"Oriental Outlook Weekly" special writers Li Dan and Ma Qingbin
The "National Comprehensive Three-dimensional Transportation Network Planning Outline" issued by the Central Committee of the Communist Party of China and the State Council proposed that about 20 international comprehensive transportation networks in Beijing, Tianjin, Shanghai, Nanjing and Hangzhou should be built. hub city.
Obviously, an international comprehensive transportation hub city will become a core unit and an important node in the construction of my country's comprehensive three-dimensional transportation network, which will strongly support the construction of transportation hub clusters, and lead the development of national comprehensive transportation hubs and hub ports. An important starting point for the three-dimensional transportation network.
How to build an international comprehensive transportation hub city? This paper intends to analyze the development experience of typical hub cities in the world, and try to provide some enlightenment for the construction of international comprehensive transportation hub cities in my country.
Tokyo: Integrated development of station and city
With the rapid development of urban economy and the continuous advancement of urbanization, the shortage of land and space resources and the deterioration of traffic have become the biggest development bottlenecks faced by most cities. The public transportation-oriented development model (TOD: Transit-Oriented Development) and the concept of compact city are proposed in the context of urban sprawl and rapid expansion.
Japanese scholars put forward the concept of "integrated development of station and city" on the basis of summarizing the development history of Tokyo's rail transit and a large number of successful cases, which is a development concept that combines TOD theory with the basic characteristics and principles of compact cities. Its characteristics are mainly reflected in high-intensity mixed development and comprehensive development of functional formats.
Regarding high-intensity mixed development, Tokyo's transportation hub development practice fully embodies the characteristics of TOD theory on space intensification: mixed land use, generally dominated by transportation, commerce, residence, and public facilities; vertical development of above-ground and underground spaces; high Strength development, such as Tokyo Station floor area ratio of 7.9.
High-intensity development is the inherent meaning of intensive and compact urban development, and mixed land use and vertical spatial development are the inevitable prerequisites for high-intensity development. Therefore, the core of land use integration is the high intensity of rail transit hub traffic land and other functional land Hybrid development. At the same time, the integrated development of transportation land and other functional land has a relationship of mutual promotion and complementarity. The superior accessibility of the hub drives the appreciation of land, attracting people to live and employment. High-intensity mixed development can gather popularity and bring sufficient passenger flow to ensure the track. Traffic operation, and jointly promote the intensive and compact development of the city.
It should be noted that in the internationally developed transportation hub cities, the hub development intensity is relatively high, and the plot ratio is rarely lower than 4.0. The development intensity of comprehensive transportation hub cities in my country is generally low: the average plot ratio of Beijing’s 2nd line sites is 1.80, the average of 3rd line and above sites is 2.0, and the medium and high-intensity development (plot ratio greater than 4) of Shanghai rail transit sites only accounts for 7.6%. This shows that my country has not yet formed an intensive and compact spatial pattern around rail transit hubs.
Regarding the integration of functions and formats, most hubs in Tokyo, such as Shiodome Station and Shibuya Station, not only function as transportation hubs, but are also commercial centers of the city. The building area of their complex functions far exceeds the building area of transportation facilities."Integrated development of station and city" emphasizes the integration of hub transportation functions and urban functions, and takes advantage of high accessibility to introduce highly complex functions such as office, business, residence, hotel, culture, etc., in addition to passengers, it also attracts diverse surrounding areas. The population will be changed and a city node with a good business atmosphere will be formed.
In Tokyo, the distribution of these functions usually shows the characteristics of commercial-commercial-residential in the horizontal level from the center to the outside, and from the bottom to the top in the vertical level, which is related to the economic output benefits of various functions.
With the improvement of the energy level of transportation hubs, a good interaction between cities and comprehensive transportation hubs is formed through the development mode of transportation-driven industrial clusters, and further industrial upgrading is based on the traditional transportation-driven mode. From transportation hubs to industrial parks, to hub cities, this is also an important path for my country to promote the construction of hub cities.
New York: Compound and diversified development
The spatial pattern of New York, USA has undergone a transition from "single-center decentralized development" to "single-core urban agglomeration network".
What supports the transformation of its spatial pattern is a complete comprehensive transportation network: New York Port is the busiest port in North America, John F. Kennedy and Newark International Airport are the world's leading passenger throughput; Metro-North), Long Island Railroad (LIBR), New Jersey Rapid Transit (NJTransit), Amtrack and other private railroads.
Specifically, in terms of aviation, New York has three major airports including JFK (JFK), Newark (EWR) and LaGuardia (LGA). After the completion of JFK Airport, it quickly took the lead in the airport because of its positioning as an international hub airport and a larger infrastructure scale.After the renovation and expansion of the Newark aircraft, the passenger flow of JFK Airport was gradually diverted. LaGuardia Airport mainly operates domestic routes and some Canadian routes, serving time-sensitive business travelers, developing regional and short-haul routes, and forming a complementary pattern with the two major hub airports. At present, the three major airports in New York are in the development state of "two major international hubs + domestic auxiliary hubs".
In terms of track, the Grand Central Terminal integrated transportation hub in New York Central Station is located in the Fifth Avenue block of Manhattan. It is divided into two floors. The platform and station lines are located underground. There are a total of 30 platforms, 67 dispatch lines, and none of them have roundabouts. The hub receives and dispatches more than 800 regional trains and long-distance trains every day. The railway fronts and platforms are located underground, so that the ground space can be fully utilized and effectively The division of urban blocks by the railway is avoided, and the noise and exhaust gas pollution in the area around the station are greatly reduced.
Based on the established international comprehensive transportation network, New York has effectively combined its own advantages in the fields of finance, science and innovation, revitalized the market of capital, technology and other factors, created a global market platform, and formed a carrier of global resources.
The highly developed industrial service environment, under the combined effect of New York's comprehensive transportation network, has gathered many high-end service companies such as accounting, lawyers, intermediaries, finance, consulting, asset appraisal, and technology research and development that serve the world. They are not only direct participants in the allocation of global resource elements, but also an important lubricant for global resource allocation, helping to promote the flow and innovative combination of global resource elements, and enhance the efficiency and vitality of global resource allocation.
Obviously, a world-class business environment, a market environment that complies with international rules, and a vibrant innovation and entrepreneurship environment, etc., in the process of mutual development with the transportation network, not only contribute to the smooth flow and interaction of domestic and foreign resource elements, The convenient participation of domestic and foreign entities in international business is also an important guarantee for global resource allocation.
London: Echelon and differentiated development
In the process of building a world city network in the UK, London has played a key role, and it has also established London's status as a world central city.
Established through a globally accessible transportation network, London relies on the "urban magnetic field" effect to continuously absorb the influx of capital, technology and labor from the surrounding and the world, forming a "cascade-centric" model, making London beyond the scope of traditional cities and becoming a world influence powerful international metropolis.
Taking London's aviation network as an example, there are 5 larger civil aviation airports in the urban area of London, namely Heathrow Airport (LHR), Gatwick Airport (LGW), Luton Airport (LTN), Staines Ted Airport (STN) and London City Airport (LCY).
Heathrow Airport is London's most famous and largest international gateway hub airport, serving nearly half of its capacity for British Airways. Due to its distance from the city center, Gatwick Airport focuses on the development of long-distance routes, and 40% of its capacity serves low-cost airlines. The two airports of Stansted and Luton are also far from the city center, and the capacity of low-cost airlines accounts for more than 80%. Among them, Stansted Airport also serves the cargo market, while Luton Airport also serves the relatively time-sensitive airport. Sensitive leisure vacation market. The city airport is the closest airport to the city center. It can be said that it is an airport specially tailored for business people.
At present, airports in Greater London have formed a mature and differentiated development model with complementary functions. At the same time, through the organic combination of various modes of transportation, Heathrow Airport can quickly evacuate air passengers to urban areas or other hubs with fewer transfers, and the airport's passenger source hinterland and radiation range have been expanded.
According to the analysis, London has created an excellent transportation location advantage through the transportation network connected by the hub, and promoted the diversified development of the airport and commercial prosperity. The airport's influence area even radiates to the whole country, which greatly expands the regional economic and social development function; through a variety of transportation methods Good cooperation and coordination can improve the convenience, speed and integrity of each transportation process, provide passengers with high-quality and efficient transportation services, and improve the operational efficiency of the transportation network. In
London's experience, it is worth mentioning that there is a complete investment and financing system for transportation construction.
Taking rail transit as an example, as the first country in the world to build urban rail transit, the construction and operation management mode of the London subway is typical. The main sources of funds for rail transit construction in London are government investment, bank loans, bond issuance, local public organizations, operating income, and rail transit construction surcharges.
In addition, London has also introduced relevant policies to ensure the minimum rate of return on investment for foreign investors, attracting international consortia to invest in rail transit construction, including direct investment or investment in equipment. For example, the European Investment Bank once provided 1 billion pounds of loans to London Underground companies, and the London government once subsidized some of the funds from the issuance of lottery tickets to rail transit construction.
All rail lines in London are planned by the government, but operated by private organisations.Generally, all public services are subject to competitive bidding and a three-year operating contract. Rail transit also draws on the experience of public services to carry out privatization reform and implement a bidding system, thereby attracting some private institutions with strong strength, good reputation and focus on service quality. Because urban rail transit investment has certain risks, the London government has given private companies and consortia a series of preferential measures on taxation, investment insurance and other preferential measures through investment policies to ensure the lowest rate of return for investors and mobilize the enthusiasm of the whole society to invest in subway construction.
(The authors are all researchers at the National Economic Center)
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