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As high-speed rail (HSR) and air transportation developed rapidly in the last decade, their coopetition and interactional relationship has reshaped China's urban networks. Based on HSR and flight schedule data from 2009 to 2019, this paper constructs a weighted network to compare China's urban networks and their evolution, and employs machine learning to investigate the potential determinants. The results indicated that both networks tend toward polarization in the overall distribution and that the structure of urban networks under HSR networks is more hierarchical. That of HSR networks gradually forms a corridor structure along the trunk lines, while that of airline networks mainly shows a diamond spatial structure with Beijing, Shanghai, Guangzhou, and Chengdu as the cores. As for the evolution of urban networks, geographical factors, per capita GDP, and the tourism function of cities have more important impacts on that of HSR networks, while the network's topological structure and education resources have a greater impact on that of airline networks. Some socioeconomic attributes, such as urban administrative level, population, and the proportion of tertiary industry, have similar and limited influences on the two networks. • The paper constructed a comparative analysis on the evolution of China's urban networks during the last decade. • Employing machine learning to investigate the potential determinants. • The study examined the distinct attributes of the evolution and structure of high-speed rail and airline networks. • The study contrasts the determinants influencing the evolution of high-speed rail and airline networks at the city level. [ABSTRACT FROM AUTHOR]

[Display omitted] • Latrine odor release followed "rapid increase, continuous decrease, stable" pattern. • Temperature changes mainly drove the variation of fecal microbes and odor emission. • The composited microbial deodorant significantly suppressed odor emission. • Abundance of odor-producing bacteria were obviously decreased after deodorization. As an important source of malodor, the odor gases emitted from public toilet significantly interfered the air quality of living surroundings, resulting in environmental problem which received little attention before. Thus, this paper explored the odor release pattern of latrine feces and deodorization effect with composited microbial agent in Chengdu, China. The odor release rules were investigated in sealed installations with a working volume of 9 L for 20 days. The odor units (OU), ammonia (NH 3), hydrogen sulfide (H 2 S) and total volatile organic compounds (TVOC) were selected to assess the release of malodorous gases under different temperature and humidity, while the highest malodor release was observed under 45℃, with OU and TVOC concentration was 643.91 ± 2.49 and 7767.33 ± 33.50 mg/m3, respectively. Microbes with deodorization ability were screened and mixed into an agent, which composited of Bacillus amyloliquefaciens , Lactobacillus plantarum , Enterococcus faecalis and Pichia fermentans. The addition of microbial deodorant could significantly suppress the release of malodor gas during a 20-day trial, and the removal efficiency of NH 3 , H 2 S, TVOC and OU was 81.50 %, 38.31 %, 64.38 %, and 76.86 %, respectively. The analysis of microbial community structure showed that temperature was the main environmental factor driving the microbial variations in latrine feces, while Firmicutes, Actinobacteria, Proteobacteria and Bacteroidetes were the main bacteria phyla involved in the formation and emission of malodorous gases. However, after adding the deodorant, the abundance of Bacteroidetes, Proteobacteria and Actinobacteria were decreased, while the abundance of Firmicutes was increased. Furthermore, P. fermentans successfully colonized in fecal substrates and became the dominant fungus after deodorization. These results expanded the understanding of the odor release from latrine feces, and the composited microbial deodorant provided a valuable basis to the management of odor pollution. [ABSTRACT FROM AUTHOR]

Online ride-splitting has rapidly evolved worldwide, providing new means to enhance the efficiency of urban travel and reduce the number of vehicles and traffic congestion. While ride-splitting is currently believed to improve vehicle occupancy rates and decrease total travel distances, passengers may perceive it as resulting in additional travel due to ride sharing. To gain a more intuitive understanding of the current operations of ride-splitting, this study delves into carpooling behavior and analyzes its relative impact using GPS trajectory data from DiDi Chuxing in Chengdu, China. The investigation focuses on the behavior of ride-splitting and examines its relative impact based on disparities in total vehicle miles traveled (VMT) and travel duration between ride-splitting traveling (RST) and corresponding separated traveling (ST), aiming to estimate the effect of RST on urban mobility. Following are the three main findings of this study: (a) The existing operation of RST induces 7%–10% extra VMT and 20%–35% extra duration for RST users; (b) The RST achieves 30%–35% VMT and 10%–20% duration saving for drivers who are willing to provide RST service; (c) The RST saves up to 10% VMT and duration varying by time in a day. This paper offers some insights to quantify the current impact of RST and evaluate the orientation of mobility service quality improvement. • Introducing a novel approach to analyzing ride-splitting behaviors. • By leveraging rich GPS data, the research provides a comprehensive analysis of ride-splitting behaviors. • Identifying key limitations, including low ride-splitting rates, prompting future research directions to address this issue. • Providing valuable suggestions and emphasizing the integration of psychological perception benefits. [ABSTRACT FROM AUTHOR]

The Chengdu Plain serves as the central hub for economic development in Sichuan Province. The study of its surface deformation plays a pivotal role in disaster prevention and ensuring the safety of lives and property. Based on SBAS-Interferometric Synthetic Aperture Radar technology, this paper derived the land surface deformation in the Chengdu Plain from January 2020 to October 2022, and analyzed it in relation to urban development and other natural environmental factors. Results are as follows: (1) The overall surface deformation in the study area remains stable, with a noticeable trend of westward uplift and eastward decline. Significant uplift is identified in Dujiangyan and Pengzhou, located near the Longmen Mountain, with a maximum uplift rate of +61 mm/year. Conversely, subsidence is evident from Qingbaijiang District in Chengdu to Deyang, with subsidence rates reaching a maximum of −87.8 mm/year. In the areas of Dayi and Qionglai, subsidence is relatively minor. The surface subsidence phenomenon in the study area is primarily associated with urban development. (2) The mean grey correlation coefficient between the time-series cumulative surface deformation and precipitation is 0.71, which suggests a strong relationship between the surface deformation and precipitation in the Chengdu Plain. However, a time delay is observed between the changes in surface deformation and precipitation. (3) The Longmen Mountain tectonic belt extrudes and lifts the premountain plain, playing a crucial role in shaping its topography. Additionally, the concealed fracture zone of Xinjin-Chengdu-Deyang may have contributed to surface subsidence. (4) After eliminating the effect of human factors, the cultivated land and grass land cover types exhibit a subsided state, whilst the artificial surface deformation is relatively stable, and the forest land exhibits an uplifted state. Surface deformation on different land cover types is correlated with water permeability, but it is also influenced by other factors. [ABSTRACT FROM AUTHOR]

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]

Disruptions occurring at an urban rail transit (URT) system can severely affect its normal operations, and an effective bus bridging service (BBS) is able to help to reduce the negative effects. Transit operators usually arrange BBS to depart from the disrupted stations to evacuate the stranded passengers. However, the overload of passengers at the disrupted stations, especially at turnover and transfer stations, may incur the secondary operation disruptions such as stampede accidents. To mitigate the negative effects of disruptions and reduce the number of passengers stranded at the disrupted stations, the strategy based on the passenger guidance and extended BBS (E-BBS) is introduced in this paper. Different from the widely applied standard BBS running within the disrupted links, E-BBS runs among the normal operating stations or between the normal operating stations and the disrupted stations. A mixed integer linear programming model is developed in this paper to guide the stranded passengers and design an optimal E-BBS solution to transport them. Considering the bi-directional running trains along the disrupted links, a dynamic decision framework is developed to manage the disruptions. Given the impacts of the high uncertainty on bus running time which could affect the performance of E-BBS, a robust model is proposed to obtain more reliable travel guidance and E-BBS schemes. Numerical experiments based on Chengdu subway system in China are conducted. The results indicate that the proposed model can obtain optimal travel guidance and E-BBS solutions in a timely manner. When the uncertainty on bus running time is ignored, the total travel cost for affected passengers is reduced 14.20 % on average with the aid of the optimal travel guidance and E-BBS solutions. Moreover, the number of passengers gathering at the disrupted stations decreases by 36.80 %. The robust model can obtain more reliable travel guidance and E-BBS schemes in consideration of uncertain bus running time. The proposed model shows great potential to effectively mitigate the negative effects of disruptions and help to enhance the capability of a URT system to respond to disruptions. [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]

• A non-linear programming model to design full-day demand-adapted timetables is proposed. • The time-dependent maximum sectional passenger flow is used as input data. • A new algorithm is proposed to match demand and services' supply. • The algorithm uses a rolling-horizon mechanism to iteratively compute departure times. • The effectiveness of the proposed algorithm is illustrated using real data of Chengdu Metro line 1. This paper focuses on the problem of designing the schedule of urban rail transit systems under dynamic passenger demand considering limited train capacity and congestion. From the point of view of operators, the goal of timetable optimization consists of using as few as possible service trains to transport the arriving passengers to their destinations securely and quickly. On the other hand, passengers want to spend the minimum time travelling to their destinations, including the time they wait on platforms until they board the first and successive trains in case of transferring between lines. Due to the variability of passenger flows and the difficulty in exactly solving full-day timetabling problems in short computation times, it is difficult in practice to use the approaches proposed in the literature. Moreover, when the capacity of trains is considered and oversaturation conditions emerge, the problem becomes even more complex, converting into a challenge the design of schedules from an operational point of view. By considering fixed train dwell times at stations and train running times between stations, we first propose a non-linear programming formulation to model the problem of determining the most convenient interdeparture times of services at the first station of a line, aiming at minimizing the waiting time of passengers. Since the dynamic behaviour of passenger demand and the maximum sectional passenger flow are approximately synchronous, an innovative method, the spatiotemporal synchronization coupling algorithm, based on working with the time-varying maximum sectional passenger flow instead of the demand patterns is proposed to quickly solve in an approximate way the demand-driven timetabling problem. The proposed approach is applied to a real case of Chengdu Metro Line 1 in China. The results show the effectiveness of the algorithm, both in terms of computational effort and in terms of reducing the waiting time currently experienced by passengers. [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]

Tourism has become an engine for economic growth, but its rapid expansion has also triggered global ecological issues. Tourism ecological security has become a crucial constraint on urban sustainable development. In this context, "all-for-one" tourism leverages its advantage in driving regional resource integration, promoting coordinated urban-rural development, and advancing the implementation of China's rural revitalization strategy. Therefore, this paper aims to analyze the tourism ecological security of the Chengdu-Chongqing urban agglomeration from an "all-for-one" tourism perspective. It further dissects this framework into production and tourism ecological protection stages, evaluate the tourism ecological security level of this urban agglomeration from 2011 to 2020 through the dynamic super-efficiency network SBM (Slack-Based Measure) model, and explore the driving factors of the two stages by using geographical detectors. And the Dagum Gini coefficient is used to identify regional disparities. The results indicate that Chongqing has the highest tourism ecological security efficiency at 1.41, while Chengdu scores only 1.0, suggesting that Chengdu needs to prioritize ecological concerns compared to Chongqing. Furthermore, five cities have efficiency values below 1, highlighting the need for secondary cities to tap into their potential and strive for balanced development within the urban agglomeration. The paper proposes improvement frameworks tailored to each region's unique circumstances and offers relevant recommendations for governments, businesses, and the tourism industry, aiming to provide guidance for the sustainable development of urban ecology and tourism. [ABSTRACT FROM AUTHOR]

• The measurement model is reliable to unveil the spatial pattern of mixed land-use. • Public awareness is a novel and reliable indicator for correcting POI data. • The layout of mixed land-use in Chengdu is unevenly distributed in space. • There is a significant spatial correlation between mixed plots at the same level. • Optimizing the layout of mixed land can improve land use efficiency. In the context of urban quality enhancement, resilience focus, and the promotion of human-centered urbanization, a well-structured mixed land-use layout plays a pivotal role in intensifying conservation land use, enhancing land use efficiency, and improving residents' living environments. The existing research on measuring mixed land parcels is hampered by a lack of area and category data for POI point data, and some methods neglect the variations in function quantities. This paper establishes an optimal calculation model by incorporating the weighted optimization of POI data, introduces the concept of land gravity to supplement the entropy method, and computes the distribution of mixed land-use patterns. This paper analyzes both the spatial patterns of mixed land-use in urban areas and the potential laws governing the combination of internal functions. The results demonstrate that mixed-use parcels exhibit a spatial pattern resembling a "1 + n" pole-axis structure and a "T-type" development trend. Regarding the internal function combination, mixed-use parcels are generally found to include commercial and transportation functions. The paper provides suggestions and discussions on optimizing the layout and function structure of mixed land-use, offering a reference for current urban mixed land-use planning. [ABSTRACT FROM AUTHOR]

Urban traffic involves two stochastic factors, complicating accurate modeling: (1) Driver stochasticity, arising from driver heterogeneity and random environment perturbations, introduces unpredictable fluctuations in urban traffic volume. (2) Traffic correlation, referring to the interaction in traffic states across different regions. This paper proposes a waveguide-based quantum walk urban traffic volume model (UTVDC-QW), incorporating driver stochasticity and traffic correlation. The model uses waveguide arrays to map urban traffic networks, incorporates random environment perturbations via noise, and traffic correlation via waveguide coupling. UTVDC-QW develops measures of environment perturbations and traffic correlations. Experiments with Chengdu traffic datasets demonstrate that UTVDC-QW improves the simulation accuracy compared to reference models. In addition, the model reveals the characteristics of environment perturbations and traffic correlation in the study area. Overall, this study effectively incorporates driver stochasticity and traffic correlation by waveguide-based quantum walk, is a pioneering attempt to apply quantum computing to urban traffic modeling. [ABSTRACT FROM AUTHOR]

The Xigeda formation, widely distributed in southwestern China, is a special semi-diagenetic rock with horizontal bedding，which is mudding in water. In order to study the failure law, catastrophe characteristics and catastrophe mechanism of the interbed type to the surrounding rock and structure of Xigeda formation tunnel, this paper, by means of field investigation, indoor test, numerical simulation, field monitoring and theoretical research, relying on more than ten Xigeda formation tunnels in the Chengdu-Kunming double track railway, analyzes the apparent failure characteristics and catastrophe mechanism of the surrounding rock of Xigeda formation tunnels with different interbed types. The results show that: the catastrophe characteristics of Xigeda formation tunnel have certain water content sensitive area and influence area division of interbed type. The water content of Xigeda formation is 25% - 30% of the catastrophic critical region of Xigeda formation tunnel. In this critical region, the vault of the overlying Xigeda formation tunnel is prone to large deformation, the invert of the underlying Xigeda formation tunnel is prone to large uplift deformation, and the side wall and tunnel face of interlayer Xigeda formation tunnel are prone to large extrusion deformation; when the water content of Xigeda formation is 30%, it becomes a weak layer, and under the effect of interbed, the rock and soil of Xigeda formation are prone to large deformation, resulting in catastrophes by extruding the tunnel structure; based on the analysis of chemical effect, physical effect and mechanical effect, the structural components of interbed rock chemically react with water, leading to weakening of the strength and causing catastrophic effects. The catastrophic effect is similar to that of simply supported beam in the strong and weak regions of the interbed, while the weakening effect of the interlayer structural plane leads to the opening of the interlayer fracture plane of the tunnel surrounding rock and the large interlayer dislocation displacement, which forces the shear failure of the supporting structure. The research results of this paper can provide theoretical guidance for the Sichuan-Tibet railway to be constructed. • The research object is Xigeda stratum which is sensitive to water. • Reveal the disaster modes of Xigeda stratum tunnels with different interbed types. • Investigate the catastrophic mechanism of Xigeda stratum tunnel under interbed effect. • Obtain the catastrophic critical water content of Xigeda stratum tunnel. • Provide theoretical basis for Xigeda stratum tunnel construction. [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]

In the past, under the GDP-centered promotion tournament, the growth coalition theory was often used to explain commercial and residential district regeneration in China, which was property-led and profit-driven. However, currently, due to the new domestic and international environment, China is undergoing an unprecedented and profound transformation and entering the inventory land era, leading to significant changes in the assessment system for local officials. Specifically, the new assessment system incorporates a diverse array of indicators beyond mere economic growth, signifying a transition from a GDP-centered to a multi-objective promotion tournament. Consequently, in this new context, the traditional growth coalition is no longer sufficient to theorize current urban regeneration. Additionally, industrial district regeneration, the mechanism of which may differ from commercial and residential district regeneration, was often neglected before and requires further investigation. Through the case study of Chengdu Hi-tech West District, this study explores the transformation of Chinese urban regeneration in this new era. It argues that China's governmental assessment system has adjusted by dismantling the previous promotion tournament model based on economic growth in the new era. Under the multi-objective promotion tournament, local officials now consider other aspects in addition to economic growth. For them, IDR has been treated as an effective approach to protecting cropland, undertaking new enterprises with limited space, and becoming the flagship in promoting economical and intensive land use, all of which are of great concern to the central government. Therefore, local officials are keen on industrial district regeneration now, even though it does not yield direct and immediate economic benefits. In this process, they mobilize other actors and leverage key resources to achieve and balance their multiple goals. Accordingly, the traditional growth coalition is declining, while a new kind of coalition based on high-quality development is emerging. • China is transitioning from an "incremental land era" to an "inventory land era.". • China's political and economic contexts have undergone significant changes, altering the rationale behind urban regeneration. • The paper presents a case study of China's Chengdu Hi-Tech Industrial Development District. • Due to adjustments in the assessment system, local officials are giving greater attention to industrial district regeneration than before. • A new coalition based on high-quality development is emerging, while the traditional growth coalition is waning. [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 business environment is becoming a yardstick for assessment of local governments in China, and thus the question of how to evaluate the business environment of urban agglomerations has become an important new issue. This paper proposes a quantitative method for the assessment of business environments in urban agglomerations for purposes of city ranking. First, a business environment evaluation index system for urban agglomerations, including the four dimensions of market, government, law, and humanistic, was established. Second, A hybrid model combined entropy weight method (EWM), genetic algorithm (GA), and back propagation (BP) neural network was constructed to quantise the business environment. Then, the Chengdu-Chongqing and Beibu Gulf urban agglomerations in China, the two most important urban agglomerations of the new western land-sea corridor, were selected as cast study. The results are as follows: (1) The business environments of the two most important urban agglomerations of the new western land-sea corridor have been improved, but the differences between them are significant. The level of development of the business environment of Chengdu-Chongqing is higher than that of Beibu Gulf; specifically, the biggest gap is of the rule of law environment. The gap in the governmental business environment is the smallest. (2) From 2015 to 2020, the difference in business environment between the two most important urban agglomerations in the new western land-sea corridor decreased. However, intra-group differences were the largest. (3) The spatial pattern of the business environment in the new western land-sea corridor shows a "northwest-southeast" distribution, with the center of gravity of the business environment moving to the southeast from 2015 to 2020. (4) Compared with focusing on the development of the business environment in large cities, promoting the business environment in small and medium-sized cities has a more significant effect on improving the business environment in urban agglomerations. • A quantification method is proposed. • Business environment in the corridor is uneven. • Small cities should develop firstly. [ABSTRACT FROM AUTHOR]

• The study area is typical, and has instructive and significant. • Compared with RSEI, the useful data of IRSEI for analysis increased by 3.26%. • We use GDP sub-industry spatialization model to represent the urbanization process. • Our study is important to know how urbanization affects the environment. As the fourth pole of China's economic growth, the Chengdu-Chongqing urban agglomeration plays a significant role in reinforcing the ecological barrier in the upper reaches of the Yangtze River, and is crucial for ecological and environmental protection strategies. In this paper, Google Earth Engine (GEE) and the MODIS images from 2000, 2005, 2010, 2015, and 2022 were utilized to construct the Improved Remote Sensing Ecological Index (IRSEI) to characterize the ecological quality more accurately than RSEI. Additionally, combined with nighttime light remote sensing data, land use data and socio-economic data, the GDP sub-industry spatialization model was utilized to analyze the urbanization process in depth. To dynamically monitor and evaluate the interaction between urbanization and ecological environment quality, a coupling coordination model incorporating the above methods was developed. The results show that (1) The effective information of the IRSEI in ecological quality analysis increased by 3.26% compared to RSEI, and the correlation with each ecological index was higher; (2) The ecological environment quality of the Chengdu-Chongqing urban agglomeration peaked in 2005 and has been declining since then, with the rate of decline gradually slowing down from 2005 to 2022; (3) The GDP sub-industry spatialization model is more suitable for characterizing the scattered villages, and can effectively exhibit the urbanization process. From 2000 to 2022, urbanization was rapidly developed, and the level of core cities such as Chengdu and Chongqing far exceeded those of neighboring cities; (4) The coupling coordination level between IRSEI and GDP spatialization model generally increased, indicating ongoing improvements in the synergy between ecological environment and urbanization in the Chengdu-Chongqing urban agglomeration. This study developed a method for quickly monitoring and assessing the relationship between ecological environment quality and urbanization by using IRSEI and GDP sub-industry spatialization model, and provides scientific analytical methods and data support for monitoring and governing the ecological environment in emerging urban agglomerations. [ABSTRACT FROM AUTHOR]

• Present a methodology for investigating ring road investment and cordon tolling problems in a congested ring-radial city. • Establish a two-dimensional urban system equilibrium for a ring-radial city. • Develop two social welfare maximization models (a short-sighted decision and a far-sighted decision) to optimize ring road investment and cordon tolling schemes. • Carry out a case study on the city network of Chengdu China. Ring roads, as candidate cordons, provide a convenient condition for implementing cordon tolling schemes. This paper presents a methodology for investigating the ring road investment and cordon tolling problems in a congested ring-radial city. A two-dimensional urban system equilibrium for a ring-radial city is first formulated, in which interrelated equilibria among stakeholders, including the authorities, property developers, households and commuters, are explicitly considered. Two social welfare maximization models for optimizing the ring road investment and cordon tolling schemes, a short-sighted and a far-sighted one, are then proposed. In the short-sighted model, the ring road investment decision is first made, and then the cordon tolling scheme is optimized based on the determined ring road locations as candidate cordons. However, in the far-sighted model, a simultaneous decision of the ring road investment and cordon tolling is made. The proposed models explicitly incorporate the estimation of the intra-area travel. A case study applied to the city network of Chengdu China shows that ring road investment and cordon tolling can reshape the urban spatial structure as a result of the tug-of-war between the dispersion effects due to ring road investment and the concentration effects due to cordon tolling. The far-sighted solution entails building more ring roads than the short-sighted solution, and is closer to the social optimum solution. Whether all ring roads are tolled, or just one, the far-sighted solution yields an appreciably higher welfare gain. The optimal single-cordon tolling scheme performs nearly as well as the optimal multi-cordon tolling scheme in terms of the social welfare. Ignoring the household residential relocation behavior leads to underestimates of total cordon toll revenue and welfare gain. [ABSTRACT FROM AUTHOR]

Adding new links to an existing urban rail transit (URT) network helps improve its operations by shortening passenger travel time under normal operations and disruptions. However, only a few studies have considered the impact of uncertain disruption occurrence stations on URT network design. This paper addresses this gap by proposing and solving a scenario model for determining the optimal scheme for adding new links to an existing URT network while considering the uncertainty of disruption occurrence stations. Numerical experiments are conducted on the Chengdu subway system to verify the effectiveness of the proposed model. Results indicate that disruptions occurring at a station result in an average performance loss of 0.61%. The scheme for adding new links obtained from this model helps improve network performance under normal operations and disruptions. The cumulative improved normal operating performance during the entire day and the ratio of improved weighted resilience metric are 1.638 and 24.59%, respectively. The solution of the proposed model is greatly affected by several parameters such as the total length of new links. Some useful suggestions for guiding URT network extensions are proposed based on the results of the sensitivity analysis of the above parameters. [ABSTRACT FROM AUTHOR]

• ·The three-stage super efficiency SBM-DEA model and Malmquist index was used to measure carbon emission efficiency, index and decomposition terms of land use. • ·LUCE and its spatial and temporal pattern of urban agglomerations in the YREB were discussed from static and dynamic perspectives respectively. • ·Environmental variables such as level of economic development, urbanization rate, and industrial structure all have significant effects on input slack value. • ·The PTE of the MRYR was relatively low due to insufficient resources in low-carbon technology, while the low TE of the CC is due to its insufficient SE. • ·TC was the main factor promoting the improvement of LUCE in the whole basin, and the trend changes of LUCE in the three urban agglomerations was closely related to their management level, technological level, and adjustment of element structure. Exploring regional differences in land use carbon emission efficiency (LUCE) and the path of collaborative emission reduction in the Yangtze River Economic Belt (YREB) are of immense importance to achieve the sustainable regional development. Firstly, based on the estimation method of land use carbon emissions, this paper scientifically calculates the carbon emission of land use of the Yangtze River Delta urban agglomeration (YRD), the middle reaches of the Yangtze River urban agglomeration (MRYR), and the Chengdu-Chongqing urban agglomeration (CC) from 2010 to 2021 in the YREB. And the carbon emission of land use of each city in urban agglomerations was obtained, which was regarded as the unexpected output in the efficiency evaluation index system. Secondly, the three-stage SBM-DEA model was used to reveal the LUCE and its spatiotemporal characteristics in different regions from a static perspective. The empirical results of the second stage SFA showed that the level of economic development, urbanization rate, industrial structure, non-agricultural conversion rate of agricultural land, the level of scientific and technological innovation and government intervention had significant effects on LUCE. By comparing the efficiency values and their decompositions in the first and third stage of various urban agglomerations, it was found that after eliminating environmental and random factors, the average ranking of comprehensive technical efficiency (TE) of land use carbon emission changed from YRD > MRYR > CC to YRD > CC > MRYR due to the cross influence of pure technical efficiency (PTE) and scale efficiency (SE). Thirdly, Malmquist index model was used to analyze the change of total factor productivity index (TFPch) and its spatiotemporal pattern from a dynamic perspective. It was found that the TFPch, technological progress index (TC), pure technical efficiency index (PEC) and scale efficiency index (SEC) of land use carbon emission of the three major urban agglomerations all showed varying degrees of increase after adjustment. Finally, to further analyze the impact of technological progress, PTE and SE on LUCE, a regression model was constructed with LUCE of each city in urban agglomeration as the dependent variable, and TC, PEC and SEC as independent variables. It was concluded that technological progress was the main factor to promote the improvement of LUCE in the whole YREB. The trend of changes of LUCE in various urban agglomerations was closely related to its management level, technology level and factor structure adjustment. The above conclusions provide support for the coordinated emission reduction path of urban agglomerations in the YREB from the perspective of land use, which is conducive to actively and steadily promoting the realization of carbon peak and carbon neutrality goals. [ABSTRACT FROM AUTHOR]

Park City is a new concept for sustainable urban development. Urban Parks are the core of Park City, where park accessibility is the central index of park services. Previous studies have been conducted primarily from residents' perspective, based on the "O-D" (origin to destination) model to access the park accessibility. However, urban parks should be considered a place supporting the coexistence of tourists and residents. Moreover, tourists' movement patterns differ from those of residents, which are expressed as "no turning back" and traverse circular or nodal routes. Consequently, this paper proposes that the traditional "O-D" model be expanded to be consistent with the movement patterns of tourists. This paper employs Park City Chengdu as an exemplar and proposes a "D-D" (destination to destination) model to facilitate further park accessibility. The calculation process was based on a multiple transportation mode measure with multiple time thresholds, entrances, and exits, supported by Web API. The results reveal the key time nodes and park accessibility rankings for four transportation modes. In particular, the park accessibility presents a "dual-core, several sub-centers and cluster-types" circle structure. Furthermore, the park accessibility in Chengdu was generally balanced, except within 25 min, as well as walking and public transport. This paper provides new hypothetical perspectives and practical experiences for studying urban park accessibility, and novel ideas for parks' sites and distribution while serving as a model for cities worldwide for sustainable urban development. • "D-D" (destination to destination) model based on the travel behaviors of tourists to facilitate park accessibility • Multiple transportation mode, time thresholds and entrances and exits, supported by Web API • Determine the transportations' weights and time thresholds for spatial analysis by data itself • New ideas for urban parks' sites and distributions • "Park Stepping Stones" to form park networks based on "D-D" model results [ABSTRACT FROM AUTHOR]

Improving the transport system to enhance women's access to social opportunities and services has been a key initiative in mitigating gender inequality. Studies have examined women's different travel demands and experiences from men, and the mismatch between women's demands and transport services. However, little attention has been given to the gender gap in ride-hailing usage in the context of the fast development of platform economy-based new transportation services. Thus, this paper examines the nexus between gender and inequalities in ride-hailing from the demand side. Two key questions are explored: if ride-hailing serves women more/less, how does this gender difference in using ride-hailing occur? Does the emergence of ride-hailing mitigate or deteriorate the existing gender gap in capability to move? An innovative integration of big data and time-space geography approaches is developed to examine the multi-source data collected from Chengdu, China. The modelling results indicate that ride-hailing emerges as an affordable travel mode addressing women's demand for long-distance travel in the Chinese context of women's high labour participation and thus the existence of a considerable number of employed women with a sizeable daily activity space and a considerable income. The gender gap in capability to move is thus mitigated by ride-hailing at an aggregate level. This paper calls for a more nuanced and context-specific understanding of how ride-hailing may provide challenges and opportunities to gender equity in daily travel. [ABSTRACT FROM AUTHOR]

• Thermal performance testing of water flow window. • Comparable insulation performance of VG and IGU in water flow window. • Enhanced thermal collection with vacuum insulation water flow window. • Lower and more stable glazing surface temperature in water flow window. • Improved thermal comfort in both indoor and outdoor environments. Water flow window is an energy efficient multi-glazing system with water flowing in the window cavity. Proper thermal insulation is crucial to enhance the related energy and cost saving. In this paper, the insulation performance of vacuum glazing (VG) and insulated glazing unit (IGU) in triple-glazing water flow window is explored. Experimental testing was completed during cooling season of Chengdu, China. The benefit of water application in window is also analyzed based on the testing results. The insulation performance of VG and IGU is found comparable when applied to water flow window in air-conditioned space. The additional water stream is quite effective in lowering the glazing surface temperature. Comparing water flow window and those without water supply, the reduction can be as large as 4.81 °C for inner glazing and reaches 10 °C for outer glazing. Also, the inner glazing surface temperature fluctuation can be narrowed with water flow window, and the performance of VG insulation water flow window (VWFW) is more favorable comparing to IGU insulated water flow window (TWFW). Thermal performance of water flow window as thermal collector is also promising. The daily thermal efficiency of VWFW and TWFW are in the ranges of 24.69–45.95% and 21.9–36.13% respectively. [ABSTRACT FROM AUTHOR]

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]

• Five species of human interference are coupled to produce a cumulative human interference. • The spatial distribution of the hot spots of ecosystem services is visualized after caculation of three types of ESV. • This study explores the clustering patterns of HDI and the clustering patterns of ESV, respectively. • The spatial correlation and clustering patterns between HDI and ESV are analyzed by using the Bivariate Moran's index. The spatial correlation between human disturbances and ecosystem services carries profound implications, serving as a pivotal tool for quantifying the magnitude of human impacts on ecosystems and offering invaluable insights for the development of effective management and conservation strategies. This research endeavors to conduct an exhaustive analysis of the spatial patterns between human disturbance intensity and ecosystem services in the Chengdu-Chongqing urban agglomeration, as well as to explore the spatial associations between these two factors. In the paper, we conducted a comprehensive analysis of five key indicators of human pressure, namely population density, gross domestic product (GDP), land use type, transportation network and energy consumption. These indicators were carefully examined and utilized to create a spatial map depicting the integrated human disturbance intensity index in the Chengdu-Chongqing urban agglomeration area in the year 2020. Concurrently, we utilized the ESV equivalent factor method to estimate the ecosystem service value (ESV). Bivariate Local Moran Index and spatial autocorrelation analysis were introduced to quantitatively depict and visualize the spatial relationship between human disturbance and ecosystem services. This research provides valuable insights into the intricate patterns of human pressures and ecosystem services in urban agglomeration scale. The key findings are as follows. First, the integrated human disturbance intensity is relatively high in the hub parts of Chengdu, Chongqing, and Deyang, as well as the middle zone of the cities between Chongqing and Chengdu. Second, the high value of supply services is distributed in the periphery of the cities, while the value of supply services in the middle of the cities tends to be medium and low. The majority area in the middle of the entire study area has low and medium–low values of regulation and maintenance service. At the fringes, there are only a few cities with higher values, including Ya'an, Leshan, Deyang and the eastern part of Chongqing. The distribution of cultural service values is quite similar to the distribution of regulation and maintenance service values, with the low value areas being very large and located in the middle of the study area, while the high value areas are significantly smaller and scattered around the perimeter of the study area. Third, the global Moran's index of cumulative human disturbance is 0.798, indicating that human disturbance exhibits a significant spatial autocorrelation. The global Moran's index of ecosystem services is 0.410, indicating that ecosystem services present aggregation in space as well. Fourth, the Bivariate Moran′s I between human disturbance and supply services is −0.221. The Bivariate Moran′s I between human disturbance and regulation and maintenance service is −0.212. And the Bivariate Moran′s I between human disturbance and cultural services is −0.462, which shows a stronger negative correlation. [ABSTRACT FROM AUTHOR]

• An efficient simulation system is proposed for the urban rail networked operation. • The interaction between passenger and train is delicately depicted in simulation. • A simulation-based constrained SPSA algorithm is used to coordinate train timetables. • The improved solution reduces passenger waiting time without adding operating cost. Synchronous optimization of train timetables is to solve the problem of train service coordination among different lines in the urban rail transit network, which can reduce passenger waiting time and subsequently enhance passenger satisfaction. This paper develops an efficient simulation system to reproduce the train operation of an urban rail network. It takes into account the realistic characteristics of urban rail operations, including time-dependent demand, dynamic dwell time, and train capacity constraint. In the simulations, both the train trajectories and the passenger waiting time can be easily obtained. On this basis, a simulation-based algorithm (i.e., simultaneous perturbation stochastic approximation, SPSA) is designed to search an improved flexible-interval dispatch solution in the network. A case study of the Chengdu urban rail transit network is implemented to verify the effectiveness of the simulation system and the optimization algorithm. The simulation system is found to be time efficient since it takes less than 1 s to simulate the network with 4 h of operation and more than 200,000 passengers. The optimization algorithm is also effective as it can reduce the average passenger waiting time by 9.52 % compared to the equal-interval dispatch solution without increasing the train service frequency. It is also found that the reduction in waiting time is mainly due to the improved coordination of train services in the transfer station. [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]

Drive-by sensing (i.e. vehicle-based mobile sensing) is an emerging data collection paradigm that leverages vehicle mobilities to scan a city at low costs. It represents a positive social externality of urban transport activities. Bus transit systems are widely considered in drive-by sensing due to extensive spatial coverage, reliable operations, and low maintenance costs. It is critical for the underlying monitoring scenario (e.g. air quality, traffic state, and road roughness) to assign a limited number of sensors to a bus fleet to ensure their optimal spatial–temporal distribution. In this paper we present a trip-based sensor deployment problem, which explicitly considers timetabled trips that must be executed by the fleet while a portion of them perform sensing tasks. To address the computational challenge in large-scale instances, we design a multi-stage solution framework that decouples the spatial–temporal structures of the sensing task through line pre-selection and bi-level optimization. As a result, the computational complexity is reduced to be sub-linear w.r.t. the number of lines, rather than combinatorial w.r.t. the number of buses in existing vehicle-based approaches. A real-world case study covering 400 km 2 in central Chengdu demonstrates the effectiveness of the model in solving large-scale problems. It is found that coordinating bus scheduling and sensing tasks can substantially increase the spatial–temporal sensing coverage. We also provide a few model extensions and recommendation for practice regarding the application of this method. • Bus drive-by sensing is a promising way to survey urban environment at low costs. • Existing vehicle-based sensor deployment is a combinatorial problem. • A trip-based model considers timetabled trips while performing sensing tasks. • A multi-stage solution algorithm yields sub-linear complexity w.r.t. the number of lines. • A real-world case study reveals its effectiveness and managerial insights. [ABSTRACT FROM AUTHOR]

• A wind-PV system for powering electrical facilities on highways is proposed. • The system is installed in the medians of highways to avoid occupying extra land. • The system is foldable for easy deployment and self-protection. • Estimation results show that the annual generation of the system reaches 356 GWh. In this paper, a portable wind-photovoltaic power generation system (WPPGS) based on the foldable umbrella mechanism is presented. The proposed WPPGS is installed in the medians of highways, and it can simultaneously capture the solar energy and wind energy produced by running vehicles. The studied system mainly consists of three submodules: a solar harvesting module, a wind-energy-harvesting module and an energy storage module. The whole system is foldable for easy deployment and self-protection. The electricity generated by the wind and solar energy harvesting modules is stored in the energy storage module, which can supply power to the electrical facilities on highways. The Chengdu-Chongqing highway is selected for case study. Theoretical and simulation results show that the annual power generation of the solar harvesting sub-module, wind collection sub-module and entire WPPGS system deployed on all highways in Mainland China can be up to 155 GWh, 201 GWh and 356 GWh, respectively. Furthermore, the wind and solar-energy-harvesting subsystems have appropriate complementarity in time, which indicates that the WPPGS has excellent technical performance throughout the entire year. [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]

• Address efficient map matching of large-scale GPS traces massive ride-sourcing GPS traces. • Adopt Schatten p-norm matrix completion algorithm to estimate missing traffic information at the urban network level. • Estimate traffic speed based on recovered speed matrix on a real-world large-scale network. • Monitor and visualize traffic dynamics via stochastic congestion maps. • Has the potential to be applied in proactive congestion identification and mitigation strategies. The ability to obtain accurate estimates of city-wide urban traffic patterns is essential for the development of effective intelligent transportation systems and the efficient operation of smart mobility platforms. This paper focuses on the network-wide traffic speed estimation, using trajectory data generated by a city-wide fleet of ride-sourcing vehicles equipped with GPS-capable smartphones. A cell-based map-matching technique is proposed to link vehicle trajectories with road geometries, and to produce network-wide spatio-temporal speed matrices. Data limitations are addressed using the Schatten p -norm matrix completion algorithm, which can minimize speed estimation errors even with high rates of data unavailability. A case study using data from Chengdu, China, demonstrates that the algorithm performs well even in situations involving continuous data loss over a few hours, and consequently, addresses large-scale network-wide traffic state estimation problems with missing data, while at the same time outperforming other data recovery techniques that were used as benchmarks. Our approach can be used to generate congestion maps that can help monitor and visualize traffic dynamics across the network, and therefore form the basis for new traffic management, proactive congestion identification, and congestion mitigation strategies. [ABSTRACT FROM AUTHOR]

• Use ride-sharing vehicle trajectories data to statistically estimate real-world NDL. • Compute zone-to-zone travel time data from trajectory-level RV data to estimate NDL. • Provide a data sharing scheme that does not real individual or business information. • DNL-based user-optimal traffic routing reduces traffic congestion. • Though the NDL pattern varies from day to day, its average is stable and interpretable. Transportation systems are being reshaped by ride sourcing and shared mobility services in recent years. The transportation network companies (TNCs) have been collecting high-granular ride-sourcing vehicle (RV) trajectory data over the past decade, while it is still unclear how the RV data can improve current dynamic network modeling for network traffic management. This paper proposes to statistically estimate network disequilibrium level (NDL), namely to what extent the dynamic user equilibrium (DUE) conditions are deviated in real-world networks. Using the data based on RV trajectories, we present a novel method to estimate the real-world NDL measure. More importantly, we present a method to compute zone-to-zone travel time data from trajectory-level RV data. This would become a data sharing scheme for TNCs such that, while being used to effectively estimate and reduce NDL, the zone-to-zone data reveals neither personally identifiable information nor trip-level business information if shared with the public. In addition, we present an NDL based traffic management method to perform user optimal routing on a small fraction of vehicles in the network. The NDL measures and NDL-based routing are examined on two real-world large-scale networks: the City of Chengdu with trajectory-level RV data and the City of Pittsburgh with zone-to-zone travel time data. We found that, on weekdays in each city, NDLs are likely high when travel demand is high (thus when congestion is mild or heavy). Generally, a weekend midnight exhibits higher NDLs than a weekday midnight. Many NDL patterns are different between Chengdu and Pittsburgh, which are attributed to unique characteristics of both demand and supply in each city. For instance, NDL in Pittsburgh is much more stable from day to day and from hour to hour, comparing to Chengdu. In addition, we observe that origin-destination pairs with high NDLs are spatially and temporally sparse for both cities. For the Pittsburgh network, we evaluate the effectiveness of NDL-based traffic routing, which shows great potential to reduce total travel time with routing a small fraction of vehicles (1% in the experiments), even using dated NDL that is estimated in the prior hour. [ABSTRACT FROM AUTHOR]

• This study proposes a novel TTD estimation method based on GAN. • The proposed T-InfoGAN shows a well estimation performance of trip TTDs. • T-InfoGAN can capture network-wide spatiotemporal dependences of link travel times. • DCWD can characterize traffic state transitions and group link pairs into various clusters. Knowledge of trip travel times serves an important role in transportation management and control. Existing travel time estimation approaches generally cover empirical ones, statistical ones and hybrid ones. Despite strong tractability, the empirical approaches cannot sufficiently capture diverse travel time distributions (TTDs) and often encounter some issues (e.g., assumption of a predefined distribution, failure of significance tests). Statistical and hybrid methods possess better generalization in estimating heterogeneous TTDs, but fail to model the network-wide spatiotemporal correlations, which have been found useful in the TTD estimation. To address these drawbacks, this paper proposes a deep learning based Trip Information Maximizing Generative Adversarial Network (T-InfoGAN). In this method, the trip TTD is estimated by modeling the joint distribution of travel times of two successive links with the consideration of network-wide spatiotemporal correlations. Meanwhile, a dynamic clustering with Wasserstein distance (DCWD) algorithm is used to explore the traffic state transitions for link pairs and cluster the link pairs with similar TTDs into one group, which benefits the training and estimation processes of T-InfoGAN. Then, based on GPS trajectory data from Didi Chuxing in Chengdu city, China, numerical results show that the T-InfoGAN with DCWD can well estimate three mini trip TTDs with various features, and performs better than three other counterparts (i.e., Convolution method, MC-Grid method, and MC-GMMS method) in estimating the TTDs of two longer trips. In summary, this study is the first successful try to estimate trip TTDs within the framework of Generative Adversarial Networks (GANs), and the deep learning based T-InfoGAN is a promising approach to estimate heterogeneous trip TTDs with the better generalization and flexibility in the big data era. [ABSTRACT FROM AUTHOR]

This paper investigates a location problem of public charging stations for electric vehicles with the objective of CO 2 emissions minimization through massive GPS-enabled trajectory data. The problem considers two distinct features, including CO 2 emissions generated in round trips to charging stations and remaining electricity restrictions on charging decisions. A data-driven and particle swarm optimization-based intelligent optimization approach is developed to handle this problem. We then present how to implement this approach by using taxi trip data in Chengdu, China as case data and explore how much data could reflect effectively the travel patterns of an area. The results of case study show that one-week taxi trip data are sufficient to handle the investigated problem. The results also validate the necessity of considering two realistic features, including CO 2 emissions in round trips to charging stations and remaining electricity restrictions on charging decisions, in charging station location problems. It can lead to (1) the reduction of daily CO 2 emissions captured by about 0.14–0.37 ha of forests in one year, and (2) 0.85%–2.64% more charging demands being satisfied per day. Flowchart of the proposed intelligent approach. Image 1010 • A location problem of public charging stations based on GPS-enabled trajectory data is studied. • A data-driven PSO-based intelligent optimization approach is proposed. • One-week data could reflect the travel patterns of a region well. • The impacts of two important realistic features are considered. [ABSTRACT FROM AUTHOR]

• Extensional strains around the Longquan Shan fault zone were observed through GPS. • 12 out of 21 earthquakes (M > 3.0) in the Sichuan Basin are normal earthquakes. • The Longquan Shan fault zone is a deep-buried fault zone that reaches the Moho. The Longquan Shan fault zone (LQSF) locates in the Sichuan Basin of China, parallel to the well-known Longmen Shan fault zone. Different models for the LQSF indicate different understanding of the geological evolution of the Tibetan Plateau. In this paper, we provide evidences which demonstrate that the LQSF is a normal and deep-buried fault zone. Firstly, we find distinct extensional strains around the LQSF based on Global Positioning System (GPS) observations. We also find that the downward GPS velocities across the LQSF decrease suddenly from 4 to 5 mm/yr at the west to roughly zero at the east. Secondly, we collate focal mechanism solutions to earthquakes of M ≥ 3.0 in the Sichuan Basin and find that 12 out of 21 earthquakes are normal earthquakes. The surrounding extensional strains and the high proportion of normal earthquakes indicate that the shallow part of the LQSF is normal at present. Thirdly, based on the migration section obtained from deep seismic reflection profiling, we outline the geometric structure of the LQSF. It is a deep-buried fault zone that reaches the Moho, with two branches at the top. Such a fault model corresponds with the realities of the low seismic activities around the Longquan Shan anticline, and the scattered earthquakes beneath the Chengdu plain. Finally, we propose a three-stage evolutional model about the Longquan Shan fault system, which includes the formation of anticline in Late Triassic, the uplift of the Mountain in Oligence, and the stage of normal characteristics of the fault zone from Late Miocene. [ABSTRACT FROM AUTHOR]

• The spatial competitions contribute to the evolution of rural residential land (RRL). • RRL in study area is characterized with "dense in the west and sparse in the east". • Evolution of RRL is impacted by macro factors and micro housing selection. • Spatial distribution pattern of RRL will remain nearly unchanged in the long run. Spatial systematic competition definitely contributes to rural residential evolution. Rural residential land of mountainous economic circle is generally hard to govern due to the disturbances from natural factors and economic activities. This study established a framework and adopted Kernel Density Estimation (KDE), Exploratory Spatial Data Analysis (ESDA), Geographical detector (Geo-detector) and Patch-generating Land Use Simulation (PLUS) to examine the evolution characteristics, drivers and trends of rural residential land of Chengdu-Chongqing Economic Circle(CCEC). Our research uncovered that: 1) The competitions between rural living space (RLS), rural production space (RPS) and rural ecological space(RES) substantially contribute to the evolution of rural residential land according to the conceptual framework, and the evolution in mountainous economic zone is greatly impacted by the close coupling interaction of macro driving factors and micro farmers' housing selection. 2)The characteristics of rural residential evolution of Chengdu-Chongqing area presents "dense in the west and sparse in the east", and the majority of which are concentrated in Sichuan Basin and Chengdu plain area. 3) Although the size of rural residential land in Chengdu-Chongqing area presents a fluctuant downward trend according to the simulation results, the spatial distribution pattern will remain nearly unchanged in the long run. 4) Rural residential evolution reflects the interactional process of muti-factors, as well as the matching result between man-land relationship and regional development goals under the land use policies. Overall, The theoretical and empirical research form the perspective of spatial competition in this paper provides a new idea for future studies on the evolution of rural residential land. [ABSTRACT FROM AUTHOR]

• ESRM unsupervised learning. • Two pre-trained target tasks: relationship consistency prediction and replace language model. • Downstream attribute alignment task fine-tuning. Multisource point of interest (POI) attribute alignment is the consistent processing of heterogeneous attribute values from different data sources pointing to the same POI data, which is one of the key technologies to achieve geospatial data fusion. However, semantic heterogeneity problems of synonyms and homographs among different POI data sources are encountered, which makes multisource POI data fusion challenging. This paper proposes a multisource POI attribute alignment method based on the Enhanced Semantic Representation Model (ESRM). First, the unlabeled corpus is preprocessed by Chinese word segmentation and attribute expression sequence construction. Then, the ESRM is pre-trained using the relational consistency prediction and replacement language model tasks. Finally, the model is fine-tuned through supervised learning to perform the attribute alignment task for multisource POI data, as per the specific downstream tasks. We used the POI attributes of Baidu Map, Tencent Map, and Gaode Map in Chengdu, China as the experimental data. The findings demonstrate that the proposed model outperforms existing methods for attribute alignment. Specifically, the category attribute consistency achieves a Macro-F1 value of over 90%, and the address attribute standardization achieves a BLEU-4 score of over 95%. [ABSTRACT FROM AUTHOR]

• The GHG emissions of Chengdu Metro were calculated using the LCA framework. • A WOA-DELM prediction model for Chengdu Metro GHG emissions was developed. • The effectiveness of the model was verified with other algorithm models. • The rough calculation formulas for GHG emissions of Chengdu Metro were obtained. With the mass construction of urban subways, the global greenhouse gas (GHG) emissions have been on the rise. This paper provides statistical evidence to support the infrastructure of subway emissions reduction through a study of GHG emissions during the construction stage of 6 stations and 7 sections of Chengdu Metro Line 18. Using the emission coefficient method, the GHG emissions from building material production, transportation and site construction in subway stations and shield sections were calculated, and a subway GHG emissions prediction model dependent on deep extreme learning machine (DELM) with whale optimization algorithm (WOA) was established(i.e., WOA-DELM). Compared with some optimized DELMs, namely wind driven optimizer (WDO) -DELM, grey wolf optimizer (GWO) -DELM, particle swarm optimizer (PSO) -DELM, artificial bee colony (ABC) -DELM, multi verse optimizer (MVO) -DELM, and atom search optimizer (ASO) -DELM, and some non-optimized algorithm models, namely back propagation neural network (BPNN), kernel extreme learning machine (KELM) and DELM, the correlation consistency of WOA-DELM algorithm prediction results (0.757) was found to be slightly higher. Through sensitivity analysis of the main input variables of subway GHG emissions with the WOA-DELM algorithm model, it was determined that the key influencing factors of station GHG emissions prediction were the station length and the depth of track surface, with relative change rates of corresponding variables of GHG emissions at 30.1% and 23.1% respectively. Finally, a rough prediction formula of GHG emissions from Chengdu Metro stations and shield sections were fitted based on the key influencing factors of GHG emissions. This study provides a practical and effective reference for reducing GHG emissions in subway construction and operation. [ABSTRACT FROM AUTHOR]

The rebalancing of idle vehicles is critical to mitigating the supply–demand imbalance in on-demand ride services. Motivated by a ride service platform, this paper investigates a short-term vehicle rebalancing problem under demand uncertainty in the presence of contextual data. We deploy a novel data-driven robust optimization approach that takes a direct path from "Data" to "Decision" instead of the predict-then-optimize paradigm and leverages the prediction problem structure to seamlessly integrate demand predictions with optimization models. We further develop a risk-based uncertainty set to evaluate how well uncertain demand is estimated from contextual data by prediction models, and discuss the classes of prediction models that are highly compatible with robust optimization models. Based on the convex analysis and duality theory, we reformulate the original models into equivalent Mixed Integer Second Order Cone Programmings (MISOCPs) that are solvable via state-of-the-art commercial solvers. To solve large-scale instances, we utilize the affine decision rule technique to derive polynomial-sized reformulations. Extensive experiments are conducted on the instances based on a real-world on-demand ride service in Chengdu. The computational experiments demonstrate the promising performance of our rebalancing strategies and solution approaches. • Study a contextual vehicle rebalancing problem under demand uncertainty. • Deploy a data-driven approach to integrate optimization and demand prediction. • Develop a risk-based uncertainty set characterized by a set of prediction models. • Present exact and approximation reformulations in a master–subproblem framework. [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 modern adaptability of traditional villages has received considerable attention worldwide. The composition of different local elements leads to a differentiation between native and constructed localities in the modern adaptation of rural areas. By introducing a circular perspective based on field-spatial production theory, this study takes Qucun Village in Sanmenxia and Mingyue Village in Chengdu, China, as case sites and finds that the local system has full potential to serve as the keynote of rural development and that foreign resources are embedded in the local area to achieve two-way support with local elements. Through research, it can be found that economic capital supports the existence of locality in modern times, cultural capital clarifies the level of native and constructed characteristics, social capital expands the connotation of "locality", and symbolic capital shapes the value of native and constructed localities. Subsequently, the paper reveals that native and constructed localities are not opposites, but shape new spatial hotspots and enrich the network levels of localities, thus enabling the countryside to adapt to dynamic evolution. • Localities of the two villages were compared based on multiple subjects. • Constructing field-spatial circular production theory to explain locality changes. • Constructed locality sometimes strengthens the native locality of the village. • Locality promotes rural adaptation to modernity by integrating complex resources. [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]

• We envision the emerging Mixed Operation Zones and investigate the impact of the complementarity of autonomous vehicles and human-driven vehicles on the ride service. • We propose a demand-oriented robust minimum fleet problem and employ a two-stage robust optimization approach. • A tailored column-and-constraint generation approach is developed to solve the robust models to optimality efficiently. • Experimental results imply huge potential benefits from Mixed Operation Zones on improving service performance for ride service platforms. In this paper, we envision an emerging Mixed Operation Zone (MOZ) where both autonomous vehicles (AVs) and human-driven vehicles (HVs) are present for on-demand ride services. This paper aims to size and operate a fleet of AVs and HVs in the presence of MOZs and to investigate the impact of MOZs on on-demand ride services. Considering the demand uncertainty, we propose a demand-oriented robust minimum fleet problem (RMFP) and employ a two-stage robust optimization (RO) to model the decision-making. Fluctuant demand is bounded by distribution-free uncertainty sets. For the convenience of solving RO models, we reformulate the second-stage recourse problem with an equivalent mathematical programming formulation. A tailored column-and-constraint generation algorithm is developed to solve the RMFP exactly. The algorithm is proved to converge in a finite number of iterations. Extensive experiments are conducted on the instances based on a real-world on-demand ride service in Chengdu. The developed algorithm performs better than the state-of-the-art Benders decomposition approach. Numerical results imply huge potential benefits from MOZs on improving service performance for ride service platforms. [ABSTRACT FROM AUTHOR]

Recent years have witnessed amount of studies on characteristics of public transport network and passengers' flows, however, most of them are discussed independently. An important criterion for evaluating public transport network is whether it could satisfy travel demand well. Therefore, in this paper, we study the interaction between public transport network and passengers' flow. Firstly, a layered network model is constructed for depicting public transport network, passengers' Origin–Destination (OD) flows and transfer flows. Based on that, we propose layer operations to analyze interaction between them and to evaluate suitability between traffic supply (physical infrastructure) and travel demand (passengers' OD trips and transfers). The proposed model is validated against empirical data from Chengdu and Qingdao, two metropolis cities in China. Results reveal the two cities have significant difference in suitability between travel demand and traffic supply. Although in contrast with Chengdu, Qingdao with advantages on transporting passengers by more straight lines and non-walking transfers, the average transfer flows and OD flows on stations in Qingdao are much heavier. The study demonstrates the importance of layer operations on exploring the interaction study of public transport network and traffic dynamics. • Public transport network, people's OD and transfer are studied by layered network. • Layer operations are proposed to explore the interaction between layers. • GPS and IC card data from Chengdu and Qingdao are used to validate our methods. • Layer operation is useful to study suitability between traffic supply and demand. [ABSTRACT FROM AUTHOR]

Changes in land-use, caused by rapid urbanization, lead to changes in the supply and demand for ecosystem services. Significant research has been conducted to investigate the impact of changes in the physical supply of ecosystem services on their value. However, quantifying the effects of simultaneous changes in supply and demand on the scarcity value of ecosystem services can provides a more reasonable assessment of ecosystem services, guiding their sustainable use. Therefore, this paper analyzed the changing trend of ecosystem services value in Chengdu in southwestern China from 1995 to 2015 by adjusting the value coefficients with relative changes in scarcity value. Naïve assessment, without considering the supply and demand effect on scarcity value, quantified a decline in the total value of the physical supply of ecosystem services from 1995 to 2015, with a reduction in the areas of cultivated land and woodland. However, the scarcity value of ecosystem services increased from US$ 6.04 billion in 1995 to US$ 12.03 billion (+99.17%) in 2015, when the effects of changes in supply and demand were considered. In addition, the demand for all the public-good ecosystem services increased during the study period, consistenting with Maslow's hierarchy of need and indicating that the demand structure of residents had changed during the process of urbanization. • The value of physical supply of ecosystem services declines along with the development of urbanization. • The scarcity value of ecosystem services has experienced a dramatically increase. • People's demand structure has changed with the increasing value of all the public-good ecosystem services. • The price elasticity of different ecosystem services is a key factor of scarcity value. [ABSTRACT FROM AUTHOR]

• A novel framework was proposed to jointly optimize demand-responsive flexible bus dispatching, pricing, and passenger assignment. • Stochastic elastic demand volume, stochastic location, and random cancellation behaviour due to competition with taxis are jointly captured in the model. • The problem is formulated as a two-stage stochastic problem with recourse and solved by a reliability-based solution method. • Sensitivity analyses are conducted on cancellation penalty, taxi price, and zone division, and the model is applied to a scenario based on real data. Order cancellation is ubiquitous in on-demand mobility pre-booking systems, which affects the pricing and operational strategies of on-demand mobility services. This paper investigates the order cancellation behaviour in a frequency-based flexible bus (FB) system, which provides customized door-to-door service, considering stochastic elastic demand volume and stochastic spatial demand distribution. A two-stage stochastic model that simultaneously optimises the FB service price, FB dispatching, and passenger assignment is developed while capturing the effect of pre-booked order cancellation probability. This cancellation probability is calculated based on the pricing and availability of street-hailing taxi and FB services. The availability of FBs is derived from the underlying stochastic demand and order assignment process, which makes the model nonlinear. To solve the mixed integer nonlinear model, a two-phase decomposition scheme is employed, and then approximation techniques are implemented to make each decomposed problem solvable by commercial solvers. Finally, a gradient decent solution algorithm is applied. Numerical studies are conducted to show the necessity of capturing the impact of order cancellation and illustrate the influence of cancellation penalty, taxi price, and zone division. Finally, a case study with Chengdu data is implemented to examine the performance of our solution algorithm for large-scale optimisation. [ABSTRACT FROM AUTHOR]

Since the 2010s, two worldwide trends have reshaped the urban housing system and induced drastic neighborhood change: the financialization of rental housing and the rise of the platform economy. In China, with continued investment from speculative financial institutions, platform companies aggressively acquired rental houses from individual landlords to develop a platform-based housing rental economy. How does this new rental economy affect housing supply, rents and inequality? This research answers this question by taking Chengdu, China as a case study. A mixed method approach of big data analytics, hedonic pricing model, and field investigations were used to unpack: (a) the pattern of platform houses distribution and its indication of spatial strategies of the financialized platform economy to grab land rent; (b) the effect of such new housing rental economy on housing rents; (c) the effect of the degree of financialization on platform houses' rental prices. The results inform the debate on the disrupt effect of platform economy and housing financialization on equitable urban development, particularly the heterogeneity among cities and countries. This paper contributes to understanding financial investors' glocalization strategy and the state's territorialization strategy as two crucial factors for the variegation of rental housing financialization. • Houses with small living room and more bedrooms that can generate more rent. • Platform companies tend to choose houses nearby public transport services. • High concentration of platform houses increases rental price of surrounding normal houses. • Degree of financialization significantly increases the price premiums of platform houses. [ABSTRACT FROM AUTHOR]