A principal difficulty with island megalopolises is the transport problem, which results from limited sur- face land on an already developed island, on which roads and car parking can be placed. This limitation leads ...A principal difficulty with island megalopolises is the transport problem, which results from limited sur- face land on an already developed island, on which roads and car parking can be placed. This limitation leads to traffic jams on the small number of roads and to intrusive car parking in any available surface location, resulting in safety issues. The city of Vladivostok is located on the Muravyov-Amursky Peninsula in the Russia Far East region （the Primorsky Krai）. This city is essentially the third capital of Russia because of its important geopolitical location. To address the car traffic problems in Vladivostok, and because of the absence of places to build new roads, the city administration has pro- posed the usage of the beaches and waterfronts along the sea coast in this regard. This decision is in sharp conflict with Vladivostok＇s ecological and social aspirations to be recognized as a world-class city. It also neglects the lessons that have been learned in many other waterfront cities around the world, as such cities have first built aboveground waterfront highways and later decided to remove them at great expense, in order to allow their citizens to properly enjoy the environmental and historical assets of their waterfronts. A key alternative would be to create an independent tunneled transport system along with added underground parking so that the transport problems can be addressed in a manner that enhances the ecology and INability of the city. A comparison of the two alternatives for solving the transport prob- lem, that is, underground versus aboveground, shows the significant advantages of the independent tun- nel system. Complex efficiency criteria have been developed in order to quantify the estimation of the alternative variants of the Vladivostok transport system. It was determined that the underground project is almost 1.8 times more advantageous than the aboveground alternative.展开更多
基金supported by the grant of the Ministry of Education and Science of the Russian Federation(5.2535.2014K)
文摘A principal difficulty with island megalopolises is the transport problem, which results from limited sur- face land on an already developed island, on which roads and car parking can be placed. This limitation leads to traffic jams on the small number of roads and to intrusive car parking in any available surface location, resulting in safety issues. The city of Vladivostok is located on the Muravyov-Amursky Peninsula in the Russia Far East region （the Primorsky Krai）. This city is essentially the third capital of Russia because of its important geopolitical location. To address the car traffic problems in Vladivostok, and because of the absence of places to build new roads, the city administration has pro- posed the usage of the beaches and waterfronts along the sea coast in this regard. This decision is in sharp conflict with Vladivostok＇s ecological and social aspirations to be recognized as a world-class city. It also neglects the lessons that have been learned in many other waterfront cities around the world, as such cities have first built aboveground waterfront highways and later decided to remove them at great expense, in order to allow their citizens to properly enjoy the environmental and historical assets of their waterfronts. A key alternative would be to create an independent tunneled transport system along with added underground parking so that the transport problems can be addressed in a manner that enhances the ecology and INability of the city. A comparison of the two alternatives for solving the transport prob- lem, that is, underground versus aboveground, shows the significant advantages of the independent tun- nel system. Complex efficiency criteria have been developed in order to quantify the estimation of the alternative variants of the Vladivostok transport system. It was determined that the underground project is almost 1.8 times more advantageous than the aboveground alternative.
