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Metro cultural scene: A new community scale in urban scene research
Abstract
Cultural scenes are essential units and value collections within consumer spaces, and metro scenes in large cities are a new perspective for cultural scene research. Based on scene theory, we isolated distinct urban metro scenes through the perspective of slow travelling, through which we identified the dimensions of Shanghai’s metro cultural scenes. Furthermore, we identified five patterns of metro cultural scenes through factor analysis and cluster analysis of scene dimensions, namely, mechanically modern, charming and expressive, local and down-to-earth, public welfare and rationality, and ordinary scenes. We found that the names of metro stations could influence scene formation by influencing the category of amenities around the station, while the convenience of the metro stations could significantly promote the formation of some scene dimensions. In addition, urban planning and crowd distribution also have an impact on the metro culture scene. Our study reveals the characteristics and patterns of metro scenes in Shanghai and proposes a pathway by which metro scenes are formed, providing a new direction for urban scene research.
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Scenes are important carriers of cultural expression. Cultural landscapes reveal specific cultural connotations through various scenes, and people understand and give things cultural connotations through scenes. In recent years, new techniques for visualizing cultural landscape heritage have been made possible by the advent of mapping and geographic information technology. The Beijing-Hangzhou Grand Canal’s culture is a “living” cultural legacy. As one of the key links in the canal’s cultural chain, Qingjiangpu is crucial to reproducing its cultural landscape. This paper first discusses the relationship between scene theory and the cultural landscape. Starting from the five elements of scene theory, through the collection of online text data and the corresponding data obtained from questionnaire research, the paper analyzed the scene constructed by the cultural landscape and the urban spirituality embodied by the scene. Through the deep excavation of cultural landscape and its historical context, the theoretical framework of “node-neighbor-city” cultural landscape reproduction is proposed. Taking the ancient city of Qingjiangpu as an example, the cultural landscape has been reproduced at different scales and in different dimensions through various technical means. This study can provide a theoretical basis and practical reference for the research of cultural landscape reproduction.
There has been a cultural turn in urban development, as an increasing number of scholars are stressing the importance of culture in urban research and policy agendas. Specifically, the bohemian cultural scene could drive an integral cultural policy approach between the cultural scenes city and the creative city approach. Based on amenities data from 65 major Chinese cities, this paper investigates the relationship between bohemian cultural scenes and creative development of Chinese cities as well as regional differences using tree-based model, ordinary least squares (OLS) and truncated regression, and provides conceptual and quantitative support for a bohemian cultural scenes policy. Factor analysis suggests the bohemian cultural scene in Chinese cities consists of two dimensions: self-expression and charisma. According to regression results, bohemian scenes significantly promote urban creative development; specifically, charisma has a stronger impact on urban creativity than self-expression. There are also significant regional differences: northern and eastern cities should focus on the development of the charismatic dimension, creative subjects should adjust away from prudent industriousness and practice dynamic experimentalism; whereas southern cities should focus on the self-expressive dimension, and continue to promote tolerance, inclusivity and expressive practice. Finally, the bohemian scenes policy demands an integral policy approach sensitive to the existing socioeconomic context: policymakers should incorporate specific amenities into existing qualities of local spaces and cultural consumption to stimulate creative development.
Extending recent social science work using the concept of scene into politics, this paper investigates connections between cultural variation and political variation across Canadian localities. First, we introduce the notion of scene. Then, using a national database of local amenities (with some 1800 categories and 1.6 million data points), we show that key dimensions of cultural meaning account for significant differences in voting patterns in recent Canadian elections. In particular, electoral districts with scenes that suggest themes of self-expression are associated with support for left-leaning parties, while scenes that support locality and corporateness are associated with the right. We conclude with suggestions for pursuing hypotheses about potential mechanisms driving these associations.
This paper elaborates a general theory of scenes as multi-dimensional complexes of meaning embedded in material, local practices. It outlines techniques for measuring scenes empirically and shows how certain types of scenes provide environments in which new social movement (NSM) organizations (like human rights and environmental groups) tend to thrive. However universal and cosmopolitan the content of NSM goals, they appear to get much of their energy and support from the qualities that inhere in concrete local contexts.
Purpose
The purpose of the study is to explore the differences between fast fashion and slow fashion consumers in regards to their consumer decision process stages (i.e. purchase/consumption, post‐consumption evaluation, and divestment).
Design/methodology/approach
Qualitative data were collected via focus groups and personal interviews. Participants were recruited through flyers that were posted at various locations, including a college campus, select retail stores, and www.craigslist.com The sample consisted of 38 participants, 22 fast fashion and 16 slow fashion. All participants were female, 18 years of age or older, with a mean age of 21.2 years.
Findings
Three groups of themes emerged. The purchase/consumption themes were buyers’ remorse avoidance, utilitarianism, hedonism, and style/self‐image congruence. The post‐consumption evaluation themes included instant satisfaction vs continued satisfaction and consumer expectation confirmation. Finally, the divestment themes consisted of divestment frequencies, divestment reasons, and divestment approaches.
Research limitations/implications
This study explored the purchase and post‐purchase stages of the Consumer Decision Process (CDP) model. This particular focus on the CDP model, in the context of fast (vs slow) fashion, has not been researched in the past. Additionally, this research adds to the body of knowledge by utilizing the CDP model to understand the differences between fast fashion and slow fashion consumers.
Practical implications
Fast fashion and slow fashion retailers may use this research to better understand their target markets by understanding why they choose to purchase/consume, what influences their post‐consumption evaluation, and how and why they choose to divest their clothing.
Originality/value
Past research has demonstrated the importance of understanding the supply chain and business model aspect of fast fashion. However, no empirical studies have been found that examine the decision‐making process of consumers of fast (vs slow) fashion.
The originality of Kittler is not his preference for technical media, but his insight in the linking of media with the technique of time axis manipulation. The most elementary experience in human existence is the irreversibility of the flow of time. Technology provides a means for channeling this irreversibility. Media are practices that use strategies of spatialization to enable one to manipulate the order of things that progress in time by transforming singular events in reproducible data. Human bodies cannot be seen as media because they are subject to the linearity of time. Are media a priori functioning universals for Friedrich Kittler? The answer is: no. Media history has a beginning (writing) and an end (computer).
Space-time flexibility is defined as the extent to which individuals can participate in activities at different locations and different times. High space-time flexibility of travel enables people more freedom to choose when and where to make trips and assists in achieving both environmental and social sustainability. Applying a quasi-experimental approach – propensity score matching – to data obtained from 624 interviews in Chengdu (China), this paper aims to examine the effects of metro accessibility on space-time flexibility of shopping travel for non-daily goods. The results show that people residing around metro stations (i.e., high calculated accessibility) have a higher level of space-time flexibility of shopping travel than those living elsewhere. Meanwhile, people who perceive easy access to metro services (i.e., high perceived accessibility) are also likely to have a higher level of space-time flexibility. The findings highlight the importance of metro accessibility from the perspective of time geography. In practice, improving calculated and perceived accessibility to metro services may be an effective urban planning strategy to increase residents’ space-time flexibility of shopping travel and inform policy recommendations for the design of sustainable cities.
The strategies using transit-oriented development (TOD) to optimize transportation sustainability have been implemented in many metropolitan areas and extended beyond the role of exclusively offering transit services. Research findings from existing literature have largely shown that metro station catchment areas can attract a substantial number of urban functions and human activities that lead metro stations to be vital and vibrant places of urban daily life. In this work, we propose a data-driven semantic framework to characterize metro stations through points of interest (POIs) in Hong Kong. The analytical results reveal four thematic topics of urban functions that are closely related to commercial, residential, tourism, and industrial activities. Given the implementation of a hierarchical clustering approach on these thematic topics, the similarities among different stations are investigated. In particular, metro stations in the same thematic group tend to be spatially concentrated, suggesting an evident geographical proximity relating to similar urban functions. Plus, results from the Multinomial Logit Model (MNLM) confirm that the surrounding built environment of metro stations has close relationships with the heterogeneity of urban functions. Ultimately, this study introduces alternative insights into the urban functional heterogeneity exhibited by metro station areas, and the practical implications for more targeted TOD strategies are discussed.
Dockless bike sharing, a new way of travelling to complement public transportation systems, can bring obvious benefits to the low-carbon transformation of cities. Accordingly, this paper provides a comprehensive analysis of the effects of individual-, household- and city-level characteristics on the use of bike sharing, using nationwide data from China via the China Household Finance Survey. The results showed that age, educational attainment and household income were significantly associated with the adoption of bike sharing. City characteristics are also found to be important to the likelihood of using shared bikes. Importantly, we confirmed the complementary effects between dockless bike sharing and public transportation, such as underground rail, buses and taxis, while a substitution effect exists with motorcycles and private cars. These findings have clear policy implications for the development of bike sharing and the low-carbon transformation of cities in China.
Current approaches for measuring inequality are insufficient or unsuitable for promoting and designing equitable built environments and urban systems. In this paper, we demonstrate how a recently developed inequality measure—the Kolm-Pollak equally-distributed equivalent (EDE)—could be used to support decision making to foster equity in the built environment. The EDE provides a measure of a distribution that is similar to the average (mean) but includes a penalty based on the inequality of that distribution. The primary advantage of the Kolm-Pollak EDE is that it can be used to evaluate the inequality of both desirable quantities (e.g., amenities) and undesirable quantities (e.g., burdens). This is essential in urban systems as inequities can manifest through, among other things, disparate access to opportunities like public amenities and unequal exposure to burdens, such as pollution and natural hazards. Additionally, the Kolm-Pollak EDE can be calculated for different sociodemographic subgroups, enabling needs-based assessments to promote environmental justice. Thus, the Kolm-Pollak EDE presents numerous opportunities for practitioners, policymakers, and researchers concerned with advancing equity. We demonstrate the approach with a case study of grocery store access in ten cities across the USA and provide a Python package (inequalipy) and R code to enable others to use these inequality metrics.
The significance of urban metro stations extends beyond their roles as transport nodes in a city. Their surroundings are usually well-developed and attract a lot of human activities, which make the metro station areas important cognitive places characterized by vague boundaries and rich semantics. Current studies mainly define metro station areas based on an estimation of walking distance to the stations (e.g., 700 m) and investigate these areas from the perspectives of transportation and land use instead of as cognitive places perceived by the crowd. To fill this gap, this study proposes a novel framework for extracting and understanding the cognitive regions of urban metro stations based on points of interest (POIs). First, we extract the cognitive regions of metro stations based on co-occurrence patterns of the stations and their surrounding POIs on web pages by proposing a cohesive approach combined of spatial clustering, web page extraction, knee-point detection, and polygon generation techniques. Second, we identify the semantics of metro stations based on POI types inside the regions using the term frequency-inverse document frequency (TF-IDF) method. In total 166 metro stations along with more than one million POIs in Shenzhen, China are utilized as data sources of the case study. The results indicate that our proposed framework can well detect the place characteristics of urban metro stations, which enriches the place-based GIS research and provides a human-centric perspective for urban planning and location-based-service (LBS) applications.
Advances in computational urbanism have stimulated the rise of generative and parametric approaches to urban design. Yet, most generative and parametric approaches focus on physical characteristics, such as a neighborhoods walkability, energy efficiency, and urban form. Here, we study the colocation patterns of more than one million amenities in 47 U.S. cities to model the amenity mix of neighborhoods, and to identify the amenities that are over- or under-supplied in a neighborhood. We build this model by combining a clustering algorithm, designed to identify amenity-dense neighborhoods, and a network, connecting amenities that are likely to collocate. Our findings extend generative and parametric urban design approaches to the amenity mix of neighborhoods, by leveraging the idea of relatedness from the economic geography literature, to evaluate and optimize a neighborhood's amenity mix.
This study examines the within tourism businesses social dynamics that lead to positive community social change via the reduction of barriers between amenity migrants and locals. The overarching study question is: What social dynamics happen within amenity migrant owned tourism businesses that are reducing social barriers between migrants and locals and leading to positive social change in the community? Findings show the existence of a dynamic interplay between the amenity migrants and locals who are working together that reflect rational (providing opportunities for locals to become tourism producers, promoting mutual understanding and respect, widening the participation of locals in decision-making) and emotional (welcoming nature, sympathetic understanding, emotional closeness) dimensions, reducing their differences and creating positive social change in the community.
Where and how does arts activity drive neighbourhood revitalization? We explore the impact of arts establishments on income in US zip codes, nationally and across quantiles (from four to seven subgroups) of zip codes stratified by disadvantage (based on income and ethnicity/race). We focus on what is new here: how neighbourhood scenes or the mixes of amenities mediate relationships between the arts and income. One dramatic finding is that more bohemian/hip neighbourhoods tend to have less income, contradicting the accounts from Jane Jacobs, Richard Florida and others. Arts and bohemia generate opposing effects, which emerge if we study not a few cases like Greenwich Village, but use more careful measures and larger number of cases. Some arts factors that distinctly influence neighbourhood income include the number of arts establishments; type and range of arts establishments; levels of disadvantage in a neighbourhood; and specific pre and coexisting neighbourhood amenities. Rock, gospel and house music appeal to distinct audiences. Our discussion connects this vitalizing role for arts activity to broader community development dynamics. These overall results challenge the view that the arts simply follow, not drive, wealth, and suggest that arts-led strategies can foster neighbourhood revitalization across a variety of income, ethnic, and other contexts.
People increasingly seek out opportunities to escape from a sped-up pace of life by engaging in slow forms of consumption. Drawing from the theory of social acceleration, we explore how consumers can experience and achieve a sloweddown experience of time through consumption. To do so, we ethnographically study the Camino de Santiago pilgrimage in Spain and introduce the concept of consumer deceleration. Consumer deceleration is a perception of a slowed-down temporal experience achieved via a decrease in certain quantities (traveled distance, use of technology, experienced episodes) per unit of time through altering, adopting, or eschewing forms of consumption. Consumers decelerate in three ways: embodied, technological, and episodic. Each is enabled by consumer practices and market characteristics, rules, and norms, and results in time being experienced as passing more slowly and as being an abundant resource. Achieving deceleration is challenging, as it requires resynchronization to a different temporal logic and the ability to manage intrusions from acceleration. Conceptualizing consumer deceleration allows us to enhance our understanding of temporality and consumption, embodied consumption, extraordinary experiences, and the theory of social acceleration. Overall, this study contributes to consumer research by illuminating the role of speed and rhythm in consumer culture. © 2018 The Author(s). Published by Oxford University Press on behalf of Journal of Consumer Research, Inc. All rights reserved.
Highly dense cities' livability has long been debated in the urban planning field, particularly regarding vibrancy, walkability, and day-to-day service access. However, studies on density's effects on the provision of neighborhood community amenities and services are limited. In addition, urban form's effects on community facility distribution patterns under the constraints of pedestrian access to urban road networks remain poorly understood. Hong Kong, with an average population density of 68,500 persons/km², has one of the world's densest urban environments. This study investigated community facility distribution through a comprehensive network analysis using fine-scale dataset. Results showed that highly dense urban form ensured access to certain facilities and services and that daily service and amenities provision was positively correlated to building density and performance of community spatial characteristics. The findings provide insights for planning and designing to provide better facility services to meet people's daily needs regarding amenities and services and for the configuration of a dense urban form.
With the transformation of urban economy to new knowledge economy, urban amenities are considered as one of the most important factors influencing the flow of high-end talents and urban economic growth. Based on previous research of urban amenities at home and abroad, in addition to the consideration of the access to data, the article develops an indicator system for the assessment of urban amenities in China. This system includes 6 categories of urban amenities and 34 indicators. On the basis of the amenity indicator system, the research gives the evaluation on the development level of urban amenities of 26 major cities in China. It finds out that: (1) The four cities, Beijing, Shanghai, Guangzhou and Shenzhen rank top four in overall amenity level among the 26 cities; (2) Business amenity, transportation and speed are most important decisive factors that have impact on overall urban amenity level. Compared to Western developed countries, at the current stage Chinese big cities are paying more attention to the "built/material environment" of the city rather than "soft" ones, such as natural environment and social amenities; (3) Because there exists a gap in overall level of urban amenities among 26 Chinese major cities, there are both similarities and differences in their respective development model in terms of interior urban amenities composition and structure. The developed urban-amenity indicator system and its empirical research among the 26 Chinese major cities in this paper can help to understand the disparity in urban amenities development level in different cities. Urban amenity index can be further used for other urban development variables, such as economic development level and talent flow.
High-speed rail (HSR) networks in China profoundly altered China's urban tourism spatial patterns. This paper examines the characteristics and evolution of spatial patterns of the urban hinterland before and after HSR network. Economic relation model and spatial analysis in ArcGIS were utilized on 338 national prefecture-level administrative units. The results show: (1) HSR strengthens tourism-based economic relationships between cities, and demonstrates a “corridor” effect of the spatial distribution of the change rates of tourism external economic relationships; (2) Center cities with larger tourism comprehensive scale are enhanced with expanding trans-province hinterland; the hinterland of central cities are enlarged, of which spatial linkages between the hinterlands are increased; (3) the competition and difference for the hinterland of central cities are intensified. Based on these, this paper proposes a tourism spatial structure with 19 urban agglomerations, 6 1st-class and 21 2nd -class tourist economic zones, and strategies for optimizing China's tourist space.
This study examines whether the medium-term impact of rail transit on development near the transit stations differs if it is built in areas which are largely undeveloped (greenfield sites) as opposed to areas which have a certain level of development (infill sites) after a period of five to ten years. Hong Kong, a metropolitan city committed to rail-based transit-oriented development (RTOD), has been chosen to examine this main research question. Data related to changes in the population and employment size, development intensity, detailed land use pattern, and travel behavior of people living around transit stations along two railway lines (one primarily running through greenfield sites and the other running through infill sites), with both having an alignment running from the city’s urban core to the periphery and built in the mid-2000s, were collected and compared. The analysis provides some useful evidence about the actual impact of RTOD under different urban settings. Infill site development has indeed been more successful in re-generating employment growth, housing new population, or both and also has a more healthy mix of land uses. In greenfield sites where the establishment of transit infrastructure preceded urban development, RTOD provided the opportunity to reshape the built environment and introduce more innovative planning concepts like “comprehensive development”.
It is widely recognized that travel and tourism can have a high environmental impact and make a major contribution to climate change. It is therefore vital that ways to reduce these impacts are developed and implemented. 'Slow travel' provides such a concept, drawing on ideas from the 'slow food' movement with a concern for locality, ecology and quality of life. The aim of this book is to define slow travel and to discuss how some underlining values are likely to pervade new forms of sustainable development. It also aims to provide insights into the travel experience; these are explored in several chapters which bring new knowledge about sustainable transport tourism from across the world. In order to do this the book explores the concept of slow travel and sets out its core ingredients, comparing it with related frameworks such as low-carbon tourism and sustainable tourism development. The authors explain slow travel as holiday travel where air and car transport is rejected in favour of more environmentally benign forms of overland transport, which generally take much longer and become incorporated as part of the holiday experience. The book critically examines the key trends in tourism transport and recent climate change debates, setting out the main issues facing tourism planners. It reviews the potential for new consumption patterns, as well as current business models that facilitate hyper-mobility. This provides a cutting edge critique of the 'upstream' drivers to unsustainable tourism. Finally, the authors illustrate their approach through a series of case studies from around the world, featuring travel by train, bus, cycling and walking. Examples are drawn from Europe, Asia, Australia and the Americas. Cases include the Eurostar train (as an alternative to air travel), walking in the Appalachian Trail (US), the Euro-Velo network of long-distance cycling routes, canoe tours on the Gudena River in Denmark, sea kayaking in British Columbia (Canada) and the Oz Bus Europe to Australia. © Janet Dickinson and Leslie Lumsdon, 2010. All rights reserved.
Amenity migration is typically defined as the migration to places of extra-ordinary physical, recreational and cultural amenities. While much has been written about the impacts of amenity migration little is known about the experience of amenity migrants at the destination, and specifically how they negotiate for what is arguably their primary aim, leisure. The purpose of this paper is to provide a description of the how amenity migrants negotiate for their leisure and how the broader leisure negotiation process changes the physical attributes and character of the tourism destination. The paper reports on a grounded theory, inter-disciplinary study of the human-environment relationship within a high amenity destination resulting in the empirically based model, Leisure Negotiation within Amenity Migration.
In addition to human capital and creativity, cultural consumption opportunities play an important role in explaining local development and growth. They promote the attraction of visitors, as well as the attraction of the creative class, improving local income and wages. This paper analyses the relative importance of cultural consumption opportunities, as cultural scenes, explaining income differences among Spanish municipalities. Indices to measure talent, creative class, and different kinds of opportunities for cultural consumption at the local level are proposed, using multivariate regression analysis to show their complementary impact on local income. In addition to human capital and the creative class, the main results show that different kinds of opportunities for cultural consumption (cultural scenes) have an independent impact on local income.
This paper outlines a new approach to measuring local quality of place. It uses a national database of some 500 types of local amenities to measure the local 'scene' in every US zip code. It provides a brief tour through the American 'scenescape' at the national, regional, urban and neighbourhood levels by outlining variations in types of amenities and the values they support, such as tradition, self-expression, transgression or local authenticity. And it shows that scenes with a strong self-expressive dimension promote growth and innovation while enhancing the economic impacts of technology clusters. Copyright 2011, Oxford University Press.