Intelligent mobility: risks & rewards
第一页 技术就是答案
Slide 1 Technology is the answer
1966年，塞德里克·普莱斯说，我喜欢一开始就对新技术进行一点质疑。当然，“技术就是答案”。他也强调：“不过问题是什么？”。
I’d like to begin with a little scepticism about new technology. Of course “Technology is the answer“, said Cedric Price in 1966. He also said, “But what is the question?”
这些问题就是我们试图去获得无人驾驶技术。
What are the questions that we are trying to answer in the pursuit of autonomous vehicle technologies?
我认为仅仅从驾驶员的角度去谈论智慧出行，并不充分。 我喜欢从整个城市的角度去考虑收益。如果我们过度关注车辆而不是城市，那么风险也是需要考虑的。
I don’t think it’s enough to talk about intelligent mobility from the perspective of the driver alone. I’d like us to think about its benefits for cities as a whole. And the risks too, if we focus too much on the vehicle and not enough on what’s around it: the city.
第二页 度量连接度——现状
Slide 2 Measuring connectivity – existing
我不反对技术。我也开办科技公司，即空间句法公司，研发了度量城市街道网络连接性的工具。他们展示城镇布局如何影响人们的使用，以及用地模式如何影响场所中社会、经济、环境行为。
And I’m not against technology. I run a tech company, called Space Syntax, that has developed tools which measure the connectivity of street networks. They show how the layout of towns and cities affects the way they’re used by people – and how patterns of use affect the social, economic and environmental performance of places.
第3页 预测模型—新发展
Slide 3 Predictive modelling – new developments
我们开发了预测模型工具，度量新城市开发的影响。
We’ve developed predictive modelling tools that measure the impacts of new urban developments.
第4页 达尔文城总体规划
Slide 4 Darwin masterplan
我们使用这些工具设计新的城市场所，有时候也设计全世界范围内整个新城新镇。
And we use these tools to create designs for new urban places, sometimes entirely new towns and cities throughout the world.
第5页
Slide 5 Urban Value analysis
我们技术表明如何联系街道网络比切断街道网络更具有价值。
Our technology shows how connected street networks are much more valuable than disconnected ones.
第6页 破碎化/整合化的城市
Slide 6 Fragmented/integrated cities
因此，对我而言显然易见，可持续发展的城市是整合的，而非彼此不联通的。当街道成为了人们的场所，它既是步行的，也是车行的。这是过去城市的常态，也是它们发展的方向。
And it’s therefore clear to me that a sustainable city is one that is integrated not disconnected. Where the street is a place for people both on foot as well as in vehicles. This is how cities always were and it is how they always should be.
第7页 以车中心的规划
Slide 7 Car-centred planning
然而，在过去一个世纪中，城市并不是如此规划的。车成为国王，人们逐步彼此不再相连，这带来了物质和精神健康上的可怕后果，而在这城市中心的经济活力中并未得以重视。
But it’s not how cities have been planned for the past century, where the car has been king and people have been increasingly disconnected, with terrible results for physical and mental health, not to mention the economic vibrancy of urban centres.
第8页 街道
Slide 8 Streets
我丝毫不怀疑我们是否可从智慧交通技术中获益。然而，我们也需要伟大的街道，既为车辆服务，也与人性化尺度的步行相得益彰。伟大街道包括兰布拉大街和香榭丽道大街。
So I’ve no doubt that we can benefit from intelligent mobility technologies. But we also need great streets for those vehicles to drive along in the company of people on foot. Great streets like the Ramblas and the Champs Elysées.
问题是世界各地的规划师逐步不再设计伟大街道。
The trouble is that planners worldwide are generally not designing great streets.
第9页 人本交流
Slide 9 Human transaction
我们最终需要跳过对步行、车行和停车场的思考，而转向思考城镇真实的目的。这将推动人与人之间的交流，包括社会和经济交易。
And we ultimately need to move beyond just thinking about walking, driving and parking – to thinking about the real purpose of towns and cities – which is to facilitate transactions between people. Social and economic transactions.
我们坐在小汽车中进行的创新远比我们坐在桌子旁边与朋友和陌生人聊天形成的创新更为少。
We innovate much less when we’re in cars than when we’re sat around tables with friends and strangers.
因此，如果无人驾驶需要跟高效地利用道路空间，那么我建议街道空间容纳更多吃喝的静态活动，而不是充斥更多无人车辆。
Therefore, if autonomous vehicles can use road space more efficiently then I suggest that we repurpose that road space for stationary activities like eating and drinking rather than leaving it be filled up with more autonomous vehicles.
第10页 黄线
Slide 10 Yellow lines
然而我期望未来的停车自动化，我们不必看到街道上画满了错误应用的黄色停车线，让街道变得更为无比污垢。
But I do look forward to a future where parking can be automated and we won’t see the appalling defacement of our streets with badly applied yellow paint.
第11页 从坑洞到盆栽
Slide 11 Pot holes to plant pots
作为结尾总结，我们希望，我们的聪明才智可借助电子技术，提升开车水平 ，为街道留下一些空白地区，用于街道设计的独创性，并还能保障汽车还能再其中行驶。
And so in summary I hope that in our cleverness to apply digital technologies to the advancement of driving we will also leave some space for ingenuity in the design of the streets in which those vehicles drive.
The power of the network 
I attended your talk on Monday night at the Fleur, which was essentially this text above, which I am glad to see so that I can return to it.
I regularly commute to Faversham in my pure electric Citroen. Inevitably I have become very interested in the whole change in transport technology, happening at an exponentially accelerating pace, and which also relies on the development of very advanced systems, mostly digital, that are driving our future lifestyles much more rapidly than maybe we fully realise.
One vision of the future of personal transport is where we give up ownership of private cars and accept the concept of shared transport, available on demand. The social and economic benefits of this are enormous and could have an equally enormous impact on the future of strategic macro and micro planning, and also architecture and integrated transport and so on that result from it.
The problem, as I see it from your talk, is that even today we may be creating hurdles for this ‘giant leap for mankind’, by failing to recognise it now.
You did not touch on this aspect of future planning, which may have been deliberate because it is considered speculative, and beyond many peoples vision horizon, but I wonder what your view of this future is.
It will certainly make ‘yellow lines’ and ’20mph speed limits’ irrelevant.