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Accessibility-oriented development (AOD) strategies are the extension of transit-oriented development (TOD) strategies but focus more on access to destinations. Adopting AOD strategies can help identify and improve the defects of imperfect TOD construction. Based on AOD strategies, this paper evaluated the comprehensive accessibility to multiple public facilities with the Gaussian-based two-step floating catchment area method (G2SFCA) in the heart area of Chengdu City and further analyzed its equity issues. The comprehensive accessibility analysis proved the efficiency of AOD-based analysis in public resources shortage area determination and TOD level evaluation. The equity analysis indicated that the improvement of equity could not reflect the progress on total accessibility but only rationalize the allocation structure of public resources. Based on the case study, several suggestions for policy-making are given, including the construction of the non-motorized transportation system, adjustment of supply allocation, and comprehensive consideration of equity and accessibility in urban planning. [ABSTRACT FROM AUTHOR]

Publicly developed logistics parks (PDLPs) have been considered one of the measures in urban logistics policies to reduce carbon emissions. In response, this paper draws on the "pollution transfer" hypothesis, constructs a carbon emission analysis framework for PDLPs, and uses spatial econometric methods to explore their carbon emission effects. The findings suggest that from a global perspective, PDLPs can lead to the emergence of "pollution havens" in the suburban and exurban areas while relieving the carbon emission burden in the urban core. Secondly, PDLPs can further contribute to forming "pollution havens" by promoting logistic re-agglomeration, and the "innovation compensation" effect of PDLPs is not significant. Finally, the carbon emission effects of PDLPs are spatiotemporally heterogeneous. A carbon reduction effect is noted when the logistic re-agglomeration in the location of PDLPs is higher, and an "innovation compensation" effect is also produced when the technological innovation is higher. [ABSTRACT FROM AUTHOR]

The urbanization of China is changing from incremental growth to urban intensification, and urban compactness is a significant attribute for measuring the intensified degree of regional space and societal frameworks. We carefully outline the inadequacies of compactness measuring methodologies and associated research, and argue that compact cities and metro systems contribute to urban sustainable development in tandem. Thereby, this paper investigated 27 strategic region of metro stations on Chengdu Metro Line 1 and proposed a novel urban compactness model in three-dimensions. The result demonstrates that the old urban area before the development of the metro system and the new town thereafter have extreme compactness outcomes, resulting in significant contrasts in morphology and intensification indices. This study investigates the correlation and interaction processes among compactness, morphology, and intensive multiple variables in order to give theoretical and practical support for the intensification design of these two regions in Chengdu. [ABSTRACT FROM AUTHOR]

• We identify the relationship between bike sharing and public transit (PT). • We estimate the environmental impacts of bikeshare as it also substitutes PT. • 27.9% of bikeshare trips substitute buses and 8.1% substitute subways. • Bikeshare has significant environmental benefits by replacing other modes. • Environmental benefits are overestimated if not considering the substitution for PT. Bike sharing has the potential to benefit the environment with less energy consumption and CO 2 emissions. Most previous studies on this topic assumed that bikeshare trips mainly substitute cars. However, bikeshare also replaces ecologically friendly transportation modes like public transit (PT). Therefore, it is vital to examine bikeshare's modal shift from PT to fully assess its environmental impacts. This paper examines the bikeshare and PT relationships in Chengdu,and environmental effects of bike sharing under two cases based on this relationship. The first case only considers the substitution of bikeshare for car and walking, and 19,964.31 L of fuel and 4125.13 kg of CO 2 can be saved; while the second case also considers its substitution for buses and subways, and 13,198.68 L of fuel and 2564.31 kg of CO 2 can be saved. Results indicate that the environmental benefits of bike sharing may be overestimated if not considering its substitution for PT. [ABSTRACT FROM AUTHOR]