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BEIJING OLYMPIC URBAN TRANSPORT DEVELOPMENT STRATEGY
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Abstract: With Beijing’s successful winning of its bidding for the 2008 Olympic Games, Beijing is striving to become a modern international metropolis and builds a NEW BEIJING TRANSPORT SYSTEM for the Games. The paper introduces th e characteristics of the Olympic transport and urban transport objectives, and develops a strategy for the Games. Citizen in Beijing know that the Olympic Games are a great opportu nity, to accelerate the development of Beijing transport system, to improve the traffic cons ciousness, to establish a “user service” idea in the minds of transport managers, and to provide wonderful systematic travel services in order to hold unique and successful Olympic Games. Beijing now makes great efforts to grasp this opportunity. &RS\ULJKW,)$&
Key words: Olympic Transport, Beijing Transportation Syst 1. INTRODUCTION The 29th Olympic Games will be the largest international sports event in China. The Games will be held in Beijing, the Chinese capital, political and cultural center, and also a metropolitan city that has about 14 million inhabitants. During the Games, first, different cultures will communicate, interject or collide; second, Beijing will show its new, opening, flourishing features in the world’s sights; third, all news related to the Games might be the most important one. Therefore, it is certain that Beijing needs to deal with requirements from almost all aspects, in which transport quality might be the hugest one. The successful operation of the urban transport system will be one of the key factors for the success of the Games. The reason is as follows; (1) the transport system has to bear all the trips of official, VIP, athlete, spectator, and volunteer; (2) at the same time, according to impartiality rules, the system should guarantee the daily trips of the citizens. The urban transport system in Beijing should not only meet the Olympic transport demands, but also meet the service level of citizen’s daily trips. 2. CHARACTERISTICS OF OLYMPIC TRANSPORT During the Games, there will be officials, athletes, and spectators coming from more than 200
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
em, and Transport Strategy
countries. According to the forecast in a research, IOC and NOC officials will be about 3,000 persons; athletes, judges and technical officials about 20,000 persons; VIP and sponsor will be about 10,000 persons; accredited media will be 20,000 persons; organizer and volunteer will be 110,000 persons; total spectator’s trip will be 150 million person*times; and the average number of Olympic trips will be 50 million person*times per day. Each type of persons has different travel demand and their patterns are different. Thus the Olympic Transport System will be a most complex aggregate that is comprised by many different types of participants. The complex degree of the system is mainly represented by the following: on the culture aspect, the participants come from different countries and organizations, and have different culture backgrounds and mentalities; on the internationalism aspect, each participant has its unique national characteristic; as on the transport, participants with different travel demand will accumulate in given time and space, which will certainly bring a huge traffic pressure, given the large number of participants as mentioned above. The other characteristic of Olympic Transport is the particularly and strictly defined requirements for travel quality that must be met, including separate levels of service, punctuality, safety, reliability an d impartiality. First, the Olympic Transport System
Page 10
should provide separate levels of travel service to each type of participants according to rules of IOC. Second, each game has its predefined begin time, because all participants have to congregate at the venue in a short time. Third, each incident and accident might cause severe impacts and it is certain that the safety and security are very important during the Games. According to rules of IOC, reliable travel service should be provided, and contingency planning must be drawn in advance. Impartiality should be strictly guaranteed. For example, accessible transport should be provided, and disturbance to city daily transport should be limited as much as possible. As an international event, the scale of the Games i very huge. Transport is one of most important conditions of the Games. Each aspect of transport infrastructure and management might be concerned and even become the focus news all over the world. To hold the Games, vast funds should be used to the transport infrastructure construction and transport system management. Manpower resources are also necessary to Olympic transport, including dedicated and strong project leaders, seasoned planning and management engineers, and large numbers of educated volunteers. The travel service to each type of participants is structured in different levels. Figure 1 shows the usual composition of Olympic participants. Besides these participants, there will also be the National VIP, the City VIP, and non-accredited media. These three types of participants also need good travel service. Service objects of transport sy stem during the Games
Oly m pic travel
City daily travel
Dedicated transport sy stem
s
During the Games, trips generated by spectators, volunteers and organizers are very huge. But travel services for them are at a secondary level, and public transport service is provided to them as usual. Almost all previous Olympic Games have focused on the proper operation of public transport service as issue of high importance. For example, effective measures include: (1) the construction of a perfect public transport system, (2) the recruitment and training of volunteers as additional drivers, (3) the recruitment and dispatching of additional vehicles, and (4) the establishment of relevant Public Transport Priority Policies. The 29th Olympic Games plan to use 37 venues. Sailing, equestrian and preliminary football matches will be held at 6 venues out of Beijing. 27 events will be held at 31 venues that lie in 4 main areas in Beijing, which are the Olympic Green Area, the West Community Area, the North Sightseeing Area, and the University Area. Among 27 events, 15 of them will be held at 14 venues in the Olympic Green Area; the venues of these events are close to the Olympic Village, Media Village, Main media center and international broadcast & TV center. The travel time from 14 venues to the Olympic Village will be less than 5 minutes. For the other 10 venues, it will be less than 20 minutes. Almost all the venues in Beijing are adjacent to an expressway.
Public transport sy stem
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Travel service of the Olympic Family (OF) is at the highest level, which include the dedicated and special travel service. The Olympic Family can be divided into two parts by their travel characteristic. One part of the OF includes athletes, judges, officials, VIPs and sponsors. They need dedicated vehicles, so that they can arrive at the venue safel quickly, conveniently and on time. Others are accredited media. Their trips have unique origins and destinations, which are venues and media center. Media’s trips also have the characteristic of being staggered and massive. During important events there will be huge quantities of media trips.
Transport and Composition of Olympic participants
Participants of transport system during the Olympic Games include the ‘Olympic Family’ (including athletes, judges, officials, VIPs, sponsors), spectators, volunteers and ordinary citizens. Each type of participant has their specific travel demand, origin and destination. Therefore, all the past Olympic Games organized transport separately for the different participants and provided different levels of travel service for each type of participants.
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
Utilization after the Games has been adequately considered in the process of locating, designing, and constructing of each venue. Olympic venues locations are shown in Figure 2. 3. URBAN TRANSPORT OBJECTIVES FOR THE OLYMPIC GAMES Strict rules related to the Olympic transport have been prescribed by the IOC, which include the following:
To ensure that the Olympic Family, media and spectator are provided with comfortable, safe, reliable and punctual travel service during the Games.
Page 11
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Figure 2: Venues location of the 29th Olympic Games.
To protect the environment, to limit vehicle exhaust gas and other pollution, and to ensure that the air quality meets the IOC standard. To ensure the successful running of the Games, at the same time, to try to limit disturbances to citizen’s daily trips and daily life. To establish a contingency plan: if an incident occurs that can lead to traffic jam, proper measures should immediately be taken to ensure the successful progress of the Games. To work in the light of the ideal of a sustainable development, and to scientifically and logically plan the transport infrastructure according to the city development plan, so that the corresponding investment is reasonable and the utilization of the facilities after the games is considered. To adequately utilize the potential of the transport establishment and management measures, such as Transport Demand Management, so that resources are saved, and investments are minimized.
In the light of IOC’s transport rules, according to the Beijing Olympic promise and the related contract, the following transport objectives should be met: The duration of ingress traffic for opening and closing celebration should be less than 150
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
minutes. For egress traffic, it should be less than 200 minutes. The duration of egress spectator traffic for large-scale events, such as football, track and field should be less than 25 minutes. The time to take a bus should be less than 90 minutes. The travel time from the Olympic Village to the farthest training and matching venue should be less than 30 minutes. The permitted delay or early departure time, because of contingency such as bad weather or a traffic accident, should be less than 20 minutes.
The aforementioned rules and objectives are the guide to construct the Beijing Olympic Transport system. For Beijing, it might be easy to meet the short-team Olympic Transport demands to a certain extent; however, it is very difficult to grasp the chance to establish a transport system and culture that can serve the city’s long-term development. 4. BEIJING URBAN TRANSPORT DEVELOPMENT STRATEGY The 29th Olympic Games is not only a great challenge, but also a great chance to the Beijing urban transport system. In virtue of the chance to
Page 12
hold the Olympic Games, and in light of the “nation’s capital – world city – historic city – fitting dwell city” idea, Beijing has developed the “Master Plan of Beijing (2004-2020)”, in which the “two axis – two corridors – multi-centered” spatial structure is built, and the development strategy of “New Beijing Transport System” is drawn. The Master Plan is mainly embodied by firmly adjusting the city's spatial structure and its distribution of functions, controlling the land use density and scale in the Center City, optimizing and adjusting the city transport structure, and establishing public transport as the main mode for daily commuting journeys as early as possible. At the same time, existing transport resources and facilities must be comprehensively integrated and more efficient use of them has to be made, so that the transport system can provide safe, efficient, fast, convenient, comfortable and environmental friendly services with a human scale. The long-term goal for transport development in Beijing is to develop a comprehensive “New Beijing Transport System”. This new system shall meet the requirements for the Capital's social and economic development and the increasing and changing travel demand. It shall support Beijing's function as a Capital city as well as its functions as a modern metropolis. “New Beijing Transport System” will be a comprehensive transport system based on the development of modern and advanced transport facilities with a public transport system being its main component. Its development shall be compatible with the status of Beijing as a wellknown cultural and historic city, harmonious with its natural and ecological environment. It shall guide and support the achievement of an optimal spatial structure and functional distribution, and achieve the goal of sustainable development. The short-term goal is in the light of “new Beijing, new Olympic”, establishing a preliminary framework for the “New Beijing Transport System”. In light of the Scientific Developing Idea, in the process of developing “New Beijing Transport System”, ten relationships must be well managed. These include: transport & city development; transport & economy & society development; urban transport & in city and inter city transport; different type of travel mode; construction of infrastructure & organization of traffic flow and transportation; construction & maintenance of infrastructure; newly constructed infrastructure & in use infrastructure; main infrastructure & affiliated and management infrastructure; transport development & establishment of a professional and specialized team. More specific, the goal is, first of all, to push forward the establishment of modern public transport system by taking the high-speed urban rail transport system as the lead and the main mode for passenger transport, so that (1) it can effectively enhance the system
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
capacity; (2) it can comprehensively optimize the system structure and scientifically collocate resources, to effectively enhance the system’s coherence and efficiency. Eventually, it would meet the continually increasing travel demand caused by the development of society & economy and also the elevation of daily life quality.
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The road infrastructure includes the city road system and the suburban highway system. As for the city road system, focus will be given on the express road system and the “micro circulation” systems. As for the suburban highway system, the municipal highway network will be connected to the national trunk highway network and the regional highway network to enhance Beijing's function as the leading traffic hub that provides powerful support to allow resource sharing and mutual development support and co-ordination in the Bohai (North China sea) economic region. By 2008, the expressway network of 280km and the freeway network of 890km will be completed according to the planning. The ongoing construction of the city rail transit system consists of suburban rail, underground, light rail, and tram, which can improve the transport in the Central City and provide effective support to the development of the edge groups and the suburban new towns. By 2008, the total operation length of the rail network will be 192km, and in 2010 it will be about 300km. It is important to scientifically plan the terminals considering their function and scale, to speed-up the corresponding construction, and to achieve effectively transfer between different transport modes. Parking facilities will be planned, constructed and managed and will be made appropriate to different local conditions. The city aims at intelligent transport information management and comprehensively constructs facilities related to information collection, transmission, service, and to traffic control, transport organization and emergency management. In the process of transport infrastructure construction, we must maintain a harmonious coordination between transport development and city development. In methodologically allocating city transport resources, full consideration will be given to the restrictions of land use, environmental capacity and local conditions to keep the transport development in harmony with city environment resources. In addition, based on the historic and cultural city protection plan, the traditional layout of the road systems in the old city and districts has to
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be maintained, and the scale of road network is strictly controlled. The roads in the old city and districts need to meet the basic transport demand and the standards for civil engineering. The renovation and enlargement is done under the precondition of the protection of the historic and cultural characters in the old city and districts.
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By 2010, the public transport system will take more than 40% of daily trips and 50~60% in morning and evening peak hours. The detailed approaches include the following: With regard to rail passenger transport service: make use of advanced equipments and methods to renovate existing lines, optimize operation management, and enhance safety measures. With regard to (trolley) bus passenger transport service: optimize and adjust the distribution of (trolley) bus routes, stations and depots, increase routes and network coverage, improve the hierarchical structure of function distribution, establish a three-grade (trolley) bus operation network. With regard to taxi service: implement Franchising Method to manage the taxi enterprises, control the total number of taxis in use, and improve their utility and efficiency. With regard to pedestrian and bicycle services, try to improve the related condition, and build pedestrian system and bicycle road network. For traffic management: aim at the construction of Intelligent Transportation Systems, synthesize and share transport information, realize comprehensive information service, optimize time and space distribution of traffic flow, and improve efficiency of transport establishment. For the entire transport system: implement a unified, harmonious, efficient traffic and transport management, synthesized the function of government, decision maker and the public, harmonize the planning, investment, construction, management, control and charging in urban transport system, and provide better transport service to the public.
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Transport Guiding Development Policy. Give priority to transport infrastructure development, bring construction forward in a suitable way, These policies thereby guide and support the adjustment of city’s spatial structure. This process will be continued and strengthened. The principle of “planning in synchronization, building in advance” for transport infrastructure will be firmly adopted in the regeneration of built up areas and the development of New Cities. In determining the scale of construction and function distribution, the
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
constraints imposed by the potential capacity of transport resources will be fully taken into account. A transport impact analysis system for construction projects and an inspection and approval system for transport organization design will be established. Public Transport Priority Policy. Transport resources will be rationally distributed and utilized to meet requirements for sustainable development according to the principle of fairness and efficiency. Public transport development will take priority in planning, investment, construction, operation and service provision and so on. A strategy of priority in land allocation for facilities, investment arrangements, right-of-way on road, finance and taxation for public transport will be implemented. Different Strategies for Different Areas. Different transport modes will be adopted for the Center City and New Cities, by taking into account different requirements of different areas of the city and their local available transport resources. Proper transport facility provision and management strategies will be applied according to different local conditions. A distinction is made in transportation modes and policies between the old city and areas around the old city. The Old City district: To conserve and enhance its distinct cityscape, the existing road network layout will remain unchanged. For the designated historic and cultural protection areas and streets within the first ring road, especially for the area around the Forbidden City, the current scale of road space will be kept. Under the premise of protecting originally overall patterns of the Hutong (old street) system, necessary adjustments will be carried out according to the hierarchy of pedestrians, bicycles, and minibusses. Pedestrians will be given the highest priority. Emphasis will be given on the development of underground and surface public transport system and a much stricter management policy will be applied to cars by adjusting parking supply and, if necessary, charging in certain areas. The Central City excluding the Old City district Priority will be given to the development of rail transit and high-speed high capacity public transport to serve as the backbone to the public transport system. Car traffic will be controlled according to available road infrastructure and the limitations of the environment capacity. New Cities and suburban towns: Comparative loosened circumstances will be created for cars while development priority is given to the public transport service network. In addition, the New Cities shall have a proper size, service facilities and a complete
Page 14
functional structure to minimize traffic flows to and from the Central City.
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Full traffic planning and organization are the basic and necessary conditions to the successful operation of the Olympic transport system.
5. BEIJING OLYMPIC TRANSPORT MEASURES The Olympic Games will bring a tremendous passengers and cargo demand in limited time and space, and will inevitably aggravate the traffic pressure in Beijing. Therefore, it will be valuable t search for proper Olympic transport measures, in order to realize the successful operation of the Olympic transport system with less cost. Considering the characteristics of the Olympic transport and Beijing transportation system, in line with the idea of constructing the new Beijing Transport System, the corresponding measures are studied as follows:
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Utilize ITS technology to optimize time and space distribution of traffic flow, improve efficiency of transport establishment, and spread the concentrated level of Olympic transport demand. As for the additional, severe traffic conflicts during the Games, ITS technology should be adequately utilized to realize optimal management and reasonable resource allocation, and to avoid redundant infrastructure construction.
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The Olympic transport plans include the following: a master plan of the total system, a special plan for the Olympic Green, and a plan for each venue. After working out the primary plan, traffic simulation can help to find the possible problems and ascertain corresponding measures. The plans have to be flexible and. No plan can take into account all possible problems in the future transport system; hence flexibility is absolutely necessarily. At the same time, the plan should keep updating new data comes available. In the process of the Olympic Transport organization, humanism and impartiality should be recognized. The Olympic and the city daily transport demand should be met with at the same time. Function of the public transport system should be highly regarded. Proper measures, such as improving the operation and service level, adjusting and adding routes, adjusting and extending service times can effectively guarantee the system’s function to carry spectator and city daily traffic flow. 3URSHUWUDIILFGHPDQGPDQDJHPHQWPHDVXUHV
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Experiences of previous planned special events indicate that a perfect, authoritative and efficient framework of organization and coordination are the most important conditions to the successful operation of the Olympic transport system. Therefore, Beijing should organize that corresponding government branches will set up a dedicated, authoritative framework to organize and coordinate the Olympic transport, and retain excellent domestic and foreign traffic experts to be traffic consultants.
Traffic attraction of the Olympic Green will be very huge during the Games. Duration of the normal Olympic Games is 16 days. Considering the Paralympics and transformation period, the duration will be 2 months. In one word, the duration of these events is short while many tasks have to be done. If Beijing would excessively increase the traffic supply to meet the short-term travel demand, it’s certain that there will be huge waste, and it will harm the sustainable transport development. Therefore, proper traffic demand management measures are essential.
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The quantity of Olympic participant is very huge, and each type of the participants has specific travel demand. Hence distinct levels of travel service should be provided accordingly. The difference mainly refers to trip routes, travel modes and priorities. For example, the IOC officials require the highest level of travel service, including the highest travel priority, dedicated vehicle, travel route in guard, and even dedicated lane or road if necessary.
The Olympic Games is not only an international match, but also a holiday time for many around the world. Thus traffic information dissemination is necessary, so that the citizen can understand and accept the plans and measures.
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
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The Olympic Games is one important opportunity to show the science and technology strength of China. However, practicability and reliability are very important in the process of construction of the Olympic transport system. Beijing should bring
Page 15
together the exhibition of strength and the settling of transport problem, so that the wonderful features can be shown, and the Olympic transport problem can be solved in an economical and practical way. 6. CONCLUSIONS With the aim to hold characteristic and successful Olympic Games in 2008, Beijing has been constructing an efficient, safe and convenient Olympic Urban transport system since the winning of candidature. Citizens in Beijing know that the Olympic Games is a great opportunity to accelerate the development of the Beijing transport system, to improve the traffic consciousness, to establish the idea of “user service” in the mind of transport
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
manager, and to provide wonderful systematic travel services. Now they are making great efforts to grasp this opportunity. REFERENCES Liu, Xiaoming (2003):
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, Proceedings of Beijing International Seminar on Olympic Transportation. 2SHUDWLRQ 3ODQQLQJ IRU 7KH WK 2O\PSLF *DPHV
Beijing Municipal Government (2005).
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Quan, Yongsen (2002)
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Olympic Transport.
, The First Forum for
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Abstract: With Beijing’s successful winning of its bidding for the 2008 Olympic Games, Beijing is striving to become a modern international metropolis and builds a NEW BEIJING TRANSPORT SYSTEM for the Games. The paper introduces th e characteristics of the Olympic transport and urban transport objectives, and develops a strategy for the Games. Citizen in Beijing know that the Olympic Games are a great opportu nity, to accelerate the development of Beijing transport system, to improve the traffic cons ciousness, to establish a “user service” idea in the minds of transport managers, and to provide wonderful systematic travel services in order to hold unique and successful Olympic Games. Beijing now makes great efforts to grasp this opportunity. &RS\ULJKW,)$&
Key words: Olympic Transport, Beijing Transportation Syst 1. INTRODUCTION The 29th Olympic Games will be the largest international sports event in China. The Games will be held in Beijing, the Chinese capital, political and cultural center, and also a metropolitan city that has about 14 million inhabitants. During the Games, first, different cultures will communicate, interject or collide; second, Beijing will show its new, opening, flourishing features in the world’s sights; third, all news related to the Games might be the most important one. Therefore, it is certain that Beijing needs to deal with requirements from almost all aspects, in which transport quality might be the hugest one. The successful operation of the urban transport system will be one of the key factors for the success of the Games. The reason is as follows; (1) the transport system has to bear all the trips of official, VIP, athlete, spectator, and volunteer; (2) at the same time, according to impartiality rules, the system should guarantee the daily trips of the citizens. The urban transport system in Beijing should not only meet the Olympic transport demands, but also meet the service level of citizen’s daily trips. 2. CHARACTERISTICS OF OLYMPIC TRANSPORT During the Games, there will be officials, athletes, and spectators coming from more than 200
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
em, and Transport Strategy
countries. According to the forecast in a research, IOC and NOC officials will be about 3,000 persons; athletes, judges and technical officials about 20,000 persons; VIP and sponsor will be about 10,000 persons; accredited media will be 20,000 persons; organizer and volunteer will be 110,000 persons; total spectator’s trip will be 150 million person*times; and the average number of Olympic trips will be 50 million person*times per day. Each type of persons has different travel demand and their patterns are different. Thus the Olympic Transport System will be a most complex aggregate that is comprised by many different types of participants. The complex degree of the system is mainly represented by the following: on the culture aspect, the participants come from different countries and organizations, and have different culture backgrounds and mentalities; on the internationalism aspect, each participant has its unique national characteristic; as on the transport, participants with different travel demand will accumulate in given time and space, which will certainly bring a huge traffic pressure, given the large number of participants as mentioned above. The other characteristic of Olympic Transport is the particularly and strictly defined requirements for travel quality that must be met, including separate levels of service, punctuality, safety, reliability an d impartiality. First, the Olympic Transport System
Page 10
should provide separate levels of travel service to each type of participants according to rules of IOC. Second, each game has its predefined begin time, because all participants have to congregate at the venue in a short time. Third, each incident and accident might cause severe impacts and it is certain that the safety and security are very important during the Games. According to rules of IOC, reliable travel service should be provided, and contingency planning must be drawn in advance. Impartiality should be strictly guaranteed. For example, accessible transport should be provided, and disturbance to city daily transport should be limited as much as possible. As an international event, the scale of the Games i very huge. Transport is one of most important conditions of the Games. Each aspect of transport infrastructure and management might be concerned and even become the focus news all over the world. To hold the Games, vast funds should be used to the transport infrastructure construction and transport system management. Manpower resources are also necessary to Olympic transport, including dedicated and strong project leaders, seasoned planning and management engineers, and large numbers of educated volunteers. The travel service to each type of participants is structured in different levels. Figure 1 shows the usual composition of Olympic participants. Besides these participants, there will also be the National VIP, the City VIP, and non-accredited media. These three types of participants also need good travel service. Service objects of transport sy stem during the Games
Oly m pic travel
City daily travel
Dedicated transport sy stem
s
During the Games, trips generated by spectators, volunteers and organizers are very huge. But travel services for them are at a secondary level, and public transport service is provided to them as usual. Almost all previous Olympic Games have focused on the proper operation of public transport service as issue of high importance. For example, effective measures include: (1) the construction of a perfect public transport system, (2) the recruitment and training of volunteers as additional drivers, (3) the recruitment and dispatching of additional vehicles, and (4) the establishment of relevant Public Transport Priority Policies. The 29th Olympic Games plan to use 37 venues. Sailing, equestrian and preliminary football matches will be held at 6 venues out of Beijing. 27 events will be held at 31 venues that lie in 4 main areas in Beijing, which are the Olympic Green Area, the West Community Area, the North Sightseeing Area, and the University Area. Among 27 events, 15 of them will be held at 14 venues in the Olympic Green Area; the venues of these events are close to the Olympic Village, Media Village, Main media center and international broadcast & TV center. The travel time from 14 venues to the Olympic Village will be less than 5 minutes. For the other 10 venues, it will be less than 20 minutes. Almost all the venues in Beijing are adjacent to an expressway.
Public transport sy stem
Organizer
Volunteer
Spectator
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Spons or
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Official
Judge
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Figure 1:
Travel service of the Olympic Family (OF) is at the highest level, which include the dedicated and special travel service. The Olympic Family can be divided into two parts by their travel characteristic. One part of the OF includes athletes, judges, officials, VIPs and sponsors. They need dedicated vehicles, so that they can arrive at the venue safel quickly, conveniently and on time. Others are accredited media. Their trips have unique origins and destinations, which are venues and media center. Media’s trips also have the characteristic of being staggered and massive. During important events there will be huge quantities of media trips.
Transport and Composition of Olympic participants
Participants of transport system during the Olympic Games include the ‘Olympic Family’ (including athletes, judges, officials, VIPs, sponsors), spectators, volunteers and ordinary citizens. Each type of participant has their specific travel demand, origin and destination. Therefore, all the past Olympic Games organized transport separately for the different participants and provided different levels of travel service for each type of participants.
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
Utilization after the Games has been adequately considered in the process of locating, designing, and constructing of each venue. Olympic venues locations are shown in Figure 2. 3. URBAN TRANSPORT OBJECTIVES FOR THE OLYMPIC GAMES Strict rules related to the Olympic transport have been prescribed by the IOC, which include the following:
To ensure that the Olympic Family, media and spectator are provided with comfortable, safe, reliable and punctual travel service during the Games.
Page 11
y,
Figure 2: Venues location of the 29th Olympic Games.
To protect the environment, to limit vehicle exhaust gas and other pollution, and to ensure that the air quality meets the IOC standard. To ensure the successful running of the Games, at the same time, to try to limit disturbances to citizen’s daily trips and daily life. To establish a contingency plan: if an incident occurs that can lead to traffic jam, proper measures should immediately be taken to ensure the successful progress of the Games. To work in the light of the ideal of a sustainable development, and to scientifically and logically plan the transport infrastructure according to the city development plan, so that the corresponding investment is reasonable and the utilization of the facilities after the games is considered. To adequately utilize the potential of the transport establishment and management measures, such as Transport Demand Management, so that resources are saved, and investments are minimized.
In the light of IOC’s transport rules, according to the Beijing Olympic promise and the related contract, the following transport objectives should be met: The duration of ingress traffic for opening and closing celebration should be less than 150
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
minutes. For egress traffic, it should be less than 200 minutes. The duration of egress spectator traffic for large-scale events, such as football, track and field should be less than 25 minutes. The time to take a bus should be less than 90 minutes. The travel time from the Olympic Village to the farthest training and matching venue should be less than 30 minutes. The permitted delay or early departure time, because of contingency such as bad weather or a traffic accident, should be less than 20 minutes.
The aforementioned rules and objectives are the guide to construct the Beijing Olympic Transport system. For Beijing, it might be easy to meet the short-team Olympic Transport demands to a certain extent; however, it is very difficult to grasp the chance to establish a transport system and culture that can serve the city’s long-term development. 4. BEIJING URBAN TRANSPORT DEVELOPMENT STRATEGY The 29th Olympic Games is not only a great challenge, but also a great chance to the Beijing urban transport system. In virtue of the chance to
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hold the Olympic Games, and in light of the “nation’s capital – world city – historic city – fitting dwell city” idea, Beijing has developed the “Master Plan of Beijing (2004-2020)”, in which the “two axis – two corridors – multi-centered” spatial structure is built, and the development strategy of “New Beijing Transport System” is drawn. The Master Plan is mainly embodied by firmly adjusting the city's spatial structure and its distribution of functions, controlling the land use density and scale in the Center City, optimizing and adjusting the city transport structure, and establishing public transport as the main mode for daily commuting journeys as early as possible. At the same time, existing transport resources and facilities must be comprehensively integrated and more efficient use of them has to be made, so that the transport system can provide safe, efficient, fast, convenient, comfortable and environmental friendly services with a human scale. The long-term goal for transport development in Beijing is to develop a comprehensive “New Beijing Transport System”. This new system shall meet the requirements for the Capital's social and economic development and the increasing and changing travel demand. It shall support Beijing's function as a Capital city as well as its functions as a modern metropolis. “New Beijing Transport System” will be a comprehensive transport system based on the development of modern and advanced transport facilities with a public transport system being its main component. Its development shall be compatible with the status of Beijing as a wellknown cultural and historic city, harmonious with its natural and ecological environment. It shall guide and support the achievement of an optimal spatial structure and functional distribution, and achieve the goal of sustainable development. The short-term goal is in the light of “new Beijing, new Olympic”, establishing a preliminary framework for the “New Beijing Transport System”. In light of the Scientific Developing Idea, in the process of developing “New Beijing Transport System”, ten relationships must be well managed. These include: transport & city development; transport & economy & society development; urban transport & in city and inter city transport; different type of travel mode; construction of infrastructure & organization of traffic flow and transportation; construction & maintenance of infrastructure; newly constructed infrastructure & in use infrastructure; main infrastructure & affiliated and management infrastructure; transport development & establishment of a professional and specialized team. More specific, the goal is, first of all, to push forward the establishment of modern public transport system by taking the high-speed urban rail transport system as the lead and the main mode for passenger transport, so that (1) it can effectively enhance the system
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
capacity; (2) it can comprehensively optimize the system structure and scientifically collocate resources, to effectively enhance the system’s coherence and efficiency. Eventually, it would meet the continually increasing travel demand caused by the development of society & economy and also the elevation of daily life quality.
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The road infrastructure includes the city road system and the suburban highway system. As for the city road system, focus will be given on the express road system and the “micro circulation” systems. As for the suburban highway system, the municipal highway network will be connected to the national trunk highway network and the regional highway network to enhance Beijing's function as the leading traffic hub that provides powerful support to allow resource sharing and mutual development support and co-ordination in the Bohai (North China sea) economic region. By 2008, the expressway network of 280km and the freeway network of 890km will be completed according to the planning. The ongoing construction of the city rail transit system consists of suburban rail, underground, light rail, and tram, which can improve the transport in the Central City and provide effective support to the development of the edge groups and the suburban new towns. By 2008, the total operation length of the rail network will be 192km, and in 2010 it will be about 300km. It is important to scientifically plan the terminals considering their function and scale, to speed-up the corresponding construction, and to achieve effectively transfer between different transport modes. Parking facilities will be planned, constructed and managed and will be made appropriate to different local conditions. The city aims at intelligent transport information management and comprehensively constructs facilities related to information collection, transmission, service, and to traffic control, transport organization and emergency management. In the process of transport infrastructure construction, we must maintain a harmonious coordination between transport development and city development. In methodologically allocating city transport resources, full consideration will be given to the restrictions of land use, environmental capacity and local conditions to keep the transport development in harmony with city environment resources. In addition, based on the historic and cultural city protection plan, the traditional layout of the road systems in the old city and districts has to
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be maintained, and the scale of road network is strictly controlled. The roads in the old city and districts need to meet the basic transport demand and the standards for civil engineering. The renovation and enlargement is done under the precondition of the protection of the historic and cultural characters in the old city and districts.
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By 2010, the public transport system will take more than 40% of daily trips and 50~60% in morning and evening peak hours. The detailed approaches include the following: With regard to rail passenger transport service: make use of advanced equipments and methods to renovate existing lines, optimize operation management, and enhance safety measures. With regard to (trolley) bus passenger transport service: optimize and adjust the distribution of (trolley) bus routes, stations and depots, increase routes and network coverage, improve the hierarchical structure of function distribution, establish a three-grade (trolley) bus operation network. With regard to taxi service: implement Franchising Method to manage the taxi enterprises, control the total number of taxis in use, and improve their utility and efficiency. With regard to pedestrian and bicycle services, try to improve the related condition, and build pedestrian system and bicycle road network. For traffic management: aim at the construction of Intelligent Transportation Systems, synthesize and share transport information, realize comprehensive information service, optimize time and space distribution of traffic flow, and improve efficiency of transport establishment. For the entire transport system: implement a unified, harmonious, efficient traffic and transport management, synthesized the function of government, decision maker and the public, harmonize the planning, investment, construction, management, control and charging in urban transport system, and provide better transport service to the public.
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Transport Guiding Development Policy. Give priority to transport infrastructure development, bring construction forward in a suitable way, These policies thereby guide and support the adjustment of city’s spatial structure. This process will be continued and strengthened. The principle of “planning in synchronization, building in advance” for transport infrastructure will be firmly adopted in the regeneration of built up areas and the development of New Cities. In determining the scale of construction and function distribution, the
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
constraints imposed by the potential capacity of transport resources will be fully taken into account. A transport impact analysis system for construction projects and an inspection and approval system for transport organization design will be established. Public Transport Priority Policy. Transport resources will be rationally distributed and utilized to meet requirements for sustainable development according to the principle of fairness and efficiency. Public transport development will take priority in planning, investment, construction, operation and service provision and so on. A strategy of priority in land allocation for facilities, investment arrangements, right-of-way on road, finance and taxation for public transport will be implemented. Different Strategies for Different Areas. Different transport modes will be adopted for the Center City and New Cities, by taking into account different requirements of different areas of the city and their local available transport resources. Proper transport facility provision and management strategies will be applied according to different local conditions. A distinction is made in transportation modes and policies between the old city and areas around the old city. The Old City district: To conserve and enhance its distinct cityscape, the existing road network layout will remain unchanged. For the designated historic and cultural protection areas and streets within the first ring road, especially for the area around the Forbidden City, the current scale of road space will be kept. Under the premise of protecting originally overall patterns of the Hutong (old street) system, necessary adjustments will be carried out according to the hierarchy of pedestrians, bicycles, and minibusses. Pedestrians will be given the highest priority. Emphasis will be given on the development of underground and surface public transport system and a much stricter management policy will be applied to cars by adjusting parking supply and, if necessary, charging in certain areas. The Central City excluding the Old City district Priority will be given to the development of rail transit and high-speed high capacity public transport to serve as the backbone to the public transport system. Car traffic will be controlled according to available road infrastructure and the limitations of the environment capacity. New Cities and suburban towns: Comparative loosened circumstances will be created for cars while development priority is given to the public transport service network. In addition, the New Cities shall have a proper size, service facilities and a complete
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functional structure to minimize traffic flows to and from the Central City.
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Full traffic planning and organization are the basic and necessary conditions to the successful operation of the Olympic transport system.
5. BEIJING OLYMPIC TRANSPORT MEASURES The Olympic Games will bring a tremendous passengers and cargo demand in limited time and space, and will inevitably aggravate the traffic pressure in Beijing. Therefore, it will be valuable t search for proper Olympic transport measures, in order to realize the successful operation of the Olympic transport system with less cost. Considering the characteristics of the Olympic transport and Beijing transportation system, in line with the idea of constructing the new Beijing Transport System, the corresponding measures are studied as follows:
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Utilize ITS technology to optimize time and space distribution of traffic flow, improve efficiency of transport establishment, and spread the concentrated level of Olympic transport demand. As for the additional, severe traffic conflicts during the Games, ITS technology should be adequately utilized to realize optimal management and reasonable resource allocation, and to avoid redundant infrastructure construction.
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The Olympic transport plans include the following: a master plan of the total system, a special plan for the Olympic Green, and a plan for each venue. After working out the primary plan, traffic simulation can help to find the possible problems and ascertain corresponding measures. The plans have to be flexible and. No plan can take into account all possible problems in the future transport system; hence flexibility is absolutely necessarily. At the same time, the plan should keep updating new data comes available. In the process of the Olympic Transport organization, humanism and impartiality should be recognized. The Olympic and the city daily transport demand should be met with at the same time. Function of the public transport system should be highly regarded. Proper measures, such as improving the operation and service level, adjusting and adding routes, adjusting and extending service times can effectively guarantee the system’s function to carry spectator and city daily traffic flow. 3URSHUWUDIILFGHPDQGPDQDJHPHQWPHDVXUHV
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Experiences of previous planned special events indicate that a perfect, authoritative and efficient framework of organization and coordination are the most important conditions to the successful operation of the Olympic transport system. Therefore, Beijing should organize that corresponding government branches will set up a dedicated, authoritative framework to organize and coordinate the Olympic transport, and retain excellent domestic and foreign traffic experts to be traffic consultants.
Traffic attraction of the Olympic Green will be very huge during the Games. Duration of the normal Olympic Games is 16 days. Considering the Paralympics and transformation period, the duration will be 2 months. In one word, the duration of these events is short while many tasks have to be done. If Beijing would excessively increase the traffic supply to meet the short-term travel demand, it’s certain that there will be huge waste, and it will harm the sustainable transport development. Therefore, proper traffic demand management measures are essential.
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The quantity of Olympic participant is very huge, and each type of the participants has specific travel demand. Hence distinct levels of travel service should be provided accordingly. The difference mainly refers to trip routes, travel modes and priorities. For example, the IOC officials require the highest level of travel service, including the highest travel priority, dedicated vehicle, travel route in guard, and even dedicated lane or road if necessary.
The Olympic Games is not only an international match, but also a holiday time for many around the world. Thus traffic information dissemination is necessary, so that the citizen can understand and accept the plans and measures.
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
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The Olympic Games is one important opportunity to show the science and technology strength of China. However, practicability and reliability are very important in the process of construction of the Olympic transport system. Beijing should bring
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together the exhibition of strength and the settling of transport problem, so that the wonderful features can be shown, and the Olympic transport problem can be solved in an economical and practical way. 6. CONCLUSIONS With the aim to hold characteristic and successful Olympic Games in 2008, Beijing has been constructing an efficient, safe and convenient Olympic Urban transport system since the winning of candidature. Citizens in Beijing know that the Olympic Games is a great opportunity to accelerate the development of the Beijing transport system, to improve the traffic consciousness, to establish the idea of “user service” in the mind of transport
© 11th IFAC Symposium on Control in Transportation Systems Delft, The Netherlands, August 29-30-31, 2006
manager, and to provide wonderful systematic travel services. Now they are making great efforts to grasp this opportunity. REFERENCES Liu, Xiaoming (2003):
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, Proceedings of Beijing International Seminar on Olympic Transportation. 2SHUDWLRQ 3ODQQLQJ IRU 7KH WK 2O\PSLF *DPHV
Beijing Municipal Government (2005).
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Quan, Yongsen (2002)
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Olympic Transport.
, The First Forum for
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