Rail Transit Impacts on Trip Making and Land Development in Shanghai, China This study is jointly supported by Natural Science Foundation of China (NSFC)

Rail Transit Impacts on Trip Making and Rail Transit Impacts on Trip Making and Land Development in Shanghai, ChinaLand Development in Shanghai, China

This study is jointly supported by This study is jointly supported by Natural Science Foundation of China (NSFC)Natural Science Foundation of China (NSFC)

the Lincoln Institute of Land Policy (Cambridge, MA) and the Lincoln Institute of Land Policy (Cambridge, MA) and the University of Texas at Austinthe University of Texas at Austin

Prepared byPrepared byHaixiao Pan, Ph.D.Haixiao Pan, Ph.D.

Professor, Department of urban PlanningProfessor, Department of urban PlanningTongji University, Shanghai, ChinaTongji University, Shanghai, China

E-mail: E-mail: [email protected]@online.sh.cn

Ming Zhang, Ph.D.Ming Zhang, Ph.D.Assistant Professor, Community & Regional PlanningAssistant Professor, Community & Regional PlanningThe University of Texas at Austin, Austin, TX 78712The University of Texas at Austin, Austin, TX 78712

E-mail: E-mail: [email protected]@mail.utexas.edu

The past ten years witnessed a major boom in rail The past ten years witnessed a major boom in rail transit development in China.transit development in China.

1.0 Introduction1.0 Introduction

· · Intention for the metro:Intention for the metro:

1 improve mobility1 improve mobility

2 spatial structuring against sprawl2 spatial structuring against sprawl

·· Purpose of the study: Purpose of the study:

1 How has the introduction of Shanghai’s 1 How has the introduction of Shanghai’s metro rail influenced trip making? metro rail influenced trip making?

2 Does the development of the metro 2 Does the development of the metro system affect land use around transit system affect land use around transit stations? stations?

1.0 Introduction1.0 Introduction

2.0 Background Information of Shanghai2.0 Background Information of Shanghai

Location and populationLocation and population• at the junction of the east coastal economic belt at the junction of the east coastal economic belt and thand the Yangtze River Basin economic belt. e Yangtze River Basin economic belt. • 18 districts and one island county,18 districts and one island county,• total area of 6,340.5 square kilo-meters total area of 6,340.5 square kilo-meters • Pudong New Area:523 square kilo-meters Pudong New Area:523 square kilo-meters • population total : around 17 m. registered :13.44m. population total : around 17 m. registered :13.44m.

• Density:Density:

Central area density in year of 2000 and 1990(thousand, person/square km)

Area

2000 1990

Population move out Population Density Population Density

Huangpu 363.6 574.5 46296 938.1 75592

Luwang 146.9 328.9 40859 475.8 59105

Jingan 181.3 305.3 40069 486.6 63861

New Districts 7418.2 2041

County 2059.2 852

Shanghai Wide 16407.7 2588 13341.9 2104

3.1 times higher than Beijing, and 2.9 times3.1 times higher than Beijing, and 2.9 times higher than Tianjin.higher than Tianjin.


• Density (in 100s personsDensity (in 100s personsper square kilometers):per square kilometers):


0

200

400

600

800

1000

1200

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Di stance(km)

pers

on/h

a

Shanghai - 1994

Shanghai - 2000

Par i s

• Economic growthEconomic growth

Growth rate over 10 percent for more than thirteen yearsGrowth rate over 10 percent for more than thirteen years


• Metro Lines in Shanghai:Metro Lines in Shanghai:


Line #Length (KM)

Headway (min.)

StationsYear Opened

1 32.54 3 25 1995

2 18.32 3.5 13 2000

3 23.17 5.5 19 2000

5 17.2 6.5 11 2003

Maglev 30 20 2 2002

• Metro in Shanghai:Metro in Shanghai:


Rail Transit Lines in Shanghai

Urban Rai l PSG

0

20

4060

80

100

120140

160

180

1995 2000 2001 2004 2005

Year

Million

Rail Transit Passenger Trips in Shanghai

• Survey year and sample size:Survey year and sample size:

Passengers Resident Total

2000 475 384 859

2002 466 466 932

2003 300 305 605

Conducted by the Conducted by the Department of Urban Department of Urban Planning at Tongji Planning at Tongji University of 40 students University of 40 students and faculty member in the and faculty member in the three yearsthree years

3.0 Study3.0 Study MethodologyMethodology

• Interview: passengers and residents :Interview: passengers and residents :

passengers waiting for the trainpassengers waiting for the train

residents within the buffer zoneresidents within the buffer zone Trip purpose Trip purpose

Trip Modes Trip Modes

Changes in Trip Times Changes in Trip Times

Frequency of downtown visitFrequency of downtown visit

Opinion: facility, service, connecting transportOpinion: facility, service, connecting transport


Functional composition:Functional composition:

• Create two buffer zones around each of the rail stationCreate two buffer zones around each of the rail station

• Compare shares of each type of land use between the two bufferCompare shares of each type of land use between the two bufferss

• Studies land use for between the 0-500 meter buffer and the 50Studies land use for between the 0-500 meter buffer and the 500-1,000-meter buffer for suburban stations.0-1,000-meter buffer for suburban stations.

Development intensity:Development intensity:

• compare in 200-500 and 500-1000 meters in peripherycompare in 200-500 and 500-1000 meters in periphery

• density in low(FAR< 1.0),medium(FAR 1.0~2.5), high(FAR>2.5)density in low(FAR< 1.0),medium(FAR 1.0~2.5), high(FAR>2.5)

3.0 Study Methodology: Field survey:3.0 Study Methodology: Field survey:


Year Work SchoolPersonal Business Shopping Recreational Other

2000 20.4% 6.58% 3.29% 26.75% 30.5% 12.5%

2002 24.6% 3.8% 4.7% 33.9% 17.4% 15.6%

2003 36.5% 5.2% 10.9% 28.6% 9.4% 9.4%

•1 influence on trip making characteristics in Shanghai 1 influence on trip making characteristics in Shanghai

4.0 Study4.0 Study Results:Results:

Trip purposeTrip purpose::

rail transit is mostly used for work commuterail transit is mostly used for work commute

In 2000 less developed service in suburban ,more In 2000 less developed service in suburban ,more travel for recreationtravel for recreation





Year 2002


Trip ModesTrip Modes

Walk BicyclePowered Bicycle

Motorcycle Bus Car Metro Other

Before Metro Opening

11.45% 14.48% 4.04% 1.68% 63.30% 2.36% 0 2.70%

Current 9.42% 14.86% 3.26% 0.36% 17.39% 1.45% 52.90% 0.36%

Big shift from bus to metro.Big shift from bus to metro.

Less passenger in 2000 due to:Less passenger in 2000 due to:

fare too high. fare too high.

not direct link to destinations not direct link to destinations

inconvenient for transfersinconvenient for transfers


Changes in Trip TimesChanges in Trip Times

2002 Interview

Trip Time (min.) 〈 =5 6~15 16~30 31~60 61~120 〉 120

Before Rail 4.60% 11.90% 20.10% 33.30% 20.10% 10.00%

Now 8.30% 29.20% 37.10% 19.20% 5.10% 1.10%

2003 Interview

≤5 6 ～ 15 16 ～ 30 31 ～ 60 61 ～ 120 >120

Before Rail 5.65% 16.96% 18.70% 38.26% 18.26% 2.17%

Now 4.94% 23.77% 40.12% 24.38% 4.32% 2.47%


Increase in less than 30 minutes proportionsDecrease in longer time proportions


Frequency of downtown visitFrequency of downtown visit


Quite frequent to visit downtown for the Quite frequent to visit downtown for the vitality of city centervitality of city center

DailyEvery 2-

3 DayOnce a

Week

2-3 Times

per Week

Once a Month

Sometimes Rarely

Year 2002

Before 10.00% 9.70% 13.90% 15.10% 17.40% 27.00% 6.90% 100.00%

After 15.60% 13.20% 15.60% 16.10% 15.80% 16.70% 7.00% 100.00%

Year 2003

Before 8.95% 13.23% 12.45% 10.12% 15.17% 31.91% 8.17% 100.00%

After 12.18% 16.67% 14.74% 19.55% 16.67% 14.10% 6.09% 100.00%




•2 Land use near the station2 Land use near the station Land Use Composition :Land Use Composition :

Residential Office Commer.Other public

Industrial /Warehouse

Green Space Transp.

Vacant Total

Metro Line-1

Inner Buffer 24.5 3.0 24.0 8.1 0.9 16.7 18.8 4 100

Outer Buffer 36.6 4.8 16.3 7.4 2.2 11.8 16.0 4.9 100

Differences +12.1 +1.8 -7.7 -0.7 +1.3 -4.9 -2.8

Metro Line-2

Inner Buffer 26.4 6.3 18.1 5.5 0.5 15.9 22.4 4.9 100

Outer Buffer 35.3 4.2 15.5 7.0 3.2 14.2 14.4 6.2 100

Differences +8.9 -2.1 -2.61 +1.5 +2.7 -1.7 -8.0

Metro Line-3

Inner Buffer 25.7 2.8 10.7 3.5 8.6 7.7 38.6 2.4 100

Outer Buffer 45.1 2.0 8.9 9.2 8.7 3.5 20.2 2.4 100

Differences +19.4 -0.8 -1.8 +5.7 +0.1 -4.2 -18.4

land use compositions in 0-200 vs. 200-500 buffer


Residential Office

Commer-cial

Other public

uses

Industrial /Warehouse

Green Space Transp. Vacant Total

500-meter42.00

% 1.60% 8.90% 5.30% 3.80% 14.80% 20.30% 3.30%100%

1000-meter49.90

% 0.90% 5.30% 5.40% 10.40% 12.20% 11.70% 4.30%100%

Land use composition in suburban stations of Metro Line-1, Shanghai

•2 Land use near the station2 Land use near the station Land Use Composition :Land Use Composition :


•Land use near the station: Land use near the station:


Metro Line FAR<1 FAR=1-2.5 FAR>2.5

Metro Line-1

Inner Buffer 29.4 22.9 45.7

Outer Buffer 26.5 35.4 35.6

Differences -2.9 +12.5 -10.16

Metro Line-2



Differences -5.4 +7.6 -2.28

Metro Line-3



Differences -5.3 +10.1 +1.8

Comparison of development intensity between 0-200 and 200-500 buffer zones in Shanghai

•2 Land use near the station2 Land use near the station Land Development Intensity :Land Development Intensity :


compare the land uses between 2000 and 2003 for Xinzhcompare the land uses between 2000 and 2003 for Xinzhuang Station:uang Station:

more commercial and office uses replaced more commercial and office uses replaced residential uses in areas closer to the stationresidential uses in areas closer to the station



Development intensity among three metro lines in Shanghai

Metro FAR<1 FAR=1-2.5 FAR>2.5

L-1 26.9 33.4 37.2

L-2 38.4 40.6 21

L-3 43.6 38.5 16.8

Line-1 is more intense than Line-2Line-1 is more intense than Line-2Line-2 is more intense than Line-3Line-2 is more intense than Line-3



zhongshan Park Station(RMB/Sq.M)

0100020003000400050006000700080009000

10000

0-500m 500-1000m

200120022003

J i angwan Station Area Property Value(RMB/Sq.M)

0

1000

2000

3000

4000

5000

6000

7000

0-500m 500-1000m 1000-1500m

200120022003

Change in Housing Prices

Sun Yat-sen Park StationSun Yat-sen Park Station Jiang wan Zhen Station, the North terJiang wan Zhen Station, the North terminal of Line-3minal of Line-3


•3 The case of Sun Yat-sen Park Station 3 The case of Sun Yat-sen Park Station • Interchange of line-1 and line-2Interchange of line-1 and line-2 • 320 thousand residents In an area of 1.5 kilometers 320 thousand residents In an area of 1.5 kilometers in radiusin radius 918 thousand residents In an area of 3.0 kilometers in radius918 thousand residents In an area of 3.0 kilometers in radius


•3 The case of Sun Yat-sen Park Station 3 The case of Sun Yat-sen Park Station • land useland use site: part of Shanghai Steel and Iron Company Unit-3.site: part of Shanghai Steel and Iron Company Unit-3.


•3 The case of Sun Yat-sen Park Station 3 The case of Sun Yat-sen Park Station • Dream of Dragon project:Dream of Dragon project:


•3 The case of Sun Yat-sen Park Station 3 The case of Sun Yat-sen Park Station

• Planning concept of evolution:Planning concept of evolution: Follow Japan and Hongkong, take the advantage of the metro interFollow Japan and Hongkong, take the advantage of the metro interchangechange relocate the Park Station of Line-2 500 meter west. relocate the Park Station of Line-2 500 meter west. three facilities on the site three facilities on the site attracted interests from many developers. attracted interests from many developers. Shanghai Changfeng Inc. won the projectShanghai Changfeng Inc. won the project

• Dream of Dragon project:Dream of Dragon project: investment:investment:US$366 millionsUS$366 millions construction started in June 2002construction started in June 2002 , part open in December 2005 floor space area :320 thousand square meters floor space area :320 thousand square meters 25 thousand sqm for office use25 thousand sqm for office use 5-star hotel with 780 guest rooms. 5-star hotel with 780 guest rooms. 200 thousand square meters Shopping center200 thousand square meters Shopping center


•3 The case of Sun Yat-sen Park Station 3 The case of Sun Yat-sen Park Station


•3 The case of Sun Yat-sen Park Station 3 The case of Sun Yat-sen Park Station •Dream of Dragon project:Dream of Dragon project: transport connection transport connection 1000-square meter lobby to the station1000-square meter lobby to the station 1500-sqm transfer area for taxi and bus1500-sqm transfer area for taxi and bus 45-meter long skyway connect with line-345-meter long skyway connect with line-3 750 parking spaces for cars. 750 parking spaces for cars. Key elements:Key elements: willingness of various stakeholders willingness of various stakeholders institutional supports, FAR bonusinstitutional supports, FAR bonus

•More terminal complex TODMore terminal complex TOD

Lot Size (m2)

Planned FAR

Public Space Bonus (m2)

Building Area (m2)

Actual FAR

Vehicle Parking (Spaces)

Bicycle Parking (m2)

Green Space (%)

25899 6.7 34705 208228 8.04 900 2803 21

First Phase Opening:

December Last Year

Not So Success Yet

Hinterland Area Double

Xuj i ahui

wal ki ngbi keMopedBusMet rocarother

Wuj i aochang

wal ki ngbi keMopedBusMet rocarother

Modal Split:

70% by Public Transport

Metro Double the Visitor

Surveyed in August 2005

5.0 Conclusion:5.0 Conclusion:

• Rail transit in Shanghai does change Rail transit in Shanghai does change the trip making characteristics of those the trip making characteristics of those living near the stationsliving near the stations

• Changes in land use patterns Changes in land use patterns associated with the rail transit are also associated with the rail transit are also consistent with the urban economics consistent with the urban economics theory: theory:

• Rail transit does affect land use in Rail transit does affect land use in areas where the system goes in areas where the system goes in Shanghai Shanghai

5.0 Conclusion: (con’t)5.0 Conclusion: (con’t)

•The private sector is playing an The private sector is playing an increasingly important role in China’s increasingly important role in China’s transportation planning and land use transportation planning and land use decisionsdecisions

• City wide transport strategy is critical City wide transport strategy is critical to guarantee the relative accessibilityto guarantee the relative accessibility

• The influence range of a station is far The influence range of a station is far beyond the 5 minutes , so connecting beyond the 5 minutes , so connecting transport is very important to be transport is very important to be concerned.concerned.

Documents

Rail Transit Impacts on Trip Making and Land Development in Shanghai, China This study is jointly supported by Natural Science Foundation of China (NSFC)