The Coupling Strategy Research of Urban Public Space and Traffic for Improving the Residents’ Low-Carbon Travel Accessibility: A Case Study of Hexi New City Central Area in Nanjing
Abstract
:1. Introduction
2. The General Situation and Status Quo of the Research Area
2.1. The General Situation of the Research Area
2.2. Determination of the Absolute Index of Land Use, Road Network Density and Public Transport Distribution in Hexi New City Central Area
- (1)
- The data of the public transport distribution were collected and acquired through on-the-spot research and satellite map data.
- (2)
- To ensure the accuracy of the data of urban land development and utilization, we collected detailed land planning documents issued by the department of urban planning and the Ministry of Land and Resources of China, and further selected the data based on the regional situation.
- (3)
- As to the demand and satisfaction survey of public transport and urban public space in Hexi new city central area, we applied the combined form of paper questionnaire and e-questionnaire to guarantee the reliability of the survey subjects.
2.2.1. Status Quo of Urban Road Network
2.2.2. The Status Quo of Public Transport
2.2.3. The Status Quo of Land Use
3. Analysis of the Main Existing Problems in the Research Area from the Perspective of Travel Behavior
3.1. Study on the Relationship between the Selection of Travel Mode and Land Use
3.2. Demand Research on Residents’ Travel Based on OD Survey
3.3. The Determination of Reasonable Block Scale Based on the Walking Accessibility Analysis
4. Coupling Optimization Strategy of Space and Transport
4.1. Optimize Access Road Network System
- (1)
- Paired with the overall OD demands in Figure 13, we can see the eastern part of the area requires the improvement of road network planning and construction, especially accelerating the road network construction of the region connected to Fengtai South Road to relieve the lateral traffic pressure of Hexi Street and Meng du Da Jie.
- (2)
- According to the research results in Section 3.3, the appropriate adding of access road can improve the walking accessibility of the whole area. Through visits and investigations, we divided the access road that can be added in the short term into three categories (shown in Figure 17). Based on the current urban construction, we recommended that the government gradually construct access roads selectively (green roads in Figure 17) and add blue access road network after negotiation to minimize the block scale; construct non-motorized roads that are suitable for walking and bicycling in the community to improve the low-carbon accessibility of those road sections and create a comfortable low-carbon traveling atmosphere. Specifically, according to Figure 8 and Figure 12, it is necessary to further improve the access road network system of the sections lacking in bus line; that is, speed up the construction of the access road network of the outer ring (TAZ No. 9, No. 12, No. 19, No. 22, No. 27, No. 29, No. 28, No. 25, No. 24 and No. 23).
- (3)
- Because of the current situation of the super-large blocks of the Olympic Sports Center and the central International Expo Center, which are in the southwest part of the research area, we advise gradually reconstructing the existing green landscape in this area and designing exclusive roads for walking and bicycling that integrated with the surrounding urban roads, and building open urban parks for citizens.
4.2. Build a Public Transport System Coupling with OD Demand
- (1)
- According to the transit and access OD demands in Figure 13, it is necessary to accelerate the connection of Aoti Street and Fengtai South Road, and set east–west bus rapid transit along Aoti Street to enhance the association between the eastern and western areas, and further bring convenience and improve public transport accessibility of areas along Aoti Street.
- (2)
- Notice the Inside OD demands in Figure 13, we advised strengthening the connections among TAZ No. 1, No. 2, No. 3, No. 7, No. 8, No. 9, No. 12, No. 19, No. 22, No. 27, No. 29, No. 28, No. 25, No. 24 and No. 23. Due to the construction of metro line 7, the traffic pressure is relieved in the south–north 9–29 areas, while the east–west lateral traffic of the south and north part of the research area should be strengthened in later construction (Figure 19).
- (3)
- At present, the commercial and business facilities are gathered in the axial part of the research area. From Figure 8 and the Overall OD demands in Figure 13, we suggested increasing the proportion of commercial and business facilities in TAZ No. 5, No. 19, and No. 26 to satisfy the travel demand of nearby residents, shorten the distance between commercial areas and residential areas, improve residents’ travel efficiency, and reducing the public’s excessive dependence on the old city.
4.3. Optimize Public Space to Create a Comfortable Environment for Non-Motorized Traffic
4.4. Strengthen Guidance and Development
5. Conclusions
Acknowledgments
Author Contributions
Conflicts of Interest
References
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Quantity | Length of North–South Sides of Block (m) | ||||||
---|---|---|---|---|---|---|---|
≤150 m | 150–200 m | 200–250 m | 250–300 m | 300–350 m | ≥350 m | ||
Length of East–West sides of block (m) | ≤150 m | 8 | 3 | 4 | 11 | 0 | 3 |
150–200 m | 3 | 2 | 3 | 3 | 1 | 1 | |
200–250 m | 6 | 8 | 14 | 27 | 9 | 13 | |
250–300 m | 0 | 1 | 4 | 10 | 2 | 5 | |
300–350 m | 1 | 2 | 3 | 11 | 3 | 1 | |
≥350 m | 0 | 1 | 1 | 7 | 3 | 13 | |
Statistic chart of block size distribution (Corresponding to Table 1) |
Traffic Category | Transport Line |
---|---|
Metro | Metro Line 2, Metro Line 10 |
Bus | 1, 7, 14, 16, 21, 39, 41, 48, 56, 57, 61, 62, 63, 85, 86, 92, 96, 110, 111, 113, 126, 127, 128, 129, 133, 134, 153, 158, 160, 161, 166, 170, 186, 301, 303, 305, 306, 319, 512, 513, 552, 703, 707, Y3, Y7, Y8, Y16, Y18, Y20, D4, D9 |
Tram | The tram line 1 (Planning: the tram line 2, Jiangxinzhou tram line) |
TAZ | Percentage of Residential Buildings | Percentage of Administrative and Public Service Buildings | Percentage of Commercial and Business Facilities | Percentage of Business Office Buildings | Landusemixi |
---|---|---|---|---|---|
No. 1 | 0.76 | 0.17 | 0.04 | 0.02 | 0.47 |
No. 2 | 0.87 | 0.04 | 0.07 | 0.02 | 0.37 |
No. 3 | 0.75 | 0.15 | 0.09 | 0.02 | 0.57 |
No. 4 | 0.80 | 0.09 | 0.09 | 0.01 | 0.47 |
No. 5 | 0.80 | 0.05 | 0.15 | 0.56 | |
No. 6 | 0.55 | 0.10 | 0.26 | 0.09 | 0.81 |
No. 7 | 0.75 | 0.09 | 0.07 | 0.09 | 0.6 |
No. 8 | 0.80 | 0.04 | 0.12 | 0.04 | 0.5 |
No. 9 | 0.76 | 0.09 | 0.15 | 0.0038 | 0.52 |
No. 10 | 0.53 | 0.10 | 0.18 | 0.19 | 0.86 |
No. 11 | 0.71 | 0.20 | 0.09 | 0.71 | |
No. 12 | 0.01 | 0.34 | 0.05 | 0.56 | 0.63 |
No. 13 | 0.77 | 0.23 | 0.78 | ||
No. 14 | 1.00 | 0 | |||
No. 15 | 0.76 | 0.06 | 0.14 | 0.05 | 0.58 |
No. 16 | 0.62 | 0.00032 | 0.23 | 0.15 | 0.66 |
No. 17 | 0.15 | 0.19 | 0.45 | 0.21 | 0.93 |
No. 18 | 0.92 | 0.05 | 0.04 | 0.32 | |
No. 19 | 0.002 | 0.03 | 0.90 | 0.27 | |
No. 20 | 0.06 | 0.35 | 0.59 | 0.77 | |
No. 21 | 0.67 | 0.08 | 0.07 | 0.19 | 0.7 |
No. 22 | 0.05 | 0.01 | 0.11 | 0.83 | 0.43 |
No. 23 | 0.59 | 0.15 | 0.02 | 0.24 | 0.73 |
No. 24 | 0.42 | 0.19 | 0.39 | 0.95 | |
No. 25 | 0.03 | 0.15 | 0.82 | 0.5 | |
No. 26 | 0.53 | 0.44 | 0.03 | 0.73 | |
No. 27 | 0.003 | 0.997 | 0.04 | ||
No. 28 | 0.61 | 0.12 | 0.07 | 0.14 | 0.75 |
No. 29 | 0.03 | 0.01 | 0.03 | 0.93 | 0.23 |
Statistical chart of building types distribution and landusemixi value (Corresponding to Table 3) |
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Qian, C.; Zhou, Y.; Chen, J. The Coupling Strategy Research of Urban Public Space and Traffic for Improving the Residents’ Low-Carbon Travel Accessibility: A Case Study of Hexi New City Central Area in Nanjing. Sustainability 2017, 9, 2166. https://doi.org/10.3390/su9122166
Qian C, Zhou Y, Chen J. The Coupling Strategy Research of Urban Public Space and Traffic for Improving the Residents’ Low-Carbon Travel Accessibility: A Case Study of Hexi New City Central Area in Nanjing. Sustainability. 2017; 9(12):2166. https://doi.org/10.3390/su9122166
Chicago/Turabian StyleQian, Caiyun, Yang Zhou, and Jiadeng Chen. 2017. "The Coupling Strategy Research of Urban Public Space and Traffic for Improving the Residents’ Low-Carbon Travel Accessibility: A Case Study of Hexi New City Central Area in Nanjing" Sustainability 9, no. 12: 2166. https://doi.org/10.3390/su9122166