????自從汽車進(jìn)入美國(guó)大眾市場(chǎng)以來(lái)，城市開發(fā)商們?cè)谝?guī)劃城市布局時(shí)就會(huì)優(yōu)先考慮車流。

????不過(guò)，在加州拉古納尼古爾舉行的《財(cái)富》雜志（Fortune）“頭腦風(fēng)暴綠色大會(huì)”（Brainstorm Green conference）上，一群討論小組成員提出，城市建設(shè)支持高速公路并不一定能為居民帶來(lái)最好的生活品質(zhì)。

????城市設(shè)計(jì)與建筑公司卡爾索普聯(lián)合公司（Calthorpe Associates）的合伙人彼得?卡爾索普稱：“高速公路城市的時(shí)代已經(jīng)過(guò)去了，我們已經(jīng)無(wú)法繼續(xù)承擔(dān)這個(gè)代價(jià)，而且它也并不理想。”他還說(shuō)，隨著全球越來(lái)越多地區(qū)邁入城市化階段——據(jù)他說(shuō)，到2025年發(fā)展中國(guó)家將有35億人居住在城市中——城市居民將會(huì)需要充滿樂(lè)趣的宜居環(huán)境。他說(shuō)，未來(lái)的城市設(shè)計(jì)可以圍繞這些展開，不必總想著汽車。

????西門子公司（Siemens）總裁兼首席執(zhí)行官埃里克?斯皮格爾表示，市長(zhǎng)們已經(jīng)在考慮降低交通擁堵的問(wèn)題了。他說(shuō)，從積極的方面說(shuō)，減少擁堵并不需要突破性的技術(shù)，“人們總是在說(shuō)創(chuàng)新，但實(shí)際上我們已經(jīng)有很多技術(shù)可以減少路上的汽車” 。

????很多交通領(lǐng)域的創(chuàng)新來(lái)自發(fā)展中國(guó)家。比如，西方國(guó)家正在研究拉丁美洲目前已經(jīng)投入使用的快速公交系統(tǒng)。

????小組成員杰?卡爾森是C40城市氣候領(lǐng)導(dǎo)集團(tuán)（C40 Cities Climate Leadership Group）的首席執(zhí)行官。他特別提到了里約熱內(nèi)盧市長(zhǎng)派希近期推出的一個(gè)項(xiàng)目。目前，這位市長(zhǎng)正趕在2016年奧運(yùn)會(huì)之前抓緊推行快速公交系統(tǒng)，以滿足該市的交通需求。快速公交系統(tǒng)（BRT）避免了現(xiàn)行系統(tǒng)的一些弊端。采用BRT后，乘客在上車前就買好了票，不用浪費(fèi)時(shí)間在站臺(tái)等待乘客上車，最終也降低了整個(gè)系統(tǒng)的運(yùn)營(yíng)成本。為了保證這個(gè)系統(tǒng)的順暢運(yùn)行，城市管理者們還必須對(duì)那些侵占公交車專用道路的汽車予以嚴(yán)懲。

????不過(guò)，卡爾森表示，盡管能大幅減少碳排放，但派希并沒(méi)有把自己的這番努力大吹大擂成什么意義重大的綠色行動(dòng)。他倒是強(qiáng)調(diào)了這樣一個(gè)事實(shí)，即更好的公交系統(tǒng)能從根本上改善居民的生活質(zhì)量。在某種程度上，布局合理的交通系統(tǒng)能改善城市生活品質(zhì)，因?yàn)樗馨呀煌ㄜ囕v對(duì)城市生活的總體影響降到最小。這類辦法頗具諷刺意味的一點(diǎn)在于——最好的交通系統(tǒng)實(shí)際上反而能大幅減少往來(lái)穿梭、運(yùn)送乘客的交通工具。

????卡爾索普稱：“實(shí)際上是我提出了所謂的‘公交導(dǎo)向的發(fā)展’這個(gè)說(shuō)法，我也很愿意推廣它。解決目前問(wèn)題的答案更多和步行及騎車有關(guān)——也就是多關(guān)注鞋子，而不是輪胎。”

????或至少不應(yīng)該是汽車輪胎。這是個(gè)頗有意思的想法——城市的未來(lái)發(fā)展藍(lán)圖中汽車將不再是那么突兀的存在了。希望汽車業(yè)界的領(lǐng)袖們也能開始正視這種想法【當(dāng)天晚些時(shí)候，通用汽車（General Motors）的首席執(zhí)行官丹?阿克森也參加了我們的頭腦風(fēng)暴綠色大會(huì)】。如果我們想象未來(lái)的城市時(shí)，首先闖入腦海的不再是汽車，汽車廠商們應(yīng)該怎么辦？（財(cái)富中文網(wǎng)）

????譯者：清遠(yuǎn)

????Ever since cars hit the mass market in the U.S., urban developers have prioritized the flow of automobiles as they plan cities.

????But building cities to support highway infrastructure does not necessarily provide the best quality of life for residents, according to a group of panelists at Fortune's Brainstorm Green conference in Laguna Niguel, Calif.

????"The age of the highway city is over, we can't afford it, and it's not desirable," says Peter Calthorpe, a principle at Calthorpe Associates, an urban design and architecture firm. Calthorpe argues that as more of the world moves into urban environments -- he says there will be 3.5 billion people living in developing world cities by 2025 -- they will want fun, livable urban places. Cities can be all those things, he says, without being designed with cars in mind.

????City mayors are already concerned about reducing traffic congestion, says Eric Spiegel, the president and CEO of Siemens (SI). On the upside, reducing traffic will not require a technological breakthrough, he says. "People talk about new innovations, but we already have a lot of the technology to get cars off the road."

????Many transit innovations are coming from the developing world. For example, Western nations are currently studying bus rapid transit models already in place in Latin America.

????Panelist Jay Carson, chief executive of C40 Cities Climate Leadership Group, cited a recent project by the mayor of Rio de Janeiro, Eduardo Paes, who is implementing bus rapid transit to help cope with the city's transportation needs leading up to the 2016 Olympics. Bus rapid transit (BRT) dodges some of the pitfalls of the current systems. Using BRT, people pay for their tickets before the ride, saving time from idling at stops while passengers board and ultimately reducing the system's costs. For the system to work smoothly, leaders in cities must also work to strictly enforce penalties for cars that camp out in bus lanes.

????Though the carbon savings are significant, Paes is not billing his efforts as a big green initiative, Carson says. Instead, he's capitalizing on the fact that better public transit organically improves the quality of life for residents. In part, well-mapped transit improves quality of life in cities because it minimizes the overall impact of transit vehicles. That's the irony of this kind of approach -- the best transit systems actually cut down on the amount of machines shuttling people back and forth.

????"I actually coined the phrase transit-oriented development, and I'd like to shed it," Calthorpe said. "The answer has more to do with walking and biking -- shoes, not tires."

????Or at least, not car tires. It's an interesting thought -- that cars will be a much less obtrusive feature of the cities of the future. Hopefully, it's a point that leaders at car companies will address. (General Motors (GM) CEO Dan Akerson is joining us at Brainstorm Green later today.) How will automakers adjust when cars don't come first in how we think about cities?