How to infringe on sidewalk motor-vehicle shared bicycles without adding "plugging"

According to official data, China’s current vehicle population has exceeded 300 million, and a series of urban diseases, such as road congestion, have been used to torture the people’s civilization, as well as the wisdom of city managers. Why, then, in China, there is a dispute between the motor vehicles and non-motor vehicles, motor vehicles and pedestrians, non-motor vehicles and pedestrians? How to rationally distribute road rights in a limited urban space? In the era of sharing, what are the new challenges to the distribution of road rights? A few days ago, a reporter from the China New Network conducted an investigation.

300 million vehicles vs shared bicycles

- Derivation of new forms of road rights dispute

With the sustained and rapid development of China’s economy and society, the number of motor vehicles continues to maintain rapid growth.

On April 17 this year, the Ministry of Public Security Transportation Administration issued a news that as of the end of March 2017, the number of motor vehicles in China exceeded 300 million for the first time, of which 200 million were automobiles; Beijing, Chengdu, Chongqing, Shanghai, Suzhou, and Shenzhen There are more than 3 million cars in 6 cities.

On the other hand, in 2016, the travel mode of shared bicycles began to spread wildly in China. According to statistics, as of mid-March 2017, the number of shared bicycles in China totaled more than 4 million, and there were no less than 20 shared bicycle companies on the market.

“When I just moved, considering the distance between the unit and the home only 3 subway stations, so I chose to use a shared bicycle to travel. I found that it was too difficult to cycle at the rush hour.” She lives in Chaoyang District, Beijing. Chen Feng of Jinsong Street worked for Guomao, which is less than 4 kilometers away from home. “Biking is difficult.” He still chose to crowd the subway to work.

Chen Feng said that a large number of bicycles sharing bicycles flow into the bicycle lanes of the East Third Ring Road, and the time for waiting for traffic lights at each intersection is “long”, which often causes local congestion.

“Especially when some bicycle lanes and bus stop lines overlap, there are too many people to ride and it is very difficult for buses to enter the station. Sometimes when a bus stops, cyclists often use a motor vehicle lane to detour. "This scene was staged daily among Chen Feng's commuter lines.

The road rights dispute between bicycles and motor vehicles is not new in China. However, after the advent of the shared bicycle era, the “shared siege” and bicycles are indiscriminately parked and even conquered new road rights disputes such as motor vehicle lanes, sidewalks and blind roads. It is also testing the government’s management wisdom.

Shared Bike vs Pedestrians

——Pedestrian roads are shared and “squeeze”

The phenomenon of shared bicycles occupying sidewalks is particularly evident in the Sanlitun shopping district in Chaoyang District, Beijing. Because it is located in a commercial downtown and has a landmark effect, Sanlitun often attracts many office workers and tourists.

A visit by a reporter from the China-Singing News Network found that the various shared bicycles near Sanlitun have been put in huge amounts. Two to three rows can be parked on the sidewalks, and even blind roads are invaded, leaving very limited space for pedestrians.

In addition to Beijing, Shenzhen also encountered similar conflicts. According to media reports, on the first two days of this year's Ching Ming holiday, the sidewalks and riding lanes of Shenzhen Bay Park, a well-known Shenzhen spot, have been “inflated” by the influx of shared bicycles, which has caused pedestrians to walk awkwardly.

Nowadays, more and more cities are beginning to make provisions for parking areas for shared bicycles. According to media reports, Beijing, Shenzhen, Chengdu, Shanghai, Nanjing, Kunming and other places issued a draft of the relevant regulations, among which Shenzhen intends to require that bicycle parking areas be set up in non-public areas (residential, commercial, etc.) and taken. Technical, management, and other means to ensure that vehicles are parked according to regional and point specifications.

Chen Yanyan, Dean of the School of Urban Transportation of Beijing Polytechnic University, said in an interview with a reporter from the China New Network that from the perspective of road planning and design in Beijing, the problem posed by shared bicycles is not that the amount of riding beyond the capacity of urban bicycle lanes is parked. Too many vehicles.

She observed that in order to capture market share, some shared bicycle companies exceeded their demand when they put in vehicles, and even used other road resources.

Pedestrian VS Motor Vehicle

- Parking privilege became a dead letter?

In fact, the right-to-road dispute is not a product of the shared cycling era. In recent years, China’s urbanization has been developing rapidly. Large numbers of people have flooded into large cities such as Guangzhou, Shenzhen, Shenzhen, Shenzhen, Shenzhen, Shenzhen, Shenzhen, Shenzhen, Shenzhen, Shenzhen, Shenzhen, Shenzhen and Shenzhen.

Zhang Zhixin, an associate professor at the School of Urban Economy and Public Management of Capital University of Economics and Business, told the reporters of the China New Network that the right of way is the right that every citizen should have. First of all, it shows the priority right of the road. He explained that the right of priority should take care of the public interest. For example, the priority allocation of resources such as buses, school buses, and ambulances.

"The other is the priority of protection. The performance of the vulnerable groups is priority." Zhang Zhixin believes that non-motor vehicles should clearly enjoy the priority of protection compared to non-motorized vehicles.

“For example, the right-turn vehicle has turned on the right-turn indicator and pedestrians have already walked on the zebra crossing. This creates a conflict. Everyone should give priority to protecting relatively disadvantaged pedestrians in the same way as they enjoy road rights. This is the concept of civilization. The manifestation of the distribution of road rights," he explained.

Based on this, Article 47 of the "Law of the People's Republic of China on Road Traffic Safety" stipulates that "When a motorized vehicle crosses a pedestrian crossing, it shall decelerate; when a pedestrian encounters a crosswalk, it shall stop and give way. There is no traffic signal for motorized vehicles. When crossing roads, pedestrians should cross the road and should avoid them."

However, in practice, due to the lack of local regulations on relevant laws and regulations, “parking and courtesy” has almost become a dead letter for some time.

To this end, on March 25 this year, the new version of the "Shanghai Road Traffic Management Regulation", which was called "the most stringent regulation", was formally implemented. The Shanghai traffic police revealed that the pedestrians who did not allow the motorists to go straight at the intersection turn right ahead of time. A fine of 50 yuan was imposed; if a pedestrian crosswalk that was controlled by a traffic light without a signal light on a road section was inconveniencing a pedestrian, a three-point fine of 100 yuan was charged.

"Not only do you have to turn right to give pedestrians, you have to give anything." Shanghai vehicle owner Jin Xiaoming told the reporter of the China New Network: Since the implementation of "the strictest rules and regulations," he has severely punished illegal behaviors such as driving a hand-held cell phone and turning right to impolite pedestrians. The road conditions in Shanghai have changed, and he feels "Drive more safely than before."

"Some regulations are really to reduce the occurrence of car accidents. When cars give courtesy to pedestrians, it is relatively safe to protect my family," Jin Xiaoming added.

How does the dispute over road rights not "block up"?

——Experts: All parties clarify road rights and safety awareness

According to the “Shanghai Fifth Comprehensive Traffic Survey Report” released in 2015, the road traffic volume in Shanghai has increased by 42% in the past five years, while the total road length in the city has only increased by 10.3%. The problem of unbalanced supply and demand of road traffic has become increasingly prominent. .

Beijing Traffic Development Research Institute released the "Beijing Traffic Development Annual Report 2016" also showed that due to the influence of policies such as population control and non-capital function mitigation, the total amount of travel in Beijing decreased in 2015, but traffic congestion has increased. The average duration of congestion was 3 hours, an increase of 1 hour and 5 minutes compared to 2014.

The data from Shanghai and Beijing means that while the number of car ownership keeps growing at a high speed, the problem of urban road traffic congestion is also intensifying. Some people think that if road rights cannot be allocated rationally, it is bound to “block up” traffic.

Zhang Zhixin told the reporter of the China-Singapore that whether it is pedestrians, non-motor vehicle users or motor vehicle drivers, some people's awareness of road rights is ambiguous or even absent.

He further explained that “many people lack awareness of road rights and safety awareness in the automobile society. For example, motor vehicle drivers should have a sense of courtesy to pedestrians. As pedestrians and non-motor vehicle drivers, they must also understand their own boundaries. The right of priority does not mean that there can be unlimited abuse."

"Chinese style crossing the road" is one of the ills of pedestrian and non-motor vehicle drivers who abuse road rights. The above-mentioned interviewed expert Chen Yanyan frankly stated that controlling the behavior of motor vehicle drivers is relatively easy, but the enforcement costs for pedestrians and bicycles are relatively high, but she suggests that such law enforcement should be normalized.

"Even if it goes to sampling and supervising non-motor vehicles illegally crossing the road, and who will be supervised, it will be linked to whose credit system and use blacklists and other means to raise their awareness of compliance," said Chen Yanyan. (According to the interviewee's request, some characters in the text are aliases)

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