On May 28th, Beijing Siweitu New Technology Co., Ltd., Urban Traffic Engineering Technology Center of Ministry of Housing and Urban-Rural Development, China Urban Planning and Design Institute, and National Engineering Laboratory of Traffic Big Data Comprehensive Application Technology jointly released the Monitoring Report on Road Network Density of Major Cities in China in 2020 (hereinafter referred to as the report). The report takes 36 major cities in China as the research object, tracking and monitoring the development of urban road network density, including 4 municipalities directly under the central government, 27 provincial capitals and 5 cities with separate plans. At the same time, 23 prefecture-level cities have been added as the monitoring cities in this year's report for the three major urban agglomerations of Beijing-Tianjin-Hebei, Yangtze River Delta and Guangdong-Hong Kong-Macao Greater Bay Area.
As can be seen from the report, among the 36 major cities in China, the urban road network density is at a high level (the road network density is above 8.0 km/km2), and it is still Shenzhen, Xiamen and Chengdu, accounting for 8%; There are 22 cities with moderate urban road network density (the road network density is between 5.5 and 8.0 km/km2), including Shanghai, Fuzhou, Nanning and other cities, 3 more than 20 19, accounting for 69%; There are *** 1 1 cities with low urban road network density (the road network density is less than 5.5km/km2), accounting for 3 1%.
As a co-publisher of the report, Qualcomm, a professional big data processing company under NavInfo, has made great contributions to map data and big data analysis. Cao, the person in charge of product planning in Qualcomm, accepted an exclusive interview with this newspaper and answered questions related to the report.
Reporter: The report shows that the road network density in Beijing is relatively low. What is the reason? Does it mean that Beijing's road construction is not perfect?
Cao: Judging from the road network density of major cities in China, the road network density index of northern cities is generally lower than that of southern cities, with an average of only 5.3km/km2, and Beijing is higher than the average level of northern cities. From the reasons, on the one hand, most northern cities are located in vast plains, with flat and open terrain, less restrictions by mountains and rivers, and the spatial distance between adjacent big cities is far away, and most cities show the development of single-center pie-spreading. At the same time, the sunshine spacing standard of urban construction in China depends on geographical latitude. Due to the need to meet the rigid requirements of the minimum sunshine hours in winter, the distance between buildings in northern cities is large, and the red line between buildings and roads is greatly backward. Compared with southern cities, the built-up area occupied by cities with the same population size has greatly increased.
On the other hand, the development and construction of urban land in China usually adopts the "block" model, and the construction of large closed residential quarters is more common. At the same time, in the process of rapid urbanization in China, roads are planned according to functions, but the branch system is often neglected in actual construction, forming a wide road and low density pattern with main roads as the mainstay.
Reporter: The relative density of southern cities is relatively high. What do you think is the reason?
Cao: From the perspective of urban topography, most cities in southern China are separated by natural barriers such as mountains, hills and rivers, and it is difficult for urban space to be flattened and freely expanded. The development characteristics of the group are obvious, and the construction land within the urban group is limited by the terrain. At the same time, due to the low latitude, the distance between buildings under the influence of lighting conditions is also small, and the overall spatial layout of land use is relatively compact.
On the other hand, the urban agglomerations represented by the Yangtze River Delta and Guangdong-Hong Kong-Macao Greater Bay Area are areas with early urbanization and good foundation in China, and the spatial distance between adjacent towns is relatively close. With the spatial expansion of the city, the urban areas of contiguous development zones are gradually formed in the region, and the role of urban nodes is weakened, while the role of functional centers is enhanced, showing the development trend of regional multi-center groups, which also promotes the construction of road network in the corresponding built-up areas.
Reporter: According to your observation, do big cities drive the surrounding areas in road construction?
Cao: With the improvement of infrastructure, the radiation capacity of big cities has been significantly enhanced in recent years. It is understood that the radius of commuting space in big cities in China basically exceeds 20 kilometers, and Beijing and Shenzhen reach 40 kilometers.
Judging from the overall development strategy and trend of the country, the coordinated regional development based on urban agglomeration is gradually strengthening, and the radiation drive of core big cities to the surrounding areas is also constantly improving. For example, Shenzhen, as the first demonstration area in Socialism with Chinese characteristics, the concentration of population and capital elements, the trend of industrial transformation and upgrading, and the pattern of high-tech innovation and development have further enhanced its external radiation and influence. The scientific and technological industrial chain goes deep into Dongguan and Daya Bay in Huizhou, and the demand for high and new technology connects with Hong Kong, Macao and Guangzhou, which can effectively promote the development strategy of Guangdong-Hong Kong-Macao Greater Bay Area.
For regional urban agglomerations, the improvement of transportation infrastructure and accessibility has a great influence on the towns around big cities, and Shanghai has a typical influence on the development of Kunshan. The improvement of traffic accessibility has brought Shanghai-Kunming closer together, and also prompted Kunshan to fully meet the development needs of Shanghai metropolitan area, and the comprehensive transportation system, including road system, has been continuously built and improved.
Reporter: According to your observation, what are the characteristics of the relationship between the development of urban road network and the demand for cars and models?
Source: vision china.
Cao: Increasing the density of urban road network can improve the traffic capacity and carrying capacity of urban road network, improve the accessibility of road network, alleviate urban congestion to a certain extent, and is also an important manifestation of improving urban road system. The travel demand of urban cars is influenced by many factors, and the road network is one aspect. The convenience and price of urban parking, the service level of public transportation and urban traffic management policies all have important influences. Another point that needs to be emphasized is that the urban road network is not only for cars, but also for buses, bicycles and walking. The utilization of road resources should adhere to the principle of "people-oriented" rather than "car-oriented".
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.