30. 基建项目的融资
Transit Projects 开发：
公共交通项目 强势市场
开发商为项目融资，
Fed
联邦政府
支付其它改造项目
State
州政府
Local
地方政府 弱势市场
Transit
公交机构 开发商要求为项目提
Practitioners guide to transit finance,,
供补贴
Introduction to concepts, Paula Schwak and
Trans Tech Management presentation to
公共交通融资实践指南
概念入门
32. ‘’ 新型郊区愿景”
连接政府、购物中心、大学和医院
扩大税基、保护住宅区
‘’This is Suozzi Land, (a grandiose plan when
we can’t maintain what we have)”
这是索基的地盘 , ( 在我们无法维持我们所有
时的宏伟规划 )”
43. Tour notes 游览注意事项
Ballston
巴尔斯顿
Clarendon
查尔斯顿
Court House
法院
Rosslyn
罗斯林
44. 《围绕公共交通
的发展——成功
战略和解决方
案》
Fred Dock
Robert Cervero
Maureen McAvey
Doug Porter
Bob Dunphy
45. Thanks!
谢谢各位！
Robert T. Dunphy
roberttdunphy@gmail.com
46. Making Projects Attractive to
Developers 让项目吸引开发商
良好公交——食物链的顶端
明确追求目标
不要扼杀创造性
不要贪心
将公交纳入解决方案
即使（现在）没有公交，纳入尽可能多
的理想素质
Editor's Notes
transit-supported communities that optimize the use of land around transit stations. For Austin a lot of it will be about creating great communities regardless of transit. Better designed communities and neighborhoods where you can access some of your daily needs without having to drive. Ideally the future will bring us a more frequent and extensive transit service so that there is more potential to reduce auto trips and car ownership. 对于支持公交的社区，要优化公交站点周围的土地使用。对于奥斯丁而言，主要是要创造伟大的社区，无论是否关于公交。设计得好的社区和住宅小区，不用开车就可以到达一些日常出行地点。理想情况下，将来能看到一些服务频率高、贵一些的公交服务，这样有更可能削减小汽车出行和汽车拥有量。
The development patterns of the last half century have not been kind to transit. 前半个世纪的发展不是对公交友好的发展。 In fact, they almost destroyed it. We have gone from lofts, shops, and office towers, to subdivisions, malls, and office parks. The post WWII American dream had no transit element. Edge cities and communities were built without consideration of transit, and sometimes tried to retrofit transit, an expensive and often ineffective approach. 事实上，那时的发展几乎摧毁了公交。我们从多层、商店和办公高楼，转向了大片住宅区、大型购物中心和办公园区。二战后的美国梦没有公共交通元素。在没有考虑公交，有时尝试改造公交的过程中，建设了许多边缘城市和社区，这是一条既昂贵，又没有成效的发展途径。
The next principle is to get the parking right, and to do that I recommend the Goldilocks principle: “Not too much, not too little, just right.” 下一个原则是妥善停车问题，而要做到正确停车，我推荐戈尔迪罗克原则“不要太多、不要太少，刚刚好” It is important to balance transit for users and land for adjacent development 重要的是要平衡为用户提供公交和为相邻开发提供土地
Balance transit for users and land for adjacent development 平衡为用户提供公交和为相邻开发提供土地 · Move it: Parking nearest the station--lost opportunity 移动它：在离车站最近的地方停车——失去的机会 · Share it: Among patrons at different times of the day or week 共用它：让一周或一天不同时间的出行者共用停车设施 · Deck it: (and charge) 装饰它：（并且收费） · Wrap it: Shops, eateries, residences, and services 包围它：商定、餐饮、住宅、服务业 · More attractive as an urban place, and creates a built-in clientele for the businesses 使之成为引人入胜的城市场所，为商业创造内置客源
The next principle is to Make Buses a Great Idea Bus, especially to those who do not ride the bus today and businesses. [show of hands, how many live in community with heavy rail, light rail, bus only]. It is important to overcome the attitude that “Rail passenger linger, bus passengers loiter”. It is important for buses to serve a cross-section of the community. 下一个原则是成就公交车的伟大理念，尤其是对那些现在不坐公交车的人和商业。（举手示意，多少人住家附近有地铁或城铁、轻轨，或只有公交车）重要的是克服“地铁乘客漫步，公交车乘客游荡”的态度，重要的是公交车要服务社会多个阶层。 Bus is exclusive carrier in many large metropolitan areas, and even in rail markets provides most of the transit service. Reinventing the bus to appeal to a “choice” transit market has involved reinventing the vehicles, the routes, and the pricing. Boulder’s Hop, Skip, and Jump service and Denver’s 16 th street transit mall are both good examples of this. One of the hottest new trends is a Bus Rapid Transit, a hybrid which combines many of the features of rail – cool vehicles, off board boarding, traffic free travel, in a bus based service. 在许多大城市，公交车是独有的客运服务提供商，即使在有地铁的地方也提供了大多数的公交服务。重塑公交，吸引“有选择的”客运市场涉及车辆、路线再造，和重新定价。博尔德市的跳跃停站、错站停车和插队车道以及丹佛的第 16 街公交专用商业街都是这方面好的例子。最热的新趋势之一是快速公交 (BRT) ，即集合了许多轨道交通特点的基于公交车的公交服务混合体——漂亮的公交车、车外付费、无拥堵通行。
7 minutes from South Station, Logan 从南站到 Logan7 分钟 Bus Rapid vs. Rail 快速公交车与轨道交通比较 New Convention Center 新会议中心 Mixed use, 24/7 district 混合使用，
The next principle is to Encourage Every Price Point to Live Around Transit. Increasingly, transit is finding a market among upscale residents, especially those interested in ditching the car and the lawn and moving into the city. They are joining young workers who often choose to live in urban neighborhoods. Tech executives in Richardson Texas report that the new DART light rail line is a recruiting plus for younger tech workers who would prefer to live in more happening Dallas neighborhoods than in the suburbs. With the growing shortage of affordable housing, locations near transit hold special opportunity. 下一个原则是用每种价格鼓励住在车站附近。公共交通越来越在高端住户中找到市场，特别是那些有意丢弃汽车、草坪，搬到城市居住的人。他们正在加入往往选择住在城市的年轻人中间。德州里查德森的技术主管们说新的 DART 轻轨线对于更喜欢住在热闹的达拉斯市区而不是郊区的年均技术工作者而言是招聘加分点。随着经济适用住房短缺的情形日益增多，公交站附近的地点特别有机会。
July 12, 2010 By MARK HARRINGTON [email_address] 2012 年 7 月 12 日，作者：马克 · 哈尔英顿 With Hempstead Town‘s scaled-back plan for the Nassau hub dismissed by Charles Wang’s Lighthouse group as “unviable,” the focus shifts to a joint Wang-Shinnecock Indian casino project. 因查尔斯 · 王的灯塔集团说汉普斯得镇纳索中心缩小规模的规划不可行，拒绝了该规划，焦点转到了王—史内库克的印第安纳赌场项目。 A plan involving the Shinnecocks would not need Hempstead Town zoning approvals. 涉及到史内库克的规划不需要汉普斯得镇的区划审批。 Several people with knowledge of the discussions said Monday that talks among Wang's group, the Shinnecock Nation... July 12, 2010 Kate Murray unveiled her Mitchel Field Mixed-use District Alternative, known by its acronym, MFM. 2012 年凯特莫瑞公布了她的米切尔地块混合使用建设方案，也称 MFM 方案 Instead of the Lighthouse’s “10-13.5 million square feet” for development, MFM’s total was “5.4 million square feet.” Instead of towering hotels, buildings would be limited to nine stories. Murray and Town Councilwoman Dorothy Goosby, a Democrat, hailed MFM as “vibrant,” “reasonable,” even “progressive.” MFM 方案取代了之前灯塔的“ 1000-1250 万平方英尺”的开发方案，其合计规模是“ 540 平方英尺”。没有高层酒店，取而代之的是 9 层建筑，莫瑞和镇民主党女议员多萝西古斯比赞赏说 MFM 方案是“充满活力的”、“合理的”，甚至“进步的” The new plan would be “consistent with the suburban character” of the area. That drew a laugh from Long Island planner emeritus Lee Koppelman, a man who dealt with Robert Moses personally. 新规划符合该地区的郊区风貌，这引得长岛名誉退休规划师李柯帕曼（他个人曾与罗伯特摩斯讨论过）的一笑。 “ It’s not a rural enclave by any means,” Koppelman says of the Nassau Hub. “It’s probably one of the most urban areas in the entire Nassau-Suffolk area.” 柯帕曼说纳索枢纽“完全不是一块农村飞地”，“它大概是整个纳索——苏富克地区最城市化的地区之一。” Murray’s MFM was D.O.A. Newsday dubbed it “lackluster” and “disappointing.” Wang and his new BFF Ed Mangano issued a joint statement calling it “economically unviable.” 莫瑞的 MFM 方案是政府决策，《新闻日》称之“毫无生气”、“令人失望”，王和其新合作伙伴艾德曼戈奴发布了一份联合声明，称之“经济上不可行”。
The best success story in clustering development around transit in America is probably the Rosslyn-Ballston corridor in Arlington, Virginia – with the exception of any new building in Manhattan, of course. It began during the planning phase of the Washington Metro, actually changing the location of the proposed lines, and developed into a community consensus on growth. One of the tests of the staying power of the vision is that it be embraced into the campaigns of elected officials, which it has been in Arlington. 在美国沿公交走廊发展城镇群最成功的故事大概是弗吉尼亚州阿灵顿的罗斯林—巴尔斯顿走廊（当然，除了曼哈顿的任何新建大楼以外）。它从华盛顿地铁站的规划阶段开始，实际上改变了路线位置，发展成社会对发展的共识。这一愿景的持久力量验证之一是它被纳入阿灵顿当选官员的竞选口号。
In closing, if you are interested in getting more deeply into this topic, there is a ULI book. Thank you. 最后，如果你对这个专题有进一步的兴趣，今年秋天城市土地研究院的新书即将出版。
