Study On The Integration Of Urban Public Transit And Urban Land-use

Recently, urban public transport in China has experienced a rapid development because of the high attention from the government authorities, huge capital investments, and the application of TOD (transit-oriented development). To a certain extent, it has improved the urban travel environment, however, serious problems such as energy shortage, traffic congestion and environmental pollutions have not been solved effectively. It is proved that land-use chase development mode of public transport has been unable to adapt to the development of the city. The emphasis and significance of the study is to explore and build a theoretical framework of integrated land use and public transport development in order to achieve the harmonious development of urban public transport and land use.First of all, it analyzes the interactive relationship between the public transport and land use, the matching relationship between the public transport network and land use layout patterns, as well as the relationship between public transport mode and the scale, price, strength, structure of land use. It is found out that land development plays a dominate role in the interactive relationship, while public transport keeps phase with demands of the urban land use. As the optimal land use development always comes later than the maximum supply of public transport, the public transport and land use can not achieve harmonious development in the end.Therefore, public transport supply should dominate the land use development. Diferent public transport modes bring with different affordable urban land scales, while the passive public transport mode dominated by land development always results in an over-large land scale which is far beyond the affordability of residents. What's worse, the passive public transport mode could not play the orienting role of public transport in urban expansion, which results in unreasonable land use pattern. TOD should integrate public transit oriented land development into urban planning, however, due to the lack of theories of integrated public transport and land use development, TOD has not been successfully applied in China. The paper puts forward the definition of integrated public transport and land use development, identifies the difference between downtown areas and new district (satellite town), and constructs the theoretical framework of integrated development between public transport and land use.By reviewing the land use development process in China, it is found out that the land use experiences from centralized development to group development, and its relationship with urban socio-economy shifts from mutual adaptation to in-adaptation, and then to re-adaptation. Agglomerate economy is the motive source of urban land use in China in the entire development process. The implementation of housing reform policy elicited the urban land use expansion in the end of last century, and the transport technology development became the main motivation to promoting the land use development. The analysis shows that the corridor concept model and leaping multi-center model are the suitable expansion patterns in China's big cities.Although the corridor development mode and multi-center development mode are more suitable to China, the "over pie" development mode is the dominate one in China, especially in China big cities. The paper reviews the current researches on city size. It holds that the land use scale is the key problem of the city's size, and reasonable city size should be in phase with the social and economic development. The reasonable urban land use scale has been drawn out through the establishment of a model based on the threshold theory. The paper also analyzes the economical inner force of "over pie" development and finds out the match between city sizes with land use modes. It has indicated that there is two demarcation domains. "Over pie" development mode can be applied under domain 1 (with urban land use scale below [58, 200] ); while multi-center development mode suits to domain 2 (with land use scale above [152, 500]). The corridor development mode can be applied when the land use scale lies between domain 1 and domain 2. It is better not to apply multi-center development mode if the planning scale is below than domain 2. The calculation mode for the reasonal distance between downtown and new district is established. Study on specific cases is also conducted.Different urban expansion modes should be equipped with different policies of public transport and land use. By carrying out analyses on the TOD concept and connotation, it is proposed that the TOD model is a better way to implement the integrated development of public transport and land use. Two kinds of TOD devlopment modes, which is TOD modes 1 and TOD modes 2, is provided. And it is established to the design method of TOD model.According to the concept of integrated development of public transport and land use, two kinds of evaluation indicator systems for TOD 1 and TOD 2 are established by the analysis of relevant stakeholders of public transport and land use. And the evaluation indicater systems are selected using Delphi method. To the TOD 1 mode, DEA evaluation methods are used. To the TOD 2 mode, the two-layer evaluation method is proposed.At last, four major policy options are proposed. The first one is coordinated mechanism between transport, planning and land; the second is the density management mechanism in accord to the real traffic situations; the third is the construction and management of slow traffic system within TOD community; and the last one is the financial subsidy mechanism for public transport. The subsidy estimation model is also proposed.