru dans : Research in Transportation Economics, Volume 35, Issue 1, May 2012, Pages 26-33, Transport Development in China Abstract Transport networks are hierarchal in essence. In this paper, we explore the relationship between the financing structure and the hierarchal evolution of railway network development, using the case of China. Although privatization and corporatization in transport provision have been trends in some parts of the world, the national government is still the main body responsible for railway development in many countries. Among these countries, China and India are the only two that include the Ministry of Railways (MOR). In India, the entire country's railways are clearly defined as public services provided and managed by the MOR. In China, railways have been corporatized; yet, the MOR and the National Railway Corporation are still widely regarded as a single body that has monopolistic power over almost all railway systems at the national and regional levels in both infrastructure development and operation. We argue that when multi-level railway networks are evolved from a single-level (national) network due to market growth in countries such as China, where different levels of government are responsible for infrastructure planning and development, the state's monopolistic control of operation and its corresponding financing structure may not fit the operation of new multi-level networks. However, the suitable institutional set-up for the new networks may be delayed or never established for many reasons, some of which, as demonstrated in this paper, are place-specific and path-dependent. The case study of Chinese railway systems in comparison with the situations of other Asian countries (i.e. India and Japan) will shed some light on a better understanding of various financing models and development paths of multi-level transpo

Abstract The development objective of the Gansu Qingyang Urban Infrastructure Improvement Project for China is to assist Qingyang Municipality to improve selected urban infrastructure services including urban roads and urban environmental services. There are two components to the project. The first component is urban infrastructure improvements. This component includes the following subcomponents: 1) urban bypass. This sub-component includes (i) construction of bypass roads of the southern section of Xifeng's West Ring Road and the northern section of Xifeng's East Ring Road with installation of associated pipes; (ii) construction of three connection roads to the two bypass corridors of West Ring Road and East Ring Road; 2) integrated road corridor. This sub-component includes: (i) improvement of three selected main road corridors (Nan Bei Street, Anding Dong Xi Road, West Ring Road), including road pavement, traffic channelization, and lighting and greening, along with drainage and sewage system improvements; (ii) rehabilitation of three selected backstreets and small lanes for slow traffic (Nanyuan, Tianhe and Xifeng lanes); and (iii) carrying out, as part of the design of the integrated road corridor, the parking action plan, the public transport action plan, and the traffic safety, education and enforcement action plan; 3) drainage and sewage; and 4) wastewater treatment plant. The second component is institutional strengthening and capacity building. This component includes: provision of technical assistance for: (a) carrying out of a water resource study covering, among others, for water reuse, sub-basin water environment improvements and industrial wastewater discharge licenses in Xifeng District that supports the ongoing investments of wastewater management; (b) the improvement of the operation and maintenance capabilities of Qingyang Municipal Water Supply and Sewage Company (QWSSC) and Xifeng District's Public Utility and Transportation Bureaus in the p

A smart transport system is instrumental in accommodating the rising needs of the rapidly-growing urban population in the developing world, including China. A World Bank program tries to help city planners and managers adopt a comprehensive and integrated approach to urban transport issues. The program delivered its first workshop in China and plans to expand it with local partners.

Xi'an Jiaotong-Liverpool University, Suzhou, Jiangsu, China 18th to 19th October 2012 The conference will comprise the academic strand - as part of the international 'Masterplanning The Future' conference. About the Academic Conference Strand: One hundred years have passed since Le Corbusier's Voyage to the Orient. Although he didn't venture into the Far East, his influence - and that of Modernism - is recognizable across the world. This conference will explore Modernism's significance in architecture and urbanism from Europe to India and the Far East. It will explore its lasting, or its fading, influences on China; and China's influence on it. But is also looks at Modernism from the Americas to Africa to Asia; we want to get as many stories of the changing face - and the new face - of "the modern" as possible. Architecture, and indeed the world, has changed massively over the last century, so this conference will explore what contemporary ideas can be drawn from different historical periods and different social circumstances. With the rapidly urbanizing conditions of India and China, what can Modernism tell us about the global urban condition? Indeed, is there such a thing? How has Modernism fared? How are architectural ideas portrayed today and what are the connections with the past? This conference is an international forum within China, bringing together researchers and experts from across the world. In this way, the exchange of ideas and experiences will stimulate a better understanding of modern and vernacular architecture, contemporary and traditional urbanism; and regionalist and universalist design ideals. Themes: Papers are welcomed to address a range of topics, which include (but are not exclusive to) the following: Modernism from the West to the East and across the world.; Modernism and the role of manifestos; Chandigarh: then and now; Metabolism; Asian development; Em

Zacharias, John (2012) Resisting motorization in Guangzhou. Habitat International, 36 (1). pp. 93-100. Private motorization has accompanied unprecedented urbanization in China, as a matter of public policy. Planning at the provincial and city levels has supported the rapid build-up of the private car fleet in major cities through the development of regional and urban highway networks, higher capacity local streets and much higher standards for car parking in new developments. By contrast, urban planning until 1994 concentrated on the building of community and the support for a non-motorized lifestyle. Guangzhou experienced particularly rapid city-building during this period because it was at the centre of the market reforms launched in 1978. The communities that were built form a broad ring around the historic core of the city, constituting one of the most significant obstacles to government ambitions to maintain the recent growth rates in car ownership. Guangyuan and Jiangnanxi are examples of such middle-class, home-owning communities where daily life remains almost exclusively non-motorized. Self-organized groups in the community are increasingly vocal and active in their demands to enhance local environmental quality and restrict local motorization. Local municipal authorities, although increasingly active and autonomous, try to strike a balance between government objectives and local demands. The application of motorization illustrates the growing gap between high-level policy and grassroots urban planning in Guangzhou.

Abstract In 2011, China announced that it has reached an urbanisation rate of 50%. If we take rapid urbanisation as a given and that it is already well underway, it is still widely unclear what research needs to be conducted and policy changes made to support municipalities of fast transforming cities and to avoid repeating the development mistakes that have occurred in industrialised nations, i.e. driving urban growth with high consumption patterns without fully considering the environmental and social needs and occupants' behaviour and aspirations. The scale and pace of change requires a solid systems approach of urban development. The purpose of this paper is to explore the rapid urbanisation of Chinese cities with a focus on the plans for a new, on-going urban sub-centre in the north-west of Shanghai: Zhenru urban sub-centre. Information-rich urbanisation is a defining feature of the 21st century, reshaping cities and communities in China and in developing countries around the world. The paper compares two cases of urban development patterns for new sub-centres for polycentric city structures: it relates to new urban sub-centres in Berlin (Germany) and Shanghai (China), and the relationship of these sub-centres to 'Network City' theory. Network theory is useful in this context as the 'network' metaphor and concepts of decentralisation seem to have replaced the 'machine' metaphor which was based on efficiency based on the availability of cheap fossil fuels. The question to be addressed is how Chinese cities can be better steered towards more sustainable models of development. As cities aim to move towards more resilient urban ecosystems and polycentric systems, the case of Potsdamer Platz Berlin, compared to Zhenru sub-centre in Shanghai, is discussed. Both are transport-oriented developments promoting mixed-use density and less car-dependency. According to documentation of the Shanghai municipality, Zhenru urban centre, which is currently

[ScienceDirect, via Biblio-SHS] Auteur : Steffen Lehmann Paru dans : Habitat International, Available online 4 January 2012 Abstract The purpose of this paper is to explore the rapid urbanization of Chinese cities with a focus on the plans for a new, ongoing urban sub-centre in the north-west of Shanghai: Zhenru Urban Sub-Centre. Information-rich urbanization is a defining feature of the 21st century, reshaping cities and communities in China and in developing countries around the world. The scale and pace of change requires a solid systems approach of urban development. In 2011, China announced that it has reached an urbanization rate of 50%. If we take rapid urbanization as a given and that it is already well underway, it is still widely unclear what research needs to be conducted and policy changes made to support municipalities of fast transforming cities and to avoid repeating the development mistakes that have occurred in industrialized nations, i.e. driving urban growth with high consumption patterns without fully considering the environmental and social needs and occupants' behaviour and aspirations. This paper compares two cases of urban development patterns for new sub-centres for polycentric city structures: It relates to new urban sub-centres in Berlin (Germany) and Shanghai (China), and the relationship of these sub-centres to 'Network City' theory. Network theory is useful in this context as the 'network' metaphor and concepts of decentralization seem to have replaced the 'machine' metaphor which was based on efficiency based on the availability of cheap fossil fuels. As cities aim to move towards more resilient urban ecosystems and polycentric systems, the case of Potsdamer Platz Berlin, compared to Zhenru Sub-Centre in Shanghai, is discussed. Both are transport-oriented developments promoting mixed-use density and less car-dependency. According to documentation of the Shanghai municipality, Zhenru urban centre, which is cur

[ScienceDirect, via Biblio-SHS] Auteur : Steffen Lehmann Paru dans : Sustainable Cities and Society, Volume 3, July 2012, Pages 1-12 Abstract In 2011, China announced that it has reached an urbanisation rate of 50%. If we take rapid urbanisation as a given and that it is already well underway, it is still widely unclear what research needs to be conducted and policy changes made to support municipalities of fast transforming cities and to avoid repeating the development mistakes that have occurred in industrialised nations, i.e. driving urban growth with high consumption patterns without fully considering the environmental and social needs and occupants' behaviour and aspirations. The scale and pace of change requires a solid systems approach of urban development. The purpose of this paper is to explore the rapid urbanisation of Chinese cities with a focus on the plans for a new, on-going urban sub-centre in the north-west of Shanghai: Zhenru urban sub-centre. Information-rich urbanisation is a defining feature of the 21st century, reshaping cities and communities in China and in developing countries around the world. The paper compares two cases of urban development patterns for new sub-centres for polycentric city structures: it relates to new urban sub-centres in Berlin (Germany) and Shanghai (China), and the relationship of these sub-centres to 'Network City' theory. Network theory is useful in this context as the 'network' metaphor and concepts of decentralisation seem to have replaced the 'machine' metaphor which was based on efficiency based on the availability of cheap fossil fuels. The question to be addressed is how Chinese cities can be better steered towards more sustainable models of development. As cities aim to move towards more resilient urban ecosystems and polycentric systems, the case of Potsdamer Platz Berlin, compared to Zhenru sub-centre in Shanghai, is discussed. Both are transport-oriented developments promoti

In common with other major economic centres in China, Shanghai's energy consumption has been increasing rapidly to support the high growth rate of its economy. To achieve rational, efficient and clean use of energy, together with improved environmental quality within the city, the Shanghai municipal government has decided to expand the supply and utilization of natural gas. Shanghai plans to increase the share of natural gas in its primary energy mix to 7 per cent by 2010, up from 3 per cent in 2005. This increase in natural gas demand has to be matched with a corresponding increase in supply. To date, the Shanghai region has relied on offshore extracted natural gas but this supply is limited due to the size of the reserves. Since 2005, the West-East pipeline has provided an alternative for Shanghai but demands from other regions could reduce the potential for expanding supplies from that source. Since domestic production will not be sufficient to meet demand in the near future, Shanghai is building a liquefied natural gas (LNG) regasification terminal at the Yangshan deep-water port that would allow an additional supply of more than 3 billion cubic meters per year of natural gas. Malaysia has already committed to supply LNG to the Shanghai terminal at a price that is significantly higher than the wholesale "city-gate" price for natural gas transported via pipeline, but still lower than the gas price to end-use consumers. The presence of both an LNG terminal and a transmission pipeline that connects Shanghai to domestic gas-producing regions will create gas-on-gas competition. This study assesses the benefits of introducing such competition to one of China's most advanced cities under various scenarios for demand growth. In this paper, the impact of imported LNG on market concentration in Shanghai's gas market will be analysed using the Herfindahl-Hirschmann index (HHI) and the residual supply index (RSI). Our results show that Shanghai remains a supply-constrained

Thématique n° 2 [ScienceDirect, via Biblio-SHS] Auteur : Lynn Price, Nan Zhou, David Fridleya, Stephanie Ohshitaa, Hongyou Lua,Nina Zhenga, Cecilia Fino-Chen Paru dans : Habitat International, Available online 28 January 2012 Abstract In 2009, China committed to reducing its carbon dioxide intensity (CO2/unit of gross domestic product, GDP) by 40-45% by 2020 from a s2005 baseline and in March 2011, China's 12th Five-Year Plan established a carbon intensity reduction goal of 17% between 2011 and 2015. The National Development and Reform Commission (NDRC) of China then established a Low Carbon City policy and announced the selection of 5 provinces and 8 cities to pilot the low carbon development work. How to determine if a city or province is "low carbon" has not been defined by the Chinese government. Macro-level indicators of low carbon development, such as energy use or CO2 emissions per unit of GDP or per capita may be too aggregated to be meaningful measurements of whether a city or province is truly "low carbon". Instead, indicators based on energy end-use sectors (industry, residential, commercial, transport, electric power) offer a better approach for defining "low carbon" and for taking action to reduce energy-related carbon emissions. This report presents and tests a methodology for the development of a low carbon indicator system at the provincial and city level, providing initial results for an end-use low carbon indicator system, based on data available at the provincial and municipal levels. The report begins with a discussion of macro-level indicators that are typically used for inter-city, regional, or inter-country comparisons. It then turns to a discussion of the methodology used to develop a more robust low carbon indicator for China. The report presents the results of this indicator with examples for 6 selected provinces and cities in China (Beijing, Shanghai, Shanxi, Shandong, Guangdong, and Hubei). The repor