Search

Rural China is experiencing rapid socioeconomic transformations, including suburbanisation and rural gentrification. In this paper, we argue that to understand these processes, we have to take into account the changes in rural land rights. Based on an analysis of a pilot case for China's rural collective commercial construction land (RCCCL) reform policy at the edge of Chengdu City, we demonstrate how state-led rural land reform paves the way for stealthy land dispossession and rural gentrification. Our argument in this paper is threefold. First, given the entrenched collective land use rights of rural villagers in China, state-led land commodification, is a necessary condition for rural gentrification in China. Secondly, the prospect of capital accumulation through rural gentrification motivates entrepreneurial public and private actors to promote such reforms in ways that dispossess rural peasants and peasant collectives of their land (use) rights. Thirdly, the particularities of dispossession through state-led land reform result in particular experiences of displacement and displacement pressure on the side of affected rural communities. Our findings contribute to the decentring of rural gentrification theory, in that they underline the necessity to include the particular histories of land commodification and dispossession in our understanding of rural gentrification in contexts where rural land is partly or wholly shielded from market influences. In the case of China, dynamics of rural gentrification are blurring the rural-urban boundary on three dimensions: political economy (land use governance), material infrastructure (landscape and residential architecture), and socio-cultural practices (rural livelihoods and identity). • Rural land regimes structure peri-urban development in China. • Land commodification is a precondition for rural gentrification in China. • Original villagers are dispossessed and displaced. • Rural gentrification blurs the rural-urban boundary in terms of land use (rights), landscape and social relations. [ABSTRACT FROM AUTHOR]

The paper contributes to the literature on rural gentrification by incorporating empirical evidence from amenity-poor rural areas in the developing world. While current literature on rural gentrification has largely focused on the gentrification process in amenity-rich rural areas, the present study examines rural gentrification process in a historically polluted county in Chengdu, Sichuan Province, China. The gentrification process features a holistic transformation of farmland into an artificial landscape, thereby segregating gentrifiers from both polluted rural space and unwelcoming urban space. The paper attributes the rise of holistic gentrification to state-initiated farmland concentration, and to the gentrifier developers' practices of redefining rurality as immersive resort experiences. The paper concludes that the holistic gentrification was conducive to job losses in both the recreation and agricultural sectors, consequently reducing peasant households to a state of passivity and dependency, while collective actions against gentrifier developers were ineffective owing to highly skewed power dynamics. • Holistic gentrification transforms large-scale farmland into scenic rural resorts in amenity-poor rural areas in China. • Holistic gentrification is caused by national peasant relocation programs. • Gentrifier developers redefine rurality as immersive resort experience. • Holistic gentrification is conducive to local job losses in recreation and agricultural sectors. [ABSTRACT FROM AUTHOR]

• Rural restructuring in China is theorized as a transition towards productivism. • China now has a productivist agricultural regime. • Uses Halfacree's three-fold model of rural space to analyse productivist space. • Residential restructuring produces spaces of productivism in new rural settlements. • Productivist residential space strengthens productivist agriculture. This paper theorizes the rural restructuring in China today as a transition towards productivism – characterized by both a productivist agricultural regime and productivist rural spaces. The rise of the productivist agricultural regime has spearheaded this transition for two decades; now the residential restructuring programs implemented under various policy schemes are also producing spaces of productivism in the new concentrated settlements. This paper, employing Halfacree's three-fold conceptual model of rural space and using the empirical case of residential restructuring in Chengdu, offers the first full analysis of the rise of productivism in all three facets of rural space. It demonstrates both how formal representations and planning practices are building spaces of productivism in a multi-scalar process and how this new spatiality is contested and modified by residents in their everyday lives, creating tensions and contradictions in the emerging productivist rural spatial regime. A key insight from this study is that the productivist transformation of residential space is constitutive of the broader transition to productivism and crucial to the rise of productivist agriculture. [ABSTRACT FROM AUTHOR]

New transportation corridor development aims to provide more convenient transportation conditions for port deep hinterland areas and to enhance the two-way opening of land and sea through the utilization of various transport modes, such as railroad, highway, and water transportation. In this paper, the microcontainer transport service and route selection problem is introduced within a new transportation corridor context, and a decision-making tool is provided for shippers to develop door-to-door service plans. A multiobjective 0–1 planning model is constructed with the objective of minimizing the total transportation cost, transportation time, and carbon emissions. The loading and unloading time windows of railroad and waterway transportation, as well as the time window of consignee receipt, are considered in model construction to obtain the nondominated Pareto optimal front. The validity of both the model and algorithm is demonstrated in this paper by using the Chongqing-Hamburg and Chengdu-Hamburg routes, following the development of the New Western Land and Sea Corridor (NWLSC), as examples. The example results show that the NWLSC is appealing for time-sensitive cargoes, and its economic benefits can be enhanced if relevant policies such as railroad freight reductions are supported. The findings in this paper can provide decision support for western provinces in the implementation of targeted policies to regulate and optimize the regional transportation structure, which can further promote the opening up of western Chinese provinces as well as the integrated and coordinated development of coastal and inland regions, providing practical value for reducing carbon emissions. [ABSTRACT FROM AUTHOR]

At present, it is the most important period to achieve the dual carbon goal and China 's economic transformation. The Chengdu-Chongqing twin-city economic circle plan is an important national policy proposed to promote the high-quality economic development of western China. However, due to the influence of geographical location, the frequent natural disasters in the economic circle of Chengdu and Chongqing have become a problem that cannot be ignored in the process of economic development. Many studies have discussed the relationship between natural hazards and economic development or between resource utilization and economic development in megacities, but little attention has been paid to the relationship between the three in intra-city development. This paper takes three cities in Chengdu-Chongqing Economic Circle as examples. The environment-resource-economy related evaluation factors are selected from various aspects such as hazard, vulnerability, susceptibility and disaster prevention and mitigation capacity. And establish a suitable evaluation system for disaster risk assessment. At the same time, our study demonstrates the uniqueness of the study by taking different disasters in different regions as entry points. The results of the study show that, although the natural hazards that often occur in cities are not the same, there is a strong repetition of the characteristics that characterize the disaster (extreme) high risk areas. The occurrence of natural disasters has a significant impact on infrastructure, human safety and economic development and recovery in areas of high human activity. Moreover, the progress of energy conservation and emission reduction varies greatly among cities due to factors such as geographic location and natural resources, and there are still cases of uneven development, lagging industrial innovation and high dependence on energy for economic development. These results can help mega-city clusters to provide opinions on economic development, energy saving and emission reduction, disaster prevention and control, and other aspects. Provide reference for the government to rationally plan the economic and industrial layout in the future. Remind the relevant departments in high-risk areas that they should enrich emergency response measures and strengthen hazard screening. Improve disaster prevention and control capacity to reduce losses and promote the coordinated development of environment-resources-economy. This is of great significance and practical value for better understanding of the environment, utilizing natural resources, avoiding and mitigating losses from natural disasters, and realizing the dual-carbon goal. • Analysis and research from different impact factors, evaluation of different types of disasters in different cities. • The high-risk areas of disasters in each city have the same characteristics. • The occurrence of natural disasters will inevitably have a great impact on economic development and recovery. • Small cities have limited resources and focus on the development of pillar industries, affecting planning and policies. • Cities still suffer from uneven development and lagging industrial innovation. [ABSTRACT FROM AUTHOR]

the construction of high-speed railway improves the accessibility of cities along the route and plays a certain role in promoting the economic development of cities. The construction of Chengdu-Chongqing high-speed railway improves the timeliness and accessibility of Chengdu to Chongqing, and plays a certain role in promoting the development of cities along the Neijiang River.This paper mainly analyzes the influence of Chengdu-Chongqing high-speed railway on the economic development of Neijiang city after its completion, and puts forward some targeted suggestions for the development of Neijiang. [ABSTRACT FROM AUTHOR]

This paper aimed to investigate the prevalence of diabetes mellitus (DM) and explore the associated risk factors in a very elderly southwest Chinese population. From September 2015 to June 2016, a cross-sectional survey was conducted to obtain a representative sample of 1,326 participants over 80 years old living in Chengdu. The presence of DM was based on fasting plasma glucose (FPG) and 2-h plasma glucose (2-hPG) levels during an oral glucose tolerance test (OGTT). A logistic regression model was used to calculate the odds ratios (OR s) and 95% confidence intervals (CI s) of the potential associated factors. The participants' mean age was 83.5 ± 3.1 years. The overall prevalence of DM was 27.4%. The prevalence was higher in males (30.2%) than females (24.7%) (P = 0.02). The prevalence of DM increased with body mass index (BMI) and decreased with aging. The multivariate analysis suggested that male sex (OR = 1.433; 95% CI , 1.116–1.843), hypertension (OR = 1.439; 95% CI , 1.079–1.936), overweight or obesity (OR = 1.371; 95% CI , 1.023–1.834), high heart rate (≥ 75 beats/min; OR = 1.362; 95% CI , 1.063–1.746), and abdominal obesity (OR = 1.615; 95% CI , 1.216–2.149) were all significantly positively correlated with DM. However, age was negatively correlated with DM (OR = 0.952; 95% CI , 0.916–0.989). The prevalence of DM and newly diagnosed DM in a very elderly southwest Chinese population was high. OGTT screening should be performed regularly in people aged ≥ 80 years to ensure timely diagnosis of DM. [ABSTRACT FROM AUTHOR]

Many countries and regions have adopted various incentive land policies to promote industrial agglomeration, but the effect of these policies is limited. This paper extends the new economic geography model, introduces the guiding role of land policy on industrial agglomeration, and explores the rules of land supply affecting industrial agglomeration based on the four cases of Chengdu, Beijing, Shandong, and Shenzhen in China. The study shows that (1) A stable equilibrium for the manufacturing industry agglomeration may still be formed for enterprises not highly dependent on land without incentive land policies. (2) For enterprises with moderate dependence on the land, elastic adjustment of the land supply according to the land demand has a positive effect on the stable equilibrium of industrial agglomeration. (3) For enterprises highly dependent on land, the effect of incentive land supply policies to promote industrial agglomeration may not be significant. (4) Small-scale agricultural land expropriation can, to a certain extent, promote the agglomeration of manufacturing industries. However, suppose the cost of manufacturing land reduced by agricultural land expropriation cannot compensate for the increase in the cost of agricultural products due to the reduction of agricultural land. In that case, the market crowding effect that promotes the dispersion of enterprises still exists. Therefore, the government should fully examine the degree of dependence on the land of various enterprises and formulate targeted land policies, measure the scope of land expropriation that does not disturb the agricultural market, stabilize the cost of agricultural products required by the manufacturing industry, and realize the stable agglomeration for the manufacturing industry from a comprehensive perspective with agriculture incorporated. • I introduced land policy into NEG model and analyzed the impact of land supply on industrial agglomeration. • Exploring spatial forms of industrial development beyond the classic equilibrium. • The degree of dependence on land determines which land policies are more effective for industrial agglomeration. • Large-scale agricultural land expropriation cannot promote the formation of a stable industrial agglomeration. [ABSTRACT FROM AUTHOR]

The urban green space is an important inducer of pollen allergy. In recent years, the incidence of pollen allergy in China has increased from 5 % to 17.8 %, and it still rapidly increases. However, only few assessment methods of pollen allergy risk have been developed and applied in the urban green spaces. The feasibility and the accuracies of the assessment results of these methods has been unknown. Therefore, in this paper, the two best-known methods, total pollen concentration monitoring method and urban green zone allergenicity index (I UGZA) method, were both used to assess the pollen allergy risk of the same urban park (the People's Park of Chengdu City, China). The impact factors and prediction consistency of both models were compared. The results showed that the proportion of medium and highly allergenic tree species reached up to 75.93 % in People's Park. The total I UGZA value of this park was 0.69. A total of 36,171 pollen grains were collected here. The average pollen concentration of this park was 125.88 grains/cm2 per day. Both methods showed that the pollen allergy risk of the People's Park was the highest in spring. Correlation analysis showed that no vegetation characteristics of this park were correlated with I UGZA values and total pollen concentration. However, pollen concentration was extremely significantly correlated with air temperature and solar radiation in autumn and winter. Kendall's concordance coefficient identified a super high consistency between total pollen concentration and I UGZA values in this park. This result means that both methods for assessing the risk of pollen allergy are effective. Based on the total pollen concentration, a polynomial formula was established for succinctly calculating the I UGZA. A three-step greening strategy is proposed to minimize the volume of allergen production and increase the well-being of users of urban parks in Chengdu City. [ABSTRACT FROM AUTHOR]

• From the "Production-Living-Ecological" perspective, the Tapio decoupling model is used to measure decoupling relationship between EG and WC. • The causal chain of EG and WC is decomposed to explore internal causes. • The decoupling performance in Chongqing and Chengdu has been improving for the period of 2003 - 2019. • Population growth has a greater impact on the decoupling index of EG and WC. • Policy suggestions to achieve sustainable urban economic development and water consumption are recommended. Decoupling economic growth (EG) from water consumption (WC) is essential for the development of sustainable urban areas. To study the relationship between EG and WC of Cheng-Yu Dual-City Economic Circle from a "production-living-ecological" perspective, this paper measures the decoupling relationship between WC and GDP of Chongqing and Chengdu from 2003 to 2019 based on the Tapio decoupling model. By introducing population and industrial growth, the causal-chain decomposition model is then used to decompose the decoupling index into three factors. We found that the relationship between EG and WC in Chongqing and Chengdu decoupled weakly and strongly, which means that there is a trend of healthy and sustainable development. The decoupling relationship of production water is similar to that of the total water consumption, while the production water and the ecological water use are quite different from the total water consumption. For its driving influencing factors, population growth has a greater impact on the decoupling index of EG and WC. Drawing on the above findings of present paper, corresponding development suggestions are proposed to facilitate the health and sustainable development of the Cheng-Yu Dual-City Economic Circle. [ABSTRACT FROM AUTHOR]

• People living near metro stops do not always perceive easy access to metro services. • People with access to metro stations within 800m have high space-time flexibility. • High perceived metro accessibility positively impacts space-time flexibility. • The importance of metro accessibility is highlighted from the perspective of time geography. • Increasing the density of metro stations may be an effective planning strategy. Space-time flexibility is defined as the extent to which individuals can participate in activities at different locations and different times. High space-time flexibility of travel enables people more freedom to choose when and where to make trips and assists in achieving both environmental and social sustainability. Applying a quasi-experimental approach – propensity score matching – to data obtained from 624 interviews in Chengdu (China), this paper aims to examine the effects of metro accessibility on space-time flexibility of shopping travel for non-daily goods. The results show that people residing around metro stations (i.e., high calculated accessibility) have a higher level of space-time flexibility of shopping travel than those living elsewhere. Meanwhile, people who perceive easy access to metro services (i.e., high perceived accessibility) are also likely to have a higher level of space-time flexibility. The findings highlight the importance of metro accessibility from the perspective of time geography. In practice, improving calculated and perceived accessibility to metro services may be an effective urban planning strategy to increase residents' space-time flexibility of shopping travel and inform policy recommendations for the design of sustainable cities. [ABSTRACT FROM AUTHOR]

• Villagers exhibit endowment effects of varying intensity through withdrawal from rural homesteads (WRH). • As the degree of villagers' non-agricultural activities increase the endowment effect is more intense. • Emotional attachment to rural homesteads, property right status, and substitutability of rural homesteads affect villagers' endowment effects. • The endowment effect accompanying WRH should become an important factor for WRH policymakers. The withdrawal from rural homesteads (WRH) refers to a mechanism to encourage villagers to withdraw from their vacant homesteads or give up their occupied homesteads (including the houses built on them) voluntarily and move into high-rise buildings with compensation. WRH aims to address inefficient utilization of rural land in China. However, the endowment effect, a behavioral tendency for villagers to value rural homesteads more highly when they own them relative to when they do not, may affect the process of implementing WRH policy. Based on survey data from 878 villagers in Chengdu, Sichuan Province, this paper estimates endowment effects for different types of villagers whose rights to their rural homesteads could be withdrawn. It then makes an empirical analysis on the differences and influencing factors of villagers' endowment effects related to WRH via a binary logistic model querying emotional attachment , property right status , and substitutability of rural homesteads. The results show 70.62 % of sampled villagers exhibit an intensive endowment effect after WRH. Meanwhile, as non-agricultural economic activities increase, villagers' endowment effects intensify. In terms of influencing factors, emotional attachment and cognition of inheritance rights strengthen the degree of pain experienced by villagers when they withdraw from their rural homesteads, thereby enhancing endowment effects. Property certificates and cognition of disposal rights negatively affect villagers' endowment effects. From the perspective of villagers' differentiation, cognition of mortgage rights intensifies the feelings of security within rural homesteads for full-time agricultural households, thereby intensifying endowment effects. Substitutability of villagers' livelihood positively affects endowment effects in full-time agricultural households and negatively affects endowment effects in non-agricultural households. This paper concludes by discussing the land use policy implications of these findings. [ABSTRACT FROM AUTHOR]

• A triangular model for government, social and other capital in China's rural revitalization. • An evaluation framework for land transfer and community building decision making. • Three types of rural restructuring: government-led, farmer self-organising, returned entrepreneur-oriented. In the context of urbanisation and decline of its countryside in the 21st century, the Chinese government has initiated a campaign namely "building a socialist new countryside" in 2006 which is now renamed as "rural revitalisation". Bringing together social capital, government intervention and other capital, we argue that rural revitalisation can be viewed as a process of the interaction between land transfer and community building leading to multiple gains of all stakeholders. Given the predomination of top-down government intervention and external capital investment in its campaign, this paper sheds new light on social capital in terms of not only mobilising community members' participation, but also reaching a balance with interests of government and other stakeholders. The importance of social capital can be illustrated from critical evaluation on governmental pilot projects in the suburban zone of Chengdu, a model municipal in China in urban-rural integration. In particular, this paper aims to address the following questions: How does social capital engage and contribute to rural restructuring for sustainable rural livelihoods? What role can social capital play in the decision making of land transfer and community building? This paper contributes to rural revitalisation and land use debates in three aspects. Firstly, we post a triangular model by bringing together government intervention, social and other capital to emphasize the interwoven nature of the relationship between land transfer and community building for better understanding of the intrinsic dynamics within the communities and their interests interfaced with external stakeholders. Secondly, with respect to the impact of land transfer on sustainable livelihoods, we propose an evaluation framework to account and compare the roles of social capital against government intervention and other conditions in land transfer decision making. Thirdly, applying the above framework to sample villages, we identify three types of rural restructuring: government-led, farmer self-organising, and returned entrepreneur-oriented. Policy implications and further research direction are discussed. [ABSTRACT FROM AUTHOR]

An increasing number of infrastructure mega-projects (IMPs) have been built worldwide over the past decades, that comprehensively assess the performance of operation and maintenance (O&M) are rare. This paper attempts to identify indicators to assess the O&M performance, literature review, document analysis, and Delphi method are used to determine 23 indicators, and an evaluation model combining entropy weight and improved D-S evidence theory was proposed. The indicator system and evaluation model can be validated by taking the Chengdu-Chongqing high-speed railway as an example. The results revealed the comprehensive O&M performance of project is good, the evaluation grades of social relations, economic benefits and operational capability are all good, while the environmental benefits is fair. It is importance to reduce the negative impact on the surrounding environment, improve the utilization rate and enhance the sustainable development of the IMP. Furthermore, the improvement strategies of O&M performance were formulated. [ABSTRACT FROM AUTHOR]

This paper explores the impact of UASS on carbon emissions. Population and economic factor are taken into the measurement of UASS. GTWR model is to analyze the spatial and temporal differences. BTH, YRD, CP and MRYR show the characteristics of multi-center structure in 2019. PGDP and EI have positive impacts on carbon emissions in all urban agglomerations. To highlight the impact mechanism of spatial structure on carbon emission, this study calculates the spatial structure index of six urban agglomerations in China from the perspective of population and economy by using the rank-size rule. The Geographically and Temporally Weighted Regression (GTWR) model is used to analyze the spatial and temporal differences of the impact of spatial structure on carbon emissions in different urban agglomerations. The research results reveal that the carbon emissions of Yangtze River Delta (YRD), Beijing-Tianjin-Hebei (BTH) and Central Plains (CP) are much higher than that of the other three urban agglomerations. Chengdu-Chongqing (CY) and Pearl River Delta (PRD) show the characteristics of single-center structure, while the other four urban agglomerations show the characteristics of multi-center structure in 2019. The impact of spatial structures on carbon emissions of Yangtze River Delta and Pearl River Delta have experienced the process from positive impact to negative impact. The findings show that the multi-center structure of some urban agglomerations does not achieve the effect of carbon emission reduction to a certain extent, but promotes carbon emission. Therefore, it is not advisable to set the spatial structure of urban agglomeration as a unified model. The government should optimize the spatial structure of urban agglomerations according to the time evolution and internal characteristics of urban agglomerations. [ABSTRACT FROM AUTHOR]

Abstract: The defects of traditional GM(1,1) model for forecasting logistics volume are analyzed in the paper. A new residual GM(1,1) model is proposed, which uses Markov state transition matrix to judge the sign of the residual predictive value. The new model could improve forecast accuracy. The model is used in forecasting the logistics volume of Xindu city in Chengdu, Sichuan province, PR. China. The prediction results proved that the model is reliable and with high forecast accuracy. [Copyright &y& Elsevier]

• The effect of restricted lockdown due to the COVID-19 pandemic on air quality in 21 cities was estimated. • Air quality parameters were analyzed before, during, and after the COVID‐19 lockdown period. • PM2.5 and NO2 concentrations have shown a considerable decline with substantial differences among cities and lockdown phases. • Frequency distribution revealed fewer extreme PM2.5 and NO2 values during the lockdown in all cities. Implemented quarantine due to the ongoing novel coronavirus (agent of COVID-19) has an immense impact on human mobility and economic activities as well as on air quality. Since then, and due to the drastic reduction in pollution levels in cities across the world, a large discussion has been magnetized regarding if the lockdown is an adequate alternative counter-measure for enhancing air quality. This paper aimed at studying the Air Quality Index (AQI), PM2.5, and tropospheric NO2 levels in three lockdown phases (before, during, and after) among 21 cities around the world. Simple before/after comparison approach was carried out to capture the declining trend in air pollution levels caused by the lockdown restrictions. The results showed that the frequency distribution for NO2 is more variable than that for PM2.5, and the distribution is flatter from 2020 to the baseline 2018-2019 period. Besides, AQI, in most of the cities, has varied from high to mild pollution during the lockdown and was moderate before. Although during the lockdown, a reduction of 3 to 58% of daily NO2 concentrations was observed across the cities, an increase was detected in three cities including Abidjan (1%), Conakry (3%), and Chengdu (10%). Despite this mixed trend, the NO2 time series clearly showed the effect of the unlocking phase where the NO2 levels increased in almost all cities. Similarly, PM2.5 concentrations have increased in the post-lockdown period, with 50% of the cities reporting significant positive differences between the lock and the unlock phase. Then, the levels of PM2.5 were higher at the pre-lockdown phase than at any other time exhibiting a "U" shape. In addition, during Ramadan, it was noted that altered patterns of daily activities in some Islamic cities have a significant negative impact on air quality. [Display omitted] [ABSTRACT FROM AUTHOR]

• Combining the ridesourcing trip records and POIs data to reveal users' trip purposes. • A data-driven method is used to identify hidden trip patterns without any assumption. • Understanding users' travel behaviors helps dynamically optimize vehicle resources. • Results also provide evidence for promoting sustainable mobility and sharing economy. Ridesourcing service has been playing an increasingly important role in urban travel, which it can be regard as a promising path towards urban sustainability because of its nature of "sharing". This paper investigated the travel behavior of ridesourcing users, by considering pick-up and drop-off locations fusing Didi ridesourcing data and online Point of Interest (POI) data based on the Latent Dirichlet Allocation (LDA) model. A case study was conducted in Chengdu, an Asian city. Firstly, the study area was tessellated with hexagons and then clustered into five hexagon types based on POI data. Then researchers analyzed information on spatial distribution of POI data in five hexagon types and temporal distribution of boarding and alighting ridership for five hexagon types. The validation results indicated that the expression "Nine to Ten" represents the mode of life for people in Chengdu. Ridesourcing is not yet being used as a commuter tool for most people. LDA model results also verified that many people work overtime in the evenings and especially on Saturday, even though Chengdu is often thought of as a "slow city". The study will be useful for practitioners and government to implement effective policies about multi-modal transportation. [ABSTRACT FROM AUTHOR]

Ridesourcing services play a crucial role in metropolitan transportation systems and aggravate urban traffic congestion and air pollution. Ridesplitting is one possible way to reduce these adverse effects and improve the transport efficiency, especially during rush hours. This paper aims to explore the potential of ridesplitting during peak hours using empirical ridesourcing data provided by DiDi Chuxing, which contains complete datasets of ridesourcing orders in the city of Chengdu, China. A ridesplitting trip identification algorithm based on a shareability network is developed to quantify the potential of ridesplitting. Then, we evaluate the gap between the potential and actual scales of ridesplitting. The results show that the percentage of potential cost savings can reach 18.47% with an average delay of 4.76 min, whereas the actual percentage is 1.22% with an average delay of 9.86 min. The percentage of shared trips can be increased from 7.85% to 90.69%, and the percentage of time savings can reach 25.75% from 2.38%. This is the first investigation of the gap between the actual scale and the potential of ridesplitting on a city scale. The proposed ridesplitting algorithm can not only bring benefits on a city level but also take passenger delays into consideration. The quantitative benefits could encourage transportation management agencies and transportation network companies to develop sensible policies to improve the existing ridesplitting services. • The percentage of cost savings can be increased from 1.22% to 18.47%. • The percentage of shared trips can be increased from 7.85% to 90.69%. • The percentage of time savings can reach 25.75% from 2.38%. • The average delay can be reduced from 9.86 min to 4.76 min. • Passengers wait for less time on average. [ABSTRACT FROM AUTHOR]

• K-means is applied to tackle ET's dynamic and dispersed distribution. • Barycentric method is applied for ETCS location. • The two-stage location model proves practical in case study of Chengdu, China. Electric taxi (ET), with zero exhaust emission, plays a vital role in low-carbon sustainable development of urban public traffic to reduce fossil fuel consumption and air pollution. As the key part of ET development, charging station (CS) directly impacts ET's widespread application by figuring out the charging difficulty of ET. Therefore, to tackle the location issues of electric taxi charging station (ETCS), a novel two-stage location model is built in consideration of ET dynamic distribution and charging requirements in this paper. Firstly, taking the complex features of ET into account, such as dynamic location and dispersed distribution, the dynamic distribution clustering model of ET is formed based on k-means method, by which lots of scattered ET locations are grouped into certain clustering blocks. Secondly, according to aforementioned blocks, the location model of ETCS is established with barycentric method to get the location of ETCS, in view of both the latitude and longitude location and charging demands of each clustering block. Finally, the two-stage location model is employed in the case study of ETCS location in Chengdu, China. The result shows that the chosen location meets the charging requirements and the characteristic of taxi distribution in Chengdu, proving the validity of the model. The two-stage location model is an improved approach of traditional static barycentric method by processing ET's dynamic distribution and decentralized charging requirements with k-means clustering algorithm, and is of theoretical and practical significance to provide quantitative ETCS location solutions to help deal with actual CS location problems in urban management. [ABSTRACT FROM AUTHOR]