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Background: An established relationship exists between the built environment and active travel. Nevertheless, the literature examining the impacts of different components of the built environment is limited. In addition, most existing studies are based on data from cities in the U.S. and Western Europe. The situation in Chinese cities remains largely unknown. Based on data from Nanjing, China, this study explicitly examines the influences of two components of the built environment—the neighborhood form and street form—on residents' active travel. Methods: Binary logistic regression analyses examined the effects of the neighborhood form and street form on subsistence, maintenance and discretionary travel, respectively. For each travel purpose, three models are explored: a model with only socio-demographics, a model with variables of the neighborhood form and a complete model with all variables. Results: The model fit indicator, Nagelkerke's ρ2, increased by 0.024 when neighborhood form variables are included and increased by 0.070 when street form variables are taken into account. A similar situation can be found in the models of maintenance activities and discretionary activities. Regarding specific variables, very limited significant impacts of the neighborhood form variables are observed, while almost all of the characteristics of the street form show significant influences on active transport. Conclusions: In Nanjing, street form factors have a more profound influence on active travel than neighborhood form factors. The focal point of the land use regulations and policy of local governments should shift from the neighborhood form to the street form to maximize the effects of policy interventions.

The determinants of the settlement intentions of China's floating population have received increasing attention from the academic community and policymakers in recent years. Individuals' socio-demographic features and institutional factors, such as the household registration system ( hukou), have been explored in relation to the settlement intentions of the floating population. This paper examines how the characteristics of the destination cities influence the floating population's settlement intentions, an aspect which has not been considered by previous studies. Based on data from the 2010 Survey of Migrants' Settlement Intentions in Jiangsu Province, we find that after mega-cities, small cities are the second most popular destinations of the floating population in Jiangsu Province. Contrary to the expectations that migrants would prefer to settle in big cities, this paper suggests that migrants in small cities are more inclined to transfer their rural hukou to an urban one.

The connections between the built environment and quality of life are major concerns in the fields of geography and urban planning. Given that some developing countries, such as China, have a rapidly aging society, elderly people have become a social group that attracts growing interest among scholars and policy makers. However, the relationship between neighbourhood environments and the quality of life of the elderly has scarcely been referenced in previous literature. Based on a recent survey in Nanjing, China, this article investigates such connections through structural equations models. It notes that population density exerts an insignificant influence on the life satisfaction of the elderly, whereas built year has the largest impact, indicating the importance of interior environment to subjective wellbeing for the elderly in China. The other built environment factors (informal space and danwei) that have Chinese features are negatively related to the quality of life of older people. Among life domains, the effects of health conditions, residential environments and transportation are stronger than those of social interaction, meaning that the elderly in China place greater emphasis on their basic needs than on higher life needs. This article has some policy implications for policy makers, including on urban form, informal spaces and style of residential communities. Relevant policies need to be carried out to promote the life satisfaction of elderly people in urban China.

AbstractIn rapidly urbanising China, a high number of elderly people, the so-called 'laopiao', float to cities where their sons or daughters live to look after their children and grandchildren.Laopiaoin urban China are thought to suffer poor mental health owing to their floating status. This study explores the inter-relationship among social capital, the built environment and mental health in urban China. Using a recent survey conducted in Nanjing (N = 591), structural equation modelling was performed to compare the local elderly people and thelaopiao. Results showed that mental health determinants are dissimilar between the two groups of elderly people. Bonding social capital promotes mental health in both groups, while bridging and linking social capital only contributes to the mental health of thelaopiao. Also, access to public transportation is positively correlated with mental health in both groups. Furthermore, lower street network density and better access to parks enhance the mental health of the local elderly people, while higher street network density and more open space within a community enhance the mental health of thelaopiao. Our findings suggest that different policy measures should be implemented for different groups of elderly people in urban China to improve their mental health.

High-speed railway (HSR) has become a sustainable transport mode for inter-city travel, especially in China. As public transport (PT), the use of HSR involves access and egress to and from HSR stations. However, the literature focusing on the intra-city mode choice of HSR travelers is limited, especially regarding their differential socio-demographic and trip characteristics. This paper aims to fill that gap with an analysis of access/egress mode choice for business and leisure journeys in the Yangzi River Delta region. Using the HSR survey from Fudan University, we found that in China older and wealthier travelers have a strong preference for car use. For leisure travel, the explanatory power of the socio-demographic variables is much more influential in the egress than the access stage. With increasing access time, business travelers may be enticed to shift to a faster form of PT (e.g., subway rather than bus) in the access stage. With increasing line-haul time, only business travelers have a stronger preference for car use as their intra-city mode choice for business activities. A higher number of subway lines and diversity of land use around HSR stations is associated with less car use for business travelers in the egress stage.

While Western countries are trying to reduce car dependency on the back of low carbon objectives, the ownership and use of private cars in urban China is increasing dramatically. In this paper, light is shed on both developments through a comparative study of the travel behaviour in two regions with a very different built environment: Nanjing, China, and the Randstad in the Netherlands. Controlled for car ownership, daily travel time and distance are analysed in both regions. The results indicate that, in the case of Nanjing, the suggestion is that the configurations of current land use which support walking and cycling should be preserved as much as possible and that, in the meanwhile, investments should be made in fast public transport to facilitate economic developments. As regards the Randstad, it would seem wise to promote the use of walking and cycling by continuing to encourage compact land use patterns in combination with relatively fast public transport developments.