## 5 Discussion and Conclusions  
In this study, a Spatial Dubin Error Model was developed to express the spatial dependence effect. The built environmental variables of the urban village and employment were measured based on the geographic unit of TAZ, and the demand for online car-hailing travel was obtained using data from DiDi trips. Two main conclusions were obtained from this study. 1. The demand for online car-hailing travel is spatially dependent on urban villages and workplaces. The built environment of urban villages and employment areas has basically the same impact on online car-hailing travel. However, overall, the built environment of urban village areas had more factors, and the coefficient of the built environment variable of the employment site was larger in absolute value, indicating that the improvement of the built environment of the employment site had a more significant effect on guiding DiDi travel demand. Built environment factors need to be considered more comprehensively if DiDi travel is guided by urban village areas. 2. The impact of built environment variables on online car-hailing trips simultaneously showed spatial competition and spillover effects. Since the spatial spillover effect represents a wider range of the impacts of influencing factors when formulating an online car-hailing travel demand management strategy, in order to expand the scope of the influence, the built environment variables (bus stop density) with spatial spillover effects can be adjusted first. Then, the general spatially related variables (building density, bus line network density, road network density, and non-motorized vehicle lane ratio) can be considered. Finally, the variables with spatial competition effects (population density and mixed land use) should be placed at the end. A reasonable layout of urban villages and employment locations should be paid attention to via reasonable urban renewal strategies. Reasonable thresholds for the proportion of employment positions show be formulated within the radius of suitable walking and non-motorized travel scales around densely populated areas as the lower standard for the planning and construction of employment centers, especially via the construction of large-scale urban complexes in the process of urban village renewal. Admittedly, due to the limited amount of data obtained, the results of this study may be incomplete. If larger data samples are obtained for repeated tests and verification, the reliability and influence of research results could be improved. Moreover, with a larger sample size, different types of urban villages and regeneration methods could be further studied. Regarding the dynamic renewal of urban villages, they are a temporary informal residence, and their ultimate destination is regeneration, regardless of the time and measures that must be taken. The regeneration of urban villages is a dynamic process. It must not only conform to the blueprint of urban planning but also pay attention to the feasibility of the implementation of regeneration measures. To make the regeneration of urban villages better coordinated with urban development, dynamic renewal strategies deserve attention. Moreover, requirements for the regeneration of urban villages during various stages of urban development may also change. Hence, the regeneration of urban villages must reserve space for future development, make effective use of the flexible role of urban villages within urban development, and deliver transport vitality and land vitality. Therefore, although the conclusions obtained from this study are applicable to the upgrade of urban villages at the current stage, more influential factors and comprehensive relationships can be considered in the future with the development of urbanization and transportation. Conceptualization, L.Y. ; methodology, L.Y. ; software, X.L. ; validation, X.L. ; formal analysis, L.Y. ; investigation, X.L. ; resources, X.L. ; data curation, L.Y. ; writing--original draft preparation, L.Y. ; writing--review and editing, Q.L.