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In China, a centralized planning culture has created similar neighborhoods across the country. Using a survey of 1,048 individuals conducted in 2016 in Chengdu—located in a carefully conceptualized typology of neighborhood forms—we analyzed the associations between individual and neighborhood characteristics and active or nonmotorized transport behavior. Using several multiple logistic and multilevel models, we show how neighborhoods were categorized and how the number of categories or neighborhood types affected the magnitude of the associations with active transport but not the direction. People taking non-work trips were more likely to use active compared with motorized modes in all neighborhood types. Neighborhood type was significant in models but so too were many other individual-level variables and infrastructural and locational features such as bike lanes and location near the river. Of the 3-D physical environment variables, floor area ratio (a proxy for density) was only significant in one model for nonwork trips. Intersection density and dissimilarity (land-use diversity) were only significant in a model for work trips. This study shows that to develop strong theories about the connections between active transport and environments, it is important to examine different physical and cultural contexts and perform sensitivity analyses. Research in different parts of China can help provide a more substantial base for evidence-informed policymaking. Planning and design recommendations were made related to active transport need to consider how neighborhoods, built environments, and personal characteristics interact in different kinds of urban environments.

The effects of metro system development and urban form on housing prices highly depend on the spatial temporal conditions of the urban neighborhoods. However, scholars have not yet comprehensively examined these interactions at a neighborhood-scale. This study assesses metro access, urban form, and property value at both district- and neighborhood-levels. The study area is in Pudong, Shanghai where metro system development coincides with rapid urban growth. 279 neighborhoods are systematically and randomly selected for the district-level investigation and 31 neighborhoods selected from Pudong for neighborhood-level investigation. The analysis of variance shows that metro access is more positively correlated to property price in Pudong. The Pearson correlation, principle component, and ordinary least square regression analyses find that while accessibility attributes have positive influence on housing prices, neighborhood characteristics also exhibit pronounced impact on property price change over time. This study extends our knowledge on how metro system development interacts with land use efficiency; discusses planning policies corresponding to development stage that produce more sustainable urban form.

Investment in public transportation such as a metro line extension is often capitalized partially into housing values due to the spatiotemporal effects. Using housing transaction data from 2014 to 2019, this paper studies the Second Avenue Subway or Q-line extension in New York's City's Manhattan borough. Multiple metro station catchment areas were investigated using spatial autocorrelation-corrected hedonic pricing models to capture the variation of housing price dynamics. The results indicate that properties in closer proximity to the Q-line extension received higher price discounts. The effect varied by occupancy type and building form: condominiums experienced the highest price discount, while walk-up and elevator co-ops experienced a price premium. After controlling for location variations, we observed price discounts on the westside and price premiums on the eastside of the Q-line. Residential properties within 150 m west to the Q-line extension received the highest price discount post operation, while on the eastside, properties in the same proximity received the highest price premium. The anticipation effect varies by distance to metro extension stations, both before and after the operation of metro line extension. We discuss the disruption of metro construction on the housing market depending on housing type, location variation, and changes over time.

Frontmatter -- Contents -- Part I Overview of New Towns in the Twentieth and Twenty- First Centuries -- Introduction -- 1 A Brief History of New Towns -- 2 The Promises and Pitfalls of New Towns -- 3 Quality of Life in New Towns: What Do We Know, and What Do We Need to Know? -- Part II New Towns Around the World -- United States -- 4 New Towns in the United States -- 5 Development Lessons from Today's Most Successful New Towns and Master- Planned Communities -- 6 New Towns as Laboratories for Local Governance -- Asia -- 7 New Towns in East and Southeast Asia -- 8 A Governance Perspective on New Towns in China -- 9 New Towns in China: The Liangzhu Story -- 10 Successes and Failures of New Towns in Hong Kong -- 11 Right Place, Right Time: The Rise of Bundang -- 12 New Towns in India -- Elsewhere -- 13 European New Towns: The End of a Model? From Pilot to Sustainable Territories -- 14 Governing an Adolescent Society: The Case of Almere -- 15 Ex Novo Towns in South America: A Genealogy -- 16 New Towns in Africa -- Part III Lessons on How to Build New Towns -- 17 Why Is It So Difficult to Develop Financially Successful New Towns? New Town Finance: Problems and Solutions -- 18 Organizing and Managing New Towns -- 19 Reflections from International Practice -- Part IV New Town Futures -- 20 The Twenty- First- Century New Town: Site Planning and Design -- 21 Environmental Concerns and New Towns: Four Paths -- 22 Regional New Town Development: Strategic Adaptation to Climate Change -- 23 New Towns in a New Era -- Appendix 1 Location Maps for New Towns and Planned Communities -- Appendix 2 New Towns Inventory -- References -- Contributors -- Index -- Acknowledgments