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Social Inclusion

宜居始于社区——新加坡城市建设案例(上篇)

Xueman Wang's picture
30多年来,Toh太太一直住在武吉巴督 — 一个新加坡公共住房(组屋)小镇,这里能容纳超过11万居民。他们的公寓由新加坡建屋发展局 —即“HDB”建造,建屋发展局为82%的新加坡居民提供公共住房。
 
在世界银行新加坡基础设施和城市办公室工作期间,我有幸结识了Toh太太,她与先生在三居室的公寓中养大了三个孩子。当我问到她住在组屋区的感受时,她的第一反应是“方便”、“舒适”——“需要什么东西,走路去都不超过10分钟。”
 
现年64岁的Toh太太每天穿过廊道步行10分钟到地铁站(大众捷运系统,或MRT),她喜欢这么走,这段有顶棚的步道把她的家与社区设施无缝连接起来,使行人免受日晒雨淋之苦。
 
Covered walk pathways and multi-level bicycle racks
有顶棚的步道和多层自行车停放架。(摄影:王雪漫/世界银行)

走访几个社区后,我发现个个都是“实打实”的宜居典范,展现了新加坡卓越的城市综合设计水平。

5D紧凑型城市框架

我发现通过“5D” 紧凑型城市框架可以很好地诠释新加坡是如何提高宜居水平的:

宜居始于社区——新加坡故事(下篇)

Xueman Wang's picture
上一篇博客中,我介绍了5D框架,并结合新加坡的公共住房社区,例如组屋小镇,讨论了前两个D——密度和多样性。在本文中,我将分享我的观察体会,探讨组屋社区如何反映其他三个D——目的地(Destination)、距离(Distance)和设计(Design)。
 
为了提高目的地通达性,新加坡推行畅行乘车(Walk2Ride)计划,改善社区步道,鼓励居民使用公共交通。这项政府政策确保在地铁站400米(或1/4英里)范围内都建有公共廊道通往公车站点、公共设施和组屋。
 
让人们能“舒适”地“步行”搭乘公共交通只是新加坡为社区做的诸多努力之一,现在新加坡有顶棚的廊道总长度已经达到了200公里
 
为了缩短到达换乘点时间,政府鼓励居民骑行,以解决公共交通的第一英里和最后一英里的连通性问题。作为骑行基础设施的一部分,许多地铁和公交站点都设有多层自行车停放架,使新加坡更加适于骑行。实际上,从2016年7月开始,所有新建学校、商业、零售和企业园区(达到一定规模的)必须制定步行骑行规划,确保公共空间设计充分照顾到步行与骑行需求。
 
Neighborhood bicycle racks
社区自行车停放架。(摄影:王雪漫/世界银行)

让我们探索一下打造这座城市的最后一个“D”城市设计的方方面面。我认为社区是新加坡建设花园里的城市愿景的重要组成部分。虽然新加坡面积不大,但政府付出了巨大的努力为居民打造自然环境。

Competitive Cities: A Game Changer for Malaysia

Judy Baker's picture
Photo: mozakim/bigstock


As an upper-middle income country with a majority of its population living in cities, Malaysia is situated among the countries that prove urbanization is key to achieving high-income status. Asking “How can we benefit further from urbanization?” Malaysian policymakers have identified competitive cities as a game changer in the 11th Malaysia Plan. To this end, the World Bank has worked with the government to better understand issues of urbanization and formulate strategies for strengthening the role of cities through the report, “Achieving a System of Competitive Cities in Malaysia.”

While Malaysia’s cities feature strong growth, low poverty rates, and wide coverage of basic services and amenities, challenges still remain. 

Its larger cities are characterized by urban sprawl, particularly in Kuala Lumpur, where population density is low for an Asian metropolis. This inefficient urban form results in high transport costs and negative environmental impacts. This is matched by low economic density, indicating Malaysia’s cities can do better in maximizing the economic benefits from urban agglomeration.  



A second challenge hampering Malaysia’s cities is the highly centralized approach to urban management and service delivery, a system that impedes the local level, and obstructs service delivery and effective implementation of urban and spatial plans.

Third is a growing recognition of the importance of promoting social inclusion to ensure that the benefits of urbanization are widely shared.