Suchergebnisse

City branding is not only increasingly practiced in cities in established economies, but also among municipal governments in countries, until quite recently, rather closed offfrom the outside world. One country with a strong drive to engage in urban (re)development in the post-oil era through enhancing its 'ecological modernization' is Iran. Megacities in Iran have all begun to venture into making profiles of what they think they are or would like to be. However, some of the adopted city branding strategies lack sophistication. In this article, the authors examine what indicators can be used for evaluating the credibility of city brands and apply these to Iran's 15 megacities. After offering brief descriptions of the generic features of each of these cities, they map their use of city brand identities and popular city labels related to ecological modernization and analyze the credibility of their city branding practices. Based on their findings, the authors distinguish five types of cities and explain what makes some types more credible in their use of brands than others. Generally speaking, compared to cities in other nations, Iranian cities pay special attention to historical, natural, cultural, and religious aspects.

To promote sustainable urbanization and combat the economic, environmental, energy and safety issues that go with rapid motorization, the Ministry of Transport in China has introduced the "Transit Metropolis" program with a substantive amount of funds devoted to the implementation of the program in local governments. This represents the largest ever central government-led effort addressing transit metropolis development in the world. How has the program been implemented locally? Have the selected demonstration cities followed the same principle or taken comparable measures to implement their version of the transit metropolis? What is their performance? These questions remain unknown in the current literature. This article answers the above questions through a literature review, interviews and comparative case studies in Shenyang and Dalian, two large cities in Liaoning Province. It shows that both cities have successfully achieved the target levels for building a transit metropolis. Similarities between the two cities can be found their absence of any policies on automobile restriction and the presence of enormous efforts in transit network expansion and optimization. Differences lie in the fact that Shenyang has been more conventional in developing the transit metropolis, while Dalian has been more innovative and flexible in policy implementation. When comparing our empirical findings with the experience of creating transit metropolis elsewhere in China and in foreign countries, we find that policies and regulations restricting car use and calming traffic are not necessary conditions for succes

Although the infl uence of various Western countries, especially that of the United States, is still substantial, the stars of China, India, Russia, Brazil and other large developing states are rising. Within international organisations this trend has become visible through a growing reluctance of non-Western states to accept and go along with the political, legal and economic diktats of European and American-fl avoured recipes and policies. This trend also has an impact on the compliance of international organisations with rule-of-law conceptions, which are not universal but depart from the cultural and national assumptions embraced mostly in Western countries. Even though the legality of international organisations may not be disputed as such in non-Western countries, the administrative and cultural acceptance of these organisations often remains questionable. This undermines the conception and the functioning of the rule of law at the international level. One of the ways in which acceptance of the rule of law can be enhanced at the international level is by utilising a method known as 'institutional transplantation'. This method aims to facilitate new legal and policy initiatives through an adoption process in which the chances of achieving political and cultural congruence and desirability are maximised. After presenting the six principles underlying this approach, this article examines the case of the World Bank's Inspection Panel, in order to show how these principles can be applied in practice.

Decision-making on transport infrastucture projects in the Netherlands has been facing a remarkable wind of change in recent years. After a period of about a decade in the 1990s in which both academics and practitiones in policy analysis, public policy and planning have claimed that the traditional policy analysis methods were obsolete (be they CBA or MCA) because of their assumed one sidedness and lack of adaptability to the requirements of multi-actor settings, they experience a sudden resurgence since the year 2000 in the form of OEEI (Overview of Economic Effects of Infrastructure), a refined application of the wellknown CBA method. Astonishingly and despite all political and administrative theory on the types of information policy actors can process, the need for transparancy and active actor involvement in the evaluation and decision process, all at odds with traditional policy analysis, OEEI has become highly successful. This paper delves into the issue of why this new version of Cost Benefit Analysis has become so politically successful despite predictions made to the contrary. In addition, it will focus on the question if this resurgence may lead to 'econocracy' (concpetual hegemony by economists and thier ideologies and methods over other approaches) or not, and if so, how can this be prevented.

Transport demand management (TDM) measures are widely regarded as essential tools to deal with traffic issues. Their effectiveness has been under scrutiny. Packaging of TDM measures has recently received much attention from researchers and governments because it can achieve more complex policy goals and resolve the negative effects of single TDM measures. Many studies have examined the concept of policy packaging, the ideal packaging process, and potential barriers at the theoretical level. However, the way TDM packaging as a concept works in a real-world context has received little attention. Additionally, there is little methodology to analyse its characteristics from a dynamic and historical perspective. Therefore, this study provides a methodology for analysing TDM packaging in four dimensions (i.e., density, classification, interaction, and time). These dimensions respectively reveal how many and what kind of TDM measures have been implemented, how they interact in a package, and how these characteristics change over time. We examine this methodology through comparative case studies based on policy document analysis in two Chinese cities, Dalian and Shenzhen, both of which adopt a large number of TDM measures. The results show that this methodology successfully reveals the characteristics of case cities: both tend to put more TDM measures into the transport policy package to deal with traffic issues, but the package in Shenzhen is more integrative than that in Dalian. We also find that with the integration of packaging increasing, transport systems are becoming more sustainable, and Shenzhen performs better in this regard than Dalian. This methodology can be used to analyse policy packaging in broader areas and to examine its influence on transport systems in more case studies in future research.

In the urban development policy in China, city brands play an important role in setting targets for Chinese cities. These economic city brands, however, are not produced in an institutional vacuum: they are embedded in the visions national, provincial and municipal governments have for these cities, i.e., on multi-level governance. In this paper, a data-intense analysis of economic city branding practices has been conducted in the Greater Pearl River Delta, taking into account national, provincial and municipal documents in socio-economic, urban and land use planning. Evidence of economic and ecological initiatives through branding at the level of symbolic urban projects, such as new towns, has also been examined. It transpires that Hong Kong, Macau, Guangzhou and Shenzhen have adopted more sophisticated economic brand identities than the others and the reflection of brand-related targets from their actual projects is also more credible. While China's national plans focus primarily on Hong Kong and Macau, provincial documents place more emphasis on the wealthier cities on the mainland (Shenzhen and Guangzhou). The other cities attract less attention and have more freedom to adopt economic city brands, but their efforts to live up to their promise are quite limited due

China faces a number of impressive challenges in dealing with climate change: rising energy use, growing emission levels of greenhouse gases, dangerous levels of air pollution over cities and low resilience against flood and drought. Sustainable urbanization has been adopted as a keyword in handling these challenges. The Chinese central government has undertaken a variety of measures, including the launch of large Sino-European programs to learn from 'developed nations'. In the wake of these partnerships, a great variety of cross-national and cross-city agreements were signed. Sino-European cooperation does not often run as smoothly as initially hoped because of diverging interests, cultural misunderstandings and practical limitations. In the background, a mismatch in normative conceptions Chinese and European participants have of 'good governance' plays a role. In this contribution, insights taken from Montesquieu's 'The Spirit of Laws' regarding checks and balances and trias politica (updated to 'sextas politica' for the 21st century) are used to comprehend how the exertion of power is distributed and expected to be distributed differently in Chinese than in European administrative traditions. The article will end with conclusions on how European misconceptions of Chinese governance complicate Sino-European collaboration in sustainable urbanization policies.

The Beijing-Tianjin-Hebei Region Integration Plan is one of the most important national strategies in China promoting regional economic development. The environmental problems in this region, however, especially air pollution and contaminated groundwater, have enormous influence on the people's health while also causing economic loss. Therefore, this study aims to analyze the pattern of its environmental and economic development. Panel data in the period 2004-2014 are used to establish an advanced model of the Environmental Kuznets Curve. The results indicate that the economic growth and environmental pollution of Beijing-Tianjin-Hebei region do not completely meet the Environment Kuznets Curve assumptions. The discharge volume of industrial wastewater and economic growth reflect a wave-type relation. The sulfur dioxide discharge volume and economic growth reflect a U-shaped relation; the generated volume of industrial solid wastes and economic growth reflect a reversed N-shaped relation, which is in accordance with the Environmental Kuznets Curve characteristics at the second inflection point. The variables added value of the secondary industry, population size and raw coal consumption volume have a significant positive influence on the discharge of various environmental pollutants in Beijing-Tianjin-Hebei region. The analysis provides policy recommendations for the government to develop regional economi