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Since the beginning of this century, the urban traffic problem has been a difficult problem for developed countries. Since 1980s, the economic, trade and social activities of China cities have become increasingly busy, and urban traffic has increased rapidly. Traditional road traffic facilities can no longer meet the needs of modern society. At present, the traffic problems in China cities, especially in big cities, are extremely serious. If it can't be effectively solved and fundamentally managed, it will definitely pose a serious threat to the sustained, rapid and healthy development of China's economy. This is because:
1. The scale of big cities is constantly expanding.
By the end of 1994, there were 32 big cities with a population of over one million, with a population of 90.538 million, including 68.2 million non-agricultural people. According to a sample survey, the number of trips per capita in cities increased from a little more than twice a day in the early 1980s to 2.7 times in the early 1990s (Tokyo 1968, Hanshin City, Beijing, 2.48 times). Seoul 199 1 year 2.2 1 time, Atlanta 1972 2.49 times-according to foreign data). Coupled with the expanding number of floating population and the increasing intensity of urban production and life, it has brought heavy pressure on passenger and cargo traffic within the city.
2. Big cities have become the focus of national economic development.
In 32 big cities with a population of more than one million, 7.6% of the urban population accounts for14 of the national income, and14 of the national industrial output value is in big cities, and14 of the retail sales of social goods is realized through big cities (according to the data compiled by China Statistical Yearbook). The main carriers for realizing these people flow and material exchange are
3. The role of big cities as regional transportation hubs is increasingly obvious.
The traffic volume in big cities accounts for a large proportion of the national traffic. Big cities undertake a large number of passenger and cargo transportation, transfer, transfer and distribution tasks, which are highlighted by the increase of inbound and outbound traffic and transit vehicles, which seriously impacts the internal traffic of cities. In 32 big cities with a population of more than one million, the foreign passenger traffic in urban areas accounts for 1/7 of the total national passenger traffic, and the foreign freight traffic accounts for 1/5 of the total national traffic.
Practice tells us that urban traffic, especially in big cities, must adapt to the great development of economy and society. At present, the world's modern urban transportation is entering a new era with the goal of informationization. A fast, convenient, comfortable and efficient urban transportation system composed of road construction, passenger and freight transportation system and traffic control management is an important symbol to measure the current level of urban modernization. Improving the level of modernization is not only the objective trend of urban traffic development, but also the only way to modernization. First of all, we must find out the causes of the problems, especially the unique problems in China; Formulate development goals suitable for national conditions; Then, take realistic and effective countermeasures.
First, the main problems and causes of traffic in big cities at present
1. The road capacity is seriously insufficient.
For a long time, the per capita road area of cities in China has been at a low level, but it has only developed rapidly in the last decade, and the per capita road area has increased from 2.8 square meters to 6.6 square meters. Although the growth rate is relatively fast, it still can't keep up with the annual growth rate of urban traffic volume of 20%. At present, in 32 big cities with a population of more than one million, the per capita road area of 27 cities is lower than the national average. Shanghai's per capita road area is only 3.5 square meters. Therefore, the hourly saturation of about 50% lanes in the central area is 95%, and the full-day saturation is over 70%. These sections are busy and crowded all day, and some sections continue to be blocked for more than 6.5 hours, and the average speed in the central area has dropped to about 10 km per hour.
Why is the traffic jam so serious when the road construction is soaring? The direct cause is the serious shortage of road area. First, the per capita road area of big cities in China is not as high as 1/3 in developed countries. Second, the urban areas of big cities in China are in the process of spreading from the central area to suburbanization. In recent years, the increase of urban road construction is mainly distributed in newly developed urban areas and suburbs. Relatively speaking, the road plot ratio in the central area has declined slightly. Third, urban real estate development is concentrated in the central area. In addition, the problem of China's urban occupation of roads and sidewalks has not been effectively solved. The newly added road area in the city is often occupied by various vendors, bazaars and parking lots, which makes the already seriously insufficient road area even more tense.
The shortage of road area lies in the lag of road construction. This kind of lag not only makes the existing roads in the city chaotic and inefficient, but also causes huge waste of time and loss of driving cost. According to some calculations, its direct economic loss accounts for 1% of the gross national product, and some big cities may reach about 10% of the gross national product of their cities (the data comes from the Research Report on Urban Road Traffic Modernization in Shanghai).
The car is growing too fast.
In recent years, the growth rate of motor vehicles in big cities is the fastest, and the average annual growth rate of cars, buses, vans and even motorcycles is above 15%. In recent 10 years, the annual growth rate of motor vehicles in Guangzhou was 17%, including automobile 19% and motorcycle 35%. In the past three years, the growth rate of Shantou has been 30%, only 65%. It increased by 39.2% over the previous year, and the number of motorcycles increased by 90%. 1994, the number of cars in China reached 9419500, of which cities accounted for about half, and the growth momentum of big cities is still rising. 1at the end of 1995, Beijing sold 20,000 vehicles on June 5438+0.95 due to rumors that it would charge for vehicle capacity increase.
According to the analysis of China's automobile growth, whenever the annual growth rate of automobile ownership exceeds 20%, it will inevitably lead to the deterioration of urban traffic in that year and in the following years. Since the 1980s, the number of cars exceeding 20% in China for the first time is 1985 (33.3%), 1986 (42.3%) and 1987 (27. The second time was for two consecutive years 1992 (3 1.9%) and 1993 (55.6%). These two car growth periods are also the two most tense periods of traffic in big cities, far exceeding the supply possibility of road construction in normal years. The existing urban road network in China is generally low in density, too large in main road spacing, less in branch roads and chaotic in function.
Public transportation is shrinking.
Since the mid-1980s, the bus traffic in big cities (including trolleybuses) has been shrinking, and there has been an overall decline in operational efficiency, management, service level and economic benefits. During the period from1978 to1995, the length of public transport vehicles and lines in China increased by 2.5 times and 2.8 times respectively. However, the operating speed of public transport vehicles decreased from 12 ~ 14km/h to 5 ~ 10km, and the new capacity was offset by the decrease of transportation efficiency. In the early 1990s, the number of buses dropped from 30% to below 65,438+00% in the travel traffic structure of most big cities. The reason is "giving priority to development". The problem of fare policy has not been solved for a long time. Public transport enterprises mainly rely on government subsidies, and their operational efficiency is not linked to the economy. The decline in service quality has nothing to do with the survival of enterprises, so they are generally at a loss. The compensation area of 1994 is 70%, and the compensation subsidy is 3.55 billion RMB. Only Beijing and Shanghai have1600 million RMB. The proportion of buses in the passenger traffic of the whole city is shrinking.
The shrinking of public transportation accelerates the extreme expansion of bicycles, which in turn affects the spread of urban traffic congestion. So far, the public transportation in big cities in China is almost completely dependent on public transportation. Only Beijing, Shanghai and Tianjin have built 67 kilometers of subway lines, and the comprehensive passenger transport system with rail transit as the backbone has not yet been formed. The capacity of taxis and minibuses is limited. Once the bicycle is hit, the passengers who have been transferred out have to find a way out, and the most attractive thing is the bicycle. As a result, the already surplus bicycles tend to be more saturated. For example, in Tianjin, the proportion of passenger traffic borne by buses and bicycles was 19:8 1 in the 1980s, but it dropped to 10:90 in the early 1990s. Bus trips in Zhengzhou and Shijiazhuang are less than 65,438+00% of bicycle trips. In recent years, the number of bicycles owned by each household in big cities in China has remained at about 2, and nearly half of the people in the cities rely on bicycles to solve the travel problem.
4. The technical level of traffic management is low
Due to historical and cognitive reasons, there are few modern facilities for traffic control management and traffic safety management in big cities in China. Compared with Tokyo, both cities have traffic control centers, but the number of intersections controlled by Beijing Traffic Control Center is only 3% of Tokyo's, pedestrian bridges are 4.8% of Tokyo's and underground sidewalks are only 5% of Tokyo's. Traffic signs per kilometer are only 15% of Tokyo's. Beijing has the best traffic management facilities in cities all over the country, especially in other cities. Due to the obvious shortage of facilities and many management omissions, the traffic accident rate remains high. In recent years, the annual traffic accident death toll in Beijing is about 500, and the traffic accident death rate per 10,000 vehicles is about 6, while that in Tokyo, Japan is 1.9, and that in the United States and Australia is 2.6. There are 2.7 people in Britain (both 1985). As far as parking lots are concerned, there is a serious shortage of parking facilities in big cities, especially in the central area. Most vehicles are parked on roads and sidewalks, which aggravates congestion and accidents. In addition, the information and intelligent management system being studied and used in the world is basically blank in China.
5. Lack of overall transportation development strategy
Urban traffic construction is a systematic project. It is a decision-making work to study the balance between traffic demand and supply, and also to consider the possibility of land and financial resources. One of the important reasons for the current urban traffic problems is the lack of scientific overall traffic strategy and planning, and the governance work is often inconsistent, with large investment and small benefits.
Some big cities are keen to build high-standard large-scale traffic projects, and many overpasses, elevated roads and urban loops have appeared, thinking that only high-standard large-scale traffic projects can solve traffic problems once and for all. In fact, this way can only alleviate the temporary contradiction, the congestion problem has not been solved, and even induce more traffic gathering, resulting in structural "negative effects." Urban traffic is a dynamic whole, and it is impossible to solve traffic problems only by a few large-scale projects.
Another problem is the long-term neglect of the development of public transport. Whose problem does urban traffic mainly solve? Whether it is individual transportation or public transportation, it is a strategic issue of urban transportation development. In fact, public transportation is the most effective mode of transportation. After experiencing painful twists and turns, almost all countries and regions have clearly chosen the policy of giving priority to the development of public transport. China is short of urban land and has a high population density, which is suitable for public transportation. Therefore, the state has long given priority to the development of public transport. Without implementation, urban traffic has dried up, resulting in shrinking public transport. In recent years, many big cities rely too much on the future subway and light rail transportation and underestimate the role of public transportation, which further puzzles public transportation. It is very important to determine an urban traffic structure suitable for China's national conditions. Public transport and tram traffic should be the key to maintain passenger transport in big cities.
The above five questions reflect the basic characteristics of traffic in China's big cities. To sum up, there are only a few roads, and the current road has little potential; The traffic jam is becoming more and more serious as the speed drops. The development of public transportation is difficult, and the growth of automobiles and motorcycles is strong, which brings new and higher quality requirements to urban transportation. These traffic problems are concentrated in the central urban area where big cities are too dense. The deep reason is that the goal and direction of urban traffic development are not clear and the corresponding policies and measures are ineffective.
Second, the goal and direction of transportation development in big cities
At present, urban traffic problems are the inevitable result of social and economic development. With the help of reform and opening-up, traffic development cannot but have the characteristics of congenital deficiency. However, according to the ninth five-year plan of the central government on national economic and social development and the long-term goal of 20 10, China will enter a period of sustained, stable and rapid development of socialist modernization in the future. Facing the new era, the traffic in big cities lags behind. It is no longer a simple incremental supporting problem, but involves the qualitative change of urban layout and overall traffic pattern, thus promoting reform, opening up and healthy social and economic development.
The core of the problem is to realize the modernization of urban transportation, which includes two aspects: first, the modernization of facilities and equipment, that is, to continuously improve the technical level of urban transportation facilities, not only to play the existing practical technology, but also to adopt advanced science and new technology to seek comprehensive benefits; The second is the modernization of transportation strategy, that is, policies and measures should be constantly improved, which should not only rationally adjust the coordination of transportation supply and demand and transportation modes, but also improve the transportation efficiency of urban road network activities within the city. Advanced facilities are the premise of hardware, and the correct strategy is the guarantee of software. The two complement each other.
The overall goal should be to build a modern multi-level comprehensive transportation system in big cities. The so-called comprehensive transportation system mainly includes: ① roads. It has a network system combined with urban planning, and its area ratio (the proportion of road area to the total urban land) is generally around 20%, and there is a separation of fast and slow lanes (referring to the road dedicated to people and bicycles, separated from motor vehicles, forming two road systems that are separated and combined with each other). Dedicated highway trunk roads, pedestrian lanes in commercial areas, bus priority lanes, and sufficient parking spaces. There are also passenger and cargo hub facilities corresponding to departure and arrival, as well as necessary overpasses, elevated roads, pedestrian bridges, subways and ferries. Is set as a part of the whole transportation system. All road and bridge facilities should be in harmony with the urban environment, combined with urban design, and have good engineering standards. ② vehicles. Private vehicles with good performance, specially designed special vehicles, convenient buses, trams, taxis, and necessary rail rapid transit systems, all kinds of vehicles form a complementary group, with low energy consumption, less exhaust, low noise, high comfort and special parking facilities. ③ management. Strict traffic regulations, passenger and freight transport management rules and traffic facilities management norms. It can automatically monitor the situation of vehicles and road sections, and timely. Guide vehicles to drive on points, lines and surfaces, and have good lighting, anti-skid and safety facilities to prevent accidents, complete road traffic signs and parking management facilities, as well as regular publicity and education and reasonable tax collection methods? 3. What's wrong with the paper? ⒄? /P & gt；
Achieving this goal will be a turning point in China's urban traffic history. By then, the specific image of transportation will be: ① There is a transportation structure suitable for China's national conditions. According to the national average, public transportation accounts for 25 ~ 35%, rail transit accounts for 5 ~ 10%, and public transportation and private cars account for 10 ~. The remaining 40-60% is cycling and walking. The characteristic of this structure is that non-motor vehicle traffic still accounts for a considerable proportion, and the number of buses will increase by 10 ~ 15 percentage points compared with the current situation. Automobile and rail transit are almost in the initial stage, and the absolute number of vehicles has developed greatly. It should be pointed out that in a few megacities, the proportion of cars and rail transit will exceed the above ratio. ② Multi-level implementation. There are both motorized rapid traffic systems and slow traffic systems driven by bicycles. In most areas, motor vehicles and non-motor vehicles are separated. ③ Actively develop rapid rail transit, and a number of big cities have rail transit and put it into passenger transport. ④ Play the role of scientific management to improve the traffic capacity of road network. ⑤ Expand the proportion of high-grade roads and let private cars gradually enter families in big cities.
The implementation of the above objectives can be divided into two stages. From the first stage to the end of this century, it is required to initially build a conventional road network layout that adapts to economic development and urban development, expand space and lay a foundation; At the same time, strengthen and restore the vitality of public transport, appropriately develop other public passenger transport, vigorously strengthen transportation management, and initially alleviate the traffic congestion in big cities. In the second stage, from 200 1 to 20 10 or later, the quality of urban traffic network layout will be fundamentally improved, and rail transit construction and three-dimensional traffic construction in megacities will be developed. Give full play to the main role of public transport, establish an urban traffic information control and guidance system, and strive to maintain a basic balance between supply and demand of total traffic. Since then, with the rapid development of urban modernization, it was not until the middle of the next century that the traffic in China's big cities entered a modern, efficient and fast traffic period.
Third, some measures and suggestions.
1. Strengthen the unified leadership of city governments on transportation and establish transportation committees in big cities.
Nowadays, the traffic in big cities involves all departments of the city, especially the emergence of urban development and land transfer system, which has added many external constraints to urban traffic construction. Only by attaching importance to urban traffic, synthesizing problems and mobilizing all forces to solve problems together can we do a good job in urban modern traffic construction. Therefore, to solve the urban traffic problems, we must implement the principle of "all-round mutual assistance, coordination and integration" to maintain the momentum of urban traffic development and economic development in China.
The key is to strengthen the centralized leadership of big city governments and establish an effective management system of urban transportation industry under the premise of unified central government decrees. At present, due to decentralized management and lack of cohesion within the system, it is urgent to establish a high-level decision-making body-Urban Transportation Committee, to formulate urban transportation development strategies in a unified way, to centrally manage and guide urban transportation construction, to coordinate fund raising, financing and system reform, to integrate existing urban transportation management institutions, and to carry out urban finance, planning, price, land and system reform.
2. Increase the density of road network and improve the decision-making level of traffic construction.
There are too many "debts" in China's urban transportation infrastructure. At present, the road level is very low and the function is chaotic, which can no longer meet the traffic demand brought by the rapid economic growth. Therefore, under the guidance of scientific planning, we should speed up the construction of urban primary and secondary roads and expressways, and rationally arrange the construction of overpasses, pedestrian crossing facilities, parking lots and bicycle lanes. In the transformation of the old city, try not to build large overpasses and viaducts that have been demolished excessively, and strengthen the channelization of intersections. Open and block the "bottleneck" sections, improve the utilization rate of branches and improve the functional structure of roads. Advocate the separation of motor vehicles and non-motor vehicles. Conditional areas can change the existing "three-board" road cross-sectional layout, build non-motor vehicle-only roads, improve system construction, save land, and oppose blind pursuit of high standards, thus saving the total traffic cost and improving the total benefit of traffic construction.
3. Relieve the population in the central area of big cities and adjust the function of urban land use.
It is necessary to alleviate the over-dense urban population density, which is the "fundamental policy" to solve the urban traffic problem and the fundamental measure to improve the urban environment and maintain the sustainable development of the city. Because the traffic contradictions in big cities are concentrated in the central area of the city, we should first use the land grade effect to move factories, warehouses and land that are not suitable for the functions of the central area to the peripheral areas of the city and appropriately disperse the activities of the city. In order to find a new balance from the total traffic volume, the transformation of the central area must conform to the requirements of the overall urban planning, be conducive to the development of urban traffic, and create favorable conditions for the city to develop the tertiary industry and improve economic benefits. We should not excessively increase the building area and population density simply because of the pursuit of land benefits, which will aggravate the vicious circle of traffic.
4. Implement the policy of giving priority to the development of public transport, adjust low bus fares and optimize bus operating conditions.
For a long time, big cities have implemented a low fare policy below cost, aiming at maintaining social stability and facilitating residents. For the sake of their own achievements, city governments are reluctant to touch the price adjustment easily. As a result, enterprises can't develop themselves because of the fare problem, and passengers can't get transportation services because of the fare problem, so they have to spend more money to buy other means of transportation. The result is that the more cars there are, the more crowded the roads are, and the more people have opinions, which completely violates the original intention of the low fare policy. To implement the policy of giving priority to the development of public transport, we must first adjust the bus price, increase the fixed subsidy, gradually achieve low profit and capital preservation, and provide maximum service at low cost, which will play an important role in effectively alleviating traffic tension.
At present, due to the current road structure and road network layout, it is difficult to give priority to the development of public transportation, but it is necessary to create conditions and take various effective measures to facilitate public transportation. For urban roads with conditions, public traffic lanes or bus-only roads should be set up. Even if there are no conditions, corresponding preferential traffic measures should be implemented, such as one-way road and two-way bus. Some intersections on the left can be unrestricted, and non-bus vehicles are not allowed to park in designated areas. In fact, giving priority to the development of public transportation also includes opening lines, operating on time and improving comfort, with the aim of facilitating passengers, ensuring normal operation and improving the overall efficiency of urban transportation.
5. Take traffic restriction measures to meet the demand of private cars, and the development of cars and roads should be coordinated.
It is the general trend for private cars to enter families, but it is impossible to popularize them soon. As a social welfare undertaking, urban traffic should be prepared ideologically and materially to adapt to the new trend of automobile growth. However, the development of private cars is not the fundamental way to solve the traffic congestion in big cities, and the modernization of urban traffic does not mean the popularization of cars. It is estimated that for every 654.38 million cars added in the city, it will occupy 300,000 square meters of urban roads and parking lots, and emit more than 60 tons of harmful exhaust gas every day. It seems that more cars will inevitably increase the land, environment, energy and economic burden of big cities, and it will not help to solve traffic problems.
For the development of private cars, it is necessary to grasp the coordinated development of "car", "travel" and "stop", mainly to strengthen the control and management of traffic demand. Each city can formulate total control or regional control measures according to its own road capacity. Therefore, it is necessary to do a good job in macro traffic monitoring and analysis, and take timely control measures, especially in downtown areas, to restrict the passage of cars. Japan stipulates that the car traffic in big cities should be controlled within 25% of the total traffic. All countries in western Europe are controlled at around 40%, and the transportation strategies of major cities should stipulate such macro-control measures. At the same time, it is necessary to further improve the fiscal and taxation reform measures that have been introduced, increase road cost fees or use taxes on automobiles, and use economic leverage to play a macro-control role. In addition, motorcycles belong to the category of motor vehicle management. In view of the fact that the environmental pollution and traffic accidents caused by it are more serious than cars, major cities must implement strict restrictions.
6. Strengthen the economic feasibility study and focus on the development of rail transit in megacities.
The rail transit in big cities of China must be developed, but the current cost is too high, especially the construction of subway, which is beyond the economic capacity of ordinary cities. Moreover, the future transportation construction cannot be a government supply system, and must be completed under an open social fund-raising system. Therefore, the construction of rail transit must follow the operation law of market economy and strengthen the economic feasibility study. This kind of economic research is not only an analysis of the general investment budget. Instead, it is characterized by changes in supply and demand of capital, land, finance, benefits and other factors, and realistically predicts passenger demand. Under the principle of economic scale, we finally decide whether to choose subway, light rail or other types of rail transit. At present, we should focus on the development of megacities (such as Beijing, Shanghai, Guangzhou and other cities) with a population of more than 3 million (referring to built-up areas), because these megacities have a land area of more than 200 square kilometers. The urban form is highly concentrated in the central city with high traffic density. At present, the passenger volume has reached or exceeded the capacity limit stipulated by rail transit, which has considerable economic return capacity. As for other big cities with a population of less than 3 million, we must adopt a step-by-step approach. First, we must create conditions and make preparations. At present, it is mainly to strengthen the preliminary research to solve the necessity and possibility of rail transit construction in the overall urban planning. Which technical scheme to choose and when to start construction must be scientifically demonstrated. From a national perspective, macro-control should be carried out according to the overall goal of long-term development and the actual needs and possibilities of cities, and construction should be organized by stages and batches. How to deal with land degradation abroad? What's the matter with you? Hey hey? /P & gt；
7. Open up channels and solve the source of funds in various forms.
China's urban traffic construction needs a lot of investment. Besides the funds allocated by the state and the city government, it is expected to rely on the policy support of the state. Practice has proved that it is feasible and effective to raise funds through multiple channels. So generally speaking, we must first increase the proportion of investment. According to the survey of the United Nations Department of Social Development, it is appropriate for developing countries to invest 3-5% of their gross national product in urban infrastructure. If converted according to the investment ratio of China in the past few years, urban road traffic should account for 1 ~ 2%, but in fact, the highest 1 was only 0.6% in 1993, and it fell to 0.46% in 1994. It is suggested that the annual investment in urban traffic construction in China should not be less than 1% of the gross national product.
Secondly, we should focus on reforming the urban investment system. For major projects related to urban traffic, it is necessary to formulate corresponding financing countermeasures and implement preferential treatment in the utilization of foreign capital. Many countries in the world adopt a certain proportion of gasoline sales as the tax system of highway construction, which is a reasonable method. Hainan province of China has started to implement this method, and the response is very good. It is recommended to promote it throughout the country. At present, many cities are trying out the development policies of "building houses with roads" and "building roads with houses". Through the transfer of urban land, the proceeds from real estate development will be used for infrastructure construction, so that comprehensive urban development and road traffic will develop simultaneously. Although these measures are in the initial implementation stage, they have accumulated experience and may be gradually improved on the basis of careful operation.
Moreover, allowing big cities to implement the policy of supporting charges for municipal facilities according to local conditions is also conducive to the supplement of local finance.
8. Strengthen scientific and technological research and raise the traffic awareness of the whole people.
We must do a good job in the following six aspects. First, make great efforts to strengthen the scientific research of urban traffic, attach importance to the development of traffic economic policies and high technology, and explore the research of a new generation of bus rapid transit vehicles, individual vehicles and intelligent traffic management, so as to exchange less investment for higher traffic benefits. Second, the state should formulate relevant technical regulations and rules, strengthen vocational training and personnel training, and implement the qualification certification system for traffic engineering and traffic planning professionals. In order to improve the planning, design, construction and management level of urban traffic. Third, the National Urban Traffic Engineering Technology Research Center shall be established, and under the leadership of the State Science and Technology Commission and the Ministry of Construction, the research of urban traffic basic theory and the research and popularization of applied technology shall be organized. Fourth, the Ministry of Construction set up a national technical committee of urban transportation experts to guide the healthy development of urban transportation science and technology throughout the country. Consultation and technical review of major urban traffic construction projects. Fifth, the long-term traffic planning and short-term comprehensive traffic control planning of major cities should be incorporated into the overall urban planning. In the future, the planning department must conform to the intention and requirements of urban traffic planning when arranging urban traffic construction projects. Sixth, urban traffic education should be included in compulsory primary school education, and traffic knowledge and safety education should be strengthened for workers in all industries in the city, so as to improve citizens' traffic awareness and rely on all citizens in the city to manage urban traffic well.