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era were along the public transit and thus linear in nature. The downtowns became more dense and mixed-use, while the city grew with medium-density of 50-100 pph. Transportation developments led to a hierarchy of road networks and ‘main streets’ evolved as more commercial foci of cities. The scale of the city also extended to 20-30 km in radius.

 

Rubber City: With the advent of cars the city grew more substantially. Invention of engine led to major city expansion as accessibility improved. People could now travel further distances than before which led to decentralization and dispersed city. Town planning began separating functions as per zoning. Growth of suburbanisation and low density housing neighbourhoods in the fringe developed differentiated by income, race, age and education. The scale of the city now extended to almost 50 km in radius with suburbs beyond that point having an extra dimension of isolation from traditional urban functions. As a consequence, for the first time, the transportation land-use connection was broken.

 

Another discourse leading to similar conclusion was in the backdrop of 21st century, modernism. It propagated a certain functional isolation where transportation, like architecture was severed from urban planning. Architecture, for example, was no more an exercise in urban context with a history or a local community, but an opportunity for architects to ‘make a statement’. Similarly transportation too was isolated and planned as mere points of origin and destination, ignoring its land-use connection (Newman & Kenworthy 1996).

 

1.1.2 Transport and Urban Form in China (Gœthals 2011)

 

Transportation has influenced land-use and subsequently urbanization the same way in China as the rest of the world, albeit on a different timescale. The urbanization of China is special as the rate that it took the rest of the world 100 years to complete, was achieved in China in a mere span of 20 years. This exception reveals many interesting domains of study and deserves a closer look. Any research made for China has to cater to this exception and thus needs a special paradigm for evaluation. Another exception is that the history of urbanization and policy making truly begins in China after the reforms of 1978. Subsequently the phases of urbanisation history with respect to transportation are short and exhibit exaggerated trends. To summarise, cities in China like Shanghai, went from being bike-oriented to car-oriented in a short span of few years. From late 1970s (open door policy starting 1978) to early 1980s when the cities were already planning ring roads and freeways and there was a boom of automobile industry. Heavy influence of cars and investments in urban road infrastructure coupled with decentralization of residential areas acted as a catalyst for a fast growing car-oriented development model. This was made severe by the radiocentric structure of Chinese cities creating additional pressure on traffic management. This phase was characterised by a juxtaposition of limited social and economic u本论文由英语论文网提供整理，提供论文代写，英语论文代写，代写论文，代写英语论文，代写留学生论文，代写英文论文，留学生论文代写相关核心关键词搜索。