Chinese cities are experiencing rapid urban development while facing severe challenges of environmental pollution. China's central government has proposed several policies to reduce urban waste. However, little is known about the adoption of these policies. Here, we raise the question how can circular policies be classified, and how can this classification be applied to cities in China that wish become zero-waste cities? We develop a framework to classify urban waste policies according to: (a) the “5R” principles (“Rethink”, “Reduce”, “Reuse”, “Recycle”, and “Recover”), (b) four types of waste (industrial, agricultural, municipal, and hazardous) and (c) six types of policy instruments (legal, economic, network, communication, innovation and projects). We use this framework to analyze urban waste policies implemented by sixteen zero-waste demonstration projects in China. The present study emphasizes combinations of policy instruments, “R” strategy and waste type in the implementation of zero-waste policies. We find that the “Rethink”, “Reduce”, and “Recycle” principles have been widely implemented by local authorities in contrast to the principles “Reuse” and “Recover”. Local governments address waste management by embracing regulations, innovation instruments, and project arrangements, while network-based, economic, or communicative policy instruments are used less often. Based on the results we suggest that local governments embrace a comprehensive approach to the use of the “5R” principles and deploy a diverse portfolio of policy instruments.

In response to the mounting environmental problems the circular economy (CE) has become a popular policy concept to achieve sustainable production and consumption goals (SDG12). In line with this China's national government has issued and implemented a series of policies over the last fifteen years, leading to a sudden increase in the volume of CE policies. In the literature this phenomenon is referred to as ‘policy accumulation’, a concept which occurs when governments adopt increasingly more policy than they terminate. In the case of China, the question can be raised how CE policy accumulation has manifested. The present paper analyses policy on national policy spanning 2006–2021 and uses expert interviews to gain more insights in factors driving policy accumulation. Results show that after a stable period with limited growth (2006–2015) government issued increasing numbers of policy over 2016–2021. CE policy goals experienced a shift in focus from improving production efficiency via lowering of consumption patterns, to embracing whole life cycle thinking. CE policy instruments moved from predominantly economic instruments (2006–2015) to regulatory instruments along with accompanying communicative and network instruments (2016–2021), which indicates a move from a market and innovation policy approach to a more centralized model emphasizing hierarchical instruments. Several factors explain for CE policy accumulation: (i) a response to economic growth and environmental degradation; (ii) national government institutions, their interests and agendas; and (iii) policy learning. Implications pertain to future research critically analyzing CE policy accumulation in other contexts or in sub-domains regarding topics referring to SDG12.

Sustainable urban transformation has become a mantra for Chinese cities. While most studies focus on sustainable urbanization in megacities, the far larger number of medium-sized cities is understudied, although the latter face more severe urban problems. This article develops a framework for examining policy change in sustainable urban development initiated at the central level and reactions, tensions, and implementation issues emerging at the local level. It focuses on an in-depth case study of the challenges in realizing a transition from quantity-oriented pro-growth policies to sustainable quality-oriented ones in a medium-sized Chinese city. We find that there is evidence of changes in long-term values and goals toward sustainability at the levels of both central and local government, but also great inconsistency between goals on paper and policy implementation in practice. Sustainability in urban development is much harder to realize as local officials see urban development as a major means to maintain local economic growth, which can be separated from other issues in ecological preservation. The article concludes with a roadmap for future studies focusing on medium-sized cities, especially indicating how narratives on sustainable urban development hide from view financial and environmental risks generated by the actual implementation of the dominant aggressive urban pro-growth model.

This data article presents a tripartite dataset that formed the empirical basis for a comprehensive bibliometric analysis of the use of city labels denoting sustainable urbanism in the scientific literature (Schraven, 2021). The tripartite dataset was generated using the abstract and citation database Scopus (Elsevier). Dataset A lists 148 city labels denoting different approaches to urban planning and development. It was used to select 35 city labels that specifically address sustainable urbanism (‘sustainable city’, ‘smart city’, ‘compact city’ etc.). Dataset B references 11,337 journal and review articles spanning the period 1990–2019. All retrieved articles contain at least one of the 35 city labels in the title, abstract, and author keywords. This database was used to calculate the frequency of the selected city labels across time, and to analyze the co-occurrences of city labels. It was further used to calculate the future trajectory of scientific outputs using the Logistic Growth Model (LGM). Dataset C entails 22,820 author keywords extracted from across the 11,337 articles. This was used to analyze the co-occurrences of keywords with city labels. The data article describes the methods of data collection and curation, the analysis performed, and the potential for reusing the data for further research. The comprehensiveness of the bibliometric corpus – spanning three decades and 35 city labels – lends itself to further investigation of how sustainable urban development has evolved as a topic in the scientific literature since the 1990s. Furthermore, the robust methodology developed could be adapted to other scientific repositories and, indeed, other research problems and questions.

Most High-Speed Railway (HSR) station areas in China can be found at the urban periphery or in suburban areas, a phenomenon that has often been criticised. While debate about the influence these location choices have on the economic and sustainable development of cities rages on, little attention has been paid to the decision-making processes leading to these locations. This paper investigates these processes by comparing HSR stations in three cities: Shenzhen, Lanzhou and Jingmen. Our findings can help actors involved in making location choices develop awareness of different interests and create the conditions for successful development of HSR station areas.

China is often viewed as an emerging experimental base for transit-oriented development (TOD) practices because of its rapid urban growth and development of mass transit networks. The implementation of TOD can be heavily influenced by institutional barriers to urban growth. However, some newly emerging types of TOD practice allow planners and decision-makers to bypass some of the institutional barriers and achieve a certain degree of integrated development. Current academic literature, however, has little to say on how these informal institutional solutions go around these barriers. This article aims to fill this gap by examining three different types of TOD practice as applied in Guangzhou and Shenzhen. We analysed and compared the origins and effects of abovementioned informal institutional arrangements under entrepreneurial governance. We found that land value capturing can replace the existing governance mode in which local government heavily relies on revenue from land-leasing and realise better integration of transit and land development. We conclude with several suggestions for institutional reform based on these new types of TOD experiments.

City promotion, city marketing and city branding are all frequently mentioned and examined in the literature on urban governance. Based on the goals and characteristics of different city branding strategies, this study identifies a growing level of sophistication from city promotion via city marketing to city branding and proposes that the degree of urban development of cities is positively related to the use of branding strategies. This proposition is tested among 23 Chinese cities: 21 cities in Guangdong province and two in the Special Administrative Regions – Hong Kong and Macao. The results show a positive correlation between the use of city promotion, city marketing and city branding strategies and a city's level of urban development. Only the largest and wealthiest cities, and those with the strongest tertiary sector report on the use of policies which indicate city branding. The strength of the primary sector is significantly and negatively related to all three identified forms of branding strategy. Furthermore, significant positive statistical inter-relationships exist between the different branding strategies, which confirm the existence of complex relations and overlaps between them. Our findings suggest that local governments should align their city branding strategies with their development goals.

Sustainable transport typically requires a broad spectrum of policy measures, with responsibilities shared by different authorities and with various public values competed with each other, such as commuting, health, spatial quality, and economic development. Designing and implementing integrated policy packages, with consideration for the interdependencies between measures and actors is a promising approach and thus an interesting research topic. A large part of the literature on transport policy looks at separate measures and their effects. These measures in reality always work in constellation with other measures and understanding their dependencies in a way to create synergies through packaging has been the topic of theoretical discussions. However, empirical research on policy packaging is sorely lacking. In this paper, we examine the implementation process of packaging of TM measures from the perspective of actors and their distinct roles and interactions. The data is collected by document analysis and interviews with officers in a Chinese city. Several major problems threatening the implementation of policy packaging are detected, including overlooking implementation at district-level, resource competition between measures, and the absence of integrative supervision. It provides a first answer to the discrepancy occurring in the promise of real-world crafting of well-integrated policies for sustainable mobility.

Place branding is a growing academic field, and the number of studies about place branding has proliferated in the literature in recent years. However, how the organizational environment around Chinese cities affects city branding strategies is still understudied. This contribution examines how the use of city labels has evolved in the Pearl River Delta since 2000 and explains the changes by three possible propositions: (1) self-reflection based on a city's economic and regional position, (2) vertical inspiration from the national and provincial level governments, and (3) horizontal imitation from fellow municipal governments. It appears that cities in the Pearl River Delta encouraged the tertiary sector and pursued green images in their labelling choices until 2015. Municipalities tended to follow policies formulated by higher level governments and practices of pioneer cities, while since 2015 their strategies have become more self-reflective, mature and consistent. Compared with Western cities, municipal branding is more sensitive to influence from higher level government policies.

The concept of the smart city increasingly being used but is in fact an umbrella topic covering several disciplines and domains. In the current literature is no agreement on a comprehensive vision of the smart city; perspectives on it vary from purely technological urban development to initiatives addressing societal challenges. We argue that in these perspectives, self-governance is often ignored, yet plays an important role in the smart city idea, bringing together people, technologies, and policies. The objective of this chapter is to provide a framework for the classification of self-governance initiatives on a community level. The framework unites heterogeneous urban initiatives giving a broader understanding of existing self-governance practices that could be used within the smart city.

Financing sustainable urban development has become a major issue, especially in Asian countries where the size and scale of construction efforts are vast. Shenzhen International Low Carbon City (ILCC) is a demonstration project of the China-EU Partnership on Sustainable Urbanization (CEUPSU) and an intriguing example for understanding innovative forms of funding with the specific aim to do this in environmentally, socially and economically sustainable ways. This article examines which financial vehicles are utilized in ILCC, in what way these contribute to sustainability and which implications the lessons drawn from it have for other eco and low carbon cities in China and elsewhere. The authors find that Urban Investment and Finance Platforms and Public-Private-Partnerships (PPPs) in a broader context are the two financial vehicles ILCC uses. A broad approach to PPPs is chosen in which stakeholder involvement is key and social conflicts are avoided by balancing the interests of various stakeholders. In particular, planning the village area as a whole and arranging finance through ‘metro + property’ provide a replicable and operable example for other cities in funding urban renewal and community transformation and dealing with the issue how residents can share the benefits of urban development with developers. The combination of these financial arrangements facilitates ILCC to achieve the triple bottom line in sustainable urbanization. ILCC is environmentally sustainable by promoting low carbon transition, socially sustainable through resident and villager involvement, and financially sustainable through diversification of funding sources. The financing experience gained from ILCC provides practical lessons for other cities and has significant implications in adapting institutional and organizational arrangements to create enabling conditions for innovative financing activities.

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 successful transit metropolises; however, the attractiveness of transit infrastructure, combined with aesthetic and well-decorated street network is essential for a modal shift for transit. We also find that the perception on the transit metropolis in China more emphasizes transit service improvement, while the concept in Western countries more focuses on the shift of land use patterns that lean more towards influencing transit behavior.

China has gone through a rapid process of urbanization, but this has come along with serious environmental problems. Therefore, it has started to develop various eco-cities, low-carbon cities, and other types of sustainable cities. The massive launch of these sustainable initiatives, as well as the higher cost of these projects, requires the Chinese government to invest large sums of money. What financial toolkits can be employed to fund this construction has become a critical issue. Against this backdrop, the authors have selected Sino-Singapore Tianjin Eco-city (SSTEC) and Shenzhen International Low-Carbon City (ILCC) and compared how they finance their construction. Both are thus far considered to be successful cases. The results show that the two cases differ from each other in two key aspects. First, ILCC has developed a model with less financial and other supports from the Chinese central government and foreign governments than SSTEC, and, hence, may be more valuable as a source of inspiration for other similar projects for which political support at the national level is not always available. Second, by issuing bonds in the international capital market, SSTEC singles itself out among various sustainable initiatives in China, while planning the village area as a whole and the metro plus property model are distinct practices in ILCC. In the end, the authors present a generic financing model that considers not only economic returns but also social and environmental impacts to facilitate future initiatives to finance in more structural ways.

Recently we have witnessed the worldwide adoption of many different types of innovative technologies, such as crowdsourcing, ridesharing, open and big data, aiming at delivering public services more efficiently and effectively. Among them, ridesharing has received substantial attention from decision-makers around the world. Because of the multitude of currently understood or potentially unknown risks associated with ridesharing (unemployment, insurance, information privacy, and environmental risk), governments in different countries apply different strategies to address such risks. Some governments prohibit the adoption of ridesharing altogether, while other governments promote it. In this article, we address the question of how risks involved in ridesharing are governed over time. We present an in-depth single case study on Singapore and examine how the Singaporean government has addressed risks in ridesharing over time. The Singaporean government has a strong ambition to become an innovation hub, and many innovative technologies have been adopted and promoted to that end. At the same time, decision-makers in Singapore are reputed for their proactive style of social governance. The example of Singapore can be regarded as a revelatory case study, helping us further to explore governance practices in other countries.

As global cities, Hong Kong, Shanghai and Beijing operate in international economic networks; however, they are also each firmly embedded within a regional context and are surrounded by less populous and less internationally recognized neighbors. Together they form so-called mega-city regions referred to as the Greater Pearl River Delta, the Yangtze River Delta, and the Bohai Rim, each encompassing a dozen or so cities. In the wake of staggering economic growth and threatening pollution, these cities are compelled to respond to the challenge of ecological modernization (EM): aim for higher economic value added at lower environmental cost. Cities have particular industrial and regional profiles; consequently they follow different developmental pathways. In order to attract coveted investors, green and high-tech corporations, well-endowed residents and talented workforce, these cities engage in city branding practices. In this contribution, a typology of EM developmental pathways is presented and the 41 cities in the three Chinese mega-city regions are analyzed in terms of their respective pathways and city branding practices. We argue that different industrial and regional profiles allow for different developmental pathways making different city branding strategies likely. Most cities brand themselves in comformity with what their pathway would lead us to predict, except cities with a strongly manufacturing oriented profile; the brands of the latter type deviate markedly from their current reality. Cities adopting branding strategies that contrast sharply with their historical legacy and current profile risk promoting themselves in ways that the outside world is likely to perceive as lacking in credibility.

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.

Effective transport infrastructure planning requires ample knowledge of the impacts of road infrastructure provision on manufacturing locations. This study seeks to disentangle the dynamic causal relationship between road infrastructure and manufacturing agglomeration in Northeast China from 2000 to 2010 under the framework of a panel data vector auto-regression (PVAR) model. The results indicate that lane-mile additions of intra-provincial road infrastructure may increase the industrial concentration in the central municipalities of the northeastern region, and this effect will grow stronger over the years. Our results also confirm the ambiguous effects of improvements in inter-provincial road facilities on manufacturing agglomeration. Moreover, road infrastructure construction, both intra- and inter provincial roads, was clearly not influenced by the location of prior manufacturing firms. Important policy implications appear from our findings for further decision making on road infrastructure expanding or planning in Northeast China, and other less developed regions worldwide with a similar economic and political environment.

City branding is not only increasingly practiced in cities in established economies, but also among municipal governments in countries, until quite recently, rather closed off from 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.

The Pearl River Delta (PRD) is one of the largest and fastest growing urbanized deltas in China and the world. Its municipalities hope to attract investors, firms, high-quality labour force and residents in line with ecological modernization. They do so by using a variety of attractive city labels, such as eco city, low carbon city, and smart city. The physical shape these city labels take is best exemplified in the emergence of large new towns at the fringes of existing urban areas. Few studies to date unearth empirical evidence as to how municipal governments in China implement their smart eco city ambitions. This study does precisely that by examining how concrete policy networks at the local level develop new towns in the Pearl River Delta. The Policy Network Theory is used to map the positions actors have in three different new town projects in Shenzhen, Foshan, and Zhuhai respectively. It explains project progress or lack thereof by studying the organizational constellations that structure the interactions among actors and how the constellations affect their resources exchange. Our analysis suggests that in the various arenas where policy actors meet each other and are supposed to exchange resources and work out viable policy packages, blockades exist preventing such exchanges from happening. This creates impasses to which different cities have found different institutional and organizational answers.

This study assesses and explains interagency collaboration performance in the Chinese public sector. Through a comparative case study, it shows that inter-organizational relation is hard to start up; conflicting policies, incompatible procedures, power disparity, low issue salience, and lack of perceived interdependence may separately and jointly affect collaboration performance. The presence of vertical meta-governance plays a critical role in turning the tide; however, its presence is tied up with other factors such as high issue salience or bottom-up appeal. In addition, the highest level of performance not only depends on vertical meta-governance but also on horizontal meta-governance.