国际大都市区最新综合交通规划远景、目标、对策比较研究

我国快速的机动化进程推动了城市空间扩展和新城建设的步伐,区域综合交通运输体系的建设影响了城市土地利用形态、住房和就业分布,交通系统的可达性直接影响大都市区的增长模式和经济活动水平.国外发达地区的大都市区在综合交通规划方面积累了丰富的经验.我国城市交通发展面临的交通拥堵、交通安全、交通环境等问题日益突出,学习和借鉴国外发达地区大都市区综合交通规划经验显得十分必要.在对国际上35个大都市区最新一轮综合交通规划报告系统整理的基础上,统计和总结了35个大都市区综合交通规划的远景、总体目标以及目标实现的对策.针对当前中国城市交通问题,从重视交通安全规划,环境保护,建立完善的交通拥堵管理系统、改善城市机动性,健全交通规划机构、最优化综合交通系统管理和运营几个方面对城市综合交通系统提出了建议.     

美国大都市区交通规划及其启示

本文介绍美国大都市区的交通规划机构,其发展历史、组织形式和主要职能;考察和分析美国城市交通规划和交通研究的基本原则和主要内容;最后结合我国的实际,提出若干体会和建议。     

美国大都市区交通规划及其启示

本文介绍美国大都市区的交通规划机构，其发展历史、组织形式和主要职能；考察和分析美国城市交通规划和交通研究的基本原则和主要内容；最后结合我国的实际，提出若干体会和建议。     

城市交通综合整治规划体系探讨

近几年我国城市交通拥堵日益严重,城市交通问题也日趋复杂,而现状中解决城市交通问题的措施却缺乏系统性和整体性,不能从根本上缓解和改善城市交通.文章在对城市交通问题进行近期整治的实践和对现有研究成果的基础上,提出了交通综合整治规划的理念,明确了交通综合整治规划的基本概念和基本思路,探讨构建交通综合整治规划体系结构和体系框架,并总结交通综合整治规划的工作流程,最后以合肥市老城区交通综合整治规划研究为实例对所构建的理论体系进行了实证分析.     

高效、集约、安全的城市一体化交通

本文以《连云港市城市综合交通规划》为例。对接《江苏沿海地区发展规划》对连云港的发展要求,结合连云港港口城市特点。分析了综合交通发展的宏观政策环境,制定了城市综合交通发展的战略,提出了解决疏港交通问题的思路和方法,并着重进行了城市交通分区和差别化引导的研究,在此基础上对城市道路网、公共交通、静态交通等问题进行深入分析,以期能为类似城市的综合交通规划提供参考。     

美国交通规划体制中的大都市区规划组织

本文介绍了上世纪60年代以来出现的美国大都市区规划组织,分析了该组织的形成背景、发展历程、机构职能、作用及局限性。大都市区规划组织的出现是美国城市化和运输化进程与原有州、县及市镇行政体制产生矛盾,因而在行政组织上进行调整的结果,也是美国社会自治制度与交通规划所需要的综合性、合作性及连续性原则相结合的体现。     

大都市低碳交通策略的国际案例比较分析

本文从城市交通规划和城市交通政策作为切入点,旨在探索国内外大都市的低碳交通策略.通过对12个国际大都市在推行低碳交通方面的实践经验总结归纳出当前大都市交通的五种低碳化策略,并对每一类策略的利弊和适用条件进行分析.在此基础上,提出在规划战略层面探索城市土地利用与交通一体规划策略,在实施层面构建公共交通和慢行交通并重的缘色出行结构,在管理层面完善交通需求管理体系应是现阶段我国大都市主要的低碳交通策略.     

我国城市交通问题与规划策略初探

通过对当前我国城市交通现状及其问题的阐述,提出了应对我国城市交通问题的交通规划策略：优化城市交通结构、提高交通运行效率、制定科学合理的交通政策,同时提出实现这些策略的具体措施,并对未来城市可持续发展的交通规划提出了宝贵意见,以减少城市交通对环境的影响,使城市有更好的发展。     

谈吕梁市城市交通规划

根据城市交通的发展规律及特点,对吕梁市城市交通规划进行了研究,分析了城市交通规划的目标和作用,并对吕梁市交通规划现状进行了探讨,针对交通规划中存在的问题,提出了相应的规划构想。     

国外大都市地区规划重点内容剖析和借鉴

本文以若干国外大都市地区规划实例为基础,综合分析了当前国外大都市地区规划的重点内容和对策思路,提出区域发展的目标导向、空间集聚集约发展、交通和土地利用整合、人的发展需求、区域协调共生,区域政策和实施机制等,值得我国同类规划借鉴.     

Environmental mutagenesis in a genetical perspective

The objectives of urban transportation plans are increasingly being framed in environmental terms. This has resulted in part from the knowledge that the transport system can be manipulated to achieve desirable patterns of urban development and in the more negative sense from growing awareness of the disamenity that stems from urban road traffic. Discussion is restricted to the physical environmental impact of road traffic in terms of noise, pedestrian delay and hazard, visual intrusion, severance and atmospheric pollution. Recent research in the U.K. is examined. Special attention is drawn towards the planning problems that will result from increasing traffic on “secondary and local roads”. The final section deals with problems presented by the lack of a comprehensive evaluative framework for seeking environmental goals and recommends the use of some interim measures.     

历史古城可持续发展的多模式交通系统研究

我国历史古城正普遍饱受旧城盲目改造、交通拥堵及环境恶化等诸多问题,建立低碳绿色多模式交通系统将是解决古城交通问题并引导古城可持续发展的有效举措。本文在全面分析我国历史古城交通问题的基础上,提出了古城交通发展战略,并重点从4个方面提出了构建低碳绿色多模式交通系统的核心举措:(1)优先发展公共交通;(2)建立系统、舒适的步行与自行车道系统;(3)控制古城小汽车保有量,调控小汽车通行;(4)积极发展旅游特色交通方式。     

Metropolitan Transportation Planning: Lessons From the Past,Institutions for the Future

Problem, research strategy, and findings: There are more than 400 U.S. metropolitan planning organizations (MPOs) overseeing multiple transportation projects totaling billions of dollars, yet these crucial organizations and their history and current role are generally unknown or confusing to many planning practitioners and scholars. MPOs face major challenges in developing meaningful long-range regional transportation plans, challenges rooted in their history that planners should understand as they grapple with metropolitan planning efforts. MPOs may approve projects and their funding, but disparate agencies and often competitive local governments control budgets and actually build projects. MPOs, moreover, do not fully represent all regional interests and have no control over the local land use decisions that would support less autocentric communities and human-powered modes. I provide a metareview of the history of regional transportation planning and the MPOs responsible for it, describing U.S. metropolitan transportation planning from the early 20th century. Federal legislation in the 1960s first suggested a regional forum for conversations about metropolitan transportation. Federal legislation in subsequent decades made incremental if incomplete progress toward creating a meaningful regional forum, adapting institutions and practices to increase stakeholder involvement as well as the scope of transport planning, yet MPOs have multiple limitations that planners can address.

Takeaway for practice: History suggests that MPOs can be a force for regional change. Planners and policymakers could anchor future reforms to MPOs’ existing legal and administrative frameworks. Planners should revisit the membership and voting structures of MPO boards to ensure better stakeholder representation and permit some MPOs to generate and direct transportation funds at the local level.     

Changing intra-metropolitan accessibility in the U.S.: Evidence from Atlanta

The U.S. federal government appears committed to the idea of performance measurement. The Intermodal Surface Transportation Efficiency Act (1991), provides an opportunity to change the focus of metropolitan transportation planning and policy from fostering mobility (more travel) increasing accessibility (greater potential for desired interaction), which is widely viewed as a desirable objective among planners and the general public. This paper does three things: (1) defines the concept and clarifies questions of measurement, (2) reviews the literature to identify importat issues associated with changing accessibility, including accessibility's relationship to land use and value, poverty and unemployment, race, energy use and air pollution, (3) reports results from a case study of change in gravity-accessibility to employment by automobile in Atlanta, between 1980 and 1990.Other authors have argued that accessibility has been increasing over time, as well as becoming more homogenous in U.S. metropolitan areas. Together these developments are thought to have reduced its policy importance. This case study illustrates that this was not entirely the case in Atlanta in the late 1980s. Overall accessibility declined at the end of the decade, rather than continuing its steady increase, and its influence on residential density at the tract level (the access-density gradient) also changed direction. However, accessibility's explanatory power did decline from 1980 to 1900 in Atlanta, as expected. It seems likely therefore that accessibility will continue to be valuable as an indicator of metropolitan transportation systems' performance, as well as allowing planners to better anticipate change and to be more aware of its consequences.     

贯彻《交通强国建设纲要》,推进城市交通高质量发展

推动创新建设现代化城市与《交通强国建设纲要》实施融合,是推进城市交通高质量发展的基础。首先,本文通过学习《交通强国建设纲要》,对重要概念及其相关关系进行了梳理。提出城市交通是提升城市竞争力和国家竞争力的重要支撑,城市交通的本质是服务于人的需求,组织城市的可持续运行。城市交通问题是工程技术与社会问题的综合。其次,总结提出了新时代对城市和城市交通发展的要求。认为城市交通应从关注建成区拓展到关注都市圈、城市群的发展,从研究交通流、交通设施转向交通服务和复合交通网络,从关注自身顺畅运行转向高质量组织城市可持续运行。应重视信息技术为城市交通体系重构提供的机遇。最后,提出了推进城市交通高质量发展应关注的3个重点,包括完善城市交通基础理论(城市交通学)、城市公共交通可持续发展,以及推进城市交通治理能力现代化。     

城市交通发展现状与可持续发展

城市化愈演愈烈,城市交通问题日益成为城市发展不可避免的一个障碍,城市化发展快速阶段交通发展出现一些普遍性问题,从可持续发展的角度介绍了城市交通可持续发展原则:发展、协调、质量和公平。如何将这一理念运用到城市交通规划中,构建可持续发展的交通系统。     

Neighborhood Affordability and Housing Market Resilience

Problem, research strategy, and findings: Although many researchers have examined factors associated with vulnerability to foreclosure, few have investigated the role neighborhood affordability plays in foreclosures in metropolitan areas. In this study, we examine the effects of location affordability (i.e., housing and transportation affordability combined) on resilience to foreclosure in more than 300?U.S. metropolitan areas during the U.S. housing recovery period. Using hierarchical linear regression with changes in zip code–level home foreclosure rates, our findings suggest the relationship between affordability and foreclosure resilience varies according to urban form (central/high-density city versus suburban low-density area) and types of metropolitan housing markets (boom–bust versus strong versus weak). In the national analysis, where location affordability was high, home foreclosure rates dropped substantially in central/high-density areas but not in suburban low-density areas. When we disaggregated the zip codes according to the market type, location affordability contributed to recovery in central cities in strong and weak metros and in the suburbs of boom–bust metros. There was no positive association in the suburbs of strong and weak metros. With improved data, future studies could measure an association between affordability and lower income renter households.

Takeaway for practice: Our study of the affordability crisis that followed the foreclosure crisis shows that planners can foster resilient and affordable housing markets by expanding and densifying affordable neighborhood locations and considering interactions between the costs of housing and transportation. Planners can improve neighborhood affordability with local and regional strategies based on the local residential density and the type of metropolitan housing market.     

The New Frontier in Metropolitan Planning

A major change is underway in metropolitan planning. The static plan, geared to a desired end-state, will be replaced by plans and programs for growth through future time. With the clarification of the concept of land use, separate plans will be prepared for locations of populations and activities and for the locations of buildings, facilities, and other physical improvements. Transportation plans will be integrated with land use and land improvement plans, reflecting the mutual interdependence of activities and traffic. Urban renewal plans will become integral with metropolitan plans, presenting programs for both developed and developing areas. Most important, with the development of metropolitan growth models, we shall better understand the processes of continual urban change, and our master plans will themselves become continuing processes for guiding that change.     

REGIONAL PARTNERSHIPS AND METROPOLITAN ECONOMIC DEVELOPMENT

Regional partnerships have grown popular as mechanisms to address public goods that transcend local boundaries, but we know little about their effectiveness. For example, what impact do regional economic development partnerships (REDPs), cooperative organizations of local governments, nonprofits and business organizations have on the economies of metropolitan areas? This article employs survival analysis and multilevel growth curve models to examine how the emergence of regional partnership arrangements influences patterns of economic development in U.S. metropolitan areas. The results suggest that, whereas these organizations do not make a great difference in some metro areas, in densely populated and politically fragmented metropolitan areas personal incomes, business firms, and employment grew significantly with the emergence of REDPs. Furthermore, state level factors, such as intergovernmental grant funding, are found to have positive influences. In conclusion, we discuss regional partnerships as solutions to institutional collective action problems in economic development and other policy arenas.     

Guidelines for a Polycentric Region to Reduce Vehicle Use and Increase Walking and Transit Use

Abstract

Problem, research strategy, and findings: The monocentric development pattern in the Alonso–Mills–Muth model underpinned theoretical discussions of urban form in the 1960s and 1970s and truly dominated theory up to the point when Joel Garreau published Edge City: Life on the New Frontier in the early 1990s. Monocentric development patterns remain dominant to this day among smaller metropolitan areas in the United States. However, for larger metropolitan areas in the United States, regional transportation plans suggest a paradigm shift to a polycentric structure. We review 126 regional transportation plans in the United States and find that a hierarchy of centers connected by high-quality transit has become the dominant vision for most of them. The plan for Salt Lake City (UT), for example, strives for a multicentered region even though secondary centers are only beginning to emerge beyond a dominant downtown. Generally missing from regional transportation plans are quantitative criteria for designating and guiding centers: In no case are the quantitative criteria empirically based on proven transportation benefits. Here we investigate how the built environment characteristics of centers are associated with people’s travel mode choices and vehicle use. We employ visual and exploratory approaches through a generalized additive model (GAM) to identify nonlinear relationships between travel outcomes and “D” variables (density, diversity, design, destination accessibility, and distance to transit) within centers. The model and plots help us recommend the built environment characteristics of centers.

Takeaway for practice: The built environment thresholds and relevant tools provided here can enable planners to make informed decisions about future growth patterns, set realistic—yet visionary—goals, and improve the overall health of its residents and communities. We provide strategies and tools that planning agencies, such as metropolitan planning organizations, transit agencies, and municipalities, can adopt to channel developments into centers.