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between the built environment and travel behavior is analyzed. Based on that, the
situation after the change in built environment will be predictable. The “after”
measurement can act as a comparison with the predictions. It is instructive to
examine the degree to which the measures obtained in the first wave predict those
obtained in the second wave and, more importantly, to compare the temporal
stability of the measures in terms of different modes of transportation. To assess the
overall impact of the change, studies can also compare attitudes, subjective norms,
perceived behavioral control, intentions, past behavioral tendencies and reported
behaviors before and after the change in built environment.
5.5
Study Progress for Walking Behavior in Chinese Cities
It is noteworthy that most of the current studies in this field have been carried out
in developed Western countries and regions (e.g. Australia, the United States and
Western Europe). The experiences of developed countries may not be applicable to
other contexts, especially those undergoing fast-paced urbanization and motoriza-
tion like China. There is a great potential for China to provide fresh evidence and
significant insight.
5.5.1
Chinese Cities Versus Western Cities
5.5.1.1
Developed and Developing
Since the Second World War, Western city urban growth patterns have been
dominated by low-density development and employment decentralization. Cities
in developed countries are largely built up with an automobile-oriented struc-
ture, within which the society is dominated by an automobile culture. After the
1980s, North American and European countries experienced “new suburbaniza-
tion.” United States studies focus on whether and how the addition of a compact city
development strategy in a low-density context can reduce automobile-based travel
and improve air quality (Cervero and Duncan
2006
). Empirical studies in Western
cities tend to confirm the transport and health benefits of land use strategies such as
densification, infill development, mixed land use and the job-housing balance.
China, however, is still experiencing rapid urbanization and motorization. Its
urbanization rate will increase from 46 % in 2010 to 60 % by 2025. Compared with
employment decentralization in Western countries, China's current suburbanization
is characterized by residential decentralization due to old city transformation and the
suburban housing market (Zhao et al.
2011
). Job opportunities are not comparable
with housing decentralizations. The finance, insurance and real-estate sectors are
concentrated and growing rapidly in the central areas of cities. The featureless
expansion of the central built-up area will most likely form a mono-centric rather
than a multi-nuclei city (Jiawen Yang et al.
2011
). Fortunately, most Chinese cities
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