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By the mid-2000s the urgency grew beyond proportions and there was a need for radical measures. This followed massive investments in public rail-transit and transit-oriented development model (theory discussed in the next chapter in detail) superimposed on existing car dominated model. This led to a policy of decentralised concentrations for cities. Shanghai for example adopted a 1-9-6-6 Masterplan for creating new-towns and ease out the built-up and traffic concentrations to new-towns. However today, after 10 years of sustained efforts in both transit-oriented investments and policies, Chinese cities are ushering into an era of intermodality. A combination of fast and slow mobility for favourable land-use impacts. Thus a concise history of urbanization and transportation in China is summarised below.

Bike-oriented city: The phase after the open door policies starting late-1970s to 1980 can be summarised as communities of collectivism. During this phase the authentic structure of Chinese cities was still intact to some extent that of concentrated group of manageable units, separated from the outer barbarian world by walls or roads. The closed community unit functioned as a complete and autonomous socio-economic unit, providing housing, employment and several essential services, called Danwei. During this collectivist period the travel distances were short and convenient to walk or ride on the bicycle. The bicycle soon became the symbol of a planned economy and collectivist society, shaping urban form. A characteristic of which were narrow alleys between dense settlements maneuvered through walking or on bikes, called hutong. However the rapidly changing economy led to construction of large roads networks and city grids, with heavy influence and massive investments in the automobile industry. Thus began the automobile era in China.

Car-oriented cities: Between 1980s to 2000s China following the proactive development of automobile industry, made massive investments in urban road infrastructures. This coupled with decentralization of residential areas due to heavy concentrations led to fast emerging models of more car-oriented cities. With the development of economy and higher purchasing power, the number of cars rapidly grew. This imbalance between number of cars and limited urban roads resulted in problematic traffic management and congestions. The situation was made worse in cities like Beijing with a radiocentric structure and limited avenues for growth. Thus called for urgent transportation initiatives.

By 2000s, the adverse effects of cars was realised and Chinese planners arose to solve the problem through polycentric superimposition. For example, in Shanghai this resulted in the approval the of earlier ideas of Mayor Liangyu Chen, by the Shanghai 1-9-6-6 Comprehensive Masterplan in 2006, a core element of the 11th Five-Year Plan of Shanghai economic and social development. The masterplan steered growth of one central city surrounded by ten new-towns of various forei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。