仇保兴 | 我国城市交通发展的基本思路
城市内交通和城市外交通发展遵循完全不同的规律，但国内很多地方，城市内交通和城市外交通是同一个部门负责的，并且按照相同思路规划建设城市交通，结果导致我国很多地方的城镇化发展水平还处于中期，城市交通拥堵已经到了晚期。在很长一段时间里，我国部分城市交通发展的思路是错误的，即将高速公路发展模式引入到城市内交通发展模式中，这非常危险。
Transport systems in and outside cities follow totally different patterns of development. But in many Chinese cities, one authority is in charge of both and make plans regarding transport networks in the same way. As a result, the urbanization drive in many areas remains at a medium level and urban traffic congestion has become so grave. Over a considerable time, some of the cities have adopted a wrong transport development methodology, i.e. the incorporation of expressway development patterns into the urban transport system, which can pose a tremendous threat.
法国巴黎、西班牙巴塞罗那、澳大利亚堪培拉的航拍照片可以看出，由城市功能自然衍生出的各具特色的城市机理恰符合“阴阳互补”的城市空间
The distinct fabrics originating from different urban programs are a vivid illustration of the balance between “yin” and “yang" , as shown by the above aerial images of Paris, Barcelona and Canberra.
我国城市交通的发展应该遵循“紧凑”、“多样”、“低排”、“舒适”的基本思路。第一“紧凑”，第二“多样”，第三“低排”，第四“舒适”，之所以要这样排序也是出于我国的实际。总的来讲，“紧凑”是要求交通工具的小型化、便捷化和空间资源分配的合理化；多样就是要运用丰富多样的交通载体来满足人们的实际需求；“低排”是通过无污染、低排放、低噪音的交通工具来形成良性循坏的绿色交通环境；“舒适”是要求交通工具的发展要以人为本。
Instead, we should follow the basic principle of “compactness, diversification, low emissions and comfort”. Such order is based on our reality. The sustainable development of compact Chinese cities requires building up the system in above-mentioned order and the harmony between “yin” and “yang” of urban space through city planning. Only by rolling out these measures can our urban transport system become smooth and eco-friendly in a real sense. It’s the same with continuous promotion of urban Values. In conclusion, “compactness” means small vehicles of convenient use and appropriate allocation of spaces; “diversification” refers to the employment of diverse vehicles to meet the actual demands of people; “low carbon emissions” signifies the shaping of a sound traffic environment by using pollution-free vehicles with low emissions and less noises; “comfort” demands that vehicle development be people-oriented.
有限的交通空间要满足最大化的机动性要求，而不同的交通工具占用的空间又是不一样的。私家车10个平方米，自行车1.4平方米，行人只有0.3平方米。当速度提高之后，私家车占有的面积会比自行车多出20倍，这就是为什么在北京十个车道的大马路上，每小时通过的人还不如两边三公尺宽的自行车道通过的多。改革开放前，城市老路没有拓宽时上下班半个小时可以到，现在马路拓宽了大家都坐小汽车上下班交通反而更费时了，原因就在于我们用的交通工具占用的空间太大了。
Limited transport spaces should give full play to mobility while different vehicles occupy different amounts of land, for example, 10 sq m for private cars, 1.4 sq m for bicycles, and a mere 0.3 sq m for pedestrians. Once the speed is elevated, the area occupied by private cars will be over 20 times those by bicycles. This explains why on a spacious road with ten lanes in Beijing, the number of pedestrians that get past each hour is less than that on the three-metre-wide cycleways either side. Before the reform and opening up when old urban roads had yet to be extended, it only took half an hour to commute. But nowadays it takes surprisingly longer to do so by cars. The reason lies in the fact that the vehicles we are using take up too much room.
Comparison of spaces that different vehicles occupy (the area a private car occupies is 20 times that a bicycle does.)
应该认识到，我国城市一个最主要的特点就是非常紧凑。我国新型城镇化规划就规定任何一个城市每人占有的空间不超过100平方米。而根据国家强制性标准，这100平方米的空间包括了一个人的交通用地、工业用地、居住用地和公共服务、绿化等用地在内的全部用地。也就是说，城市内1平方公里的建成区内要承载1万人以上。中规院通过对我国36个大中城市人均用地连续20年的跟踪调查发现，这36个城市都确实能够满足国家强制性标准，达到1平方公里建筑区承载1万人的规定。
We should be aware of the fact that extreme densification is characteristic of Chinese cities. According to the National New-type Urbanization Plan, each urbanite everywhere is entitled to a mere 100-square-metre plot of land. Furthermore,under the state compulsory standards, it includes a citizen’s entire land for transport, industrial operation, housing and public services, tree-planting and so forth, i.e. over 10,000 inhabitants per square kilometre built area. The twenty years’ study on the area per capita in 36 medium- and large-sized Chinese cities, by the China Academy of Urban Planning& Design, has showed that these cities do meet the standards.
五大类主要用地占城市建设用地适宜比例
Ideal proportions of five major land-use categories in urban construction land
各规划期人均城市建筑用地对照
Comparison of the amounts of construction land per capita in different cities during varied planning periods
强调通过紧凑的空间布局，合理规划产业、居住、服务和生态等城市功能，提高土地利用效益。一方面构建“产业组团+生活组团”融合发展的组团空间结构，避免大规模、长距离通勤出行，降低碳排放水平，在建筑容积率（开发强度）一定的条件下，允许用户将有关联的项目放在同一地块上，例如大学与住宅、商贸展览与宾馆饭店等；另一方面是积极推行TOD开发模式，结合轨道交通和社区建设，适度提高轨道站点周边和公交便利社区的土地利用强度和功能混合，使城市运行效率最大化。
We will be able to increase efficiency of land use by focusing on compact spacial layout and appropriate plans regarding industry, housing, public services, eco-friendliness and so forth. On one hand, we should build a spatial structure that features synchronous development of industrial and daily-life areas, so as to avoid long-distance and overcrowded commute and cut carbon dioxide emissions. Under the condition that floor area ratio (density of property development) be kept within certain limits, developers should be allowed to locate related projects on the same plot of land, like universities and housing, commercial exhibitions as well as hotels and restaurants. On the other hand, Transit-oriented Development (TOD) should be implemented. This means incorporating metro lines into community building, promoting, in a moderate way, use intensity and function-mixing of land nearby metro stations and bus-accessible communities, so as to give full play to efficiency of urban operations.
紧凑混合用地模式可大致量化为：100%居民步行500米范围可达公交站点；100%居民步行500米可达公共绿地；80%入学学生步行500米可达小学；97%幼童步行500米可达幼托。
Compact mixed land use can be quantified as: all residents walk less than 500 metres to reach bus stations and public green space; 80% of pupils are able to reach their schools and 97% of children their preschools within the same walking distance.
紧凑型、集约式的空间布局，可大大提高土地利用效率
A compact, centralized spacial layout could significantly improve land use efficiency.
在自然界，一张树叶的脉络有主脉络和次脉络，主脉络与次脉络之间是1:20的关系，这保证了养分在主次通道间传输的通畅性。而我们的城市道路系统主干线和支干线之比一般为1:5。由于我们的城市道路系统支线道路不足，缺少足够的毛细血管，因而易发支干线拥堵，进而引发主干线也拥堵。
In the nature, a leaf’s veins consist of major and minor ones with the ratio of one to twenty, which ensures that nutrients can flow freely between different veins. Similarly, the ratio between the main roads and branch ones within the urban road network of is generally one to five, leading to frequent congestions on the branch ones which further spread to the main ones. The insufficiency of branch roads causes less free flow of traffic.
叶状结构—运输导向的路网
Leaf-like, transportation-oriented road networks
法国城市道路网的演变史
Evolution of urban road networks in France
近代以来，人类对城市交通的认识处在变化之中。工业文明刚刚起步时，人们认为就是单一的公共交通就可解决问题，但后来发现合理的交通应该是多种多样的。即使某种交通工具瘫痪，也可通过乘坐其它交通工具来弥补，这样城市的交通就具有了弹性。
Since the contemporary time, men’s understanding of urban transport is constantly evolving. At the beginning of industrial revolution, it was widely believed that one single public transport method was able to solve the problem. But later on, people came to realize that a reasonable transport system should be diversified. Even if a certain type of vehicles stops working, people still have alternatives. The system would thus become flexible.
美国大都市区驾车人每年因交通拥堵平均所耗的时间
Average time wasted stuck in traffic by drivers in major American cities each year
满足多样性的关键之一是增加路网密度，通过消除大院落、高密度街道来实现。多样性的关键之二是限制高架桥等小车引导型设施的建设。我国的诸多城市建设了大量的高架桥，好像没有高架桥就不是现代化，这显然是一个误区。高架桥上不能停车，所以高架桥是不能用于公共交通的，完全是私人轿车引导型交通设施。应该认识到，高速公路进城模式解决不了城市交通问题。城市交通的发展还是要回归需求，减少内城停车位，提高停车费，增加公交专用道和地铁，在内城划出拥堵费收费区域(伦敦、新加坡、米兰、纽约)等。
Increasing density of the road network by eliminating large compounds and crowded streets is one of the keys to diversification. The second is to impose restrictions on the construction of overpasses designed to guide small cars. Pyramids of such facilities have been built in many Chinese cities as if there would be no modernization without them, which is obviously a misunderstanding. Overpasses cannot be used for public transport as parking is prohibited there. Actually they act as facilities for guiding private cars. We should realize that building expressways in cities is not a solution. The evolution of urban transport system ultimately depends on demands, a reduction in the number of parking spaces in city centers, a raise in parking fees, more bus lanes and metro lines, setting aside areas for congestion charge (as in London, Singapore, Milan and New York) and so forth.
巴塞罗那Ramblas步行街反映了交通空间的多样性
The Ramblas street in Barcelona illustrating the diversity of transportation space
我国一辆电动汽车最高补贴大约12万人民币，属全世界最高，但依然发展不起来，“十城万辆”计划也基本落空。而遭到各个部委、地方政府打压，老百姓实际需要的电动自行车却蓬勃成长，并每年保持35%的增长。显然，我们的思路搞反了，应该从低价格、小型化、家庭可充电的小电动车起步。
The ceiling on subsidies for one single electric vehicle in China can reach up to some 120,000 yuan, ranking the highest in the world. However, the business is still struggling, with the plan of “pilot operation of 10,000 new-energy vehicles in ten cities” ringing hollow. Meanwhile, the electric bicycle business necessary for our daily life but banned by ministries and local governments is booming, with an annual growth of 35%. Our mindset is obviously wrong. Instead, we should learn by starting with low-budget small electric vehicles rechargeable at home.
低排的目标在于克服城市的空气污染。城市空气的污染源有很多，其中交通污染就是其中主因之一。如果城市空间紧凑，公交出行模式则具较高的经济性。我国许多地方面临的错误是正从亚洲模式走向北美模式，这必将带来很多麻烦。从能耗的角度来讲，自行车为零，电动自行车大约是摩托车的1/8，后者的尾气污染排放约为小汽车的数倍。从对空气质量影响的角度来讲，空气动力汽车最好，其次是电动汽车，再次是混合动力汽车，还有燃气汽车。显然，道路资源稀少的大城市应该打压的是摩托车，而不是电动自行车，更不应该压缩自行车道，而是应该因势利导规范电动自行车的速度和重量。
Cutting emissions is intended to address urban air pollution. Traffic pollution is one of the major sources. If urban space is compact, making trips by bus is relatively economical. The mistake many Chinese cities are making is that they’re moving away from the Asian mode towards the North American one. This would cause much trouble. In terms of energy consumption, that of ordinary bicycles is zero; that of electric ones is about one eighth that of motorcycles, exhaust emissions from which is several fold that from small cars. In light of impacts on air quality, aerodynamic car is the champion; the runner-up is electric vehicle, followed by hybrid electric and gas-powered automobile. Noticeably, it’s those motorcycles rather than electric bicycles that need to be cracked down on in metropolises with less road resources. In addition, the authorities should set standards on the speed and weight of electric bicycles rather than compress spaces for cycleways.
舒适是人的本性，也是“城市使生活更美好”的核心内容。以南美波哥大市为例，其采用快速公交系统BRT, 达到双零换乘，即市民乘坐公共交通换乘实现了零空间、零代价。双零换乘意味着对人的尊重，大大提高了舒适性。而我国目前的交通工具的设计远没有达到。
On top of being an instinct of human beings, comfort is also essential to the idea of “better city, better life”. Take Bogota, the capital of Columbia, as an example. The city adopts Bus Rapid Transit (BRT) to achieve “double-zero transfer”, which allows urban dwellers to transfer with ease between different vehicles within very short distance. This people-oriented scheme makes citizens feel much more comfortable. However, China’s current transport system is well below this level.
巴西库里蒂巴快速公交系统BRT，是一种高效、舒适、低碳的新型公共交通模式
The Bus Rapid Transit system in the Brazilian city of Curitiba is a new mass transit system that features high efficiency, comfort and low-carbon emissions.
The bridge specially built for cyclists and pedestrians in Holland
我国的城市交通建设应该推行TOD模式，即公共交通导向型发展模式，在规划居民区、商业区时，提前预留出站口用地，推动公共交通使用效用的最大化。这是一种从全局规划的土地利用模式，为城市建设提供了一种交通建设与土地利用有机结合的新型发展模式，也是在当前国内外交通规划、建设中得到快速发展并广泛应用的建设模式。我们应该实现大城市地铁广覆盖，推广自行车和公交出行，实现多种交通出行混合，并在地铁口将这几类交通实现衔接综合。以交通衔接综合站点为中心，以500米左右为半径来规划商场、公园、学校等等，最终实现居民出行的可达性和舒适性。在我国，离开这种规划格局谈城市交通就是缘木求鱼。
The government should introduce TOD, i.e. the public transport-oriented development model. It should also set aside plots of land for subway exits when making plans for residential areas and commercial districts in order to give full play to efficiency of the public transport system. Such a land-use pattern based on overall planning not only provides a new model which integrates transport construction with land use, it has also been widely used in transport planning and construction at home and abroad. We should fill big cities with metro lines, encourage trips by bicycle and bus and connect these methods of transportation with metro stations. Shopping malls, parks, schools and so forth should be planned within an around 500-metre radius of comprehensive transit stations, in a bid to make it more convenient and comfortable for urbanites to go outside. In China, making urban transport plans without such layouts is futile.
以TOD和生态新城群规划优化“轨道”规划
Optimization of various transport systems through the transit-oriented development model and eco-friendly city clusters.
若想实现舒适化，就需要注意几个方面。首先要让绿色交通乘者优先舒适起来。中国此前一度被称为自行车王国，荷兰学习中国，荷兰女王带头骑自行车，现在该国许多城市自行车出行率达到40%，真正做到了自行车重新成为市民的第一交通工具，而我国却在倒退。
To achieve comfort, we need to pay attention to following aspects. First, make passengers of “green”transport feel comfortable. China has been dubbed “the kingdom of bicycles”, followed by the Netherlands, with its queen taking the lead to ride bicycles. In many parts of the nation, making trips by bicycle now accounts for 40% of all the transport options, making the vehicle the most popular among citizens once again. However, our country is going backwards.
其次，我国已经步入老龄化社会，但是目前各种交通枢纽的设计并没有考虑到老年人的需求。在我国，火车站进站口或飞机场进站口距离登车、登机口基本都在半公里以上，这对部分老人来说是很累的。我们为何就不能实现就近便利出行设计呢？这一点大陆的城市可以借鉴香港，九龙航空、铁路、地铁综合枢纽交通设计时，都是让行人处于中间位置，能就近到达进站口。但是，零换乘就近设计需要提前六年精心设计。
Second, despite the fact that the Chinese society is rapidly aging, so many transport hub designs exclude the demands of the elderly. In China, entrances in railway stations or airports are usually half a kilometre away from the boarding gates, which makes some senior citizens feel worn out. Why can’t we come up with more convenient transport designs? Mainland cities should learn from Hong Kong as Kowloon’s airport, railway station and metro lines planning features putting the pedestrians at the center, making the entrances more accessible. But it takes elaborate design six years in advance to realize “zero-distance transfer”.
再次，我国还可以推广可与私家车的舒适性媲美的PRT模式，即个人快速公交。在一个城市内通过钢缆连接起数十个结点，每一万人提供50辆车，实现随用随到，无人驾驶，轨道运行。这一模式在国外如美国、以色列、沙特等国个别城市已经在试运行，是舒适性上唯一能与私家车竞争的公交系统。
Third, we can also promote the model of Personal Rapid Transit (PRT) comparable to private cars in terms of comfort. Connecting a dozen nodes in a city by steel-wire cables and 50 cars provided by per 10,000 citizens makes unpiloted driving on tracks possible at any time. As the only bus network that can compete with private cats in terms of comfort, the scheme has been implemented on a pilot basis in some cities in countries like America, Israel and Saudi Arabia.
PRT模式在保证安全性和舒适性的同时，轨道设置不占用地面空间，城市原有的交通用地（道路、停车场）可改造为城市公园绿地
The Personal Rapid Transit model not only ensures a high degree of safety and comfort but also saves a large amount of floor space, allowing the existing transport land like roads and parking lots to be transformed into parks.
美国波特兰有轨电车Portland Streetcar，服务于人口密集、对运营速度和距离要求不高、对道路景观及出行舒适度要求较高的交通走廊
The Portland Streetcars are designed to complement the transport corridors that require elaborate road landscaping and a high degree of comfort for a large number of travelers rather than speed and distance.
此文所有内容均由YoungBirds编辑部原创，
文字和部分图片来自国务院参事、住建部原副部长、中国城市科学研究会理事长仇保兴。
YoungBirds Editorial Department holds the copyright to the above content except for the text and some pictures courtesy of Qiu Baoxing, Counsellor of the State Council, the former Vice Minister of Ministry of Housing and Urban-Rural Development and President of Chinese Society for Urban Studies.
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