Sleeping City: In recent years, Beijing has built fringe groups and satellite cities such as Huilongguan, Tongzhou, Beiyuan, Yizhuang and Daxing Huangcun along several expressway, but most of them are mainly residential, and other aspects are difficult to meet. This kind of residence is called "Sleeping City" in the West.
In such residential centers and comprehensive functional areas, a considerable number of people's employment, shopping, housing, education, entertainment and other issues should be solved on the spot, but now they can't. Residents still need to travel long distances to the urban areas, but the sources of transportation have greatly increased. Therefore, it is urgent to establish several sub-centers and comprehensive functional areas in the city.
Public transport: Beijing has long put forward the principle of "public transport priority" and has been developing public transport lines. But now Beijing's public transport system is seriously lagging behind, and supply and demand are unbalanced. In some places, the bus network is too dense, and in some places, it can't be reached, and there is no bus transfer system with reasonable connection between long, medium and short distances. In order to ensure the high efficiency of public transport system, a series of priority measures should be taken to reduce the impact of traffic congestion, such as setting bus lanes, giving priority to taking buses at intersections, taking fewer stops and extending the distance between stops. The Research Office of Beijing Municipal Transportation Commission submitted a study on Beijing's traffic problems to the Beijing Municipal Political Consultative Conference, which showed that the average running speed of ground bus in Beijing in 2009 was 24.8 km/h, only slightly higher than the most congested Beijing section. The main reason for the slow bus speed is the limited road conditions and the lack of strong support for bus lanes, especially the difficulty in planning bus lanes.
In the long run, priority should be given to the development of rail transit, sharing 40% of people's trips, making up 30% by public transport and making up the rest by cars. Now it's the other way around. Yang Xiaoguang believes that it is not the key to restrict the development of automobiles, but to straighten out the public transport network and encourage people to take public transport.
Roads: Beijing has built many roads in recent years. However, the current road configuration is: the total length of the main road is greater than the secondary road, and the secondary road is greater than the branch road.
In the allocation of road resources, intercity expressway, expressway connecting suburbs and cities, urban trunk roads, secondary trunk roads, branch roads and residential roads should have an appropriate proportion, and the feasible speed range is from120km to10km per hour. According to the current road configuration in Beijing, if there is an accident or construction on the main road, there will be little detour space, which will inevitably lead to congestion. "In Shanghai, Beijing, Guangzhou and other big cities, the functional orientation of roads is not clear. The root cause of traffic dislocation caused by unclear road function is not removed, and it is ineffective to add more traffic police to relieve traffic jams. The result can only be blocked but not sparse. " Yang Xiaoguang said.
Management: There are also problems with the traffic management system. China's urban traffic management part follows the management mode of industry division, department division and function cross under the planned economy system. Although it has undergone several reforms, only a few functions have been transferred between the old and new institutions, and the disadvantages of the original system have not been fundamentally solved.