Discussion on Integrated Traffic Planning(ITP) of New Tourism Town upon Sustainable Development and Livable Request

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Transportation Research Procedia 25C (2017) 3402–3415 www.elsevier.com/locate/procedia

World Conference on Transport Research - WCTR 2016 Shanghai. 10-15 July 2016 World Conference on Transport Research - WCTR 2016 Shanghai. 10-15 July 2016

Discussion on Integrated Traffic Planning(ITP) of New Tourism Discussion on Integrated Planning(ITP) of New Tourism Town upon SustainableTraffic Development and Livable Request Town upon Sustainable Development and Livable Request a b b b Gongcheng Lia, Banru Lib, Mengying Jub, Zijia Zhangb Gongcheng Li , Banru Li , Mengying Ju , Zijia Zhang

a

College of Architecture and Urban Planning, Tongji University, Shanghai 200092, China a Shenzhen Urban Transport Planningand andUrban DesignPlanning, Center Co., Ltd.,University, Shenzhen Key Laboratory of Traffic College of Architecture Tongji Shanghai 200092, China Information b Shenzhen Urban Transport Planning and Design Center Co., Ltd., Shenzhen Key Laboratory of Traffic Information and Traffic Engineering, Shenzhen 518021, China and Traffic Engineering, Shenzhen 518021, China b

Abstract Abstract This paper probes into the method of creating the sustainable traffic system in the new town planning phase based on the integrated This probes thetown method of creating the sustainable system in the the newkey town planning phaselivable based traffic, on the integrated trafficpaper planning ofinto a new of tourism in south of China. traffic The paper presents issues to realize including traffic planning of a new town implement of tourism the in south of China.ofThe paper presents the key issuesplanning; to realizeadjust livable traffic, including the following subjects: firstly, requirements TOD; conduct traffic facilities urban function and the subjects: implement thepublic requirements of TOD; conduct traffic facilities planning; urban planfollowing the land-use layoutfirstly, in preference of the transportation organization. Secondly, integrate the adjust residents andfunction tourists and trip plan layouttransportation in preference share of the infrastructures public transportation organization. Secondly, integrate the residents and tourists trip chainthe to land-use make tourism with urban transportation. Thirdly, construct a non-motorized traffic chain to with makepleasant tourism scale transportation infrastructures with urbanconditions transportation. construct a non-motorized network matching share with the natural geographical of city.Thirdly, Fourthly, according to the tourist traffic network with pleasant scale matching with the natural geographical conditions of city. Fourthly, according to the tourist traffic characteristics of seasonal fluctuations, build comprehensive transport hubs and carry out traffic demand management policies to characteristics of seasonal build comprehensive transport and carry out traffic management policies to ensure the pleasant qualityfluctuations, of transportation and environment. Fifthly,hubs provide convenient and demand affordable transport services in ensure the pleasant quality of transportation and environment. provide convenient and affordable transport services in native settlement area and guarantee local residents participatingFifthly, in the development of new town. This article can be used as the native settlement area and the guarantee local residents participating in the development of newcountries, town. Thisespecially article can be used as the reference for constructing integrated traffic system of a new tourism town in developing China. reference for constructing the integrated traffic system of a new tourism town in developing countries, especially China. © 2017 The Authors. Published by Elsevier B.V. © 2017 The Authors. Published by Elsevier B.V. © 2017 The Authors. Published by Elsevier B.V. Peer-review RESEARCH SOCIETY. SOCIETY. Peer-review under under responsibility responsibility of of WORLD WORLD CONFERENCE CONFERENCE ON ON TRANSPORT TRANSPORT RESEARCH Peer-review under responsibility of WORLD CONFERENCE ON TRANSPORT RESEARCH SOCIETY. Keywords: New town; Tourism; Sustainable Development; Livability; Integrated Traffic Planning; Keywords: New town; Tourism; Sustainable Development; Livability; Integrated Traffic Planning;

1. Introduction 1. Introduction Nobel-winning economist Joseph Eugene Stiglitz has once named urbanization in China and high-tech Nobel-winning Joseph Eugene Stiglitzfactors has once named urbanization in century. China and high-tech development in theeconomist United States as the two primary shaping the world of the 21st According to development in the United States as the two primary factors shaping the world of the 21st century. According National Bureau of Statistics of China, the urbanization rate has been 54.77% in 2014, which was only 17.92% to in National Bureau of Statistics the urbanization rate has been 54.77% 2014, which only in 1978. In this context, in order of to China, accommodate more urbanized people, China’s in developed areaswas along the17.92% east coast 1978. In this context, in order to accommodate more urbanized people, China’s developed areas along the east coast accelerated the process of the new town planning and construction. In this process, the government began to pay more accelerated of the new town planning andtown. construction. process, the beganbegins to paywith morea attention to the the process sustainable development of the new Because In thethis construction of government most new towns attention to the sustainable development of the new town. Because the construction of most new towns begins with a 2214-241X © 2017 The Authors. Published by Elsevier B.V. 2214-241X 2017responsibility The Authors.of Published Elsevier B.V. ON TRANSPORT RESEARCH SOCIETY. Peer-review©under WORLDbyCONFERENCE Peer-review under responsibility of WORLD CONFERENCE ON TRANSPORT RESEARCH SOCIETY.

2352-1465 © 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of WORLD CONFERENCE ON TRANSPORT RESEARCH SOCIETY. 10.1016/j.trpro.2017.05.231

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blank slate, it is allowed to construct the new town more systematically, comfortably and ideally, which supplies the possible condition of exploring the sustainable development. For example, Calthorpe et al. (2012) implemented oneway couplet streets and reduced block sizes in new development areas within Chenggong New Town area of Kunming City. Mogharabi and Wei (2013) carried out an integrated urban planning and transportation system in Copenhagen and its “new town” Øresund. Yazid (2011) built a sustainable transportation system in Malaysia by improving pedestrian path and cycling zone to increase non-motorized travel and reduce motor vehicles travel. Wang and Zhang (2012) noted that transit-oriented multi-level and multi-functional transportation system is a good way to realize airport, airport city, and regional transportation integrate development in Beijing new airport city. Wang et al. (2014) set Hunnan new city on Shenyang as an example to present that sustainable development needs the harmonious development among traffic system, land use, landscape and economy. Kang (2014) presented that a three-dimensional transport system including maritime traffic, non-motorized traffic, public transportation, air traffic and underground space development is powerful support to sustainable transportation system in Dianshanhu new city of Shanghai. Guo and Sun (2010) took Shanghai Songjiang new town for example to note transit-oriented development mode is the only way out for the new town. Huo (2011) set Guilin as an example to build a transportation system with characteristics from the angles of the public transport system, slow system and sight-seeing system. Wang (2009) has acknowledged that building a new non-motorized traffic system of safe, convenient, efficient, low-cost in Tianjin Eco-city, which is compatible with urban development, and seamless integrated with the public transport, is an approach to guide the public to form a new travel concept and realize the sustainable development. Xiong et al. (2012) referenced the new urban area land use planning and spatial layout, proposed specific transport strategies for the sustainable development on the new urban areas, and provided a reliable way for the real public transportation oriented development (TOD). Jović and Depolo (2011) presented that increasing the process of balancing demand for mobility of people would strengthen the pressure on the transport system, converting the spatial distribution of trips to balance sustainable development of cities was indispensable. Shiau (2012) optimized the sustainable development strategies for Taipei City by land use planning, shifting modes, and using clean energy. Kepaptsoglou et al. (2012) put forward a viable scheme that would contribute to the sustainability of urban transport systems. Tang and Zhang (2012) proposed some methods and suggestions, based on Set Pair Analysis, to promote sustainable development of public transport. Faherty (2004) found that the promotion of walking and cycling within the city had important significance for the sustainable development of the city. Lu (2005) presented that urban traffic development strategy with TOD mode provides ideas and ways to harmonize traffic system and land-use. The key issues (1996) and guiding principles (1996) of sustainable transportation have been defined as shown in Table 1. Based on the concept planning (2012), integrated planning (2013) and integrated traffic planning (2013) of Hainan International Tourism Island Pilot Zone (hereafter referred to as a Pilot Zone), this paper presents five key issues of carrying out the sustainable development in the integrated traffic planning of the new town, coordination of transportation and land-use, internal integration of transportation system, coordination of transportation and natural, coordination of transportation and society and humane-considerations of traffic facilities. Those issues are also the foundation of the traffic system of livable city. Taking the Pilot Zone as an example, this paper introduces in our efforts to meet the requirements of sustainable development and livable city by this example. Table1. Key issues in sustainable transportation Key issues

Harmony of transportation and landuse

Internal integration of transportation system

Guiding principles Principle 1 – Access: People are entitled to reasonable access to other people, places, goods and services. Principle 2 – Land and resource use: Transportation systems must make efficient use of land and other natural resources while ensuring the preservation of vital habitats and other requirements for maintaining biodiversity. Principle 3 – Integrated planning: Transportation system planners and implementers have a responsibility to adopt integrated approaches to planning with higher emphasis being given to public transport, walking and bicycling.

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Principle 4 – Pollution prevention: Transportation systems should be evolved such that they generate lesser emissions which threaten public health, global climate, biological diversity and ecology. Principle 5 – Individual responsibility: All individuals have a responsibility of making sustainable choices for their movement between places by reducing consumption of resources so as to improve the natural environment.

Coordination of transportation and society

Principle 6 – Health and safety: Transportation systems should be designed and operated in a way that they reduce social cost of system use by protecting the health and safety of all people, and enhancing their quality of life. Principle 7 – Fuller cost accounting: The provision of transportation systems and their operation should be based on full cost accounting, which includes social, economic and environmental costs, and make the user pay an equitable share of costs based on the use of facilities. Principle8– Equity: The state and service providers should maintain social, environmental, economic, interregional and inter-generational equity, horizontally and vertically at all levels of the society and community.

2. Coordination of traffic and land-use: Arrange traffic facilities, urban functions and land layout in preference of public transportation operation based on the demand of TOD. 2.1. Background In 2012, the Pilot Zone is settled in Li’an town, Linshui county, China, which is near Sanya city, for the purpose of promoting the construction of international tourism island. The area of planning is about 65km2 and the whole residential population of planning is about 180,000. Besides, overnight visitors are planned to be 12 million each year. The Pilot Zone targets at becoming a first-class resort in the world, an emerging industrial new town and a tourism cultural district in China and a leading area of tourism island construction in Hainan province. The Pilot Zone locates in 18°north latitude and is close to South China Sea with an average temperature of 25.0℃, its oceanic climate is subtropical monsoon. Furthermore it belongs to the transition region between marine ecosystem and inland ecosystem with a relief of hills, shorelines and lagoons; therefore, the Pilot Zone owns great physiographic conditions and nature resources which include three hills, two lakes and one ocean. Hills involve Nanwan monkey island natural reserved area, Niubai Mountain reserved area and Donggao Mountain reserved area. Lakes cover New Village lagoon and Li’an lagoon, as the natural shelters, with areas of 21km2 and 9 km2, respectively. 85

Fig. 1 Location and natural condition of the Pilot Zone

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2.2. Overall strategy of land-use planning Persisting in protecting environment is the first thing. By analyzing terrain, climate, water, animals, plants, transportation, greening, land use and many other ecologically factors comprehensively, together with superimposing them by GIS, the land will be divided into five control levels according to ecological sensitivity. It will be ruled to forbid or restrict land development in ecological sensitive areas in order to protect natural reserved areas, mountains, estuary of lagoons, wetlands and other natural resources. Group-organized urban spatial pattern will be set up based on local natural environment to combine the waterfront bands of oceans, lakes and rivers with the eco-corridors of mountains. At last, a hybrid urban spatial layout which is coordinated with sea, lake, river, bay, city and mountain will be formed.

Fig.2 Analysis of landform and ecological sensitivity Fig.3 Analysis of nature, tourism and landscape factors

For tourism is the mainstay industry in the Pilot Zone, it is necessary to pay attention to the use of natural landscapes and tourism resources. Therefore, tourist resorts will be lay out mainly in coastal areas with vast beautiful beaches, theme parks and democratic recreation facilities will be lay out mainly in rolling terrain between hills and lakes, highend leisure resorts will be lay out mainly in hilly areas near natural reserved areas, commercial tour center will be built in borders of two lagoons, urban comprehensive service districts and industry concentrated districts will be lay out in plain and plenty areas back to inland. Finally, it will form six personalized districts, including beach town, theme park, resort city, commercial canal town, Paradise Island and landscape corridor. Each district has its own unique functions and features. These districts form an intensive, organized and ecological urban layout and keep in touch by backbone traffic corridors and ecological greenways.

Fig.4 Organized urban spatial layout

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2.3. Strategies for coordination of transportation and land use: arrange traffic infrastructures, urban functions and land layout in preference of public transportation (1) Determine the main public transport corridor According to the organized urban functional division of Pilot Zone, especially the space layout of tourism landscape resources, there will exit two main external tourist traffic corridors and one secondary corridor, which link regional traffic facilities externally (high-speed rail and expressway, go through the Pilot Zone periphery) and connect tourism districts internally. There will also exit three urban traffic corridors, two of them are used to undertake external connection, and the rest is used to connect resort city (comprehensive service area) and other major tourist areas, as shown in the Fig. 5. On distribution of travel intensity, the urban and tourism travel activities of the Pilot Zone will present the layout characteristics of "the north to be stronger than the south". Paradise Island in the southern region has limited the largescale development and construction due to the nature reserve, therefore the carrying capacity of tourism and urban activities is small, the request for the scale of traffic facilities and accessibility is weak, and the area is sensitive for motorized traffic, namely "weak demand and limited accessibility " areas. The northern area, including theme park, resort city, commercial canal town and tropical beach town, holds the function of tourism and urban service and requires higher transportation accessibility and plenty of transport facilities, namely "strong demand and high accessibility " area. In the planning, the main and subsidiary tourist traffic corridors and the urban traffic corridors will be integrated into a public transport corridor through all major areas around the resort city area in the axis of the Pilot Zone as the traffic conversion shaft and motorized traffic shielded wire of the Pilot Zone, which have the characteristics of "the north to be stronger than the south". North of the Pilot Zone will be reserved as a motorized corridor for fast access. As shown in the Fig. 5.

Fig. 5 Analysis of traffic and public transport corridors in the Pilot Zone

(2) Arrange fundamental facilities around public transport corridors External transportation hubs and internal public transportation hubs will be laid out intensively around urban axis to benefit the transfer between different traffic facilities and connection of external and internal traffic; meanwhile, other backbone public transportation and branch ones will be organized to integrate trips of residents and visitors. Concrete measures are shown as follows. • Build a transfer hub, including railway station and bus station in the intersection of high-speed railway, the regional traffic corridor and the extension of public transport corridor; plan a major arterial to connect this hub and city as a gallery of backbone public transportation in city axis, this road also links external motorized traffic; therefore build a flyover in the junction of this road and expressway. • Plan a business airport between the railway station and the tourism city, equipped with necessary interchange facilities and connected by public transport corridors. • In the northern areas of the resort city, plan an external passenger hub in the intersection of external arterial highway and axial public transport corridor to undertake the transfer of tourism traffic; meanwhile, this hub also service for urban residents. • Construct a bridge across the lake in the south of the resort city; extend the axial public transport corridor to commercial canal town, then set up a tourist distribution center to prevent the private cars entering commercial

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canal town and Paradise Island. This center also provides public transport transfer to neighboring areas; plan a large passenger terminal near this center as an external maritime traffic hub and an internal maritime tourist distribution center; meanwhile it provides transfer for water carriage and land carriage. Keep on extending axial public transport corridor; end in tropical beach resort by way of theme park resort. Plan an oceanic passenger terminal to provide the transfer for visitors coming by ocean. To sum up, the length of public transport corridor in urban axis is about 22km.Arrange a tourist distribution center and 5 external passenger hubs covering railway, aviation, highway and marine transport along with this corridor. As shown in Fig. 6.

Fig.6 The relationship between public transport corridor in urban axis and hubs

(3) Land planning in the TOD mode Planning the urban land according to TOD mode is the key point to build a livable and sustainable transport system in the Pilot Zone. On one hand, the city's main public service facilities will be lay out along the main public transport corridors in urban axis, such facilities include administrative service center, public cultural service center (library, theatre), commercial office center, commercial shopping center, public open space (art park, leisure square), tourist business center and so on. The lands of those facilities mostly distribute within a distance of 600 metres around the stations of the main public transport corridors. Commercial land and office land will be set within a distance of 200 metres around the public transport stations, high density residential land and other public land, such as school and hospital, will be set in a range of 200 to 400 metres around the public transport stations, and low density residential land will be set over a distance of 400 metres. On the other hand, the building land near the main public transport corridors on the axis will be in a development of high intensity, the high intensity developed lands of resort city area and beach town will be all set in a distance of 300 metres around the public transport stations on the main public transport corridors. The development intensity will decrease from axis region to the seaside (waterfront) landscape area to create a well-proportioned urban spatial form.

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Fig.7 The layout of land planning in the TOD mode

3. The integration of traffic system: Integrate citizens and tourists’ trip chain to realize facilities sharing and intensive using of tourism traffic and urban traffic. 3.1. Features of traffic demand in tourism city. The first feature is the complexity of demanders. Many tourists and residents coexist in tourism city and overlap with each other both in time and space. The trip demand of residents focuses on commuting traffic, and this kind of trips seeks for being convenient, economic, safe and reliable. However, tourists prefer the convenience of external traffic and the comfort of internal traffic, this kind of trips emphasizes in amusement, experience and enjoyment, and those things make the traffic in tourism cities various and complex. The second feature is the fluctuation of traffic demand. Due to tourism traffic changes along with the seasons and holidays, the overall traffic conditions in tourism cities are fluctuant, especially cities major in natural landscapes and seasonal travels, for example, Hainan international tourism island received 1.8 times visitors in peak months than those in off seasons in 2012. The third feature is the adjustability of tourism traffic. Tourism trip modes and trip distributions can be intervened and steered for they are easily influenced by the layout of tourism facilities and traffic demand measures, which gives possibilities for adjusting trip chains. Considering the traffic demand features in tourism cities, in order to avoid the redundant construction of infrastructures and the waste of investment, meanwhile, realize facilities and services sharing between residents and tourists as far as possible, it is necessary to take measures. Detailed countermeasures include analyzing the trip chains of residents and tourists, recognizing their demand for traffic infrastructures, and integrating their trip chains by transportation hub and public transport system based on the concept of “facilities sharing and intensive using”. 3.2. Analysis of trip chains of residents and tourists The first thing is to recognize trip groups (users). Besides local residents and 2nd home owners, future trip groups are followed by leisure tourists, shopping tourists, cruise passengers and so on, matrix A is set up to describes different travellers’ preference in choosing trip modes Considering different trip scales, groups’ importance, sensitivity of traffic service levels and other factors, matrix B is set up to describe different travellers’ value in whole Pilot Zone’s traffic system. During this process, it is essential to recognize trip scales accurately; this paper takes measures of category-based and hierarchy-based traffic demand forecast. Associated with factors in resorts, and adopts improved four-step theory to predict trips of these irregular short-term visitors. Because short-term and day-trip travellers have comparatively intensive trip distribution and

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regular travel paths, which are similar with Markov chain, the paper adopts Markov shift chain method which is based on trip chains. Main body of travelers

Residents

Tourists

Four step theory (population and jobs)

Short breaks

One day travel Be similar with resorts, stable routes, travel with 1 or 2 groups

Package tour

Individual tourists

Mainly by tourism buses, determined routes, traveling with groups

Mainly by renting cars, buses or private cars, undermined routes, travel with diverse groups

Improved four step theory (tourists and resorts)

Improved four step theory (tourists and resorts)

Charm degree theory + Markov shift chain

Fig.8 Category-based and hierarchy-based traffic demand forecast

At last, analytical matrix C of travelers’ trip chains is achieved though matrix A multiplying by matrix B, and then different travelers’ demand for infrastructures is analyzed. Conclusions are drawn as Fig. 9:

APPEAL TOP HIGH MEDIUM LOW Outside-to-inside trip chain

Internal trip chain

Note:

The numbers represent value coefficient

Business travelers

Leisure tourists

0.19

0.62

0.50

0.19

0.93

0.06

Team bus Self-drive

External air transportation External highspeed rail External water traffic

Shopping Cruise tourists passengers

2nd home owners

Locals

0.06

0.19

0.19

0.75

0.06

0.28

0.56

0.62

0.25

0.19

0.09

0.19

0.06

0.93

0.75

0.12

0.09

0.19

0.19

0.62

0.50

0.06

0.28

0.56

2nd home owners

Locals

Business travelers

Leisure tourists

Shopping Cruise tourists passengers

Self-drive Public transportation Water traffic

0.16

0.42

0.32

0.03

0.32

0.79

0.11

0.63

0.47

0.08

0.32

0.79

0.05

0.63

0.32

0.05

0.21

0.53

Taxi Non-motorized transportation

0.16

0.42

0.47

0.08

0.21

0.53

0.05

0.42

0.32

0.03

0.32

0.79

Fig.9 Analytical matrix of residents and travelers’ trip chains

•

•

External traffic of Pilot Zone focuses on leisure tourists and shopping tourists, these tourists are mainly dependent on high-speed rail and buses, then private car. Internal traffic service mainly for local residents, leisure tourists and sightseeing travelers, they mainly depend on public transportation, private cars, nonmotorized transportation and waterway transportation. In the trip chain matrix, the major tourists are leisure tourists. This kind of tourists has higher request for the quality of convenience, comfort, relaxation and freedom. Thus, Adopting the pattern of “high-speed rail plus bus or car” for external travel and public transportation, waterway transportation or non-motorized transportation for internal travel is a relatively reasonable travel organization principle, in this way, the tourists will arrive in the destination directly or by one rapid transfer from outside to inside. This kind of tourists’ requirement for facility planning is: setting transport interchange hub relying on the high-speed rail and external transport artery; using convenient public transportation to connect the major destinations; properly

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satisfying the need of reaching the destinations directly; and providing diversified transportation experience. The sightseeing and shopping travelers, which play a subsidiary role, also have the similar characteristics. In the Pilot Zone, the key objects of trip integration are leisure tourists, shopping tourists and local residents. High-speed rail, bus and private car are their preferred trip modes when in outside of the Pilot Zone, and bus, private car and non-motorized transportation are their preferred trip modes when in inside of the Pilot Zone. Therefore, the key issues to integrate their trip chain are: setting public transportation interchanges facilities in high-speed rail station; providing the place for tourists transferring from the external public transportation and self-driving cars into internal public transportation; and providing the transfer conditions for maritime traffic and non-motorized traffic. Other strategies based on matrix C include: extending the reasonable trip chain to encourage intensive green transportation; creating favorable conditions for extending green trip chain to each district; shortening the unreasonable trip chain; adopting the traffic organization measures of transferring; intercepting to guide the connection of the individual transportation and the public transportation and to shorten individual motorized traffic chain. Integrating trip chain and advocating the "bus + non-motorized" traffic organization method. Strengthening the integration of public transportation, waterway transportation and non-motorized trip chain aiming at three major types of travelers. Enriching trip chain and providing multiple and diverse traffic travel choices by advocating public transportation priority, retaining the condition for other motor vehicles to the scenic spot at a reasonable level and building three-dimensional transportation network. These are also the main following principles of this planning.

3.3. Based on the public transport hubs and the backbone public transportation lines, provide the integrated public transport service uniting tourism and city life to realize sharing and intensive utilization of traffic facilities. According to the above analysis, the key issue of integrating trip chains of tourists and residents is setting the passenger transfer hub. When carrying out the layout planning of passenger transfer hub, it needs to comprehensively consider the distribution characteristics of external and internal traffic, tourism and urban transportation, public transportation and motorized transportation. And also, the layout of transfer hubs should adapt to the clustered urban spatial structure, the hubs are mainly considered to be set close to the high-speed rail stations for external transport, pivotal ports for waterway transportation, transport arteries around the urban built-up area, and the portals or core areas of scenic spots. As a result, it will form a layout of two main transfer hubs and three secondary transfer hubs. The function of the hubs is compound, geared to the needs of tourists and residents service at the same time, but the function of each hub has its own emphasis. The main hub a mainly undertakes the function of transit transfer for the visitors travelling by car from highway and the function of tourism comprehensive service center, this hub will intercept the motorized traffic into resort city and the highway passenger stations will be constructed inside this hub. The main hub b is located in the core area for tourism and shopping (commercial canal town), this hub mainly provides transit transfer service and travel information service for tourists, and intercept the motorized traffic into the Paradise Island in the south. Also, this hub is the main internal public transportation hub. The secondary hub c mainly provides transit transfer service and tourist organization service for railway passengers. The secondary hub d mainly provides transit transfer service and tourism service for tourists into the theme park, this hub also undertakes the function of adjusting the traffic flow in the Pilot Zone especially during peak time in tourist season. The secondary hub e undertakes the function of being a transfer hub for maritime traffic. In order to truly realize the wide integration of tourist and resident trip, it needs the help of public transportation and non-motorized transportation as the major medium. Based on the passenger transport hubs, the main function nodes and the traffic distributing points, this planning will reasonably plan the public transportation network in two levels called backbone public transportation and branch public transportation. The travel trips of tourists and residents will be combined coherently and the integrated passenger organization will extend into the whole Pilot Zone to improve the attraction of public transportation. The backbone public transportation routes mainly serve the large-scale tourist external traffic and the long distance travel across several regions, so it is relatively good to string the passenger hubs, important scenic spots and public service centres of each function area in the layout, guiding the residents and visitors to share. To improve the attraction of backbone bus, it is better to reserve space for modern trams on the main public transport corridors and set bus lanes on other public transport corridors. The layout planning of branch buses

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should string the main passenger distributing points of each function area. Branch public transportation will provide the short distance trip service within areas and the transfer and connection service for backbone public transportation.

Fig. 10 layout of passenger hub system and public transport system

4. Coordination of traffic and nature——Provide a natural urban space and lifestyle by means of nonmotorized transportation and water traffic. 4.1. Build suitable non-motorized transportation with a combination of mountain, sea and city The Pilot Zone owns superior landscape resources in mountain, city, river, lake and island, diversified scenery gives an excellent view and feelings for leisure trips in method of non-motorized transportation. In this way, nonmotorized transportation is defined as a leisure lifestyle, a window to touch nature face to face, and it is meaningful to build greenway network hierarchy and non-motorized transportation system covering commute, recreation, ecology, sports, entertainment and other functions. Greenways are the prior gallery in non-motorized transportation. They connect various natural landscape resources in the Pilot Zone and link main built-up areas in city as well, what’s more, they form integrated and diversified greenway networks close to seas, lakes, cities and rivers, including one regional external connection greenway which is built up as cultural corridor within coastal urban belt, two lake-around leisure greenways which create recreation space next to water, one mountain and ocean scenery greenway, one coast style greenway, one riverside leisure greenway and two urban-vital greenways. As shown in Fig.11. User-friendly non-motorized transportation networks should be planned with high coverage rates. Leisure bicycle paths are arranged to connect urban coastal space, park lands and nature resources; bicycle corridors are arranged to joint urban public transport corridors, traffic hubs, and passenger terminals; collector-distributor bicycle paths are arranged to enhance the coverage rates and accessibility of bicycle trips. It is also considered to bring in public bicycle system in order to provide service on entertainment and relaxation. As shown in Fig.12. Construct city for walkers. Build up comfortable walking environment and provide diverse walking equipments: along with coast or resorts, walking leisure corridors are arranged with enough walking and resting space for walkers. For this goal, this paper mainly relies on branches or minor arterials to build up pedestrian access with high coverage rates at over 12km/km2. Furthermore, it is necessary to build up walking-only access and pedestrian streets in fundamental commercial districts. Considering the warm and rainy weather in the Pilot Zone, humanized sheltered walking corridors and skywalk ones are planned to connect main commercial blocks, public architectures, traffic hub and recreational open space.

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Fig. 11 Layout of greenway system

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Fig. 12 Differentiated non-motorized traffic system

Greenways and non-motorized transportation corridors finally form integrated non-motorized transportation network connecting mountains, lakes, cities and oceans. It includes: building water-enjoyable walking systems in coastal districts; constructing interesting rural walking systems combined with mountain, green land and entertainment equipments; making up hiking trails systems and bicycle systems based on mountains; building urban walking system depend on urban road systems and public space. Organize experience-oriented walking routes: take great advantage of regional nature resources and related sports games in Hainan to construct characteristic walking systems. Moreover, in order to bring Hainan-round road cycling race into the Pilot Zone, it is considered to plan cross-country bicycle track, Marathon bicycle loop-region track, lakearound jogging track or even triathlon(swimming, biking and running) racing track. As shown in Fig.13. 4.2. Take full use of oceans, lakes, rivers and other natural resources to show the charm of waterway transportation. The Pilot Zone owns abundant natural resources for waterway transportation, 80% land-use of urban is in distance of 1km with river, lake or ocean, which provides masses of potential passengers for waterway transportation. Therefore, it needs to release multi-level water routes by means of developing cruise ships, boats, ferries, yachts and other waterway transportations. Waterway transportation is considered as the characteristic symbol of city to provide colourful experience of waterway trips; also it can be used to assist sharing road trips. Build multi-level waterway transportation networks: satisfying passengers’ demand on both commuting and viewing by different kinds of ship categories, routes, and boat speeds. Forming tri-level waterway lines, including long distance routes linking surrounding regions (such as Sanya), medium distance routes connecting main coastal resorts near the Pilot Zone and short distance routes jointing tourist attractions in the Pilot Zone. Planning to dig a canal about 1km connecting two lagoons based on the hydrodynamic test and ecological impact assessment. Coastline resources are taken to guarantee the use of public wharfs first. Public wharfs are planned in four levels, including external hub wharfs, internal transfer wharfs, common wharfs and river wharfs. External hub wharfs undertake the connection of outside and inside water traffic as well as the transfer with road traffic. When arranging these wharfs, on one hand, features of ships should be considered to keep suitable distances and speeds; on the other hand, the wharfs should be close to tourist distribution centers and public transport stations to make it easy for passengers’ arrival. Besides, it also reserves public yacht terminals and sailboat docks. Plan distinctive water travel routes and festival activities: building comprehensive leisure resorts in theme of waterfront recreation, river scenery, water entertainment and coastal relaxation; planning characteristic waterway routes including commuting and travelling lines, leisure viewing lines, sailboat race lines, amphibious bus circle lines, river boating lines, rowing channel lines and other water entertainment. As shown in Fig.14

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Fig. 13 Plan of distinguished tour system

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Fig. 14 Plan of water leisure tour system

5. Coordination of traffic and society. Provide convenient and affordable traffic service for local residents to ensure them fit in the development of new city. Current land use of the Pilot Zone is township construction. Its area is about 3.6 km2, including 3 towns and 27 villages. The number of whole population is 30,000; they gain money mainly by marine fishery and agricultural cultivation supplemented. Due to small scale of township construction, weak infrastructures and public facilities and incomplete ancillary facilities, the Pilot Zone is short of basic qualification of tourist reception. To ensure local residents fit in the development of the new city, promoting residents urbanized in residence is the key, including transforming the social identity of residents from farmers to tourism operators; transforming their living form from scattered villages to intensive dwelling districts. The main measure is to build dwelling districts close to primary resorts and job centres, which means to build 4 resettlement areas (small towns) separately in beach town, commercial canal town, theme park and resort city to form distinguished towns with complete living service system; meanwhile they can be used for sightseeing.

Fig. 15 Layout of relocation

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Between resettlement areas and the main working areas, it will plan 6 backbone public transport corridors to connect the areas, including 3 modern trams and 3 bus lines. As a result, it is convenient for residents of each resettlement area to reach working areas in the Pilot Zone. In addition, the Pilot Zone will plan several bicycle corridors, provide convenient bicycle travel from resettlement area to the working areas nearby, and minimize the time cost and economic cost of residents between resettlement areas and working areas. 6. Humane-considerations of traffic facilities. Plan and distribute road space reasonably to create friendly travel environment. To create user-friendly travel environment, main traffic facilities are considered to be organized diversely and friendly in traffic space. For main arterials, lay out road networks and organize traffic hierarchically in consideration of Pilot Zone’s development gradients which are from north to south and from development to protection. Hereinto, motorized traffic is active in northern areas and these traffics are undertaken by arterial roads; public transportation domains middle areas, major arterials are expected as public transport corridors; traffic demands are small in southern areas, major arterials are considered as external sightseeing galleries due to its distinguished sightseeing function. These roads with different functions are finally implemented and reserved by hierarchical cross sections, including lanes, greenbelts, walking and bicycle facilities and public transport lanes. Branches are laid out diversely due to the features of different districts, narrow-section and high-density street composition is adopted in heavy traffic areas to increase accessibility and walking vitality. For example, it can employ grid road networks in resort city, distance between minor arterial roads is about 500m and distance between branches is from 120m to 160m. Characteristic cross sections can be arranged in consideration of road levels, land use along the roads, traffic demand, non-motorized transportation system and landscape greening to create harmonious road space. In commercial canal districts, to create leisure environment for shopping, intensify branch networks are considered; it also expected that increase the space width of walking facilities and settle small-scale branches with space sharing of human and car. In Paradise Island, roads are major in low density and low hierarchy. In addition, other aspects of friendly traffic facilities space are considered as follows: • Guarantee the comfort of walking space preferentially when distributing road space: the width of bicycle-only lane is not less than 2.5m (width of main bicycle corridor is 3.5m), the width of bicycle and walking hybrid way is not less than 3m. Set up greenbelts with 1.5-2m on both sides of the road to grow arbors for sheltering. • Besides wharfs and natural coast, coastal space resources are reserved for public life and vocations. Meanwhile, great walking galleries are paved to ensure people use coastal space freely. • Embody the priority of non-motorized traffic in commercial canal towns and ecologically sensitive areas like Paradise Island, decrease buildings’ parking construction specifications to create peaceful communities. • Main streets are 30º cross with perennial dominant wind direction to increase ventilating ability of streets and buildings which can remove effect of heat island. Moreover, east-west avenues are decreased to reduce the direct sunlight and make streets become more comfortable. 7. Conclusion To carry out the sustainable development in the integrated traffic planning of new town, the key issues are coordination of transportation and land-use, internal integration of transportation system, coordination of transportation and nature, coordination of transportation and society, and humane-considerations of traffic facilities. Based on the above factors, it also needs to carry out the planning and design according to local conditions accurately and friendly. Therefore, the foundation of the livable city traffic will be laid. According to those requirements, the paper introduces and summarizes some experience of the integrated traffic planning of Hainan International Tourism Island Pilot Zone. The article can provide some reference for the transportation planning of new town or tourism city which are in rapid development of urbanization. References Anna Luo, Zhigao Wang, Jiangyan Wang et al. New Urban Roadway Form in China: A Case Study for

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