[Keywords:] traffic mode influencing factors, urban categories, development stages
1 overview
With the rapid economic development of big cities in China, the pace of urban motorization is gradually accelerating. The rapid growth of private cars and the rapid development of rail transit indicate that China's urban traffic is moving towards the stage of motorization. With the rapid development of motorization, the traffic patterns of big cities in China began to change. Many cities have put forward urban traffic development strategy, comprehensive traffic planning and traffic development outline, and put forward their own traffic development models. China is a country lacking in land resources and transportation energy, and at the same time, it is facing enormous ecological and environmental pressure. Therefore, how to choose the traffic development mode suitable for big cities, reflect resource conservation and environmental friendliness, and realize the sustainable development of cities will be an important topic for urban traffic development in China.
2 the meaning and expression of the mode of transportation
2. 1 meaning of traffic mode
Traffic mode is a traffic mode structure formed under specific conditions such as land use layout, population density, economic level and social environment, that is, the proportional distribution of travel undertaken by various traffic modes. Traffic mode reflects the development strategy of urban traffic, and it is the sum of traffic construction, operation and management under the guidance of strategy.
2.2 Measurement of traffic patterns
The mode of transportation can be expressed by trips (i.e. trips), passenger volume (passenger trips) and passenger turnover (passenger kilometers), among which passenger turnover is more comprehensive than trips and passenger volume.
Because the passenger transport mode is obtained by the statistics of the operation department, it can only reflect the composition of motorized passenger transport mode, and some even can only reflect the composition of public passenger transport mode. The accuracy of the whole passenger traffic mode needs to be calculated, which is relatively low.
The amount of travel reflects the composition of travel modes. When a trip is completed by connecting and transferring various modes of transportation, the most important mode (such as rail transit) is generally chosen as the choice of travel mode. Therefore, when the passenger transport mode is measured by the amount of travel, when the travel mode is a variety of combinations, the contribution of other modes of transportation is often ignored because it is only calculated by the most important mode of transportation.
Compared with passenger volume and personnel travel, passenger turnover can reflect the contribution of various modes of transportation from comprehensive factors such as travel times (passenger rides) and travel distance. Therefore, passenger turnover is a more scientific unit of measurement that reflects passenger traffic patterns. However, due to the need for a large number of investigations and data analysis and processing, it is relatively difficult to obtain.
The passenger transport mode in most cities in the world is expressed by the number of trips and passengers, and a few cities have passenger turnover (such as British cities). Most cities that carry out comprehensive traffic planning in China obtain the passenger travel structure through comprehensive traffic survey, that is, the travel volume mode structure. In some cities, passenger transport modes are all used under the three indicators of travel volume, passenger volume and passenger turnover.
2.3 the expression of the mode of transportation
Traffic patterns can be expressed by time, space, purpose and traffic system, and different cities must adopt the same expression when comparing traffic patterns.
From the time point of view, the modes of transportation include weekday passenger transport and weekend passenger transport, and weekday passenger transport includes rush hour passenger transport and off-peak passenger transport. Spatial transportation modes are central area, central city and regional transportation modes; Centripetal traffic mode, cross-river (cross-sea) traffic mode, etc. For behavioral purposes, the main modes of transportation are commuting (school) and non-commuting travel. In the transportation system, the modes of transportation also include motorized travel mode and public passenger transport mode.
3 Analysis of the influencing factors of traffic patterns
3. 1 Main factors affecting traffic patterns
The establishment of transportation mode mainly depends on the scale and density of urban population, the scale and density of land use and the level of economic development. Cities or regions with large population and high population density emphasize the development of large-capacity public transportation (including rail transit and bus rapid transit, etc.). ), on the contrary, they emphasize personal transportation including cars. Cities with relatively little urban land use have relatively short travel distances and are suitable for developing transportation modes such as bicycles and public transportation. Cities with large urban land scale and long travel distance are suitable for the development of rapid transportation modes such as rail transit and cars. Cities with a relatively low level of economic development generally choose bicycles and ordinary buses, supplemented by road rapid public transport modes such as rapid transit, and motorcycles are also an option in individual motor traffic. The determination of transportation mode is generally determined by the level of social and economic development and the competition of transportation mode. In addition, transportation policy and policy orientation will also affect people's choice of transportation mode. Therefore, the government chooses the appropriate transportation development mode according to the special conditions of the city.
3.2 Floor Area Ratio and Passenger Transport Mode
Judging from the development mode of passenger transport in major cities in the world, the floor area ratio is an important factor to determine the passenger transport mode. Generally speaking, the higher the building volume ratio, the higher the passenger demand, and it is often easy to choose public transportation. After the traffic demand reaches a certain intensity, it will choose the rail transit mode with high transportation efficiency and fast speed. On the contrary, in areas with relatively low floor area ratio, the efficiency of choosing public transportation is relatively low, which is not conducive to intensive transportation, so it is easier to choose individual transportation (including bicycles, motorcycles, cars, etc. ).
Manhattan, new york is one of the areas with the highest building floor area ratio in new york and even in the world, with 58% commuter trips in this area. On the contrary, Staten Island, as the southern part of new york, is sparsely populated and has a low floor area ratio, and the commuting rate is only 3 1%. In the center of London with high building capacity, the proportion of employed people who travel by public transport is as high as 865,438+0%, while in the periphery of London, the proportion is only 22%.
Table 1 Comparison of Commuting Travel Modes of Residents in new york with Different Floor Area Ratio
region
Proportion of public transport trips
Manhattan (high plot ratio)
58%
Staten Island (low plot ratio)
3 1%
Table 2 Comparison of travel modes of employed people in Greater London under different floor area ratios
region
Public transport proportion
Automobile specific gravity
Central London (plot ratio)
8 1%
9%
Inner london (medium plot ratio)
48%
34%
London periphery (low plot ratio)
22%
65%
3.3 Road ownership level and passenger transportation mode
There is also a certain relationship between road system and passenger transport mode. The supply level of road facilities reflects the relationship between road system and passenger transportation mode, and the road area ratio is an important indicator. In areas with high road supply level, that is, areas with high road volume ratio, the road system can provide better services, which can provide good operational services for various types of ground transportation such as buses and cars, and urge the transportation mode to emphasize the choice of various types of ground transportation. For example, the developed highway and highway trunk road system in Los Angeles has guided its developed car traffic mode, and other small and medium-sized cities in the United States have highly developed road traffic systems, with cars as the main mode of travel. Downtown Paris, London, Tokyo and new york's Manhattan CBD are limited by road capacity, and the mode of transportation is mainly rail transit.
3.4 Vehicle ownership level and mode of transportation
The number of motor vehicles is mainly reflected in the level of car ownership, which is generally expressed by the ownership rate of thousands of people. Generally speaking, the higher the car ownership rate, the higher the proportion of car trips, and cars will be the main mode of transportation, while other modes account for a relatively low proportion of trips. On the contrary, public transport will play a leading role in big cities with low car ownership rate.
Table 3 Car ownership rate and travel mode structure in new york (full mode)
region
Thousands of people own cars.
Public transport proportion
Automobile specific gravity
Manhattan
120
38%
1 1%
Peripheral urban areas
240
29%
44%
Inner suburb
570
10%
85%
outer suburbs
650
6%
89%
Table 4 Proportion of different car ownership rates in the number of families choosing travel modes in new york.
Family car ownership
way
No car
one
Erche
Three cars
Four or more vehicles
bus
60%
27%
8%
3%
2%
subway
53%
32%
12%
2%
0.6%
Cars travel by car.
6.9%
22.40%
5 1.4%
13.5%
5.8%
Cars travel by car.
0.9%
22%
48.5%
18.8%
9.9%
Table 5 Car ownership rate and transportation mode in three major cities (full mode)
city
Motor vehicle ownership rate
(Vehicles/thousand people)
Public transport proportion
Automobile specific gravity
Tokyo regional department
235
46%
16%
Greater London
373
3 1%
44%
Los Angeles city
660
10%
85%
3.5 Travel cost and mode of transportation
For passengers, different modes of transportation will have different transportation costs. Generally speaking, the transportation cost of cars is the highest, because the use of cars requires fuel costs, various road use taxes, parking fees, vehicle maintenance fees and so on. In the public transport system, taxis have certain individual traffic characteristics in use, and their travel costs are also high. The travel cost of rail transit is higher than that of conventional bus. In addition, the cost of conventional bus travel is higher than that of bicycles. Therefore, people with different incomes have different modes of transportation. Low-income people often choose public transportation (bus, trolley bus, tram, city subway, light rail, commuter railway, etc.). ) and bicycles, while high-income people will choose taxis and cars.
Figure 1 Choice of urban transportation modes in countries with different economic levels
Table 6 Proportion of low-income population in different modes of transportation in new york
means of transportation
Proportion of low-income population
(annual income is less than $25,000)
bus
43%
subway
25%
automobile
10%
3.6 Travel Time Consumption and Transportation Mode
Travel time consumption is related to travel distance and transportation mode. When the travel distance is fixed, the travel time consumption is determined by the speed of the transportation mode. Generally speaking, the speed of cars, taxis and rail transit is much higher than that of conventional buses and bicycles. Different passengers have different travel time consumption requirements for a certain distance, and different travel modes have different acceptable travel time consumption for passengers. When the travel time consumption of a certain mode of transportation is higher than the psychological endurance of passengers, it is possible to choose other modes of travel.
Table 7 Travel time consumption of different modes of transportation in London
means of transportation
Travel time consumption (minutes)
A car/shuttle bus
29
A motorcycle/moped/moped
32
Bicycle; Bicycle exercise
24
* * * bus
39
Guo Tie
65
Subway/light rail/tram
46
be on foot
14
The travel time between various modes of transportation in London is basically fixed, generally about half an hour by car, 25 minutes by bike, 40 minutes by bus, 45 minutes by national railway 1 hour and subway, and the walking time is close to 15 minutes.
It takes about 90 minutes to travel by subway, 50 minutes by subway, 40 minutes by bus, 25 minutes by bike, about 13 minutes by foot and 20 minutes by car in new york metropolitan area.
Table 8 Travel time consumption of different modes of transportation in new york metropolitan area
way
Travel time consumption (minutes)
Commuting railway
88
subway
54
bus
Forty two.
Bicycle; Bicycle exercise
24
be on foot
12.6
automobile
2 1
3.7 Travel distance and mode of transportation
Too long travel distance leads to too long travel time by conventional bus or bicycle, which makes the bicycle uncomfortable. When it exceeds the acceptable level of passengers, passengers generally choose taxis, rapid ground bus, rail transit and even cars.
At the same distance, it takes a long time to use conventional buses, taxis and even cars because of road traffic congestion. When it is beyond the acceptable range of passengers, long-distance people often use rail transit and other modes of transportation on time, while short-distance people will choose bicycles (motorcycles) or even walk.
The travel distance of different modes of transportation in London is basically stable. The national railway is close to 13- 14 km, the subway 1 1 km, 7 km by car, 5 km by bus, 3 km by bike and 800 meters by foot.
Table 9 Travel distance of different modes of transportation in London
means of transportation
Distance traveled (km)
Guo Tie
13.5
subway
10.8
motorcycle
8.9
taxi
7.2
automobile
6.8
* * * bus
5.4
Bicycle; Bicycle exercise
3.2
be on foot
0.8
The commuting distance in new york Metropolitan Area is close to 30 kilometers, 7 kilometers by subway, 4 kilometers by bus, 2 kilometers by bike and 9 kilometers by car.
Table 10 Travel distance of different modes of transportation in New York metropolitan area
way
Distance traveled (km)
Commuting railway
28
subway
seven
bus
four
Bicycle; Bicycle exercise
2
automobile
8.7
4 the determination of urban transportation mode in China
4. 1 city category and transportation mode
China has a vast territory, and there are great differences among cities in terms of form, function, location, travel habits and economic development level. Therefore, the traffic patterns of cities in China will be very different. Different cities should choose their own modes of transportation according to their own characteristics.
(1) Urban Morphology Classification and Transportation Mode
Plain city. Generally, the development of plain cities is less affected by the geographical environment, and the road coefficient is relatively flat. Therefore, the transportation mode of plain cities is less affected by urban form. In addition to motorized modes of transportation, non-motorized modes of travel such as cycling and walking will also be important modes of transportation in plain cities. Most cities in China's Northeast Plain, North China Plain, Middle and Lower Yangtze Plain, Pearl River Delta Region and Sichuan Basin are plain cities. Shenyang, Beijing, Tianjin, Shanghai, Zhengzhou, Xi, Chengdu and Shenzhen are the representatives of plain cities.
Hilly and mountainous cities. The development of hilly and mountainous cities is itself limited by geographical conditions, and its road coefficient is rather rugged, and the road conditions are relatively worse than those of cities in plain areas, and its transportation mode will also be affected. Bicycle and other non-motorized modes of transportation are not suitable, and the urban modes of transportation in hilly and mountainous areas are mainly motorized. There are many mountainous cities in western China, but there are relatively many hilly cities in coastal areas. For example, Chongqing and Guiyang are typical mountain cities, while Dalian and Qingdao are typical hilly cities.
Belt city. Urban development is banded by geographical conditions. Corridor traffic in these cities has obvious characteristics, and urban traffic is mainly concentrated in corridors. The banded direction of these cities is more suitable for developing large-capacity and intensive modes of transportation. For example, Lanzhou.
Tuancheng On the one hand, group urban traffic should solve the communication problem between groups, and at the same time, it should also solve the traffic problem within groups. Its traffic characteristics are both corridor-type and regional. Therefore, the transportation mode of group cities should not only facilitate the communication between groups, but also serve the regional transportation. Such as Shenzhen, Qinhuangdao and Lianyungang.
(2) City scale classification and transportation mode
China's urban population and land use scale are quite different, so the determined modes of transportation should also be very different. In terms of population size, there are megacities such as Shanghai and Beijing with a population of more than 6.5438+million, megacities with a population of 5-6.5438+million, megacities with a population of 6.5438+0-5 million, and many large cities with a population of 5-6.5438+million and small and medium-sized cities with a population of less than 500,000. From the scale of land use, the built-up areas such as Beijing and Shanghai are more than 600 square kilometers, while Guangzhou, Tianjin and Nanjing are more than 300 square kilometers, while some cities are less than 100 square kilometers, and most small and medium-sized cities are less than 50 square kilometers.
Different cities have different modes of transportation. Cities with a large population have a high demand for transportation and a high dependence on large-volume transportation. On the contrary, cities with a small population are highly dependent on small-volume transportation. In cities with large land use, people travel a long distance and need faster modes of transportation to adapt to the development of the city, so they will choose rail transit and other fast modes of transportation.
(3) classification of urban economic development level and transportation mode
The level of urban economic development has a great influence on urban transportation mode. The more developed the economy, the higher the living standard of urban residents, and the higher the service level of transportation mode, which requires not only fast transportation mode, but also higher service level of transportation mode (such as accessibility and comfort). There are great differences in economic development between the eastern, central and central regions of China, as well as in the economic level of cities, and there are also great differences in determining the mode of transportation. Many megacities in the eastern region are developing rail transit, automobiles and other means of transportation, while many cities in the western region still rely on traditional modes such as buses or bicycles.
4.2 Four modes of urban traffic development in China
(1) Slow City
A slow-moving city refers to a city that is dominated by bicycles, walking and other modes of transportation. With the sustainable development of cities and the emergence of energy problems, developing environment-friendly transportation is an important strategy for urban transportation development. Bicycle is the main mode of transportation for urban residents in China in the past and now, and it will also be one of the important modes of transportation in China in the future. China has a large urban population and is a major energy consumer in the world. Therefore, we should reasonably guide small and medium-sized cities with a population of less than 500,000 in China to continue to maintain their original modes of transportation, that is, green modes of transportation, which are mainly bicycles and walking, and encourage these cities to build bicycle transportation networks and develop environmentally-friendly transportation.
(2) Bus (electric) cities
Bus (electric) city refers to a city with bus (electric) as the main mode of transportation, which is another important direction of urban transportation development in China. This mode can be realized by developing conventional public transport, trolleybus, trams and BRT. China, a big city with a population of 500-654.38+00,000, is more suitable for developing this model.
(3) The dominant mode of rail transit
The leading mode of rail transit refers to a city with rail transit as its main mode of transportation. Commuting traffic and urban land development in the city mainly revolve around rail transit. Urban transportation system takes rail transit as the main body, and other modes of transportation complement rail transit to form an integrated comprehensive transportation system. Megacities in China, such as Beijing, Shanghai, Tianjin, Guangzhou and other cities with a population of more than 5 million, are suitable for developing this model.
(4) Combined transportation mode
Combined transportation means that there is no obvious dominant mode in the urban transportation system. According to the characteristics of the city itself, various modes of transportation give full play to their respective advantages and form an organic whole to provide services for urban residents' travel. This mode of transportation includes large-capacity rapid rail transit to provide corridor-type rapid travel service, forming the backbone of urban transportation, high-density bus (electric) network to provide services, and bicycles, cars and other modes of transportation with strong accessibility. China, a megacity with a population of 6,543.8+0,000-5,000,000, is more suitable for developing this mode of transportation.
4.3 The phased development of China urban transportation mode
The development of urban transportation mode has a process, and its mode selection is constantly changing at different stages of development. Urban transportation mode changes with the development of urban land, the change of urban population and land scale, and the change of urban economic level. China is a developing country, and its cities are also in the process of rapid development, so the determination of transportation modes should be carried out step by step.
On the basis of determining the long-term urban traffic development model, according to the staged development of the city, the development goals of traffic models in different periods are formulated, such as short-term goals (3-5 years) and medium-term goals (5- 10 years).
5 conclusion
There are many factors that affect the mode of transportation, including the floor area ratio of urban buildings, building density, supply level of road facilities, vehicle ownership level, travel cost, travel distance and travel time consumption. When establishing the transportation development model of big cities in China, we should also consider the city form, climate and city scale. The mode of transportation in big cities in China should fully embody the principles of resource conservation and environmental friendliness, strive to reduce the intensity of personal motorized transportation and vigorously develop public transportation. Small and medium-sized cities encourage non-motor vehicles such as bicycles and walking, big cities encourage public transportation, and megacities encourage public transportation and rail transit. China's cities are in a period of development, and there are different stages in urban population, land use scale and urban economic development level. Therefore, the traffic development mode should be developed in stages according to different stages.