几个问题：
1、老问题：该区域人口密度为每平方公里不到3千人，与前贴中提到的Letchworth密度类似，同样也是我们的一般住区无法企及的。
2、该区域2009年人口达到24万，接近规划人口25万（该指标后文会提到），用了40年时间，而我们国家的新城建设，一般要求的速度是多少？
3、为什么选择距离周边几个城市等距，是有政治上的考虑。这与上文提到的哈尔滨的选址相比，是另外一种类型。
4、相比欧洲、英国的老居住区，这种路网结构是一次革命，带来的不仅是路网本身的变化，更多的是对人的生活形式的改变：
教堂不再位于城市中心；
取而代之的是商业；
新的路网更适于汽车的行进；
社区居民的关系由以往的血缘型改变为非血缘型
……
回复 举报 楼主：我有多大 时间：2012-07-31 11:32:12 Milton Keynes Development Corporation planned the major road layout according to street hierarchy principles, using a grid pattern of approximately 1 kilometre (0.62 mi) interval, rather than on the more conventional radial pattern found in older settlements. Major internal roads run between communities, rather than through them: these distributor roads are known locally as grid roads and the spaces between them – the districts – are known as grid squares.[20] Intervals of 1 kilometre (0.62 mi) were chosen so that people would always be within walking distance of a bus stop. Consequently each grid square is a semi-autonomous community, making a unique collective of 100 clearly identifiable neighbourhoods within the overall urban environment. The grid squares have a variety of development styles, ranging from conventional urban development and industrial parks to original rural and modern urban and pseudo-rural developments. Most grid squares have Local Centres, intended as local retail hubs and most with community facilities as well. Originally intended under the Master Plan to sit alongside the Grid Roads, the Local Centres were mostly in fact built embedded in the communities and some are becoming unviable as a result of this and pressure from the new hypermarkets.
1、几个问题：间距1公里的路网结构是为了让居民步行最远不超过公车站一站的距离。
2、另外由路网围成的一个社区约有100户，人们可以互相辨识、交流，不会总遇到陌生人。
3、社区中心，应该说原来的总体规划把一些商业设施设置在路边是有道理的。社区商业避开与大型超市的竞争，会有它自己的生命力，但如果位置选择不当，那么就不易存活。 |
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