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In this paper, I argue that intersectionality can benefit the study of migrant urban citizenship and that migrants' legal status affects their potential for urban citizenships. These arguments are based on life story interviews I conducted with Mongolian labour migrant women (both documented and undocumented) living and working in Seoul during the COVID-19 pandemic. Drawing from this data, I first discuss the mutual relationship between COVID-19 regulations and the specific urban spaces they affected, and second, how migrant women navigated this relationship. In practice, I categorise these pandemic-driven experiences into three specific types of spaces – spaces of escape , spaces of fear , and spaces of (potential) discrimination – which I analyse through the lenses of gender, class, and racialisation. In conclusion, I call for future research on migrant urban citizenship to critically consider the role of legal status in migrants' embodied processes of urban citizenship-making and investigate how underlying structural social and power relations shape these embodied processes. Reformulating the concept of urban citizenship in a way that explicitly informs policy making and fosters migrants' embodied experiences of urban citizenship is also needed. • Intersectionality can benefit the study of migrant urban citizenship. • Migrants' legal status affects their potential for urban citizenship. • COVID-19 regulations transformed urban spaces in Seoul into spaces of escape, fear, or discrimination. • Migrant urban citizenship needs to be reconceptualised into a policy-oriented approach. [ABSTRACT FROM AUTHOR]

This study explores differences in the effects of rail transit investment across various types of lands with different values and locations, using the development of Seoul Metro Line 9 (SML9) in Korea as a case. Seoul Metro Line 9′s proximity, neighbourhood and wider economic effects are assessed. A spatial autoregressive difference-in-difference (SAR-DID) model is developed to control for the issue of spatial autocorrelation, together with a standard difference-in-difference model and a quantile regression model. The findings of these analyses are as follows. First, office and apartment lands received the largest proximity and wider economic benefits from SML9 development in their respective category. Second, SML9′s neighbourhood effects are larger for lands that increased their business and development opportunities due to the opening of SML9, such as retail and low-rise multi-family house lands. Third, the proximity and wider economic effects of rail transit investment and its neighbourhood effect generally increase with proximity to a rail station. Finally, residential and commercial lands at low price levels received fewer benefits from the completion of SML9 than those at the upper price levels. These differences are related to the various factors presented in this paper, such as the amount of capital accumulated on the lands, the number of users of the network on the lands and the different nature of each type of residential and commercial land. Based on the improved understanding of the relationship between the effects of rail transit investment and land characteristics, a well-organised land use plan for new rail transit projects can be formulated. An important implication for policymakers is that a well-organised land use plan can not only regulate land uses in the area of rail stations, but is also one of key tools to promote successful rail transit projects in urban areas. • A rail transit project that considerably reduced travel times between the two major centres in Seoul is used as a case. • The neighbourhood effect of the rail transit project is analysed alongside its proximity and wider economic effects. • The issue of spatial autocorrelation is addressed by developing a spatial autoregressive difference-in-difference model. • Different patterns and magnitudes of the effects of rail transit investment across land types, values and locations are found. • A policy suggestion for land use plans/policies for rail transit projects is made. [ABSTRACT FROM AUTHOR]

The environmental impacts of delivery food packaging waste pose an increasing threat as the delivery industry is growing rapidly worldwide. Possible effects include soil, water and air pollution, increased CO2-emissions and death of aquatic organisms. Previous research has demonstrated the environmental advantages of distributing reusable food containers, rather than single-use or bio-degradable. Therefore, this research examines the possibility of introducing a city-scale reusable food container system for delivery platforms in Seoul, South Korea, based on a contingent valuation survey that examined the consumers' willingness to pay (WTP) additionally in order to get a reusable container when ordering delivery food. If the container has to be returned to a facility within 500m, the WTP was found to be USD 1.92; if the container will be picked up at the point of delivery, the WTP is USD 2.18. The cost analysis suggests that it is feasible to offer reusable food container option for companies that have at least 25% market share in South Korea, with which a 114% return of investment can be achieved after one year. Based on the results, policy recommendations are made to support the introduction of reusable food containers for delivery platforms and a pilot project in areas with high population density is suggested. • It can be economically feasible for food delivery companies to introduce a reusable food container system. • Citizens are willing to pay an additional USD 1.92–2.18 per order. • WTP increases slightly for home pick-up of used containers, especially for younger respondents. • Between 108 and 152 t CO 2 -equivalent could be saved with a reusable food container system each day. [ABSTRACT FROM AUTHOR]