Cyclopoli. An alternative way finding tool to empower the cycling community in Shanghai

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an alternative way finding tool to empower

the cycling community in Shanghai

uno strumento di navigazione altenativo per

rafforzare la comunità su due ruote a Shanghai

Ordinary tutor: Mauro Ceconello

Politecnico di Milano

Exchange tutor: Yang Wenqing

Tongji University, Shanghai

ASP Program co-tutor: Piero Boccardo

Politecnico di Torino

Alice Casiraghi

Politecnico di Milano

School of Design

Product Service System Design MA

Shanghai Tongji University Double Degree Program

Academic Year 2014/15

Student number: 798184

Person code: 10331518

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dedicated to the roller skaters

of Shanghai

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Cyclopoli

an alternative way finding tool to empower

the cycling community in Shanghai

Ordinary tutor: Mauro Ceconello

Politecnico di Milano

Exchange tutor: Yang Wenqing

Tongji University, Shanghai

ASP Program co-tutor: Piero Boccardo

Politecnico di Torino

Alice Casiraghi

Politecnico di Milano

School of Design

Product Service System Design MA

Shanghai Tongji University Double Degree Program

Academic Year 2014/15

Student number: 798184

Person code: 10331518

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index

research

part 1 literature review

cap 1

data on urban mobility

in Shanghai

p. 10

1.1 the context

p. 10

1.2 ten years of transportation

research and trends

p. 10

1.3 the numbers of people transit

(pre-expo 2010)

p. 10

1.4 efficiency of urban

transportation in Shanghai

compared to Guangzhou and

Beijing (pre-expo 2010)

p. 10

1.5 evolution of urban

transportation system in

Shanghai (pre-expo 2010)

p. 10

1.6 transformations in Shanghai

urban mobility (after-expo

2010)

p. 10

cap 2

transportation modes in

Shanghai

p. 10

2.1 Shanghai metro

p. 10

2.2 bus systems

p. 10

2.3 taxi services

p. 10

2.4 private motorised vehicles

p. 10

2.5 bicycles

p. 10

2.6 electric scooters and e-bikes

p. 10

2.7 bike sharing

p. 10

2.8 car sharing

p. 10

cap 3

recent mobility issues

and future trends

p. 10

3.1 urban mobility trends in Asian

megacities

p. 10

3.1 share of urban pollution

caused by transport

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part 2

part 3

part 4 on field research

addressing a segment

stakeholders’ opinion

cap 4

question marks

p. 10

4.1 the gaps and opportunities

presented

p. 10

cap 5

face to face interviews

p. 10

5.1 interviews layout

p. 10

5.2 what emerged from the

interviews

p. 10

cap 6

two-wheelers in

Shanghai

p. 10

6.1 why two-wheelers

p. 10

6.2 the issue of safety

p. 10

6.3 policies adopted in Shanghai

p. 10

6.4 cycling and riding identity in

Shanghai

p. 10

6.5 a new spring for bicycles

p. 10

6.6 manufacturers in China

p. 10

cap 7

inteviewing the

stakeholders

p. 10

7.1 experienced users

p. 10

7.2 Gavin Lohry, founder of

Urban Mobility China

p. 10

7.3 prof. Zeng Xiaoqing,

Transportation Engineering

Dept. of Tongji University,

Jiading Campus, Shanghai

p. 10

7.4 Wu Chun, R&D department of

Forever Co., Ltd. Shanghai

p. 10

7.5 opportunities derived from

the interviews

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case studies

inspiring services

project

part 5 project definition

cap 8

reinterpretation of

urban mobility through

digital platforms

p. 10

8.1 Volta Concept @ Barcelona

p. 10

8.2 IBM Smart City Project @

Zhenjiang

p. 10

8.3 MIT Future Mobility Survey

@ Singapore

p. 10

8.4 TransitMix (or Remix)

start-up @ Boston

p. 10

cap 9

crowdsourced

interaction

p. 10

9.1 Waze start-up

p. 10

cap 10

way finding and cycling

culture projects

p. 10

10.1 Bike&Hike @ Cary

p. 10

10.2 48X15 by Factory 5 and

People’s Bike @ Shanghai

p. 10

cap 11

the boundaries of the

project

p. 10

11.1 needs

p. 10

11.2 target

p. 10

11.1 typology of users

p. 10

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cap 12

the service system

p. 10

12.1 cyclopoli

p. 10

12.2 service principles

p. 10

12.3 touchpoints

p. 10

12.4 stakeholders

p. 10

12.5 offering map

p. 10

12.6 interaction storyboard

p. 10

12.7 system map

p. 10

12.8 user journey map

p. 10

12.9 benefits and future steps

p. 10

12.10 business idea

p. 10

12.11 diffusion

p. 10

cap 13

mock-ups of the main

touchpoints

p. 10

13.1 web platform

p. 10

13.2 mobile application

p. 10

13.3 shop labels

p. 10

part 6

part 7 service proposal

prototyping

bibliography

p. 10

acknowledgements

p. 10

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images index

cover images

img i

bicycles and motorcycles in

the streets of Shanghai

2014

p. 005, 019

img ii

totem #15

alain delorme

2009-2011

p. 022

img iii

totem #5

alain delorme

2009-2011

p. 114

img iv

totem # 8

alain delorme

2009-2011

p. 162

text images

img 1

Shanghai Daily

webiste

Sept 11, 2014

p. 027

img 2

planned 2010 target of”15, 30

and 60”

p. 042

img 3

planned 2020 Shanghai

Metro network

p. 043

img 4

a crowded subway stop of

Shanghai Metro

p. 045

img 5

the interiors of a bus in

Jiading area of the city of

Shanghai

p. 046

img 6

the paying system on

Shanghai buses

p. 047

img 7

a common taxi car in

Shanghai streets

p. 048

img 8

rush hour in the city center,

the traffic is stuck on Yan’an

Highway

p. 049

img 9

bicycles in Shanghai are used

for the most various reasons,

like recycling services

p. 051

img 10

a secondary street in

Shanghai, packed with

electric scooters of

Shanghainese workers

p. 053

img 11

the distribution of Shanghai

bike share docks

p. 055

img 12

the different parts of the

interviews

p. 069

img 13

the interviews answered by

respondents

p. 070

img 14

a Chinese citizen along a new

bike lane on a main street

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img 15

bikes and electric scooters in

the streets of Shanghai

p. 077

img 16

students reaching school by

bicycle

p. 080

img 17

fixed gear bikes are becoming

more and more popular too in

Shanghai

p. 082

img 18, 19, 20, 21, 22

some of the interviewees:

Jami, Mariko, Coco, Juan, Vic

p. 088

img 23

Gavin Lohry

p. 091

img 24

Jin Jianyun, student at

Tongji university and intern

at Forever, my helper and

translator

p. 094

img 25

Wu Chun, the main

interviewee

p. 094

img 26, 27, 28

Baidu Maps app screens

p. 095

img 29, 30, 31

Geode Maps app screens

p. 096

img 32

Nanjing Bike Laneway,

designed by Gavin Lohry

p. 097

img 33

Nanjing Bike Laneway,

designed by Gavin Lohry,

with some

key points of interest along it

p. 099

img 34

Volta concept presentation on

Behance

p. 102

img 35

the app and website of Volta

p. 103

img 36

Volta payment system

p. 103

img 37

IBM Smarter Zhenjiang

proposal

p. 104

img 38

Future Mobility Survey web

interface

p. 106

img 39

TransitMix interface: a way

to clearly visualise routes

instead of cathegorise it in

tables

p. 107

img 40

one of TransitMix interface

functions: comparison among

existing and proposed route

p. 107

img 41, 42

Waze brand image on its own

website

p. 109

img 43

Bike&Hike app icon

p. 110

img 44

Bike&Hike map with paths,

points of interest, services

p. 111

img 45, 46

48X15 covers - Volume 001

and Volume 002

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img 47, 48

48X15 pages - two interviews

and a beginner’s guide to

Shanghai Streets

p. 113

img 49

Dubike smart bicycle

prototype released this year

by Baidu

p. 119

img 50

Dubike handlebar navigation

concept

p. 119

img 51, 52

persona 1: Xin Liu

persona 2: Faye Chen

p. 120

img 53, 54

persona 3: Oki Alexander

persona 4: Lola Diaz

p. 121

img 55

mobile application screens

p. 146

img 56

web interface homepage

p. 146

img 57

the mock-up of the web

interface

p. 147

img 58, 59, 60

some views of the mock-up

of the mobile application

p. 159

img 61

a shop displaying Cyclopoli

label outside

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data tables index

graphs and charts index

table 1

model validating results

p. 030

table 2

the situation of transportation

in Shanghai from 1990 to

2010

(2010-2011 Shanghai

Statistical Yearbook)

p. 032

table 3

annual mileage and patronage

of diverse transportation and

private car ownership

(2003-2011 Shanghai

Industrial and Tranportation

Statistics Yearbook)

p. 033

table 4

ASI framework for urban

mobility development

p. 059

table 5

top 10 Bicycle producers in

China

p. 084

table 6

top 15 electric

two-wheeler manufacturers and

distributors

p. 085

graph 1

the impact factors of the

proportion of transit

p. 029

graph 2

urban passenger

trasnportation structure

evolution flow diagram

p. 031

graph 3

traffic state of the road

network flow diagram

p. 031

graph 4

energy consumption of

different transport modes

p. 033

graph 5

relationships among

transportation efficiency,

input/output of transportation

system and national economy

p. 034

graph 6

developing targets of urban

transportation systems

p. 035

graph 7

2017 targets to reduce PM2.5

pollutants

p. 061

graph 8

emission inventory in 2011

p. 062

graph 9

monthly averages of

Shanghai’s Air Quality

p. 063

graph 10

the opportunity spotted in the

ghost bike lanes

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骑趣 Cy cl op oli, an al terna tive w ay finding t ool t o emp ower the c ycling c om munity in Shanghai 014

abstract

Cyclopoli è uno strumento per chi si muove in bicicletta o

motorino elettrico e offre la possibilità di costruire un personale

percorso fidato da seguire in una città destabilizzante. Pensato

per studenti e lavoratori stranieri o cinesi, non cresciuti a

Shanghai, che vorrebbero spostarsi su due ruote ma non sono

ancora abbastanza fiduciosi nelle proprie capacità a causa

della complessità della viabilità cittadina e del denso traffico.

Con la piattaforma Cyclopoli gli utenti possono dar forma e

nome ai propri percorsi verso le loro destinazioni più comuni,

aiutati da una griglia di strategici, anche se non ufficiali,

percorsi ciclabili, dove è più facile andare in bici e moto, costruiti

in base all’esperienza degli utenti più esperti. La selezione di

percorsi viene migliorata costantemente per tenere il passo

con i mutamenti nella viabilità grazie all’interazione tra nuovi

utenti ed esperti, di modo che sia la comunità a generare

l’informazione.

Il servizio è offerto tramite un sito web e un’applicazione per

smartphone e beneficia della connessione con piccole attività

lungo i percorsi ciclabili che offrono promozioni periodiche

speciali per i ciclisti che usufruiscono del servizio.

La cultura del ciclismo, la cooperazione, la coscienza

dell’impatto dei singoli cittadini sulla città e il rafforzamento

di questa comunità latente perchè non coesa, ma molto

promettente poichè già ampia, sono valori fondamentali del

servizio.

percorsi alternativi

innovazione sociale

due ruote

navigazione

crowdsourcing

strategia bottom-up

rafforzamento della

comunità

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015

In una fervente metropoli quale è Shanghai, ogni cosa è

immersa in un continuo flusso evolutivo. La struttura e

il paesaggio cittadino mutano in un battito di ciglia e la

popolazione segue questo inesorabile processo adattandosi ad

essa e con essa, in un vicendevole sistema di causa ed effetto.

Nonostante sia difficile tenere il passo con questi cambiamenti,

è decisamente avvincente vivere delle diversità che una città

come Shanghai può offire.

Rafforzando la fiducia degli utenti su due ruote nella città di

Shanghai, Cyclopoli mira a rafforzare la comunità di chi usa

bici e motorino elettrico come mezzi di trasporto e renderla

più visibile, attraendo più cittadini a usufruire di questi

mezzi di trasporto indipendente, piuttosto che ricorrere alle

automobili, o più raramente alle moto, ben più inquinanti.

Il coinvolgimento dei negozi lungo i percorsi è di aiuto alla

crescita della comunità e l’esperienza degli utenti è essenziale

per istituire una mappa di percorsi ciclabili autonomi di

tipo crowdsourced, ossia alimentata dalle stesse persone che

usufruiscono del servizio. In questo modo si può costruire una

solida base di conoscenza comune ed un naturale consenso

della comunità.

Questa comunità, grazie alla visibilità acquisita, potrà far

leva in un secondo momento sul miglioramento pratico ed

istituzionale di questi percorsi da parte della municipalità,

la quale si impegni ad instaurare una segnaletica ufficiale e

metta in sicuro le vie dei ciclisti e delle moto elettriche.

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abstract

Everything is immersed in a continuous flow of evolution

in a bustling megalopolis like Shanghai. The framework and

landscape vary in a glimpse of an eye and the population

follows this unrelenting process adapting to it, in a system of

mutual cause and effect. While it is hard to keep the pace, it is

also exciting to live the diversity that Shanghai offers.

Cyclopoli is a tool for bicycle and electric scooter riders that

gives them the chance to build their own trusted path to

follow in an endlessly changing city. It is thought for migrant

students and workers, both Chinese and foreigner, which

demand to commute by two-wheeler but don’t feel confident

yet due to complexity of city scape and traffic density.

With Cyclopoli platform users can shape and label their path

towards their most common destinations helped by a grid of

unofficial but strategic bike lanes, built on the experience of

lead users, in which it is easier to cycle. Our lanes selection

is improving endlessly to keep the pace with the frenzied city

development thanks to the interaction among lead users and

users, generating crowdsourced information.

The service is delivered through a web platform and a

smartphone app and benefits of the connection with

small businesses along the lanes that offer special periodic

promotions for riders joining the service.

By strengthening the confidence of two wheelers riders in

Shanghai, Cyclopoli aims to empower the cycling population

and make it more visible, thus attracting more people to use

this transport modes, which are more sustainable for the city

in terms of traffic and pollution. Core values of the service

are cycling culture and reinforcement of a latent but very

promising community, cooperation, awareness of the impact

each of us has on the city.

The involvement of shops along the lanes helps the growth

of the community and the experience of users is essential for

the establishment of a crowdsourced cycling lanes map, in

order to build a solid foundation of knowledge and a natural

consensus of the community, that can leverage later on the

physical improvement of those lanes by the municipality

through way-finding systems for all.

alternative way finding

social innovation

cycling

navigation

crowdsourcing

bottom-up strategy

community concretion

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017

置身于上海，这一繁华的大都市，一切总是不断的更新

变化。城市的框架和面貌总是瞬息万变，人们也随之这

一不断的进程来适应自己的生活方式，这是一个相互作

用与反作用的体系。要更上这一节奏虽然有时很难，但

是这个也是居住在上海这一繁荣城市的乐趣所在。

“骑趣”是款专门为自行车与电动车骑行者设计的软件

工具，帮助他们在不断变化的大都市里找到属于自己的

出行捷径路线。着想于上海外来学生和工作人口（中国

公民和外国人），他们有着使用二轮交通工具出行的需

求，但同时又对于复杂路况和交通拥堵缺乏信心。

使用“骑趣”平台，通过分享高阶用户发现的迅捷有效

的路线，用户可以知晓那些不在地图上但便捷的弄堂捷

径从而拥有自己常去场所的路线规划。得益于高阶用

户，一般用户以及平台资源的信息的互动，弄堂捷径路

线会始终更上城市的变化节奏。

通过网站与手机app可以使用到这一服务，并且沿路的

弄堂小店也会帮助定期的宣传推广。

基于增加二轮骑行者的出行信息，骑趣希望助力于骑行

人的数量和可观度，从而喜迎更多人的加入这一交通

模式，从而为城市的交通和污染问题带来可持续发展

方法。服务体系的核心价值是骑行文化以及潜在但又蓬

勃发展的社群，合作意识，以及对于都市相互作用的认

识。

弄堂小店的加入帮助了社群的发展，用户的以往经历对

于形成骑行弄堂路线这个公众信息非常关键，致力于建

立可靠的数据信息以及社群之间的相互认同，通过本软

件的大众查找应用随之改进那些弄堂的设施和环境。

可选的找寻方式

社会革新

骑行

众包

自下而上的策略

公众关注度

摘要

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introduction

In the past months I’ve been developing my thesis project around the topic of urban mobility in Shanghai, China. My first aim was to help users coping with traffic nuisances and transportation downtime through infotainment systems.

I’ve been through a long process of trials and errors and the path I was following changed perspectives many times along the run, shifting from the promotion of a better use of public transportation to encouraging citizens in using alternative personal means of transport which could soothe their impact on traffic, unloading packed streets during rush hours and diminishing emissions that contribute to urban pollution.

This changes in my thesis are due to the research process I have been through. While interviewing users face to face, talking with tutors and stakeholders about needs of different targets of citizens, the complexity of transportation patterns in a city like Shanghai bobbed up and I discovered the pros and cons in dealing with a multi layered but very unique and contextualized urban mobility structure. Shanghai has diverse well managed transportation systems (subway, buses, taxis) but these are not integrated with each other as they should.

At the same time there is a huge independent transportation scene which is changing rapidly: Shanghai citizens’ main mean of transportation in past were bicycles and electric scooters, which are now diminishing, giving way to motorized vehicle drivers, along with the growth of middle class in China, not to mention car sharing, car renting and bike sharing private systems which are slowly developing in the city.

Given the growth of infrastructure such as large streets with dedicated bike lanes and expressways for motorized vehicles, nevertheless traffic is getting worse and pollution is rising, rush hours are a struggle for workers in the city and this trend is hard to be reversed.

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021

contributors

Gavin Lohry

Urban Mobility China

Founder

Gavin is a transport and urban development expert seeking new opportunities to research, plan or manage projects dealing with the sustainable development of Chinese cities. He is looking to work with organizations where his knowledge on cities and proven management capabilities can have a positive impact on the further urbanization of China. Previously Gavin was Transport Program at CESG-Shanghai where he was able to blend technology and data with urban development insight to provide analysis on the ever changing urban landscape in China.

Wu Chun

Shanghai Forever Co., Ltd

R&D Department - Project Manager

Shanghai Forever Co., Ltd was founded in 1940, and has established a world wide reputation for producing the Forever brand traditional bicycle, children bike, and mountain bike – one of the largest and best established bicycle companies in the world. In 1993, the company was listed on the Shanghai Stock Exchange (A&B shares). In 2001, the Zhong Lu Group, a pioneering enterprise run by local people gained control of FOREVER then extended its product scope to encompass green and environmental friendly products. It is China’s No.1 brand in bicycles and leader in manufacture since 60 years. Offering a wide range of products, it sells city bicycles for any category of user as well as e-bicycles, electric scooters and has been working on a bicycle rental system for the biggest Chinese cities.

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literature review

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cap 1

data on urban mobility in Shanghai

This part is important to understand the vast changes that happened in Shanghai in the life-span of just ten years. Shanghai is not a common city and its rhythms are unique, everything can disappear or appear in just a couple of years, neighborhoods of lane houses tomorrow will be replaced with 30 floor flat compounds, offices are relocated from one district to another without people realizing it, homes become factories, factories become business units and business units become malls, malls will become luxury hotels in their turn.

The population of Shanghai, one of the most international in the whole Asia now, ceaselessly changes its features and traits, within a huge mix of laborers, white collars, managers, freelance professionals, business travelers and globetrotters. The inexorable growth of middle class and the internationalization of the city are changing its aspects, jobs, services and infrastructures. Shanghai is rapidly evolving and this makes it hard to find the right spot of intervention but it’s also a thrilling opportunity for who wants to be part of this changes.

1.1 the context

Shanghai is a city where almost 25 million people live on a total area of 6.340 squared kilometers, making it the most populous city

and the third biggest city in the whole world1_{. It is one of the most}

fashionable metropolis in Asia and consumer trends launch here, finding a perfect breeding and testing ground before spreading in the rest of China and Asia. It is also one of the greatest commercial centers in the whole Asia and it’s experiencing untamed growth rate in the service sector, helped by the promotion of Shanghai Free Trade Zone from the Chinese government.

Even though Shanghai is an innovative and laboring city, sustainability is one of the complex issues the city can not cope with yet. The city is highly polluted and part of this is because of traffic conditions. Shanghai streets are well designed and display a broad net of bike lanes, but daily crowded with cars, buses, trams, taxis, hand-carts, bike-carts, bikes, motorcycles, electric vehicles, pedestrians forming one of the world’s most diverse street crowds.

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litera

ture review

027

Traffic can’t be tamed in a city with millions of inhabitants of any social status and origin. Nevertheless the city is undergoing intense efforts in order to solve become eco-friendlier and sustainable for its inhabitants, but with limited results.

The Green Transport Summit has just taken place last December 2014 in Shanghai, bringing together over 150 attendees from across the fleet owners, new energy vehicle, diesel & alternative fuels supply chain including senior executives from asian and global vehicle and engine manufacturers, policy makers, NEV key component suppliers and emissions control suppliers to examine current and future fuel economy & diesel emissions legislation and fuel quality and supply for big fleet owners. The city is actively reacting to traffic problems with laws, regulations and experiments, but a solution lays far away in a blurred future.

Moreover China’s middle class develops and gathers in the big cities like Shanghai and their request for private luxury cars is growing fast. Passengers, travelers and commuters of every sort will suffer of the same old nuisances and discomforts for long time to come.

Shanghai transportation office is conducting a vast survey2 _during

these days, covering 75,000 households, which is expected to bring results in the long term, in a 25 years span, in order to improve the public service.

2 _{Yue, Ma, City Ready to Roll Out Transportation Survey, September 11, 2014 -}

available at shanghaidaily.com img 1 Shanghai Daily webiste Sept 11, 2014 ¬

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1.2 ten years of transportation research & trends

Transportation structure, which refers to the mode split of passage trips, can reflect the characteristics of traffic demand and the functional roles of different modes in transportation. It has directly impact on the configuration of the limited transportation resources and determines the efficiency of urban transportation system. With the development of urbanization and motorization, traffic supply and traffic demand become imbalance. The transportation structure becomes more and more inefficient. Energy crisis, traffic congestion and environmental pollution become more and more serious. It has seriously hampered the sustainable development of cities.

It is an important experience worldwide to optimize the structure of urban passenger transportation for sustainable development of urban transportation by increasing public transit penetration and guiding the travel behavior of residents. Therefore, in the accelerating adjustment of China’s urban passenger transportation structure, research on the evolution of urban passenger transportation structure and guide urban transportation to the sustainable development modes, not only has a general role in guiding traffic planning, traffic construction, traffic operation and traffic management, but also has a very important practical significance to improve the efficiency of urban transportation running , alleviate the urban traffic congestion and improve the living standards of

urban residents3_.

I will hereby analyze urban mobility in the context of Shanghai, comparing it with other Cinese cities and trying to understand what are the specific issues to be addressed and the tailored modalities based on the noteworthy characteristics of the city traffic and transportation structure. Depending on infrastructure, people’s

transit, dimensions of the city, existing means of transport, traditions and population habits, a solution will be more suitable than another when applied to the city context.

For convenience, the research has been divided in pre and after Expo 2010, which has been a positive and great rupture due to all the efforts the municipality put in infrastructure and services development for that event.

3 _{Yang, C., Miao, Z., System Dynamics Model of Shanghai Passenger Transportation}

Structure Evolution, 13th COTA In- ternational Conference of Transportation Professionals (CICTP), 2013

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litera

ture review

029

1.3 the numbers of people transit (pre-expo 2010

)

A research on transportation structure in Shanghai has been conducted by Yang Chao, from Key Laboratory of Road and Traffic Engineering of the Ministry of Education at Tongji University of Shanghai and Miao Zishan, from School of Transportation Engineering at Tongji University of Shanghai, and supported by National Science Foundation of China and Fundamental Research Funds for the Central universities in 2013.

Based on the data from a comprehensive transportation survey of Shanghai in 2004 and 2009, the evolution of urban passenger transportation structure using the system dynamics approach has been analyzed in Shanghai. Traffic has been divided in three main categories based on the composition of urban passenger transportation structure: first one is proportion of transit (rail transit, bus, taxi), second one is proportion of non-motorized traffic (bicycles, electric two wheelers), third one proportion of motorized private traffic (cars and similar). The parameters to consider were the populations and its growth, the resident’s trip rate, to be compared with traffic supply, demand, operation and planning.

Passenger volume of rail transit

According to the fourth Shanghai comprehensive transportation survey in 2009, the average carrying rate of rail transit was 14,300 passengers per kilometer per day. It was closed to the rail transit passenger intensity of Tokyo, which consisted of 15,000 passengers per kilometer per day.

Passenger volume of bus

Passenger occupancy of bus maintenances 430 passengers per bus per day (SCTPI, 2010b) based on the statistical analysis of the number of passengers and the number of buses over years. Take the

graph. 1

The impact factors of the proportion of transit

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product of passenger occupancy of bus and ownership of bus as the approximate passenger volume of bus. Set the growth rate of buses as -380 vehicles per year based on the number of bus reduces year by year from 2004 to 2009 (SCTPI, 2010b).

Annual average growth rate of road mileage and each kind of motor vehicles

The road mileage and vehicle ownership of Shanghai had a greatly growth in recent years based on the statistics from 2000 to 2009 (SCTPI, 2010b). That includes bus, taxi, truck had an average growth rate of 3,000, 1,500, 6,400 vehicles every year, and regard them as the same growth rate in future. Motorcycle had an average decrease of nearly 40,000 motorcycles annual from 2004 to 2009. The average annual growth rate of road mileage was over 800 km from 2004 to 2009, while Shanghai has carried out the new private car license auction policy in 2000, which takes the growth rate of

car in the model as 110,000 cars every year from 2004 to 20094_.

The transportation sector has developed rapidly in the city of Shanghai, to cope with the growing request of a city undergoing a rapid process of industrialization and urbanization. The demand for diverse transportation modes had increased among urban residents.

4 _{Yang, C., Miao, Z., System Dynamics Model of Shanghai Passenger Transportation}

Structure Evolution, 13th COTA In- ternational Conference of Transportation Professionals (CICTP), 2013

^

table 1

Model validating results

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litera ture review 03 1 ^ graph 2 (top) Urban passenger trasnportation structure evolution flow diagram ^ graph 3 (bottom) Traffic state of the road network flow diagram

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骑趣 Cy cl op oli, an al terna tive w ay finding t ool t o emp ower the c ycling c om munity in Shanghai 03 2

By the end of 2010, the passenger traffic reached 134.32 million persons, with an average annual growth rate of 6.59% between 1990 and 2010. At the same time, the GDP of Shanghai increased from 7,816.6 million RMB Yuan in 1990 to 1,716,598 million RMB Yuan in 2010, with an average annual growth rate of 15.65% across this

period5_.

This goes along with the growth of middle class in Shanghai and the increasing demand for private cars ownership. While transit on buses and rails kept a constant pace of growth along with the population growth in urban areas, car ownership grew exponentially in Shanghai.

This has direct effect on energy consumption in the transportation sector. The input and use of these high-energy consumption transportation modes make energy consumption increase substantially. These high energy consumption modes of transportation are responsible for high emissions. It goes without saying that environmental pollution, especially large amounts of greenhouse gas emissions, are a serious threat to the life and health

^ table 2 The situation of transportation in Shanghai from 1990 to 2010 (2010-2011 Shanghai Statistical Yearbook)

5_{Song, M., Wu, N., Wu, K., Energy Consumption and Energy Efficiency of the}

Transportation Sector in Shanghai, 2014

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of people. These high levels of emissions and threats to health require the transportation sector to accelerate the transition to new, less-polluting energy sources and to seek alternative sources of energy, reducing the use of fossil fuels. Thus, environmental

pollution will be reduced6_.

5_ibidem ^ graph 4 (bottom) Energy consumption of different transport modes ^ table 3 (top)

Annual mileage and patronage of diverse transportation and private car ownership

(2003-2011 Shanghai Industrial and Tranportation Statistics Yearbook)

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1.4 efficiency of urban transportation in Shanghai

compared to Guangzhou and Beijing (pre-expo

2010)

The basic definition of efficiency is the relationship between input and output, or between costs and benefits in a certain system.

Output = Input / Efficiency

O -- the capacity of satisfying certain demands, or the output of a certain input;

I -- the quantity of productive resources input in the system; E -- the efficiency of the system.

Transportation efficiency is defined as: the extent to which a certain

transportation input can meet the travel demand of people in a transportation system. It is the main factor that determines the scale of transportation supply and the relationship between supply

and demand in a transportation system7_.

The efficiency of urban transportation systems is the relationship between the input of an urban transportation system and its capability of satisfying the transportation demand in the system. Generally, the total efficiency of the urban transportation system is scaled by “social benefits/ social costs”.

7 _{Yuan, H., Evaluation and Analysis of Urban Transportation Efficiency in China,}

Institute of Transportation Engineering, Tsinghua University, Beijing graph 5 Relationships among transportation efficiency, input/output of transportation system and national economy

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The greater the ratio, the higher the transportation efficiency is. However, social benefits and social costs are both macrocosmic indexes and can not be quantified and analyzed exactly. Therefore the main objective of this paper is to discuss the detailed content of urban transportation efficiency and make quantitative analysis and evaluation.

Based on the definition of urban transportation efficiency, whether an urban transportation system can be evaluated as “efficient”, is determined by whether the system can realize most its developing targets with the lowest transportation inputs. The main targets here are three: transportation functions (to satisfy the normal transportation demand brought by the development of economy and the living of citizens), resources utilization (urban transportation behaviors should reduce as much as possible their negative effects to the environment and ecosystem), and environmental protection (requiring the urban transportation system to effectively utilize the land, energy, and human resources).

graph 6

Developing targets of urban transportation systems

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The key factors that influence the outcomes in urban transportation efficiency are mainly four:

Urban land-use pattern

Urban land-use pattern means the characteristics and intensity of land-use activities. Transportation demand is derived from the producing and living activities of the human being. Therefore under a certain economic level and land-use pattern, the generation/ attraction intensity and spacial distribution of transportation demand have basically been determined.

Urban transportation efficiency varies with different land-use patterns greatly. Therefore, in order to improve urban transportation efficiency, it is an essential measure to build a suitable urban land-use pattern, which can decentralize urban functions, balance the distribution of transportation demand, cut down on total traffic volume and relieve traffic congestions in cities.

The structure of urban transportation systems

Under a certain land-use pattern, the total capacity of the urban transportation system is basically determined by the composition of different transport modes in the system. Whether the structure of urban transportation system is harmonized with the land-use pattern, will directly impact the balance between transportation demand and supply. Given the total amount of transportation demand and a certain level of transportation infrastructure in a city, a good transportation structure will most effectively utilize the infrastructure and will help fully realize the functions of urban transportation systems.

Urban transportation infrastructure

Urban transportation infrastructure mainly includes roads, parking lots, vehicles and transportation terminals. It is the direct carrier of urban transportation demands and the basic input of the capacity of transportation supply. From the viewpoint of the relationship among transportation efficiency, input and output, the operational efficiency of transportation infrastructure is the key factor which will directly influence the urban transportation capacity provided by the system.

Urban traffic management system

Urban traffic management system is an important component which can properly control and guide the distribution of traffic flows on roads, and can help improve the urban environment. Even the urban transportation infrastructure in different cities is at the same level, the capacity of urban road systems may vary greatly with different traffic management systems. For example, according to our surveying of some main intersections in Beijing, capital of China, most of them have a queue of more than 200 meters during

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the morning and evening peak hour. And the average delay of motor vehicles at these intersections is about 2 or 3 minutes. However, the actual highest traffic volume of these intersections is only 60%~80% of that at similar intersections in developed countries. Therefore, given a certain land-use pattern and transportation structure in a city, traffic management system then becomes the key factor to determine the level of transportation efficiency and the relationship between transportation demand and supply.

Research shows that the three main cities in China (Beijing, Shanghai and Guangzhou) have severe problems of traffic efficiency compared to international counterparts (like London, New York, Paris and Tokyo) but for different reasons. Urban public transportation systems in China are still underdeveloped but in different metropolitan areas, the critical factors of urban transportation efficiency are different.

• Considering the distribution of populations in the three cities, the population density in downtown areas is much higher than that in the peripheral areas. This will cause an overhigh generation/ attraction intensity of transportation demand. The spacial concentration of traffic demand has great pressures on urban transportation systems, and will obstruct the enhancement of urban transportation efficiency.

• If considering the transportation structure, the private transportation mode shares a large portion in Beijing. Especially the amount of private cars increases rapidly and the public transportation system develops slowly. Such a situation is not consistent with the land-use pattern in Beijing and is the main reason for traffic congestion and low transportation efficiency. Bicycles in Shanghai share a larger part than that in Beijing and Guangzhou, and the share of public transportation modes in Shanghai is the smallest among the three cities. Therefore, such transportation structure in Shanghai has resulted in an overhigh share of non-motor modes and a high volume of mixed traffic flow. The road infrastructure in such a condition can not be used sufficiently.

Compared with the other two cities, the share of public transportation modes in Guangzhou is as large as that of bicycles and increases annually. The share of private cars in Guangzhou is not so high as that in Shanghai. Therefore, the urban transportation structure in Guangzhou is relatively better.

• Considering the usage of roads, the ratio of “the amount of motor vehicles over total length of roads” in Beijing and Guangzhou is much higher than 180 unit/Km. Though each day there are more vehicles which are not driven on roads in China than in Japan, the load on roads in the two cities is still very high. This figure in

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Shanghai is much lower because the growth of motor vehicles is strictly controlled in Shanghai.

• Considering the transportation service level in downtown areas, the three cities all have severe traffic congestion. But the reasons are different. The high amount of motor vehicles and overload of roads are the main reasons for the traffic congestions in Beijing and Guangzhou. But the traffic congestion in Shanghai is caused by mixed traffic flow and the uneven time distribution of traffic

demand8_.

1.5 evolution of urban transportation system in

Shanghai (pre-expo 2010)

With the development of society and economy, demand for public transportation increased dramatically in Shanghai. Further efforts should be allocated on infrastructure construction, public transportation priority system development, government finance and policy support, and establishment of information system, thus to establish a diversified, multi-level public transportation system in Shanghai.

Public transportation is a relatively high-capacity and energy efficient alternative for urban passenger transportation, as compared with the private automobile. If planned, operated, and managed effectively, it can serve as an environmental safeguard for conserving energy, protection community quality of life, and facilitating urban economic growth and development.

In Shanghai route buses which travel on ordinary roads are forced to stop and start repeatedly by traffic congestion and under the restriction of traffic signals, resulting in worsening the ride-in comfortability of passengers and a large delay in traveling.

Shanghai is putting a lot of effort in order to solve congestion problems, with its vast dimensions and broad population. A comprehensive integrated public transport strategy is thought to be essential and absolutely required, consisting of rail-based main corridors together with road-based feeder systems. Moreover, a comprehensive traffic management schemes is also required to be implemented together with the integrated public transport strategy.

8 _{Yuan, H., Evaluation and Analysis of Urban Transportation Efficiency in China,}

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A present public transport in Shanghai is provided by conventional bus services, taxis and rail transit.

Up to 2009, there are 927 public bus lines with 16944 buses. The transportation mileage for bus was 1.132 billion km, which transport 2.65 billion trips totally. Rail transit is another major public transportation form in Shanghai, especially between urban and suburb areas, which includes 10 lines, 228 stations and 346 km distance. Taxi is another broadly used mean, with the population of 48614 in Shanghai. Up to 2009, daily passenger population of public transportation is around 12.25 million in Shanghai, in which conventional bus accounts to 7.48 million (61%), rail transit accounts to 1.8 million (15%), and taxi accounts to 2.96 million (24%). While up to 2006, the proportion of public transportation in people’s daily trio in Shanghai is about 25.5%. It is estimated that, the proportion will rise to 33%, which means one third of trips will be in public transportation.

Before Expo 2010 there were four major problems in the public transportation management in Shanghai:

Insufficient public transportation facility

Structure, distribution and management of public transportation do not match to the rapidly increased demand. With the rapid development in economy and society, the need for public transportation facility increases rapidly. But development of public transportation facilities falls behind, such as poor connection between bus and rail transit, lack of park and cargo facilities, especially in intensive developed central areas.

Non-rational distribution of public transportation resource

In the central area, density of bus lane is extremely high, with much overlapping. But in the suburb, bus lane is much less. The distribution of lanes and station is not compatible to the city function.

Poor implementation of public transportation priority system

Public Transportation Priority System is one of the effective solutions to traffic congestion in Shanghai. However, the implementation is not yet thoroughly. Improvement should be made in land use, government investment and road resources distribution. More efforts should also be put on management and coordination.

Low level in information system

Generally, the level of information system for public transportation is still low in Shanghai. Facilities and information are now under low level of sharing, which retards the development of public transportation.

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According to the Eleventh Five-year Plan for Transportation, rail transportation network will be established in 2010, with mileage up to 420km and 280 stations. Its transportation capacity will rise to 5 million trips per day. 30% daily trips will be taken in rail transit, which will become the main bone of public transportation in Shanghai. Public transportation will shift from traditional bus to rail transit.

After Expo 2010 public transportation system should meet the requirement in trip distance and travel demand. Therefore, a diversified, multi-level public transportation system will be established in Shanghai, which will rely mainly on rail transit, and be supported by traditional bus lane and taxi.

By integrating all forms, public transportation capability will be further strengthened. It is estimated that, public transport services to a radius of 500 meters from the site-wide coverage will cover all the urban and suburb areas. And a 45 minutes trip cycle will be established in urban areas. A modem and convenient public transportation system will be established in 2020, in which rail transit is the main bone, integrating bus, taxi and transfer station, to form a fast, safe and highly efficient public transportation system. The strategies for the development of public transportation follow four main guidelines: first is to develop the public transportation priority system, investing on facility construction with emphasis on rail tracks and connection among different types of transportation, second is to improve land use for infrastructures, third to strengthen governmental support and fourth is the need to establish a clear, comprehensive, convenient and immediate information system with latest public transportation data, saving energy and resources. All these effort have the aim to establish a connected, diversified and multi-level transportation system that can provide for all the

diverse citizens needs9_.

9 _{Yali, Y., Hao, C., Linhua, C., Evaluation of public transportation system in}

Shanghai, China, College of Automotive Engineer- ing, Shanghai University of Engineering Science, Shanghai, China, International Conference on Computer and Communication Technologies in Agriculture Engineering, 2010

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1.6 transformations in Shanghai urban mobility

(after-expo 2010)

The situation of public transportation drastically changed in Shanghai after World Expo 2010, due to the improvements made by the municipality in order to handle the huge amount of tourists for the event. Shanghai integrated transport has made remarkable achievements in terms of increasingly sophisticated transport infrastructure, newly formed integrated transport networks, significantly increased traffic volumes and highly improved technological innovation and technical equipment. The main mean of transportation has shifted from road to rail, thanks to the improvement of the railways and subway systems.

In the five to ten years following 2010, Shanghai will face macro-environment trends, while taking into account its own development transformation.

It will adhere to the goal to build a modern international metropolis, while considering the scale and effectiveness of integrated transport development, and promoting intensive and environment-friendly integrated transportation infrastructure in order to build a world-class integrated transport system.

The seaport, main railway stations and airports have been amplified and opened-up to international traffic an Shanghai is has been become a local rail hub, with fast connection with nearby cities like Nanjing and Hangzhou. For what concerns the city, highways have been built and diversified from expressways, while urban rail network was developed at incredibly pacy rhythm.

‹ img 2

Planned 2010 target of”15, 30 and 60”

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The total road network length in Shanghai is 12,000 km, including 776 km of expressways, which form a basic structure of 2 circles, 9 radiation directions, 1 vertical highway, 1 horizontal highway and 2 links. Expressway density and road network density in the city are 12 km/100 km2 and 184 km/100 km2 respectively, which rank as the top in China. This also achieves the planned target of “15, 30,

and 60”, which means that motorists anywhere in suburban areas can reach expressways in 15 minutes, then travel to the city centre in 30 minutes, and that travel by car between any two points in suburban areas could be completed within 60 minutes.

Total road length of urban express network in Shanghai is 4,400 km, with 3,317 km of road in the urban centre and 193 km of expressway. The road network density of the city centre is 5 km/ km2. It has established 23 Huangpu River-crossing facilities and formed a river-crossing road system of 4 bridges and 12 tunnels. The “3-circle 10-radial” backbone expressway network has been formed in the centre of the city.

Moreover, the length of Shanghai rail transit lines in operation is at the forefront, alongside major cities in the world. It is also the first city in China whose rail network has reached over 400 km. Although the rail transit system was developed in less than 20 years, it has parallelled the 100 years of rail development in the Western cities. By the end of 2010, 13 metro lines have been put in place (including Maglev), with total operation length of over 450 km and average passenger trips of 5.16 million per day. Based on 600 m station service radius calculation, one quarter of land in the city centre areas is covered by rail stations, directly serving 42% of the population of the city centre.

Finally, after several rounds of reform, especially the deep reform, which strengthened the state- led and optimised operation framework in 2009, the mechanism of combined public welfare and market-oriented operation has been improved further. By the end of 2010, total bus numbers were 17,000, with 1,100 bus lines and 3 million km operation range daily, mostly forming the ground bus network covering the whole city. Average passenger trips achieved were 7.69 million per day, with 80% coverage of bus stops within a 500 m service radius in the city centre and 95% bus accessibility in the suburbs.

At present, Shanghai has formed an urban public transport system with the rail transport as the backbone, the ground public transport as the basic service, the taxi as the complement, the information system as the tool and the transport hub as the link.

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By the end of 2015, the Shanghai integrated transport system will be further improved with more focus on transport hubs, functionality and networks: the proportion of public transport in the city centre will be increased from 47% to 50% or more and 90% of travel will be completed within one hour by public transport; safe and green transport system will be developed: fatality rate will be further reduced and energy consumption reduced for what concerns public means of transportation.

At the same time, with the continuous and fast acceleration of motorisation, the city`s motor vehicle ownership is expected to reach 3.5 million, which will bring great pressure and challenges to Shanghai’s transport development.

Shanghai’s goal is to reflect Expo 2010 motto “Better city, better life” with the improvements planned in urban mobility. Shanghai will make treasure of the bright example of more advanced international cities, finding inspiration in their experience to promote an intensive and environmentally friendly transportation system, regarding at its future as a modern international metropolis with a world-class

modern integrated transportation system10_.

10 _{Xiao, H., Gu, Y., Development of Shanghai Integrated Transport (2010-2015),}

Journeys, May 2012 img 3 Planned 2020 Shanghai Metro network ¬

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cap 2

transportation modes in Shanghai

Transport is one of the most striking indicators of Shanghai’s rapid pace of change. Borne out by the impressive statistics, it is the actual experience of movement in the public spaces of the city that makes one feel the enormity of the transformation.

The future of Shanghai’s physical structure will be strongly influenced by its transport system, but also by the decisions made regarding density levels and mixed-use zoning. Reducing residential density levels within the inner city, and building beyond the edge of the city, is regarded as the key to increasing the amount of personal living space. Over the last 10 years, the daily distance travelled by

Shanghai residents has increased by 50%11_{and this implies changes}

in the use of public or private transportation too.

Hereby is a detailed analysis of transportation modes in Shanghai and their system effectiveness.

2.1 Shanghai metro

Shanghai Metro (上海地铁, Shànghăi Dìtiě) is the efficient and rapid subway system in Shanghai and it has become the main mean of transportation for workers and students in the latest years. The network is broad and reaches most of the important spots in town, while the remaining ones are usually within 15 minutes walking distance from the closes subway stop.

There are now 14 metro lines and 337 stations, it has the longest operating route in the whole world (548 km) and it’s also one of the fastest growing metro systems in the world. Over 8 million people

use Shanghai Metro every day12_.

A distance-based fare system is used for ticketing, with a price ranging from 3 to 10 yuan. It is possible to purchase a single ticket, one-day pass, three day pass or use the Shanghai Public Transportation Card, very similar to Oyster Card of the London Underground or Octopus Card of Hong Kong MTR.

The Shanghai Public Transportation Card (SPTC) or jiaotong yikatong (上海公共交通卡 or Shànghăi gōnggòng jiāotōng kă, also known as 交通一卡通 or Jiāotōng yī kătōng) is a contactless card,

11 _{Zheng, S., Shanghai: Mobility and Transport - Faster but Further, “Shanghai: the}

fastest city. Urban Age”, 2005, p. 6 available at lsecities.net/media/objects/articles/ shanghai-mobility-and-transport/en-gb

12 _{Statistics Brief World Metro Figures, Union Internationale des Transports}

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utilizing RFID technology, which can be used to access many forms of public transport and related services in and around the Shanghai, China area.

For what concerns information systems Shanghai Metro delivers efficient real-time information on upcoming trains and waiting times, the line signage system is clear as well as the way finding system, both can be read in Chinese and English, while a new set of information panels is being added during this year outside every subway exit notifying users with opening and closing times, first and last service, interchanges and directions.

Shanghai Metro has its own official website too (shmetro.com), offering detailed information to travelers in both Chinese and English, plus there are many existing private party apps that can be downloaded on smartphone (e.g. SH Metro rGuide) showcasing the subway map with the options to overlap it to the actual city map, instructing on commuting times and supporting a community based chat informing on metro malfunctioning or even personal issues. ^ img 4 A crowded subway stop of Shanghai Metro

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2.2 bus systems

Shanghai has more than 1000 formal bus lines (including downtown and suburban lines), served by more than 10 bus companies. This makes it the vastest bus system in the world. Some routes are operated by the Shanghai trolleybus system, and although the number of such routes is relatively very small compared to the overall Shanghai transit network, the trolleybus system carries the distinction of being the oldest existing such system in the world (of more than 300 such systems still in operation); it opened on 15 November 1914.

The buses naming scheme is very clever in downtown, where the buses use zone and time based numbering system to specify the lines, while suburban buses use Chinese characters.

Line numbers up to 200 are conventional buses, the ones between 200 and 299 are mostly rush- hour dedicated buses, from 300 to 399 are night buses. Moreover, line numbers 400 to 499 cross Huang Pu river going from Puxi to Pudong and viceversa, 500-599 and 600-699 are special line connecting buses respectively in Puxi and Pudong, 700-799 connect downtown with suburban areas, finally 800-899 are special line mid-size buses while 800-899 are special line large-sized buses. There are other non numeric lines dedicated to specific services, such as Tunnel Lines and Bridge Lines (crossing

^

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The interiors of a bus in Jiading area of the city of Shanghai

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the river)and airport lines.

Prices range between 1 and 2 yuan, making it the cheapest transportation service in Shanghai. There are stops almost in any street of Shanghai, but the information system is lacking: panels don’t stand out and there’s no English translation, making it impossible for foreigners to access the service.

2.3 taxi services

Taxis services are a jungle in Shanghai, although they are namely heavily regulated. There are five major taxi companies in Shanghai which can be distinguished among each other by the vehicle color. Taxi fare is regulated by Shanghai Government at rate ¥2.40/km or ¥3.10/km after 23:00. (¥14.00 for the first 3 km, ¥18.00 after 23:00). The driver is protected by a plastic guard shield on the back of which there’s a plate written in Chinese stating the rules drivers should abide with: “the driver must always: greet the passenger, comply with all requests to turn on/off the radio or air conditioning/ heating, not spit or throw things from the taxi, must always provide a receipt, etc.” but hardly ever taxis respect those rules.

All taxis - without exception - must be metered and all meters should be capable of printing receipts, but it’s not uncommon to see

^

img 6

The paying system on Shanghai buses

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drivers asking for much higher service prices around clubs or bar streets crowded with foreigners.

Communication with taxi drivers happens in Chinese only and people should know the name of the two streets crossing in the closest point where they want to be driven. Taxis can be paid conveniently with cash or with Shanghai Public Transportation Card.

2.4 private motorised vehicles

This is the category which saw an untamed growth of request in the last 10 years in China.

In Chinese megalopolis like Shanghai the internationalization and opening up processes lead workers to a new degree of wealth all of a sudden, this is the cause of the hyper consumerism Chinese are recently experiencing. Ownership of luxury products is required for showing off, as a status symbol, and cars are considered luxury products here. This generated a huge increase of traffic downtown and influences pollution levels by a considerable amount.

Everyone is about to get a car. In July 2012, the Carnegie Endowment published a report arguing that you can estimate the

^

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A common taxi car in Shanghai streets

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size of developing countries’ middle classes by counting their cars, that ultimate symbol of having “made it.” If the notion is to be believed, these places have a long way to go in terms of economic development: In Brazil, there are fewer than 200 passenger vehicles per 1,000 people. By 2012, China has a mere 34. India has 12. Compare that to the U.S., which has about 900 vehicles per 1,000 people. And then consider the fact that these countries are striving hard to match the American lifestyle. Once their middle classes really start to blossom, the developing world’s car-buying frenzy will be spectacular, and a true carmageddon for its cities, which seem thoroughly unprepared.

“China is a bellwether for how the emerging economies of the world are likely to evolve.” says Daniel Sperling, director of the Institute for Transportation Studies at University of California-Davis and co-author of “Two Billion Cars.” Which is to say, the number of cars worldwide could easily grow by 375 percent over the next three decades, the vast majority of them in Asia, Eastern Europe and Latin America.