• Energy Research

Understanding the relationship between tourism demand and retail property prices is of great significance to tourist destinations, especially shopping destinations. The increase in tourism demand may alter the implicit prices of certain retail property characteristics (e.g., age and accessibility to transit). This study examines how tourism demand (measured by tourist volume) affects retail property prices in the tourist precinct of a shopping destination, namely Hong Kong. The implementation of the policy Individual Visit Scheme (IVS) in 2003 in Hong Kong has substantially increased tourist shoppers from Mainland China, and it is used as a quasi-natural experiment of the increased tourist volume. Spatial and non-spatial hedonic pricing models are developed based on the ground-floor retail property transaction data of Causeway Bay, Hong Kong before and after the IVS (1993–2011). The findings of this study are as follows. (1) Accessibility to transit has a larger positive price effect after the implementation of the IVS. (2) The implicit price of accessibility to accommodation facilities is not significantly altered by the implementation of the IVS. (3) Age has a larger negative price effect after the implementation of the IVS. The first two outcomes are related to the economic concerns of tourist shoppers, while the last can be explained by their hometown experience. Finally, practical implications are discussed.

Understanding the relationship between tourism demand and retail property prices is of great significance to tourist destinations, especially shopping destinations. The increase in tourism demand may alter the implicit prices of certain retail property characteristics (e.g., age and accessibility to transit). This study examines how tourism demand (measured by tourist volume) affects retail property prices in the tourist precinct of a shopping destination, namely Hong Kong. The implementation of the policy Individual Visit Scheme (IVS) in 2003 in Hong Kong has substantially increased tourist shoppers from Mainland China, and it is used as a quasi-natural experiment of the increased tourist volume. Spatial and non-spatial hedonic pricing models are developed based on the ground-floor retail property transaction data of Causeway Bay, Hong Kong before and after the IVS (1993–2011). The findings of this study are as follows. (1) Accessibility to transit has a larger positive price effect after the implementation of the IVS. (2) The implicit price of accessibility to accommodation facilities is not significantly altered by the implementation of the IVS. (3) Age has a larger negative price effect after the implementation of the IVS. The first two outcomes are related to the economic concerns of tourist shoppers, while the last can be explained by their hometown experience. Finally, practical implications are discussed.

Landscape ecological risk assessment (LERA) evaluates different types of potential environmental impacts and their cumulative effects, thereby providing policy insights for sustainable regional land-use and ecosystem management. In a departure from existing literature that heavily relies on low-resolution land-use data for LERA at provincial or municipal scales, this study applies high-resolution land-use data to a relatively small research area (county). In addition, this study modifies the evaluation units of LERA from equal-sized grids to watersheds and refines the ecological vulnerability weight on the basis of finer-resolution data. The main findings are summarized as follows: (1) In 2011–2013, nearly 866 ha of land use in Xiapu County changed; moreover, the construction land, which was mainly concentrated in Songgang Street and Xinan Town, increased the most (340 ha). (2) Landscape ecological risk (LER) was roughly maintained, and areas of high ecological risk were mainly concentrated along the coast. (3) The spatial distribution of LER maintained a relatively aggregated pattern, with no trend toward more aggregated or more dispersed change. This study further discusses the relationship between local LER and land-use change and how to balance global and local LER in planning practices.

Landscape ecological risk assessment (LERA) evaluates different types of potential environmental impacts and their cumulative effects, thereby providing policy insights for sustainable regional land-use and ecosystem management. In a departure from existing literature that heavily relies on low-resolution land-use data for LERA at provincial or municipal scales, this study applies high-resolution land-use data to a relatively small research area (county). In addition, this study modifies the evaluation units of LERA from equal-sized grids to watersheds and refines the ecological vulnerability weight on the basis of finer-resolution data. The main findings are summarized as follows: (1) In 2011–2013, nearly 866 ha of land use in Xiapu County changed; moreover, the construction land, which was mainly concentrated in Songgang Street and Xinan Town, increased the most (340 ha). (2) Landscape ecological risk (LER) was roughly maintained, and areas of high ecological risk were mainly concentrated along the coast. (3) The spatial distribution of LER maintained a relatively aggregated pattern, with no trend toward more aggregated or more dispersed change. This study further discusses the relationship between local LER and land-use change and how to balance global and local LER in planning practices.

Walking and cycling are not only frequently-used modes of transport but also popular physical activities. They are beneficial to traffic congestion mitigation, air pollution reduction, and public health promotion. Hence, examining and comparing the built environment correlates of the propensity of walking and cycling is of great interest to urban practitioners and decision-makers and has attracted extensive research attention. However, existing studies mainly look into the two modes separately or consider them as an integral (i.e., active travel), and few compare built environment correlates of their propensity in a single study, especially in the developing world context. Thus, this study, taking Xiamen, China, as a case, examines the built environment correlates of the propensity of walking and cycling simultaneously and compares the results wherever feasible. It found (1) built environment correlates of the propensity of walking and cycling differ with each other largely in direction and magnitude; (2) land use mix, intersection density, and bus stop density are positively associated with walking propensity, while the distance to the CBD (Central Business District) is a negative correlate; (3) as for cycling propensity, only distance to CBD is a positive correlate, and job density, intersection density, and bus stop density are all negative correlates. The findings of this study have rich policy implications for walking and cycling promotion interventions.

Walking and cycling are not only frequently-used modes of transport but also popular physical activities. They are beneficial to traffic congestion mitigation, air pollution reduction, and public health promotion. Hence, examining and comparing the built environment correlates of the propensity of walking and cycling is of great interest to urban practitioners and decision-makers and has attracted extensive research attention. However, existing studies mainly look into the two modes separately or consider them as an integral (i.e., active travel), and few compare built environment correlates of their propensity in a single study, especially in the developing world context. Thus, this study, taking Xiamen, China, as a case, examines the built environment correlates of the propensity of walking and cycling simultaneously and compares the results wherever feasible. It found (1) built environment correlates of the propensity of walking and cycling differ with each other largely in direction and magnitude; (2) land use mix, intersection density, and bus stop density are positively associated with walking propensity, while the distance to the CBD (Central Business District) is a negative correlate; (3) as for cycling propensity, only distance to CBD is a positive correlate, and job density, intersection density, and bus stop density are all negative correlates. The findings of this study have rich policy implications for walking and cycling promotion interventions.