1、ImprintGIZ:As a federally owned enterprise,GIZ supports the German government in achieving its objectives in the field of international cooperation for sustainable development.BTI:Established in January 2002 with the approval of the CPC Beijing Municipal Committee and the Peoples Government of Beiji

2、ng Municipality,the Beijing Transport Institute(BTI)is a category II public institution.It aims to pool Beijings research strength and integrate intellectual resources from all sides to systematically study transport issues.The report was published by the Sino-German Cooperation on Low Carbon Transp

3、ort(CLCT)project of GIZ and the Beijing Transport Institute(BTI).The CLCT project is supported by the German governments International Climate Initiative(IKI).Published byDeutsche Gesellschaft frInternationale Zusammenarbeit(GIZ)GmbHRegistered officesBonn and Eschborn,Germany AddressesTayuan Diploma

4、tic Office Building 2-514 Liangmahe South Street,Chaoyang District100600,Beijing,P.R.ChinaT+86-(0)10-8527 5589F+86-(0)10-8527 5591E transition-chinagiz.deI https:/transition-china.org/mobilityBeijing Transport Institute(BTI)Beijing,ChinaNo.9 Liu Li Qiao Nanli Fengtai District 100073,Beijing,P.R.Chin

5、aT+86-(0)10-5707 9900 F+86-(0)10-5707 9800 E I http:/Xiaohong LIANG(BTI)E Contact PersonsSebastian Ibold(GIZ)E transition-chinagiz.de AuthorsBTI:Yongshen QUAN,Jifu GUO,Tao GU,Chunyan LI as technical advisors BTI:Xiaohong LIANG,Hao KONG,Qi GAO,Zhexi ZHAO,Xueqi LEI,Qing XU,Bingmin FANG,Yi ZHONG Editor

6、sGIZ:Sebastian Ibold,Lei SHEN,Vincent Fremery LayoutBeijing team orca culture and Art Co.,LtdGIZ:Xin HU Photo creditsAdobe,P,B,&BTI URL linksResponsibility for the content of external websites linked in this publication always lies with their respective publishers.GIZ expressly dissociates itself fr

7、om such content.Beijing,2022The Beijing Dialogue Future of Urban Transport&Mobility in Beijing2Mr Guo Jifu,Director of Beijing Transport InstituteIn recent years,countries around the world have significantly accelerated the process of tackling climate change.A green and low-carbon transformation of

8、the transportation sector is of great significance to the realization of Chinas dual carbon targets(CO2 peaking before 2030 and carbon neutrality before 2060).The rapid development of science and technology brings many opportunities and challenges to the transformation of the urban transport sector.

9、Multiple stakeholders in urban transport are collectively faced with the challenges of shaping urban mobility for a sustainable future.How should the future of urban mobility be envisioned?How can development strategies for urban transport be reshaped to create a sustainable future?How will scientif

10、ic and technological innovations help to achieve high-quality development in the field of urban transport?These are key demands that can guide the way that urban transport planners,builders,policy makers,transport service providers and other relevant stakeholders work on together to determine their

11、future actions.In order to effectively cope with difficult issues such as climate change,the energy crisis,environmental pollution,traffic congestion,and demographic shifts,and to discuss developmental trends of urban transport in Beijing and relevant policies and regulations,we held the Beijing Dia

12、logue workshop series together with GIZ and Agora Verkehrswende.Experts from the fields of transport,energy,urban planning,and other related industries were brought together to jointly discuss the vision of future urban transport and mobility in Beijing,identify required infrastructure and key techn

13、ologies,and discuss an implementation roadmap,so as to accelerate the establishment of a sustainable urban transport system.The outcomes of the workshop series will be provided to local government actors as an important reference for their policy formulation processes.Mr Sebastian Ibold,Director of

14、Sino-German cooperation on low carbon transport,GIZDecarbonising the transport sector is a major challenge that must be met if we are to achieve the goals of the Paris Climate Agreement.Our cities are of central importance in this aim.In particular,digitalisation and new technologies can make decisi

15、ve contributions to increasing transport efficiency and driving the integration of traditional public transport modes and new mobility services,however,technology alone is not a solution in itself.Rather,a holistic societal rethink of transport services is required-based on the understanding that mo

16、bility transitions are ultimately urban transitions.Today,urban mobility is generally considered only in a reduced or narrow way,for example as a commute between A and B,focusing solely on the goal of reaching a destination rather than looking at how to improve the mobility landscape as a whole.This

17、 perspective is mainly due to a lack of quality urban spaces affiliated with transport systems,but also due to the current orientation of the public towards transport infrastructures,which to many often represent barriers in public spaces that are difficult to overcome.We therefore need to rethink c

18、ities as a whole,design areas that can be used more effectively and sustainably,and adapt spaces more to the needs of urban residents,thereby creating socially accepted and appreciated locations where culture can be fostered and social interaction can take place.Urban transitions require strategic f

19、oresight to maximise positive effects and minimise risks.To be welcomed and effective however,they also require the involvement of society in their planning and processes,to ensure the highest possible acceptance for these transitions.The Beijing Dialogue is a format we have launched together with t

20、he Beijing Transport Institute and Agora Verkehrswende to share,discuss,and build upon different perspectives on what is needed to make mobility systems and cities as whole more sustainable,liveable,and accessible for us all.ForewordThe Beijing Dialogue Future of Urban Transport&Mobility in Beijing3

21、1Background 12Research Methodology 33Introduction to Beijing 53.1Urban development 63.1.1A world-class city cluster 63.1.2Urban spatial patterns 83.2Demographics 103.2.1Changing demographic structures 103.2.2Open and inclusive urban transport 133.3Technology and urban mobility 143.3.1Technology-driv

22、en transitions 143.3.2Collaboration and adaptation of intelligent subsystems 164Vision of Future Transport and Mobility in Beijing 174.1Green Transport and Mobility 194.1.1Public transport 204.1.2Active mobility 244.1.3New energy vehicles(NEVs)274.2Intelligent Transport and Mobility 314.2.1Major tre

23、nds and challenges 314.2.2Reservation systems 324.2.3MaaS platforms 334.2.4Autonomous driving 344.3Shared Mobility 364.3.1Development trends 364.3.2Mobility behaviour 385Conclusion and Suggestions 39Reference 44Annex 47ContentThe Beijing Dialogue Future of Urban Transport&Mobility in Beijing2Against

24、 the background of global climate change,cities around the world are under immense pressure to make their transport and mobility systems more sustainable and climate-friendly.Thanks to great advancements in technology including electro-mobility,shared mobility,autonomous driving and Big Data-based s

25、mart traffic management systems,opportunities are now available to make transport and mobility systems more efficient and sustainable.Along with these opportunities come the questions of understanding where the fields of transport and mobility are heading,and determining what is the most effective w

26、ay to act against climate change in urban transport systems.Chinas capital city of Beijing,with over 21 million inhabitants,is striving to develop a future-oriented sustainable urban transport and mobility system to ease traffic congestion and alleviate air pollution,as well as achieve its dual carb

27、on targets of 2030 carbon dioxide emission peaking and 2060 carbon neutrality,which were set by the Chinese government in 2020.To foster a debate between international experts on the future of sustainable transport and mobility,formulate a vision,and explore a roadmap for developing a sustainable ur

28、ban transport and mobility system in Beijing,the Beijing Transport Institute(BTI),the Deutsche Gesellschaft fr Internationale Zusammenarbeit(GIZ)GmbH and Agora Verkehrswende(Agora)jointly initiated the“Beijing Dialogue”.Under the umbrella of the“Beijing Dialogue”,two workshops on future urban transp

29、ort and mobility were held in November 2020 and June 2021 in Beijing,respectively.During the workshops,experts from industries,public sectors and academia debated on three themes:1.“Vision of future urban transport&mobility:green,intelligent&shared”;2.“Key infrastructures and technologies for future

30、 sustainable urban transport&mobility”,and;3.“Implementation roadmap for future sustainable urban transport&mobility:policies,regulations,construction and governance”.Apart from the workshop series,the“Beijing Dialogue”also produced this report on Future Urban Transport and Mobility.The result of th

31、e“Beijing Dialogue”is a vision for the future of urban transport and mobility in Beijing,which states that:“The future of urban transport and mobility in Beijing will be green,intelligent and shared”.Based on the vision,ten recommendations as key results of the“Beijing Dialogue”were put forward(see

32、details of them in chapter 5)to support the policy-making institutions of Beijing in further developing the citys transport and mobility systems in line with Chinas 2030 and 2060 climate goals.Key results of the“Beijing Dialogue”1 The future of urban transport and mobility in Beijing must be green,i

33、ntelligent and shared.2 To strengthen the Beijing-Tianjin-Hebei(Jing-Jin-Ji)city cluster,it is important to build integrated,resilient and multimodal transport networks.3 Building functional mixed-use areas and realising the“15-minute city”is an effective way to improve the quality of urban life and

34、 reduce the total number of trips.4 Against the background of changing demographic structures,urban transport needs to become more safe,accessible,convenient and comfortable.5 Public transport must be the backbone of Beijings urban transport system and needs to be well integrated with other transit

35、modes and mobility services.6 Electrification is key to the decarbonisation of Beijings transport system and should be based on the integration of transport,energy and information sectors.7 Digitalisation is key to the future development of sustainable and effective urban transport.8 Multi-stakehold

36、er cooperation is essential as there is no silver bullet to sustainable transport and mobility.9 Guiding roadmaps are needed for achieving the vision of green,intelligent and shared urban transport in Beijing.10 International exchange and cooperation are of great significance.The Beijing Dialogue Fu

37、ture of Urban Transport&Mobility in Beijing4Based on research conducted by the BTI as well as results of the“Beijing Dialogue”workshop series,this report was composed to provide references to findings for the Beijing local government and to formulate a vision and explore a roadmap for developing a s

38、ustainable urban transport and mobility system in Beijing.Research:Various urban and transport planning reports released by national and city-level departments and institutions were reviewed.The primary research aims were to understand and analyse the dynamics and trends of Beijings urban transport

39、systems,predict the trend of electrification of the urban transport system,and make suggestions on the future role of new mobility services and autonomous driving vehicles.Online survey:In order to collect experts opinions on the vision of Beijings future sustainable urban transport and mobility sys

40、tem and key measures required to realise it,an online survey was conducted in November 2020.The questionnaire-based survey covered topics related to the vision of future urban transport and mobility in Beijing,impacts of changes in urban spatial patterns and demography on future transport trends,key

41、 infrastructures,technologies and future trends in green mobility,intelligent transport,and shared mobility.A total of 38 experts from transport,city planning,energy and other related sectors participated in the online survey.Detailed information on those surveyed can be found in the Annex.The Beiji

42、ng Dialogue Future of Urban Transport&Mobility in Beijing7key administrative institutions,enterprise headquarters,financial institutions,and research and education institutions.The subcentre and the Xiongan New Area will form Beijings two new wings.Several national and municipal development plans ha

43、ve put forward clear requirements for the construction of the city clusters transport system.The Beijing Urban Master Plan(2016-2035)outlines measures for the integrated development and the optimisation of the city cluster transport system,aiming to build rail-dominated and multi-node transport netw

44、orks.A one-hour traffic circle will be created through multi-circle transport networks.The first circle of the multi-circle transport network(with a radius of 2530 km)is reachable mainly by subways and city expressways;the second circle(with a radius of 5070 km)is accessed by regional railway expres

45、s(including suburban railways)and freeways;the third circle(with a radius of 100300 km)is connected by comprehensive transport corridors including inter-city railways and dedicated rail lines for passenger transport and freeways2(see Figure 3-2).The Outline for Building Chinas Strength in Transport3

46、 released by the CPC Central Committee and the State Council in September 2019 put forward the goal to establish a“National 1-2-3 Travel Circle”system by 2035,the transport system will enable the commuting time within a city to be one hour or less,between two cities in the same city cluster to be up

47、 to two hours,and between two major cities across China to take,at the most,three hours.With the accelerated construction of the city cluster of Jing-Jin-Ji,the supporting intercity transport system should be improved.Various transport infrastructures,such as intercity railways,suburban railways,sub

48、ways and highways,need to be well integrated to meet rising demands for different purposes of travel and transport.Figure 3-2 Multi-circle transport networks in BeijingCentral area30km50km70km100km300kmR=100300kmInter-city railways,dedicated rail lines and freewayRegional railway express+FreewayR=50

49、70kmR=2530kmSubway+Expressway2 Beijing Municipal Commission of Planning and Natural Resources.Beijing Urban Master Plan(2016-2035).September 29,2017:http:/ CPC Central Committee and the State Council.Guidelines for Developing Chinas Transportation Strength.September 2019:http:/ Beijing Dialogue Futu

50、re of Urban Transport&Mobility in Beijing83.1.2 Urban spatial patternsThe Beijing Urban Master Plan(2016-2035)indicates that Beijing will form a new urban spatial structure with one core area(Dongcheng and Xicheng districts),one central area(Dongcheng,Xicheng,Chaoyang,Haidian,Fengtai and Shijiangsha

51、n districts)and one subcentre(in Tongzhou district),two development axes,multiple new towns(in Shunyi,Daxing,Yizhuang of Daxing,Changping,and Fangshan districts)and one ecological conservation zone(see Figure 3-3).The current monocentric development model will be changed into a new integrated urban

52、development pattern.Since 2000,Beijing has continued to experience rapid urbanisation,and the scale of the citys built-up area has greatly expanded.Large residential communities are now distributed across different districts of the city.However,Beijings central area is still the commercial heart of

53、the city.The average commuting distance has increased from 9.5 km in 2010 to 11.1 km in 2020 with the average commuting radius going up to 40 km4.According to this Figure 3-3 The urban structure plan of BeijingChangpingShunyiSubcentreYizhuangFangshanCore areaCentral area50km30km15kmDaxingFive new to

54、wns?Changan Avenue and its extensionThe central axis and its extentsionBeijingsecologicalconservationareasDongchengXichengDongchengHaidianChaoyangShijingshanFengtaiXichengSubcentreTongzhou Core area Central area Beijings subcentre4 Ministry of Housing and Urban-Rural Development,China Academy of Urb

55、an Planning&Design,and Baidu Map.Monitoring Report on Commuting Distance of Major Cities in China 2020.May 2020:http:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing9studys online survey,participants shared the common view that with Beijings non-capital functions further shifting out

56、wards,the average commuting radius and commuting distances would also be further extended.With this trend,plans for an appropriated urban spatial structure and more efficient travel systems need to be urgently developed.Based on this conclusion,three concepts can be introduced:a)Mixed land use The t

57、ravel intensity of citizens is closely related to the level of mixed land use.The development of urban land use patterns has a profound impact on the travel distances and travel modes of people.The Beijing Urban Master Plan(2016-2035)requires the optimisation of commercial and residential area distr

58、ibution for achieving a better jobs-to-housing balance.The plan also outlines the necessary improvement of employment policies to make Beijings subcentre and new towns sustainable carriers of Beijings non-capital functions.This studys online survey results showed that about 68 percent of respondents

59、 believed that the construction of mixed function areas could effectively reduce daily trips of people,and therefore alleviate traffic congestion in Beijing(see Figure 3-4).b)Transit-oriented development(TOD)TOD aims to concentrate jobs,housing and services near Figure 3-4 Measures to optimize Beiji

60、ngs urban spatial pattern15.8%18.4%39.5%65.8%68.4%OthersControl over population sizeRelief of non-capital functions Cultivation of surrounding new townConstruction of mixed urban functional areasor along public transit lines by creating a high-density of mixed land use in conjunction with a pedestri

61、an-oriented urban environment.The successful practice of this model in Singapore demonstrates that the TOD model can effectively alleviate the contradiction between living and transport services in densely populated urban areas5.The Beijing Urban Master Plan(2016-2035)mentions explicitly that Beijin

62、g will promote TOD,and that the local government will prioritise the allocation of residential and commercial functions along traffic corridors and around public transit stations.The 2021 Report on the Work of the Government of Beijing for the first time proposed to construct a series of rail transi

63、t micro-hubs to form a unified development structure of rail transit stations and city spaces6.A total of 71 rail transit micro-hubs will be built in 14 of Beijings 16 districts.This practice will not only strengthen the traffic function of rail transit stations,but also create entertainment,shoppin

64、g and commercial opportunities.A“rail transit-based jobs-housing balance”will be gradually created.In downtown Beijing,TOD can be adopted in line with urban renewal projects to vitalise and optimise existing land resources.TOD will also be considered in the design of Beijings subcentre and new towns

65、 so that they can be constructed in a rational spatial pattern for a balanced development between the citys downtown and suburban areas.5 Beijing Municipal Commission of Planning and Natural Resources.TOD Planning Practice in Singapore EB/OL.http:/ Peoples Government of Beijing Municipality.2021 Rep

66、ort on the Work of the Government.January 31,2021 EB/OL.http:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing10With the reallocation of Beijings non-capital functions,since 2017,the citys population has been slightly declining for five consecutive years.In 2021,Beijings total permane

67、nt population was 21.886 million.Over the same time period,Beijings population age and family structure demographics have undergone significant changes,which need to be taken into consideration when responsible authorities plan future transport and mobility services in Beijing.This subchapter will f

68、irst introduce the main aspects of demographic change in Beijing,discuss how these demographic changes have posed challenges to mobility and transport services and then subsequently present related solutions.3.2.1 Changing demographic structuresa)Aging population Beijing is facing the challenge of a

69、n increasingly aging population9(see Figure 3-6).At the end of 2021,4.4 million people in Beijing were aged over 60,accounting for 20.2 percent of the permanent population.Compared with younger citizens,the elderly Demographics3.2c)The 15-minute city During the outbreak of COVID-19,a great number of

70、 people suffered from community or city lockdowns,which restricted their access to urban infrastructure and public services.Major cities around the world reiterated the importance of so-called 15-minute community-life circles and have sped up the necessary improvements of transport systems required

71、to create these local areas7.The 15-minute city8 is a concept which aims to optimise urban neighbourhoods,enabling citizens to meet most of their daily needs within a 15-minute walking distance(see Figure 3-5).Beijing is increasingly focusing on the construction of 15-minute walkable neighborhoods a

72、s a key to mitigate cross-district travel and alleviate traffic congestion.The concept has been already adopted in 2019,in the citys Lishuiqiao area and the Huilongguan-Tiantongyuan area in the citys Changping district.In the future,more districts should be encouraged to embrace this concept to sati

73、sfy residents needs for public services,shopping,education,medical care and leisure within a 15-minute walking distance or a bike ride.However,with the popularity of the concept,short-distance travel demands may increase.Therefore,community-centred public and on-demand transport systems and active m

74、obility networks(cycling,walking and other forms of micro mobility)should be significantly improved to meet these new travel demands.Figure 3-5 The concept of 15-minute cityHOMESchoolsHospitalParksMarketJob15mins15mins15mins15minsPublic transitPublic transitReduce car useIndustrial AreaCityCentreTra

75、nsportHubsSustainableTransportReduce cross-district and long-distance tripsAchieve mode shift:public transit for long distance trips,active mobility(walking&cycling)for short distance trips7 LI Chunyan,GUO Jifu,KONG Hao,LIU Changping,LIANG Xiaohong,ZHAO Zhexi.Traffic Circulation in Beijing during CO

76、VID-19:Features and Revelations C.Beijing:2020 Conference for Urban Transport Planning in China,20208 Ministry of Housing and Urban-Rural Development.National Standard for Planning and Design of Urban Residential Areas.July 10,2018:http:/ Data released by Beijing Municipal Bureau of Statistics.https

77、:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing11have different travel demands with regards to travel routes,service frequency,service quality,safety,accessibility,travel modes,and travel times.This entails new requirements being demanded from urban transport systems,especially exp

78、ectations for the building of barrier-free environments.In general,the elderly are in favor of public transit and walking.According to this studys online survey,by 2035 public transit and walking will continue to be the most popular travel modes among Beijings senior residents.It is therefore necess

79、ary to establish an inclusive and accessible public transit system,develop infrastructures for active mobility,integrate all travel modes,and foster an environment for barrier-free transport and mobility services.For senior citizens,on-demand travel solutions including(autonomous)taxis and ride-hail

80、ing are convenient options to meet their specific travel needs(see Figure 3-7).b)Changing family structures According to Chinas seventh national census in 2021,a family household in Beijing contained 2.31 persons on average,which is 0.14 person less than that a decade ago10.The family Figure 3-6 Age

81、 structures of Beijing permanent residents in 2015 and 20213.4 million peopleaged over 60 in 20154.4 million peopleaged over 60 in 2021over8555-5960-6465-6970-7475-7980-8425-2930-3435-3940-4445-4950-540-45-910-1415-structure in Beijing has become more diversified since the implementat

82、ion of the“two-child policy”on January 1,201611 and the“three-child policy”on 31 May 202112.In 2019,the proportions of two-person and three-person households declined slightly,while the shares of four-person households and five-person families increased to 0.11 percent and 0.07 percent from 0.09 per

83、cent and 0.05 percent in 2009 respectively13(see Figure 3-8).With the initiated“three-child policy”,Beijing is expected to see more larger families in the future.Along with the diversification of family structures,family-based travel demands will also become more diverse.Larger families will be mind

84、ful of the safety,convenience and comfort of transport systems and their passenger carrying capacity14.Their travel demands15 will focus on trips for education,leisure and entertainment.According to this studys survey results,respondents believed that by 2035,families will choose private cars,follow

85、ed by public transit,taxis and ride-hailing as their preferred travel modes,over autonomous public buses,autonomous taxis,walking and cycling(see Figure 3-9).10 Beijing Municipal Bureau of Statistics.Main data of the seventh National census in Beijing EB/OL.http:/ CPC Central Committee and State Cou

86、ncil.Decision on Implementing the Universal Two-Child Policy and Reforming/Improving the Family-Planning Services Management.2016:https:/www.chinacourt.org/article/detail/2016/01/id/1782985.shtml(The Universal Two-Child Policy allows all couples,regardless of their household registration nature,resi

87、dential region and nationality,to have two children without official approval.)12 On May 31,2021,the Political Bureau of the CPC Central Committee held a meeting and unveiled an optimised policy that would allow all couples to have up to three children,with the support of relevant measures.13 Nation

88、al Bureau of Statistics.National Data EB/OL.https:/ P.“Two-Child”Vehicle a New Highlight in Automobile Consumption EB/OL.http:/ China Centre for Urban Development.Changing Population Structure and Its Impacts on Transport in China EB/OL.https:/ Beijing Dialogue Future of Urban Transport&Mobility in

89、Beijing12 Figure 3-7 Travel modes chosen by the elderly in Beijing by 203521.0%29.0%39.5%39.5%50.0%55.3%65.8%71.1%E-scooterAutonomous Public Bus(8-10 passengers)Private CarBicycleAutonomous TaxiTaxi/Ride-hailingWalkingPublic Transport Figure 3-8 Proportion of family households in Beijing in 2009 and

90、 20190.190.330.330.090.050.220.30.270.110.0700.050.10.150.20.250.30.35One-personhouseholdsTwo-personhouseholdsThree-personhouseholdsFour-personhouseholdsFive-personhouseholds20092019 Figure 3-9 Preferred family-based travel modes by 20357.9%18.4%36.8%42.1%47.4%57.9%65.8%84.2%E-scooterBicycleWalkingA

91、utonomous TaxiAutonomous Public BusTaxi/Ride-hailingPublic TransportPrivate CarThe Beijing Dialogue Future of Urban Transport&Mobility in Beijing133.2.2 Open and inclusive urban transportWith changes in demographics and family structures,it is expected that Beijing will have more convenient,diversif

92、ied,accessible,inclusive,comfortable and safe transport systems in the future.Beijing should therefore further expand barrier-free facilities and significantly improve the environment for active mobility(mainly cycling,walking and other forms of micro mobility),foster the integration of travel modes

93、 as well as transport services,and eventually build an open and inclusive urban transport system.a)Barrier-free transport and mobility Existing barrier-free facilities in Chinese cities need to be optimised.Facility problems,such as inadequate coverage,inconvenient layouts,facilities occupied for ot

94、her uses,and insufficient maintenance16,need to be solved.In the Outline for Building Chinas Strength in Transport in 2019,the Chinese government set the goal of“building a sound barrier-free transport system by 2035”,which implies a barrier-free mobility environment as a foundation.In the same year

95、,the Beijing municipal government launched the Beijing Action Plan for Further Building the Barrier-Free Environment(2019-2021)17,which explicitly requested the provision of barrier-free public transport facilities(for example blind tracks,underpasses and public parking facilities)and encouraged the

96、 use of different travel modes(including bus,taxi and subway services).This should be realised by designing barrier-free bus ramps and wheelchair fixtures in public buses,installing audio-visual features on public buses,and providing bus stop announcements for the visually impaired,and building curb

97、 ramps and barrier-free parking areas at bus stations.The experts participating in this studys survey suggested that Beijing should make consistent efforts in the provision of barrier-free facilities,especially for the elderly,children,the handicapped,and other disabled persons.The city should conti

98、nuously improve its existing travel facilities to create an inclusive urban transport system for people of all age groups.b)Safe and convenient active mobility The Beijing Urban Master Plan(2016-2035)outlines the overall goal of“building a walking-and cycling-friendly city”in order to create a green

99、 transport environment where residents can enjoy trips without the use of motorised transport.Such an environment is also a prerequisite for building a 15-minute city.The Action Plan for Improving the Quality of Urban Active Mobility System in Beijing 202118 highlights the design of road spaces for

100、active mobility(such as cycling and walking),and promotes separated pedestrian and cycling lanes to improve road safety and create more space for them.The plan also proposes to establish active mobility zones,where users can enjoy appropriate facilities and green spaces.This studys survey results in

101、dicated that the elderly prefer short-distance trips and green transport modes,like public transit and walking.For them,active mobility will become their major transport mode.The urban planning and transport departments should give full consideration to the travel demands of the elderly in transport

102、 infrastructure planning and reconstruction,so as to create a safer,more comfortable and higher quality transport system for them.c)Parallel innovation of traditional transport modes and intelligent applications In recent years,Beijing has been promoting intelligent and internet-based transport serv

103、ices.Ride-hailing,reservation-based and on-demand-based mobility services with contactless payments have become more popular.Additionally,autonomous taxis have also come into service in Beijings Haidian district and Daxings Yizhuang district.These new transport services provide alternative and effic

104、ient travel modes to residents,complementing public transport and active mobility services.However,these new services are not usable for all people.In particular,the elderly or the visually impaired have difficulties to use smart phone-based services.Such“digital divide”issues are common in China.At

105、 the end of 2020,there were approximately 4.29 million people aged 60 and above in Beijing.This number is predicted to reach 5.75 million by 203519.Most of these individuals have had struggles with using a smartphone and many of them do not even own one.To solve the problem of this“digital divide”,t

106、he State Council issued the Action Plan for Addressing the Pressing Problems of the Elderly in 16 China Daily.To Facilitate the Construction of Accessibility Facilities EB/OL.http:/ Peoples Government of Beijing Municipality.Beijing Action Plan for Further Building the Barrier-Free Environment(2019-

107、2021).November 22,2019:http:/ Peoples Government of Beijing Municipality.Action Plan for Improving the Quality of Urban Active Mobility System in Beijing 2021.May 2021:https:/ Beijing Municipal Civil Affairs Bureau and Beijing Municipal Commission of Planning and Natural Resources.Special Plan of Be

108、ijing for Elderly Services(2021-2035).September 29,2021:http:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing14From 2014 to 2020,online retail sales in China surged from EUR 335 billion to 1.4 trillion21.This trend led to a growing demand for urban freight transport.In 2012,the total

109、 number of delivered parcels was 5.69 billion.By the end of 2019,the number rose to 63.52 billion,showing an eleven-fold increase22.In 2021,the total business volume of courier services in Beijing hit 2.21 billion packages,rising 56.3 percent compared with 1.41 billion packages in 201523.This number

110、 is expected to further grow in the future.In this studys survey,it was commonly believed that a significant increase in demand in urban freight transport services would pose new challenges to Beijings transport system(see Figure 3-10).Broadband internet and mobile office software make remote work p

111、ossible.Working remotely can reduce daily commutes,especially during the COVID-19 pandemic.More than 70 percent of the surveyed participants believed that remote work could help to reduce passenger trips during rush hours.As new technologies and the digital economy take a crucial role in urban mobil

112、ity systems,the development of the urban transport sector will be mainly driven by innovative productive elements(such as data,technology,and information)rather than traditional productive elements(including workers,equipment,capital,and energy).Traditional transport patterns with the focus on fixed

113、 bus stops,bus routes and bus schedules can no longer satisfy the demands of residents who nowadays expect convenient,rapid and diverse transport services.A demand-oriented,flexible and customized transport system is thus emerging.b)Platform economy In the digital economy era,data is the most direct

114、 and critical productive element.Digital platforms with unrivalled access to data are creating a new type of supply-demand relationship and play a crucial role in transport arrangements,resource allocation and traffic management24.Such platforms are usually open and shared systems.Independent stakeh

115、olders,such as governments,transport service suppliers,passengers,and other partners(for example,insurance and legal businesses),can interact The rapid development of advanced technologies,such as the internet,Big Data,artificial intelligence(AI)and autonomous driving systems,has had a profound impa

116、ct on urban transport in recent years.Thereby,the urban transport field is further undergoing tremendous changes,and so is the transport governance sector.In this context,this subchapter will first introduce the main drivers of technology-driven transitions in urban transport.This will be followed b

117、y a short introduction to the challenges of integrating multiple intelligent subsystems.3.3.1 Technology-driven transitions a)Digital economies and remote work setups Along with the rapid application of internet-and smartphone-based services,the emergence of digital and platform economies as well as

118、 mobile payment solutions have led to more consumers preferring e-commerce over buying products at physical stores.Technology and urban mobility3.3Using Smart Technologies in November 2020.This action plan encourages a balanced development between traditional transport services and intelligent trans

119、port applications to fit the needs of the elderly with more reliable,comfortable and convenient transport facilities and services20.Accordingly,Beijings future urban transport system should be both“modernised”and“traditional”.In the“modernised”respect,advanced technologies should be adopted to impro

120、ve the capacity and efficiency of transport services.In the“traditional”respect,traditional services,such as booking a taxi by phone and paper tickets for travel,should be retained and optimised to satisfy the needs of the elderly and other disadvantaged and vulnerable groups.In addition,further awa

121、reness-raising and training programs for seniors to use digital applications and intelligent transport systems should be fostered to make intelligent mobility services available for all.20 General Office of the State Council.Action Plan for Addressing the Pressing Problems of the Elderly in Using Sm

122、art Technologies.November 24,2020:http:/ State Statistics Bureau.Statistical Bulletin of the Peoples Republic of China on National Economic and Social Development 2020 EB/OL.http:/ White Paper on the Sustainable Development of Transport in China23 Beijing Municipal Postal Administration.Statistical

123、Bulletin of Beijing Postal Industry development in 2021 http:/ Intelligent Transportation Technology.Impacts of Digital Economy on Transportation:Outlook and Key Issues EB/OL.https:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing15 Figure 3-10 Variation of urban freight transport dem

124、ands by 2035,driven by the popularity of e-commerce92.1%76.3%100.0%Intra-city freight transportCross-region and long-distance freight transportIntra-city last mile deliverywill increasewill decreaseremain unchanged Figure 3-11 Logic of platform economy-empowered urban traffic managementPlatformTrans

125、port service supply sideTransport service demand sideOther partners(insurance companies,banks,etc.)simply via the platforms.Travelers can use the platforms to obtain service information from transport providers(such as departure and arrival times)or real-time data(like road traffic information).User

126、s can forward their demands to a transport service supplier and their demands and supplies can be immediately matched,and additionally,transport operators who provide bus,subway,taxi and railway services can offer real-time and accurate positioning information through the platforms.In this way,trans

127、port service systems will be restructured to be more efficient and convenient(see Figure 3-11).The Beijing Dialogue Future of Urban Transport&Mobility in Beijing163.3.2 Collaboration and adaptation of intelligent subsystemsWith the improvement of intelligent technology,future urban transport systems

128、 will integrate multiple intelligent subsystems,which run synchronously and adapt automatically to the external environment.On one hand,subsystems are required to be sufficiently intelligent,with intelligent coordination mechanisms operating between them.On the other hand,there is a need to support

129、these systems with real-time,self-diagnostic and repairing intelligent feedback systems that can respond to external factors,such as human behaviour,weather conditions and other emergencies.Intelligent integrated transport systems can be transport mode-based systems,including intelligent subway syst

130、ems,intelligent bus systems,intelligent road network systems and other subsystems.Each subsystem itself is an independent and intelligent operation system,which can make real-time optimisation adjustments based on changes of traffic demands or external environmental factors.For example,an intelligen

131、t subway system can monitor and predict passenger flows among stations at peak hours in real time,send data to the supply end,flexibly adjust the service schedule,and let passengers obtain the schedule simultaneously.The collaboration and adaption of these subsystems means in general that when one s

132、ubsystem changes its supply based on a changed condition,the other subsystems can obtain updated information immediately and adjust their own supplies according to these external environment changes,so as to realize collaborative adjustment among subsystems.For example,information about a delayed tr

133、ain at night could be transmitted to bus companies and other transport service providers in real-time.They could then respond by flexibly adjusting their service schedules based on passenger flows,such as extending the days bus service hours,optimising the supplies of taxis,and providing on-demand b

134、us rides,so as to effectively cope with the changes in demand due to the delayed train.Intelligent transport systems can be divided into many functional subsystems,such as traffic volume monitoring systems,command and dispatch systems,traffic signal control systems,travel time monitoring systems,vid

135、eo monitoring systems,GPS monitoring systems,traffic violation monitoring systems,traffic guidance systems and related services.Once traffic volume monitoring systems identify traffic congestion,real-time information will be updated to traffic guidance systems or traffic signal control systems.Traff

136、ic jams could be eased quickly by guiding vehicles to change routes to alleviate traffic flows or by optimising traffic light controls at congested crossroads.The biggest challenge to intelligent transport systems will be the development of multi-intelligent collaborative technology shared between t

137、raffic systems as well as intelligent sensing and feedback technology that can take into consideration external factors(see Figure 3-12).Figure 3-12 Structure of future intelligent transport systemsRisk analysis and preventionReal-time feedback mechanismSelf-perception&adaptationSelf-diagnosis&corre

138、ctionSynchronous subsystemsFuture Intelligent Transport SystemInternal:Collaboration of multiple intelligent subsystemsExternal:Intelligent feedback of external environmentHighly intelligent individual subsystemsThe Beijing Dialogue Future of Urban Transport&Mobility in Beijing18In recent years,mobi

139、le Internet,artificial intelligence(AI),the Internet of Things(IoT),Big Data and new energy technologies have been widely applied in the transport and mobility sector,inducing a new transport and mobility era and revolution.New mobility and vehicle technologies,such as new energy vehicles(NEV),on-de

140、mand and shared mobility services,passenger and cargo drones,and autonomous driving units,have emerged.These innovations are offering opportunities to make transport more efficient and sustainable,but along with these opportunities comes the unpredictability of the future of transport and mobility a

141、nd the impact it may have on climate change and the environment.What does the vision for the future of urban transport and mobility in Beijing look like and how can it contribute to achieving Chinas 2030 CO2 emission peaking and 2060 carbon neutrality goals?Based on national and municipal developmen

142、t plans,experts opinions from the“Beijing Dialogue”workshop series as well as this studys online survey results,a vision for the future of Beijings transport and mobility system has been formulated,which is that“The future of urban transport and mobility in Beijing will be green,intelligent and shar

143、ed”(see Figure 4-1).This vision is grounded on the“Avoid-Shift-Improve”approach,which promotes policies and measures aiming to reduce motorised trips through efficient urban planning and people-centred urban design,to shift to more sustainable travel modes such as public transport,walking and cyclin

144、g,and to improve technological innovations in order to make transport systems clean and climate-friendly.The key implications of this developed vision are as follows:a)Green The development of green and low carbon transport and mobility is the key to achieve Chinas 2030 and 2060 climate goals.Public

145、 transit will be increasingly prominent and become the primary choice in the urban transport system.As infrastructure and services for active mobility are improved,more people will choose green transport modes instead of driving private cars.The energy structure will be further optimized,and in para

146、llel to cleaning the energy grid,fuels for motorised vehicles will shift from traditional fossil fuels to clean energy.The 15-minute city and people-centred urban design will be the core of Beijings planning for communities and neighborhoods.These improvements are expected to save energy,reduce carb

147、on emissions,and mitigate air pollution for passenger and freight transport.b)Intelligent With the accelerating integration of the transport sector with the energy and information sectors and advanced technologies like Big Data,AI,and cloud computing,intelligence is a crucial element for the future

148、development of Beijings urban transport systems.This includes the development of smart infrastructure,transport modes,intelligent transport operations and management,and transport services.All transport subsystems and elements will be interconnected,allowing supply and demand information to be share

149、d in real time,and enabling traffic management and operation to be much more efficient.In the future,intelligent transport platforms will include route planning,reservation services,seamless and barrier-free mobility services,contactless payment,and other applications.Intelligent transport systems c

150、an help improve mobility equity,reduce traffic congestion and ensure overall traffic safety levels.c)Shared With the growing acceptance of shared mobility,this concept will become a critical component of the urban mobility system,especially when being effectively integrated with public transport to

151、provide residents with diversified demand-based travel options.Among these diversified options,shared electric self-driving cars will be particularly popular.Moreover,shared mobility options will serve as an important supplement to public transport to provide safe,convenient,efficient,and seamless t

152、ravel experiences.This chapter will subsequently analyse in further detail these three main pillars:green,intelligent,and shared actions.The three pillars are regarded as integral and interconnected elements of future transport and mobility systems as well as of the overall vision of future transpor

153、t and mobility in Beijing.It is significantly important to integrate each of the three pillars into each individual transport system(see Figure 4-1).The Beijing Dialogue Future of Urban Transport&Mobility in Beijing19Considering the varying levels of carbon emissions from all sectors,the decarbonisa

154、tion of the transport sector will be one of the key areas to achieving the goals of the Paris Agreement.In 2015,transport made up about two-thirds of global oil consumption levels.Road transport alone was responsible for half of global oil consumption.According to the United Nations,the transport se

155、ctor accounted for over 24 percent of the total carbon dioxide emissions worldwide25.With the acceleration of Chinas urbanisation and the continuous growth of vehicle ownership numbers,energy consumption in transport will continue to increase.Strong policies and measures are needed to achieve the co

156、untrys 2030 peaking and 2060 neutrality targets.There are three main pathways to achieving the transport decarbonization(see Figure 4-2).First,promote energy Green Transport and Mobility4.1transformation and increase the market share of NEVs;second,improve the efficiency of transport tools,for examp

157、le,use small and light vehicles to reduce energy consumption;third,optimise transport structures(in passenger transport,promote green travel modes with low energy consumption,low emissions and high efficiency,such as public transport and cycling;in freight transport,promote transport modes with low-

158、cost and low energy consumption,such as railways)26.Results from this studys online survey showed that a high dependence on cars,insufficient facilities for active mobility and limited resources for public transport were the main obstacles to developing a green and low-carbon transport sector in Bei

159、jing(see Figure 4-3).The survey results highlighted the importance of prioritising public transport and improving infrastructure for active mobility.In this context,the following subchapters will discuss the roles of public transport,active mobility,and NEVs in the green transport system in Beijing.

160、Figure 4-1 Vision of Future Transport and Mobility in BeijingNEVsWalkingCyclingMaaSOn-demandCarpoolingRide-hailingUrban brainReservation systemAutonomous drivingCustomized busShared bicycleCar sharing Rail transitGround busGreen transportIntelligent transportFuture of urban transport and mobilitySha

161、red mobility25 Guangming Daily.Transport contributes to sustainable development EB/OL.October,2021:https:/ Axsen J,Pltz P,Wolinetz M.Formulating a Strong Comprehensive Policy Mix for Deepening Carbon Dioxide Emissions Reduction in Road Transport J.Change of Natural Climate,2020,10(9):1-10The Beijing

162、 Dialogue Future of Urban Transport&Mobility in Beijing204.1.1 Public transportIn consensus that the improvement of public transport plays an important role in achieving a sustainable transport system,Beijing always adheres to giving priority to public transport and low carbon transport modes.This c

163、hapter highlights the role of public transport and its challenges in the process of constructing a green transport system in Beijing.a)Public transport will remain the backbone of urban transportBefore the outbreak of COVID-19,public transport had been the main travel mode of Beijing residentsSince

164、2012,the passenger volume of public buses has constantly declined.In 2019,the travel mode share of public transport remained 31.8%in Beijing,followed by walking and driving cars27.In 2020,during the COVID-19 pandemic,the number of passengers who rode public buses declined by 42.2%compared with the v

165、olume in 2019(see Figure 4-4).At the same time that rider numbers decreased,the total line length and network density of public buses was increasing.This studys online survey results showed that public transport would rank first followed by cycling and private cars among the future commuting travel

166、modes of Beijing citizens.As for the travel modes chosen for leisure purposes,public transport would also remain the first choice for citizens(see Figure 4-5).Low reliability and a competitive market are the main reasons for the decline of the passenger volume of public bus transitIn recent years,va

167、rious causes have led to the continuous decline of the passenger volume of public bus transit.These main causes include a low efficiency of bus operation and a highly competitive market.Regarding their operational 27 Beijing Transport Institute.2020 Beijing Transport Development Annual Report.Beijin

168、g:July,2020 Figure 4-2 Three main pathways of achieving transport decarbonisationThree pathways to decarbonisation in the transport sectorAdjusting transport modes:give priority to public mass transit and active mobilities;shift of freight transport from road to rail,etc.Switching to low-carbon fuel

169、s:use of electric energy,hydrogen fuel,biofuels,etc.Improving vehicle efciency:use of small and light-duty vehicles,etc.Figure 4-3 Main obstacles to green transport development in Beijing42.1%42.1%65.8%71.1%76.3%81.6%Road trafc safetyInsufcient supply of public transportService level of public trans

170、port Active mobility environmentHigh dependence on carsPeoples concept of green travelThe Beijing Dialogue Future of Urban Transport&Mobility in Beijing21 Figure 4-4 Annual passenger volume of ground bus and rail transit from 2012 to 20215.625.215.244.514.123.773.593.562.062.552.463.213.393.323.663.

171、783.853.962.293.070 1 2 3 4 5 6 20000211 billion person-timesground busrail transit Figure 4-5 Future mode choices of trips for living and commuting in BeijingOthersE-scooterAutonomous Public Bus Autonomous TaxisWalkingTaxis/Ride-hailingPrivate CarBicyclePublic Trans

172、portleisure travel commuting travel92.1%65.8%73.7%71.1%44.7%42.1%57.9%36.8%26.3%21.1%2.6%50.0%39.5%39.5%31.6%21.1%5.3%31.6%efficiency,public buses are less reliable than other transport services.This is due to the fact that bus routes had not been well planned or other transport options(subway and s

173、hared bicycles)are more convenient for travelers in some areas.Additionally,the public bus service operates in a fixed-point,fixed-line mode and on a time-scheduled basis.It is therefore incapable of responding to the flexible demands of passengers and thereby fails to provide convenient services to

174、 them.Regarding market competition,passengers are increasingly shifting to other transport modes,including the subway,private cars and new mobility modes,such as ride-hailing services and shared bicycles.Against the background of severe urban traffic congestion and the increasing pressure for energy

175、 conservation and emissions reductions,it is urgent to formulate strategies and policies to revitalise public transport,especially those that enhance the attractiveness of public buses.b)The attractiveness and competitiveness of public transportIn order to improve the competitiveness of public trans

176、port,it is necessary to continuously improve its operational efficiency and services.As this studys online survey shows,the main factors influencing peoples travel behaviour are travel time,comfort,reliability,and safety,as well as convenience and intellectualisation.When asked what needed to be imp

177、roved in terms of making public transport more attractive,more than 90%of the respondents in the survey answered“to develop a seamless transfer between public transport and other transport modes,such as shared bicycles”(see Figure 4-6).It is also important to increase the efficiency and reliability

178、of public transport services and to expand investments,and it would be helpful to open more subway lines,improve coverage of the subway and public bus networks,build comprehensive transport hubs,and construct bus-exclusive lanes.In terms of space reallocation,more than half of survey respondents bel

179、ieved that constructing more bus lanes would be one of the most effective measures to promote a green and low-carbon transport system in Beijing.The Beijing Dialogue Future of Urban Transport&Mobility in Beijing22 Figure 4-6 Effective measures to improve public transport competitiveness92.3%76.9%46.

180、2%46.2%38.5%38.5%30.8%15.4%15.4%7.7%Seamless transfer between buses and other modes Improving bus speedImproving reliability of bus servicesProviding more diversified bus servicesExpanding coverage of bus networksImproving comfort of bus travelsProviding more barrier-free facilitiesFormulating compe

181、titive faresReshaping image of bus transportImproving safety of bus travel“We should indeed focus on improving public transport services;people will choose public transport,only when it is truly convenient and can meet their expectations.Otherwise,the public appeal to take public transport and trave

182、l green will just be an empty talk.”an expert in transport planning at the first workshop of the Beijing Dialogue Workshop SeriesEnhance the construction of rail transportThe passenger volume of rail transit in Beijing is increasing year by year.In 2017,its passenger volume exceeded that of public b

183、uses for the first time.Rail transit has become the backbone of Beijings urban public transport system,especially in rush hours.In the future,the city of Beijing should continue to expand rail transit networks and optimise the short-and long-term construction plans of rail lines,in keeping with the

184、guiding idea of a dense network of subways in the central area,with good connections between central and peripheral districts,as well as the optimisation of transport hubs.The planning of rail transit should focus on making up for bottlenecks and shortcomings of the network structure(such as a lack

185、of rail express lines between central and peripheral districts).The mileage of intercity railways and regional express lines(including suburban railways)should be significantly improved.It is estimated that by 2025 the mileage of rail transit in Beijing(including suburban railways)will reach 1600 km

186、28.The extended suburban railway will effectively facilitate connections between the suburban areas of Beijing and cities within the Jing-Jin-Ji region.This is also of great significance to the relief of Beijings non-capital functions and to the coordinated development of the Jing-Jin-Ji region.Case

187、 Sharing:Expansion of the Beijing Suburban Railway NetworkIn recent years,Beijings suburban railway has developed rapidly with a continuous increase in its network and service coverage.By the end of 2020,Beijing had four suburban railway lines,namely the Beijing sub-centre Line,Line S2,the Huairou-M

188、iyun-Beijing North Railway Station Line,and the Tongzhou-Miyun Line,covering a mileage of 400 km and a total of 24 stations29(see Figure 4-7).These lines effectively strengthen the rail transit links among Beijings central urban area,subsidiary centre and outer suburban districts.Some milestones of

189、the Beijing suburban railway lines are:28 Ministry of Transport.This is How Beijing Transportation Looks Like in the Future EB/OL.https:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing23Improve public bus servicesAgainst the background of declining bus passenger volumes,the city of B

190、eijing must make the public bus system more competitive and attractive.The Beijing Urban Master Plan(2016-2035)clearly proposes to improve the efficiency of bus operation and punctuality by optimising the planning,construction and management of bus lanes.In 2021,the total mileage of bus lanes in Bei

191、jing was 1,005 km,which will exceed 1500 km by 2035 according to the citys master plan.At present,an important measure to prioritise public buses in urban transport is the construction of dedicated bus lanes.Such bus-exclusive lanes can significantly improve the speed and reliability of public buses

192、.Moreover,bus services should be diversified to meet personalised travel needs of citizens.This may include customised bus services for commuters to schools and workplaces.Bus operators should adhere to developing an intelligent bus system by adopting advanced technologies,such as Big Data and AI,so

193、 as to enable intelligent bus fleet management,including responsive dispatching services,and to provide accurate service information to passengers.In this way,public buses will be more convenient,efficient,and reliable.Build comprehensive transport hubsThe New Master Plan of Beijing clearly proposes

194、 to strengthen the construction of passenger transport hubs and transport nodes,in order to improve the transfer efficiency of urban passenger transport systems.During the 14th Five Year Plan period,Beijing will further extend its integrated network of rail transit,public buses and active mobility s

195、ervices.For example,at the Qinghe railway station,passengers can take high-speed trains,suburban railways,subways,buses,taxis,or shared bicycles or also have the option to drive and park their private cars.Qinghe railway station,as a transport hub,greatly facilitates passengers transfers between dif

196、ferent transport modes.In this studys online survey,most respondents said that improving the transfer efficiency and convenience of switching between public transport and other transport modes would greatly enhance the competitiveness of public transport.In the future,comprehensive transport hubs an

197、d nodes should facilitate seamless transfers between public transport(like buses and subways)and other transport modes(such as taxis,ride-hailing services,and bicycle sharing programs).This will increase the attractiveness of public transport and further reduce citizens dependence on private cars.On

198、 June 20,2019,the Beijing sub-centre line started operation,allowing users to commute between the sub-centre in the east of Beijing to the Beijing West Railway Station within 43 minutes.Before the suburban railway line was opened,the same commute took two hours by subway.In January 2020,the Beijing

199、West Railway Station allowed the mutual recognition of railway and suburban railway security inspections.This meant that passengers would only need one security check in their transit from subway to suburban railway systems,which greatly improves their transfer efficiency.In June 2020,the Tongzhou-M

200、iyun Line was opened,connecting to Beijings sub-centre and three suburban areas(Shunyi,Huairou and Miyun districts)in the northeast of Beijings sub-centre.In September 2020,the Huairou-Miyun-Beijing North Railway Station Line was opened.The line greatly saved time for people traveling from the subur

201、ban districts of Huairou and Miyun to the central urban area.By extending the line from Miyun to the city centre,the annual passenger volume reached by 225,000 passengers in 2020(an increase of 164.7%over 2019 levels)29.Figure 4-7 Map of Beijing suburban railway transit linesMap of Beijing suburban

202、railway transit lines(Source:2022 Beijing Transport Development Annual Report)29 Beijing Transport Institute.2021 Beijing Transport Development Annual Report.Beijing:July,2021The Beijing Dialogue Future of Urban Transport&Mobility in Beijing244.1.2 Active mobilityActive mobility plays a significant

203、role in short distance travel in Beijing.Especially during the COVID-19 period,many citizens chose walking and cycling as their daily transport modes.In 2020,walking accounted for the highest mode share in Beijing,reaching 31.2%.The proportion of cycling also increased significantly compared with th

204、at of 2019,reaching 15.5%(see Figure 4-8)30.In 2020,walking and cycling trips composed 46.7%of total passenger transport volumes,reaching their highest shares in the past five years30.As zero-emission modes,walking and cycling should play a greater role in future urban transport systems.This subchap

205、ter first highlights the role of active mobility in Beijings urban transport system,and then analyses the main challenges caused by the expansion of active mobility in Beijing.a)Active mobility as an important element in Beijings urban transport systemUrban transport does not only rely on public tra

206、nsport as the backbone of the transport system,but also looks to active mobility as an important alternative.These two forms of transit complement each other.Active mobility is a popular choice for citizens travelling in short distance ranges within 3 km.Such a travel choice is energy conserving and

207、 environmentally friendly.Walking and cycling play an important role during the“last mile”,for connecting people to public transport facilities,such as subway stations and public bus stops.With the continuous improvement of active mobility infrastructure in recent years,such as the construction of d

208、esignated lanes and bike-only roadways,Beijing is actively promoting its revival as a bicycle-friendly city.Active mobility will occupy an important position in the future urban transport system of Beijing.According to the results of this studys online survey,apart from public transport,cycling will

209、 become the most common transport mode for commuters,followed by walking.However,the shortcomings of Beijings active mobility environment(according to the same survey results)are mainly the poorly connected network of bicycle lanes and narrow sidewalks.b)A walking and cycling friendly cityThe New Ma

210、ster Plan of Beijing proposes the vision of building a walking and cycling friendly city.In the future,the city will make efforts in facility construction,operation and management to build a continuous,safe,well designed and human-centred pedestrian and bicycle network system,ensuring the right-of-w

211、ay of walking and cycling individuals,to truly promote the citys potential to shift from relying on car-oriented transport to human-oriented transport,and create a convenient urban environment where people can live without cars.Comprehensively rearrange road spacing in favor of active mobilityThe ke

212、y in improving the active mobility environment is to optimise the spatial utilisation of road resources and to reallocate road spaces occupied by motor vehicles to use them instead for walking and cycling.The Beijing Active Mobility System Plan(2020-2035)proposes that the future Beijing active mobil

213、ity system should be continuous,safe,convenient,accessible,comfortable,healthy and all-age-friendly,which supports the development vision of a walking and cycling friendly city as suggested in the Beijing Urban Master Plan(2016-2035).In this studys online survey,nearly 90 percent of respondents indi

214、cated that expanding footpaths and bicycle lanes would be the most effective way to promote the development of green transport in Beijing(see Figure 4-9).Building bicycle lanes and ensuring the right-of-way of cyclists is a common practice in Denmark and Germany to encourage green travel modes.In 20

215、19,Beijing built the first exclusive bicycle lane,which greatly reduced travel time for cyclists,making cycling an important commuting mode to reach functional urban areas.In the future,Beijing should continuously improve its active mobility system through the rearranging of space and optimization o

216、f facilities at all levels to support related activities,accelerate the implementation of active mobility resources on roads,and improve the density of the bicycle lane network to constantly improve the level of attraction of active mobility options.30 Beijing Transport Institute.2021 Beijing Transp

217、ort Development Annual Report.Beijing:July,2021The Beijing Dialogue Future of Urban Transport&Mobility in Beijing25 Figure 4-8 Transport&mobility structure in central urban areas of Beijing from 2018 to 202116.2%16.5%14.7%14.7%16.1%15.3%11.7%11.5%11.5%12.1%15.5%16.4%29.2%30.2%31.2%31.4%23.3%22.6%24.

218、3%23.4%3.7%3.3%2.6%2%0%20%40%60%80%100%20021Rail transitBusCyclingWalkingPrivate carOthers Figure 4-9 Effective measures to promote green transport development in Beijing7.9%31.6%44.7%47.4%55.3%57.9%89.5%OthersCompressing motorway spaceSetting up drop-of areas for shared mobilityIncreasin

219、g bicycle parking spaceCompressing car parking space Expanding bus lane networkExpanding the space of footpath and bicycle lanes31 Beijing Transport Institute.Effect Analysis and Suggestions on Beijings Bicycle-Exclusive Road at its First Anniversary of Opening EB/OL.https:/ Beijing Transport Instit

220、ute.Consideration and Suggestion on Beijings First Bicycle-Exclusive Road at its Second Anniversary of Opening EB/OL.https:/ Beijing Transport Institute.2022 Beijing Transport Development Annual Report.Beijing:July,2022The Beijing Dialogue Future of Urban Transport&Mobility in Beijing274.1.3 New ene

221、rgy vehicles(NEVs)The New Master Plan of Beijing clearly demands that Beijing should strengthen energy conservation and emission reduction in its urban transport system,optimise the citys transport energy structure,and promote the large-scale application of new energy and clean energy vehicles.Promo

222、ting clean transport vehicles not only saves energy and reduces emissions,but also improves air quality in Beijing.Three tasks need to be considered for this goal:first,promoting the large-scale application of new and clean energy vehicles,especially to be used as taxis,buses,private cars,and vehicl

223、es for urban logistics and deliveries,while gradually scrapping old and high-emission vehicles;second,building more charging facilities,including charging piles,gas stations and other service facilities;third,optimising the energy supply structure,increasing renewable power generation,and reducing e

224、nergy consumption and life-cycle emissions of new energy vehicles.The following subchapter will subsequently provide detailed solutions to the challenges faced when responding to these three tasks.a)Large-scale application of new energy vehiclesThe New Energy Automobile Industry Development Plan(202

225、1-2035)issued by the General Office of the State Council in 2020 proposed that new energy vehicle sales including battery electric vehicles,plug-in hybrid electric vehicles(including extended-range vehicles),and fuel cell vehicles will reach about 20%of total new vehicle sales in China by 2025.Batte

226、ry electric vehicles are expected to become mainstream in the car market by the same year.All vehicles in the public transport sector will be fully electrified and fuel cell vehicles will become commercially available.Promoting electrified vehicles is not only an effective way to save energy and red

227、uce emissions,but also key to achieving Chinas climate goals of carbon peaking and neutrality.According to Guidelines on the 14th Five Year Plan of Beijings National Economic and Social Development and the Long-Term Goals for the Year 203534,the accumulated numbers of new energy vehicles in Beijing

228、will reach 2,000,000 and the vehicle electrification rate will increase from the current 6%to 30%by 2025.However,by the end of 2021,the total number of new energy vehicles(NEVs)in Beijing was only about 520,00035(see Figure 4-14).To achieve the targeted figure within the 14th Five-Year-Plan period(2

229、021-2025),Beijing needs to add about 1,500,000 NEVs to its existing fleet,with an average annual increase of more than 350,000 NEVs.This means that the 14th Five-Year Plan will usher in a period of rapid development for electric vehicles in Beijing.Figure 4-14 Ownership of new energy vehicles in Bei

230、jing17.824.332.841.252.42000Unit:ten thousands5002002020212025Small and light-duty vehicles are mainly driven in Beijing,and these will be the target vehicle groups to be replaced by electrified ones in the future.In this studys online survey,it was generally believed that apar

231、t from private cars vehicles from public sector fleets(including city buses and taxis)would be the second largest group to be electrified(see Figure 4-15).Delivery vehicles used for“last mile delivery”were also expected be electrified(see Figure 4-16).Therefore,to promote the application of new ener

232、gy vehicles on a large scale,Beijing should not only give incentives to private car owners and public transport operators to buy new energy vehicles,but should also formulate a timeline for electrification in line with the development of the city.Figure 4-15 Main application scenario of electric veh

233、icles in urban passenger transport by 20250%20%40%60%80%100%Urban busMicro-circulation busTaxiPrivate carOnline ride-hailingIntercity bus1st Rank2nd Rank3rd Rank34 CPC Beijing Municipal Committee.Guidelines on the 14th Five Year Plan of Beijings National Economic and Social Development and the Long-

234、Term Development Goals for the Year 2035.December 7,2020.http:/ Beijing Transport Institute.2021 Beijing Transport Development Annual Report.Beijing:July,2021The Beijing Dialogue Future of Urban Transport&Mobility in Beijing28 Figure 4-16 Main application scenarios of electric vehicles in urban frei

235、ght transport by 2035Intra-city last mile deliveryIntra-city freight transportCross-region and long-distance freight transport1st Rank2nd Rank3rd Rank0%20%40%60%80%100%Electrification of public buses and taxisPublic buses and taxis have always been the vanguard in promoting the electrification of tr

236、ansport in China.In recent years,Beijing has continuously promoted the electrification of public buses and taxis by issuing various action plans and providing financial incentives.The Beijings 2022 Action Plan on Pollution Prevention and Control36 demands that new vehicles for public transport,taxi

237、fleets,city sanitation,postal service,and urban freight distribution units should be electric or hydrogen fuel cell vehicles.In 2020,new energy buses accounted for over 90%of public buses in Beijing,and the light-duty trucks driven within the Fifth Ring Road during the day were all new energy vehicl

238、es37.In 2021,the amount of battery electric taxis continued to increase,accounting for over 30%of all taxis in Beijing38.Electrification of private carsThe electrification of private cars is the main domain for action of the overall electrification of the transport sector.Currently,people must enter

239、 a lottery to obtain a new license plate in Beijing,as local authorities control the number of plates issued every year to reduce the severe congestion and air pollution in the city.In 2020,the authorities issued 60,000 new license plates for new energy cars.This puts a limit on achieving the 2025 t

240、arget of 2,000,000 new energy vehicles in Beijing.However,for promoting new energy vehicles,Beijing has introduced a variety of related incentive policies.For example,the subsidy policy of“replacing fuel with electricity”was introduced to reduce the cost of replacing conventional cars with new energ

241、y vehicles.Beijing is also now updating its car parking policy to improve the attractiveness of choosing to drive new energy vehicles by providing them with parking incentives that are not offered to conventional vehicles.This studys online survey results revealed that more than 60%of respondents be

242、lieved that the phasing out of traditional fuel vehicles should be sped up.More than half of the respondents suggested an introduction of carbon taxes.Also,more than half of the respondents supported enhancing the right-of-way for electric vehicles(EVs).At the same time,attention should also be paid

243、 to the potential of rural vehicle electrification.Survey results showed that the government should thus formulate policies and establish facilities in advance to improve the adoption of EVs in rural areas,since private cars might still be the key transport mode for people in the countryside.b)Suppo

244、rting facilitiesFurther strengthen the construction of supporting facilitiesWith growing demand for new energy vehicles,the further construction of charging and refueling infrastructure is required.This studys online survey showed that the main reasons behind why Chinese consumers are hesitating to

245、buy EVs are their limited battery life spans and short travel distances,long charging times,and high purchasing prices39.With new battery technology and growing productivity in the automotive industry,issues related to battery reliability will be eventually solved,while the cost of EVs is likely to

246、decline.Also,the availability of charging facilities will become the main concern for consumers when purchasing EVs.Survey results showed that 54.8%of survey participants believed that sufficient coverage of charging piles is also of importance to accelerate the green and low-carbon transformation o

247、f urban transport systems(see Figure 4-17).Therefore,Beijing should boost the construction of charging facilities to provide more charging piles and reduce long waiting times to access them.Also,the city should develop an intelligent infrastructure service platform,which enables the intelligent mana

248、gement 36 The Peoples Government of Beijing Municipality.The Beijings 2022 Action Plan on Pollution Prevention and Control.March,2022:http:/ Beijing Shows its“Green”Assets in the Transport Convention.Beijing Daily EB/OL.http:/ Beijing Transport Institute.2022 Beijing Transport Development Annual Rep

249、ort.Beijing:July,202239 Thomas Gersdorf,Russell Hensley,Patrick Hertzke,Patrick Schaufuss and Andreas Tschiesner.Future of Electric Vehicles EB/OL.https:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing29of charging facilities,allowing users to have easy access to available charging p

250、iles.A convenient charging process is crucial in shifting the preferences of consumers towards EVs.Build a diversified charging facility networkAt present,the charging pile network in Beijing consists of private and public charging piles,of which the public charging piles are mainly installed in the

251、 region within the Fifth Ring Road.In order to effectively meet the charging demands of EV drivers,Beijing should distribute charging facilities among residential areas,commercial areas,public places,and highways.In urban areas,Beijing should focus on improving the coverage of charging piles with co

252、nsideration to placing them in areas accessible to high population densities as well as making sure they consider limited space resources.Also,emphasis should be laid on the construction of shared charging poles,allowing multiple cars to be simultaneously charged on one pole.In rural areas,residents

253、 are mostly living in detached houses,which are suitable for installing private charging piles.Greater coverage of charging facilities for private houses will also win more NEV users in rural areas.Accelerate research on solutions for power grid capacity expansionWith the continuous increase of EV o

254、wnership,charging demands also increase accordingly.The report on Charging Facility Construction and Charging Behaviour in Beijing shows that the charging peak hours of NEV users in Beijing are between 8:00-9:00 a.m.,15:00-16:00 p.m.,and especially between 23:00-24:00 p.m.40,as the charging price is

255、 lower at night.During peaks,the power grid is exposed to particularly high utilisation.In the future,the city of Beijing should invest more in research on finding solutions for expanding power grid capacity,especially in residential areas and commercial areas with high densities of people and high

256、demands for power.c)Energy structureVehicle electrification plays a leading role in the process of promoting the large-scale application of new energy vehicles.Electric energy will become an important energy supply in urban transport.This studys survey results showed that the main types of energy us

257、ed in passenger transport vehicles in Beijing are expected to be electricity and hydrogen(see Figure 4-18).In future freight transport systems,the energy sources for vehicles are expected to be mainly electricity,gasoline or diesel,and hydrogen.However,differing from the field of passenger transport

258、,gasoline and diesel will also still be essential in future freight transport(Figure 4-19).Figure 4-17 The most effective incentive measures to promote green and low-carbon transformation of urban transport77.4%67.7%54.8%54.8%35.5%35.5%35.5%25.8%22.6%0%10%20%30%40%50%60%70%80%90%Improve active mobil

259、ity environmentIncrease investment in public transportIncrease charging pile coverage Provide right-of-way guarantee for NEVsDecrease travel cost of public transportIncrease parking fees for gasoline vehiclesProvide subsidies for purchasing NEVs Decrease parking fees for NEVsDecrease charging fees o

260、f NEVs40 Echong Network.Report on Charging Facility Construction and Charging Behaviour in Beijing in 2019 EB/OL.https:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing30 Figure 4-18 Main energy used by vehicles in Beijings urban passenger transport by 20350%20%40%60%80%100%Electricit

261、yHydrogen Gasoline or dieselNatural gasBiofuels1st Rank2nd Rank3rd Rank Figure 4-19 Main energy used by vehicles in Beijings urban freight transport by 20350%20%40%60%80%100%ElectricityHydrogenGasoline or dieselNatural gasBiofuelsOthers1st Rank2nd Rank3rd Rank Figure 4-20 Main sources of electric en

262、ergy used by vehicles in Beijings urban transport by 20350%20%40%60%80%100%Wind Solar Hydro powerCoal Nuclear energy1st Rank2nd Rank3rd Rank“When it comes to the electrification of transport and mobility,we should first pay attention to the energy structure,only electrification based on green energy

263、 generated from renewable resources,will be truly meaningful”an expert in transport energy,at the first workshop of the Beijing Dialogue Workshop SeriesDuring the process of promoting vehicle electrification,special attention needs to be paid to the overall field of energy supply structures.In the f

264、uture,the construction of a green electricity supply system should be accelerated,therefore supporting energy supply structures should also be optimised,the proportion of electricity generated from new and renewable energy sources should be increased,and the energy consumption and emissions of new e

265、nergy vehicles throughout their life cycle should be reduced.At present,China relies heavily on coal for power.To decarbonise the transport sector,joint efforts and collaborative innovations between the transport sector and the energy sector are needed to ensure that the electric energy used in urba

266、n passenger and freight transport is generated from renewable energy.In recent years,renewable energy technologies such as wind power and photovoltaic power have significantly improved,while their costs continue to fall.Renewable energy sources,as forms of alternative energy,are gradually becoming a

267、n important force in the transformation of the energy mix41.In this studys online survey,respondents predicted that in the future,Chinas power generation for transport systems will mainly be derived from wind energy,solar energy,and hydropower,which will largely replace coal power(Figure 4-20).It is

268、 therefore necessary to accelerate the construction of renewable power generation facilities,including wind turbines and solar panels,to effectively be able to meet the growing demand for green power in the future.Residents in rural areas may also supply themselves with green electric energy by inst

269、alling solar panels on the roofs of their houses.41 National Energy Administration.Appropriate National Support in Renewable Energy Power Generation Projects EB/OL.http:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing31With the accelerated integration of the transport sector with adv

270、anced technologies such as Big Data,AI and cloud computing,the concept of an intelligent transport system has gained popularity in the development of urban transport systems.In recent years,several plans and outlines have been released at the national level,suggesting that the development of intelli

271、gent transport must be accelerated,including clear requirements for promoting the digitisation of transport infrastructure,building comprehensive transport data centre systems and improving the level of intelligent transport management and services.The future intelligent transport system will integr

272、ate intelligent infrastructures,vehicles,transport operations,and maintenance and management services.All transport subsystems and elements involved will be interconnected,and data on demand,data supplies as well as management options,will be shared in real-time.On-demand mobility services will be w

273、idely applied and can help solve problems such as traffic congestion,inconvenient transport services,and a lack of safety measures.Against the background of this outlook,this subchapter will first provide a detailed overview on the major technological trends and challenges of intelligent urban trans

274、port systems.This will be followed by an in-depth assessment of the opportunities and challenges related to the implementation of transport reservation systems,mobility-as-a-service,and autonomous driving in future intelligent transport systems of Beijing.4.2.1 Major trends and challengesa)The futur

275、e intelligent transport system goes beyond intelligent transportThis studys survey showed that future intelligent transport systems will be more than only the promotion of intelligent means of transport.These systems will require intelligent infrastructure,allowing autonomous vehicles to operate saf

276、ely in all scenarios.In the future,smart vehicles will run on smart roads,which will enable vehicle-road communication by using devices from Intelligent Transport and Mobility4.2the Internet of Things(IoT),providing safer and more efficient mobility services at a lower cost.Moreover,smart operation

277、and management operations will also be essential elements in intelligent urban transport systems.Urban traffic management authorities will rely on Big Data,supercomputing,and simulations for accurate policymaking,so as to continuously improve the efficiency of urban transport operations and services

278、.“In the future,Beijing will promote the development of smart vehicles,intelligent road infrastructure and intelligent management simultaneously to achieve an intelligent transport system an expert in intelligent transport,at the second workshop of the Beijing Dialogue Workshop Seriesb)The urban tra

279、ffic brain will help build an intelligent traffic management systemOriginating from the dynamic development of internet technology,an urban traffic brain can help build an intelligent traffic management system.At present,the concept of an urban traffic brain has been adopted in multiple Chinese citi

280、es such as Shenzhen,Hangzhou,Jinan,Guangzhou and Chongqing42.In 2019,Beijing started preparing the Beijing Intelligent Transport Action Plan.According to the plan,Beijing was to strengthen the role of Big Data and also build an urban traffic brain.Beijing is now continuously optimizing and upgrading

281、 the traffic brain,and gradually promoting the construction of a“five-in-one”traffic brain,which means it will merge the five functions of intelligent monitoring,intelligent prediction,intelligent scheduling,intelligent management and intelligent evaluation into one traffic system.Beijing is expecte

282、d to complete a comprehensive system to help make traffic decisions through monitoring and warning systems by the end of 2023.With the empowerment of the traffic brain based on Big Data,the capabilities of traffic monitoring,comprehensive coordination and scheduling tasks among transport service pro

283、viders will be significantly improved.The modernization of the citys traffic governance system and capacity will then also be vigorously developed43,44.42 Equal Ocean.The future has already come?In depth research on“Urban Brain”Transport System EB/OL.https:/ The Peoples Government of Beijing Municip

284、ality.Beijings 14th Five-Year Plan for Transport Development and Construction.May 2022:http:/ 44 Beijing Municipal Commission of Transport.Beijings 2022 Action Plan on Comprehensive Transport Management.April 2022:http:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing32c)The developme

285、nt of intelligent transport is still confronted with many challengesDue to inconsistent data standards,challenges of data sharing across departments,and immature technology for deep data mining,the development of intelligent urban transport systems in China still faces many obstacles and problems.Ch

286、ina currently has not established a comprehensive standard system for traffic data.Data fragmentation,technology barriers for developing intelligent transport platforms,and hurdles between enterprises and governments have led to isolated data islands.As a result,most data cannot be interconnected an

287、d shared45.According to most participants in this studys online survey,difficulties in cross-regional and large-scale data sharing are the largest obstacles to developing an intelligent transport system in Beijing.In order to make use of the advantages of data that is available,and facilitate the go

288、vernments related decision-making processes,Beijings authorities should first seek breakthroughs in promoting data sharing and establish a unified data standard for creating an intelligent urban transport system(see Figure 4-21).4.2.2 Reservation systemsWith the adoption of information and communica

289、tion technologies,reservation systems can balance the supply and demand of transport systems through precise demand adjustments and the optimal allocation of transport resources.On the supply side,reservation systems can improve the efficiency and accuracy of their transport Figure 4-21 The largest

290、obstacles in developing future urban intelligent transport in Beijing0.180.581.392.713.473.684.58Unit:points(max.5 points)OthersLimited data transmission efciencyLimited big data processing capacityInsufcient deep mining of big data and applicationInadequate demand identificationLacking uniform data

291、 standardsDifculty in data sharingservices.On the demand side,users can greatly reduce their waiting time when traveling based on updated schedules provided by reservation systems.With the development of technologies such as autonomous driving and the internet of vehicles,on-reservation transport wi

292、ll further become a new type of transport service and contribute to alleviating traffic congestion in cities.In Beijing,reservation systems are already applied in urban passenger transport settings.a)Subway reservationsOn March 6,2020,the Beijing Municipal Commission of Transport launched a pilot su

293、bway reservation project at two subway stations,allowing passengers to reserve a time slot through their smartphones for when they enter the subway station during the rush time between 9 and 9:30 a.m.After they make their reservation,passengers may arrive at the reserved time and quickly enter the s

294、ubway system through a dedicated path,to avoid a long queue.On April 29,2020,subway reservations were introduced at the Caofang Station of Subway Line 6.From April 2020 to April 2021,1,170,000 reservations were made on this system,saving an estimated 40,000 hours of riders travel time,or 3.5 waiting

295、 minutes per passenger per day.Today,many passengers have gotten used to making a reservation before taking the subway46.Subway reservations can effectively reduce waiting times during peak hours and accurately control the passenger flows,also leading to safer travel during the COVID-19 pandemic.Aft

296、er the pandemic,the measure can still help control travel demands at stations with high passenger flows(see Figures 4-22 and 4-23).45 National Geomatic Centre of China.It is urgent to break“isolated data islands”to maximize urban efficiency by using intelligent transport EB/OL.http:/ Jiemian News.Be

297、ijing Subway piloted reservation-based travel for one year,saving 3.5 minutes per person per day EB/OL.https:/ Beijing Dialogue Future of Urban Transport&Mobility in Beijing3449 Beijing Transport Institute.2021 Beijing Transport Development Annual Report.Beijing:July,202150 Zhou Yufang,Chen Jiaqi.Ma

298、aS makes the whole city green”Green mobility Low-carbon Inclusive Action EB/OL.https:/ NDRC,Cyberspace Administration of China,MOST,et al.Innovation and Development Strategy of Intelligent Vehicles EB/OL.February 10,2020:https:/ 36kr.Beijing fully embrace driverless taxis,and free trial is available

299、 from today on EB/OL.https:/ of 2020,the Beijing MaaS platform reached more than 24,000,000 users.It provides real-time information for more than 95 percent of bus lines,with an accuracy rate of over 97 percent49.In September 2020,the platform launched a green travel incentive action.The App can cal

300、culate carbon savings achieved by peoples green travel behaviour and reward them with transport coupons and store or movie vouchers accordingly.This action will help promote the shift from car travel to green travel modes amongst consumers.Since the launch of this action,about five percent of app us

301、ers have changed from self-driving to public transport travel50.In the future,Beijing will continue to promote the development of the MaaS platform and continuously enrich its service scenarios and functions to improve the quality of integrated mobility services,guide people to travel green,and help

302、 Beijing achieve its dual carbon goals.According to this studys online survey,more than 80%of respondents believed that MaaS will become widely applied in urban transport systems by 2035.They also thought that it would play an active role in promoting green and sustainable transport.However,nearly 9

303、0%of the respondents still believed that platform operators should optimise their platforms services and improve their operating efficiency.For example,it is necessary to further integrate services such as bike-sharing,ride-hailing and parking management options into the platforms,which will allow p

304、eople to access all transport services in one program to improve their travel experience.In addition,more than 60%of respondents stressed that relevant government departments,platform operators and service providers should work together to promote the effective development of the platform and make p

305、ositive contributions to the promotion of green,low-carbon and sustainable urban transport.4.2.4 Autonomous drivinga)The adoption of autonomous drivingIn 2020,eleven Chinese ministries and commissions jointly issued the Strategy of Innovation-Driven Development of Intelligent Vehicles to accelerate

306、the innovation and development of the industry for the use of intelligent vehicles51.The strategy declares that the development of intelligent vehicles is of great strategic significance to China and has also become the strategic direction of the global automotive industry.The overall strategic visi

307、on of the industry is to manufacture vehicles with conditional automatic driving functions on a large scale and develop vehicles with highly automatic driving functions in specific environments by 2025.Autonomous driving has already been piloted in different scenarios,such as in passenger transport(

308、bus,taxi),logistics distribution,sanitation operations,ports and docks,mining,and retail services.After the outbreak of the COVID-19 epidemic in 2020 in order to minimise the potential risk of infection Baidu,JD.COM,Meituan,IDRIVERPLUS,Neolix,UNITY DRIVE,Xingshentech and other companies provided som

309、e services by deploying low-speed self-driving vehicles in different areas and neighborhoods in Beijing.These autonomous vehicles carried out indoor-and-outdoor disinfection,body temperature detection and distributed goods and food.In October 2020,Baidu launched a self-driving taxi pilot project in

310、Beijing,allowing passengers to place orders at self-driving taxi stations in the Haidian district and the Yizhuang area in the Daxing district52.In the future,with continuous innovation in the field of intelligent vehicles,China will have safer,more efficient and greener intelligent vehicles.b)Auton

311、omous vehicle adoption in the freight transport sectorIn this studys online survey,over 60%of respondents believed that autonomous driving would be first commercially used in freight transport.Logistics in industrial parks and ports,last-mile urban distribution and short-distance freight transport i

312、n cities will thus become the top three application scenarios of autonomous vehicles in freight transport.In the field of urban passenger transport,the main application scenarios of autonomous vehicles by 2035 were predicted to be as short-distance buses,urban buses,ride-hailing vehicles and taxis(s

313、ee Figure 4-24).People maintained a rather conservative attitude towards purchasing autonomous driving cars,mainly due to their safety concerns.The Beijing Dialogue Future of Urban Transport&Mobility in Beijing35 Figure 4-24 Application scenarios of autonomous driving in urban passenger transport by

314、 20354.533.742.952.581.820.66Unit:points(max.5 points)Intercity busPrivate carTaxiOnline ride-hailingUrban busMicro-circulation bus Figure 4-25 Main implementation paths of autonomous driving85.8%28.9%5.3%Vehicle-road cooperationSingle intelligence vehicleOthersc)Vehicle-road coordination systemsThe

315、re are two main pathways towards developing autonomous driving systems:the first is to develop single intelligent vehicles and the second is to develop vehicle-road cooperation systems(see Figure 4-25).In this studys online survey,two-thirds of respondents believed that vehicle-road cooperation syst

316、ems would be the main development path for autonomous driving.Regarding the development of single intelligent vehicles over the past decade,there have been great advances in solving many challenges of autonomous driving,but there are still issues relating to the perception and prediction abilities o

317、f vehicles,such as how to tackle the black box effect of AI technology and how to simulate and verify millions of extreme driving conditions based on software,to ensure safety during actual driving scenarios.All of these factors render existing intelligent vehicles as not yet suitable for large-scal

318、e commercial use.For vehicle-road cooperation systems,information interactions based on roadside intelligent facilities and vehicle-side intelligent terminals can make up for the lack of perception ability of vehicles and effectively improve the safety of automatic driving.However,the main obstacle

319、in the development of vehicle-road collaboration systems is the feasibility and affordability of covering all roads with sufficient intelligent facilities.It is necessary to accelerate the layout of intelligent road infrastructure and promote the interconnection between road facilities,intelligent v

320、ehicles,operation services,safety management and traffic command systems.However,it is also necessary to define road grades according to the level of intelligent infrastructure they would require,as well as clarify access areas and driving routes for autonomous vehicles.No matter what path is taken,

321、the systematic creation of laws and standards is required for the development of autonomous vehicles.This should include defining the responsibilities of autonomous vehicles,improving data management norms,and promoting the revision of the Road Traffic Safety Law.On the whole,the field of autonomous

322、 driving still has a long way ahead due to various obstacles.The Beijing Dialogue Future of Urban Transport&Mobility in Beijing36Shared mobility is a merging traffic mode where travelers share a vehicle either simultaneously as a group or over time through a personal rental.There are various forms o

323、f shared mobility,including but not limited to ride-hailing,bicycle-sharing,car-sharing and other on-demand mobility services.The following subchapter will first introduce the main drivers for shared mobility development in Beijing.This will be followed by an analysis of how shared mobility is alter

324、ing the travel habits of Beijing residents.4.3.1 Development trendsWith the accelerating integration of emerging technologies and the transport industry,the concept of shared mobility and its related services has emerged(see Figure 4-26).Throughout the past decade,various new mobility services have

325、started changing the mobility landscape of Chinese cities,including bicycle-sharing,carpooling,car-sharing,and ride-hailing services.Bicycle-sharing services,for example,have disrupted urban short-distance travel norms within only few years.Dockless shared bicycles rented via mobile internet have gr

326、adually replaced shared bicycles bound to parking docks.Throughout this development,bicycle-sharing has gradually shifted from having a disorderly and excessive deployment style to orderly deployment and refined management systems.By the end of 2021,there were 956,000 shared bicycles in Beijing,a de

327、crease of over 1.2 million vehicles compared with 2017.Ridership in 2021,however,had reached 950 million,an increase of 38%compared with the previous year53.Nowadays,shared bicycles are an important transport mode for urban short-distance travel and the“last-mile”connection to urban public transport

328、.In the future,it will be necessary for local authorities to continue refining their operating strategy,strengthening parking management plans,and promoting shared bicycles to better integrate them with public transport systems.Following the integration of platform economy and shared mobility system

329、s,various ride-hailing services emerged in China,establishing a low-cost matching mechanism Shared Mobility4.3between supply and demand for transit options.Platform-based ride-hailing services are more convenient than traditional taxis,since passengers book pick-ups through a smartphone and they don

330、t need to wait at the curb to wave to an empty taxi.Rather than waiting while empty taxis didnt stop,or drivers refused ride requirements,ride-hailing services made traveling by taxis more reliable and convenient.App-based ride-hailing reduces idle taxis,saves energy and reduces emissions and has be

331、come an important part of the urban transport system.However,the prevalence of affordable shared mobility modes,in particular ride-hailing,also has disadvantages.In 2015,Gao et al.(2016)conducted two questionnaire surveys on Beijing ride-hailing users to quantitatively analyze the changes in residen

332、ts mode choice after the ride-hailing services were rolled out.According to Gaos study,the scale of the ride-hailing market in Beijing was huge.With 3.5 million trips per day,ride-hailing accounted for 11 percent of the citys total passenger trips and about 58%of ride-hailing passengers were used to

333、 take public transport and riding bikes54,which implied the necessity for government management departments to deepen their research on the development strategies and policies of the ride-hailing industry and guide its orderly development on the premise of not exacerbating urban traffic congestion.According to this studys online survey,most respondents agreed that shared mobility would remain a pr