Download - Urban Transportation Planning-MIT NOTES
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My Course Overview
Urban Transportation Planning
MIT Course 1.252j/11.380j
Fall 2006
Mikel Murga, MIT Research Associate and Lec
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Urban Transp
Day 1
First, a confession
I make a living selling ideas to design roads, to systems or to rehabilitate cities and
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Urban Transp
Day 1
First, a confession
I make a living selling ideas to design roads, to upgrade transit systems or to re
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Urban Transp
Day 1
Transport a Complex Organic Sys
The microscopic simulation shows pedestribuses, taxis We are trying to model indiv Who appear to behave sometimes in irrational,
emotional ways
Who are driven by habits (change takes time!)
Who learn and adapt (specially under worsening
Predicting their collective behavior throughnever easy. That is why we do not have tthem, but rather:
Observe their behavior and search for their log Ask their opinions and find out about their perc
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Urban Transp
Day 1
Transport a Complex Organic
Many of us went into Engineering to dpredictable systems, but NOT WITH P
In Engineering This is TH
We want T
Transport deals with people who appebehave: Irrationally, Intuitively, Unpre
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Urban Transp
Day 1
Transportation: A Complex Sys
Action and reaction:
Same dosage, different reactio
Learning and adapting
Space and time non-linearities
Latent demand
Facts and perceptions:
Elected officials believe that voVoters believe that
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Problem Decision
Decisions
Actions of Others
SiGoals
Goals of
Other Agents
Situation
Goals
Environment
W.
Urban Transp
Day 1
Systemic Thinking
From: Business Dynamics,by John Sterman
Figure by MIT OC
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Urban Transp
From: Bu
Delay
Road Construction
Travel Time
Trips per Day
Travel Desire
Adequacy o
Public Tran
Pressure to Reduce Congestion
+
+
++
+
+ +
+
++++
+ +
+
+-
-
-
-
-
+
+
-
-
Highway CapacityCapacity
Expansion
Open the
Hinterlands
Size of Region
within desired
travel time
Discretionary
Trips
Extra Miles
Delay
Delay
Average Trip Length
Cars in
Region
Population and
Economic Activity
of Region
Cars per
Region
Public Transit
Ridership
Public Transit
Fares
Public Transi
Revenue
Route
Expansion
Fare
Increase
Take the bus?
Choke off
Ridership
Can't get there on the buses
Move to
the Burbs
Traffic
VolumeAttractiveness
of Driving
ROAD CONG
COM
Figure by MIT OCW.
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Urban Transp
Day 1
Transport a Complex Organic Sy
We need a holistic approach to transportatiorecognize and take advantage of all the inteamong:
Transportation modes Land use Quality of life of residents Economic development
Just focusing for instance on transit will not
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Urban Transp
Day 1
Transportation
Transportation is a great field to
simplistic solutions are proposed with sublas if the construction of some type of trans
in another city, would suddenly solv
And these large matters are discussorganized framework, without any conside
mostly witho
It is almost as if people delight in having aanybody can speculate because nobody kn
Roger L. Creighton, Urban Transportati
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Urban Transp
Day 1
A Quick Overview of Transport
The automobile
Transit: Past and Future
Transportation And Land Use
Technological Fixes
Closing Thoughts
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Urban Transp
Day 1
The Automobile
Convenience, comfort,flexibility
Who is against theAmerican way of life?
It drives the economy!
Dont leave homewithout it!
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Urban Transp
Day 1
The Automobile
How much does it cost?
To the driver
To the rest of society
Fixed and operating costs
What is the required infrastruct
What do we mean by externalit
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Urban Transp
Day 1
The Automobile
Current urban trends increaseand use
Car operating
than ownershiyou buy it
Drivers do not(despite lobbycontrary)
Main Threat:IRREVERSIB
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Urban Transp
Day 1
The Automobile
Some prevailing popular belie
-car taxes exceed car induced
-car mobility is a right-proper technology will solve problem
which together with the lack fixes", compound the problem
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Urban Transp
Day 1
The Automobile
Suburban sprawl:
A dream made tru
Have we locked ou
What does it imply
From city life to Ed
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Urban Transp
Day 1
Trends in Modal Split for Daily Travel in the United S
3.06.53.75.0Other3
0.70.80.7naBicycle7.28.59.3naWalk2
2.02.22.63.2Transit
87.182.083.781.8Auto2
1990198319771969 1Mode of Transportation
Source: Socioeconomics of Urban Travel: Evidence from the 2001 NHTSby John Pucher and John L. Renne, . Transportation Quarterly, Vol. 57, No. 3, Sum
Transportation Foundation, Inc., Washington, DC.
Federal Highway Administration, Nationwide Personal Transportation Surveys 19691995; and National Household Travel Survey, 2001.
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Urban Transp
Day 1
US Public Transport Today : MetropolitanTrends in the Modal Split of the Home-to-Work Journ
Source: Journey to Work Trends in the United States and its Major Metropol
4.8 - 311.0 - 9.481.5 - 83.2Washington DC-Baltimore
5.9 - 59.3 - 9.581.3 - 81.0San Francisco -Oakland
7.0 - 624.8 - 24.965.8 - 65.7NY-NJ-CT-PA
4.9 - 413.4 - 11.579.5 - 81.5Chicago Counties
6.2 - 58.6 - 9.082.7 - 82.7Greater Boston
NonMotorizTransitCar
Modal Split %
1990 - 2000
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Urban Transp
Day 1
Transit to the rescue!
We are all in favor!
But my case is
special Choice and captive
riders
Levels-of-Service
(LOS) like the car?Its about time!
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Urban Transp
Transit
Is it a panacea?
A tram with say 230riders is equivalent to177 automobileswith an occupancyratio of 1.3...provided they areall choice riders
Day 1 Figure by MIT OCW.
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Urban Transp
Transit
Same menu for all like the Ford T?
Day 1
Fig
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Urban Transp
Day 1
Transit
Every major transitproject (as every road
scheme) is announcedas the solution
Sometimes hard to seethe opportunities which
open up if the rightprocess is engaged
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Urban Transp
Day 1
Transit
How do we rate it a success? Total number of trips?
The % of patrons: captive vschoice riders?
Total transit trips per capita? Transit share of the overall
mobility market?
The level of city traffic?
The density of jobs?
The impact on the real estateand retail markets?
The Bump Factor?
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Urban Transp
Day 1
The Competition from the Car Road System
Urban parking supply is relatively widely avoften free
95% of car commuters enjoy free parking
380 parking spaces per 1000 central city workerUS cities
Highly developed urban road system
6.6 metres of road per capita in 10 largest US cEuropean levels
*Source: The Urban Transportation Crisis in Europe and North America, by JoChristian LeFevre, 1996.
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Urban Transp
Day 1
Arguments Supporting Public Tra
Equity:
Access for those who cannot or do not choose to
Congestion:
The need for a high-quality alternative
Land use influence:
Public transport is necessary, but not sufficient t
Environmental:
Are car technology strategies effective?
Energy: Are car technology strategies effective?
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Urban Transp
Day 1
Other Arguments Supporting
Transit allows agglomeration economic activity in cities:
New York, Boston, San Francis
not have developed without tra The current contribution of ear
investments in heavy rail is nottoday appropriately
New investments bound to havimpact thus the need for a lo
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Urban Transp
Day 1
Other Arguments Supporting
Transit is a most effective toodecrease external costs in cit
These costs may exceed $1,00
per year (Ref: External Costs StudyBasque Country, 2006)
They correspond in order of imaccident-related costs, impacts
health, congestion, noise impacurrent market value of global
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Urban Transp
Day 1
Other Arguments Supporting
Business translatescongestio
of more tbillion/yea
Implicationumber oin USA exnumber odrivers
U.S. Census
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
1960 1970 1980 1990 2000
Vehicles per Household Persons per Household
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Urban Transp
Day 1
Other Arguments Supporting
Transit reduces the auto ownneed:
This should be converted into a
stream of net benefits, based osavings of capital and operatinhidden part of the iceberg - F.
This and the previous argumen
the need to define a new evaluframework for public transport
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Urban Transp
Day 1
Other Arguments Supporting
Transit is often associated to inefficiencies, but: Most agencies have already im
efficiency Many of todays new technolog
focus on the quality of service users, not on efficiency
Similarly to other fields (Educa
Health) heavily dependent ontransit is subject to Baumols D
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Urban Transp
Day 1
Other Arguments Supporting Tr
The key is theenhancement quality of the
Public Transpocatalyst for th Melbourne is
the new succedescribed so wGehl (Places for Peo
Seoul receiveduring last ye
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Urban Transp
Day 1
Other Arguments Supporting
Improvement of PublicTransport often bringsenhancements of the qualityof the urban space
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Urban Transp
Day 1
Other Arguments Supporting
Improvemenoften brings quality of the
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Urban Transp
Day 1
Other Arguments Supporting
The Land Use C
We tend to concanalysis on the d
behavior of indivdrivers to anticipreaction to syste
However a more
question is who the mazeintmice are constra
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Urban Transp
Day 1
Other Arguments Supporting Tr
The lesson transit needits traditionshaper of u
developmen
By abandonrole, highwones guidin
location of residential acenters dev
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Urban Transp
Day 1
Transit: The example from Bilbao
Metropolitan Bilbao, inthe Basque Country ofSpain, is a goodexample of balanced
investments betweenhighways and transit
In the last decade, thetransit network added astate-of-the-art newsubway, a new Light Rail
and new refurbishmentof the RENFE, FEVE andET rail networks
RENFE
FEVE
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Urban Transp
Day 1
Transit: The example from Bilba
In the last decade, thetransit network added astate-of-the-art newsubway, a new Light Railand new refurbishment of
the RENFE, FEVE and ETrail networks
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Urban Transp
Day 1
Transit: The example from Bilba
In parallel to the new infrastructureprojects, the quality of the urbanspace has been improved
However experience shows that thishas not been enough to turn the
tide
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Urban Transp
Day 1
Transit: The example from Bilba
In parallel, newexpresswayshave attempted
to build their wayout of congestionbut have in factserved to fosternew suburbandevelopments
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Urban Transp
Day 1
Transit and Road Congestio
The reality modeled for 1985 andin Bilbao shows similar congestionbut with higher flows
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Urban Transp
Day 1
Transit and Road Congestio
The home surveys from 1987 anddescribe a clear unsustainable tre
Distribucin de los viajes por modos en el Bilbao Metropolit
62,4%
18,5%
11,2%
5,5%
1,8%
43,4%
31,1%
11,8%13,3%
0,4%
0%
10%
20%
30%
40%
50%
60%
70%
A Pie Coche Bus Tren Otros
Modos
1
2
Metro
Modal Split in Metropolitan Bilbao in 1987 and in
62,4%
18,5%
11,2%
5,5%
1,8%
43,4%
31,1%
11,8%13,3%
0,4%
0%
10%
20%
30%
40%
50%
60%
70%
On Foot Automobile Bus Train Others
1
2
Metro
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Urban Transp
Day 1
Transit
Service quality is aprerequisite, but transit is
part of a bigger whole Urban Density
Parking policy
Priority
Information
Pricing
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Urban Transp
Day 1
Transport and Land Use
Opening the new frontier
Who gains with a new expressw
New access opportunities?
Faster times for present users?
New development opportunities?
Induced demand to get back to s
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Urban Transp
Day 1
Menor Aumento de
FACTORS
IMPACTS
Source: Adaptation froml London Research Centre
New Cars
Low
Density
Income
PARKING
CONGESTION
TRANSIT
PedestriansTransit
Users
A simplified interaction m
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Urban Transp
Day 1
The Land Use-Transport LinkBostons Public Transport Syste
Boston Public T0 .5
M
Buses in greenSubway in brownCommuter Rail in blue
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Urban Transp
Day 1
The Land Use-Transport LinkBostons Commuter Trip at Res
Mystic River
Charles River
Charles RiverBasin
Fresh Pond
Old Harbor
Littl e Mystic Ch
Chestnut Hil lReservoir
Charles River
Fort PointChannel
Reserved Cha
Island End Ri ver
Brookli neReservr
Muddy River
Pit Pond
r Pond
Mill ers River
Leverett Pond
Mill ers River
Public GardenPond
Perch Pond Jerrys Pond
Wards Pond
Fisher HillReservoir
Sawing Pond
Frog Pond
Muddy River Pond
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Urban Transp
Day 1
The Land Use-Transport LinkBostons Commuter Trip at Res
90
20
3
93
1
90F
95
95
93
901
126
27
38
2
9
62
30
1A
16
99
60
4
129
28
28
2A
1
2
203
3A
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Urban Transp
Day 1
The Land Use-Transport LinkBostons Commuter Trip at Destin
Mystic River
Charles River
Charles RiverBasin
Little Mystic Ch
Charles River
Fort PointChannel
Reserved Channel
Island End River
Muddy River
Millers River
Leverett Pond
Public GardenPond
Jerrys Pond
Fisher HillReservoir
Frog Pond
lay Pit Pond
Muddy River Pond
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Urban Transp
Day 1
The Land Use-Transport LinkBostons Commuter Trip at Destin
90
20
3
93
1
90F
95
93
95
90
126
107
27
135
38
2
9
62
28
30
1A
16
99
114
60
4
129
28
2A
128
203 3A
3A
2
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Urban Transp
Day 1
The Land Use-Transport Lin
As a chicken and egg problemdensity and parking restrictioin hand
But parking restrictions do noeconomic development
In fact, Boston development
very impressive, since its EPAparking freeze in 1973
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Urban Tra
Day 1
The Land Use-Transport Link:Bostons 1973 Parking Freeze a
Photographs courtesy of Ken Kruckemeyer, MIT. Used with permission.
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Urban Transp
Day 1
Transport and Land Use
Suburban sprawl and the car
Did we want to segregate socie
Downtown vs the Mall
Public vs private space, or
Public poverty vs private wealt
Transit and density
Infill development around sta
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Urban Transp
Day 1
Technological Fixes
New car technologies:
Increased efficiency
Lower pollution levels
Safer operation (mainly for the
ITS or how to get more mileaour present system
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Urban Transp
Day 1
Typical ITS priorities
Common Transport Vision
Common Strategic Approach
Reduction of Road Congestion Improvement of Road Safety
Decreased Negative Environmenta
Supply and Demand Systems Man
New Model for Institutional Coope
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Urban Transp
Day 1
The long road to ITS Deployme
ITS tools easy to buy but dintegrate
They require organizational c
and new networking schemes Existing technological, politicajurisdictional barriers have toaddressed
ITS itself has to be integratedconventional planning
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Urban Transp
Day 1
Old
Independent ModesLocal Economies
Independent Jurisdictions
Users
Build
New
IntermodRegional/Global
Coalitions/Seam
Custome
Manage
Transportation: New Trends
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Urban Transp
Day 1
Transportation In a nutshell
First, well fix the access to the thruwawell fix the city
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Urban Transp
Day 1
Transportation In a nutshellThe clothes of the King or dismantling an interchange in Montreal
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Urban Transp
Day 1
Transportation: In a nutshell
Means to an end, not an end by
Optimizing a sub-system?
What is then our goal? The daily life of our citizens?
Who are the transport actors?
Is it the most tractable urban prob
Is it a governance model for other
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Urban Transp
Day 1
The Future of Operations Research (OR) by Russell Ackoff1979
1. First, there is a greater need fordecision-making systems that canlearn and adapt effectively thanthere is for optimizing systems thatcannot.
2. Second, in decision making, account
should be taken of aesthetic values-stylistic preferences and progresstowards ideals because they arerelevant to quality of life.
3. Third, problems are abstracted fromsystems of problems, messes.Messes require holistic treatment.They cannot be treated effectively by
decomposing them analytically intoseparate problems to which optimalsolutions are sought.
4. Fourth, OR's analsolving paradigm,prepare," involvescontradictions andreplaced by a synparadigm such asdesirable futureways of bringin
5. Fifth, effective trerequires interactvariety of disciprequirement that meets.
6. Sixth and last, all affected by the decision makinginvolved in it so tinterests to bear ointerests should represented by serve as their adv
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Urban Transp
Day 1
This course: All lectures w/o nu
You will be asked to:
Count traffic volumes and pax
Compare cities transport num
Analyze urban and suburban se
Come up with improvement pro
and during IAP, use several
Big numbers versus littlenum
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Urban Transp
Day 1
Transportation: In closing
RADICAL changes
SMALL changes
Known
Solution
Adapted from a presentation
by Marc J. Roberts
Harvard School of Public Health
Problems Typology
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Urban Transp
Day 1
Vision and Leadership
Coach: He/she knows the rules of the game
People accept her/him as an expert
Leadership is easy
RADICAL changes
SMALL changes
Known
Solution
COACH
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Urban Transp
Day 1
Vision and Leadership
Therapist:
He/she possesses certain expertise Still it requires a joint search for the solutio
As a leader, you delegate on the organizat
RADICAL changes
SMALL changes
Known
Solution
THERA
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Urban Transp
Day 1
Vision and Leadership
Prophet:
I know what to do and I am convinced
Those who question me are heretics
A leader who does not accept interpretation
RADICAL changes
SMALL changes
Known
Solution
PROPHET
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Urban Transp
Day 1
Vision and Leadership
A Poet:
Different people see the world differently Most of our understanding is imperfect
Many options to accomplish a vision
Ambiguity and the embracing of contradict
RADICAL changes
SMALL changes
Known
Solution
POE
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Transport Modes and Technologies
A Walking Tour on Capacity, LO
Urban Transportation PlanningMIT Course 1.252j/11.380j
Fall 2006
Mikel Murga, MIT Research Associat
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Urban Transp
Transport Modes and Technologies
Private Transport: The autom
Collective Transport Bus
Light Rail Rapid Transit
Taxi, CarSharing
Non Motorized Modes Walking Biking
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Urban Transp
The Automobile - Infrastructure
Road system:
Hierarchical system:
From turnpike to local street
From unimpeded movement toaccess to properties (Mobilityvs Accessibility in their lingo)
Uninterrupted segments:
Turnpike with access control
Interrupted segments: Traffic signals, stops
Land Access
Mobilit
Figure by MIT
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Urban Transp
The Automobile Capacity
The capacity of a facility isthe maximum hourly rateat which persons orvehicles reasonably can beexpected to traverse a
point or a uniform sectionof a lane or roadwayduring a given time periodunder prevailing roadway,traffic, and controlconditions
Highway Capacity ManualTransportation Research Board (TRB)HCM2000
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Urban Transp
Density Speed Relationship
Sf=Free flow speed
So=Optimum speed
Do=Optimum density
Dj= Jam density
0
Density (v
Speed-Den
Do
So
Speed(mi/h
)
Sf
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Capa
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Urban Transp
Speed-Flow Relationship
Sf=Free flow speed
So=Optimum speed
Do=Optimum density
Dj= Jam density
Vm= Maximum Flow
0Flow (veh/h/
Speed-Flow
So
Speed(mi
/h)
Sf
Ove
D
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Ca
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Urban Transp
Flow-Density Relationship
Sf=Free flow speed
So=Optimum speed
Do=Optimum density Dj= Jam density
Vm= Maximum Flow
Flow-Densi
0
So
Density (veh/m
Do
Vm
Flow(
veh
/h/ln) Sf
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway C
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Urban Transp
Speed-Flow-Density Relation
Sf=Free flow speed
So=Optimum speed
Do=Optimum density Dj= Jam density
Vm= Maximum Flow
D=v/S
00
So
Speed(mi/h)
Sf
0
So
Density (veh/mi/ln)
Do
Vm
Dj
Flow
(veh/h/ln)
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Ca
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Urban Transp
The Automobile Capacity
Vehiclethroughput inuninterrumpted
flow:
Speed-densitycurves
00 400
20
40
60
80
100
120
800
Flow Rate, v (pc/h/
1200
11 16 22 28
Density = 7
pc/km/ln
LOS A
FFS = 120 km/h1300
145
1110
100
90
B C
p
igure by MIT OCW, adapted from the Transportation Research Board, "Highway Capacity Ma
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Urban Transp
Speed-Flow Curves:
HCM speed-flow curve, before and after:
Human adaptation to driving in congested conditi
The original dream of ITS
0
0 400
20
40(mph)
60
80
800
Flow R
A
10 16 24 32
1
B C
70
65
60
55
2400
2350
2300
2250
Flow-Flow Speed
(mph)
Capacity
(pcphpl)
>
AveragePassenger-Car
Speed
10
02
(0.1)
4
(0.2)
6
(0.3)
8
(0.4)
Vol/ln (100 pcphpi)
10
(0.5)
12
(0.6)
14
(0.7)
16
(0.8)
18
(0.9)
20
(1.0)
20
30
40
50
60
60 MPH
70 MPH
8-Lanes
4-Lanes
Design Speed
50 MPH
Unstable
Flow *19
00
pcphpi
*20
00
pcphpi
*capacity**v/c ratio based on 2000 pcphpi valid only for 60- and 70-MPH design speeds
v/c Ratio**
BASE FREEWAY SEGMENT
Figures by MIT OCW, adapted from the Transportation Research Board, "Highway Capac
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Urban Transp
Speed-Flow Curves
00 20 40 60 80
500
1000
1500Toll Range
Flows(Vehicles/hour/lane)
2000
2500
Unstable Flow
Shock Wave
Flow at the b
Density at Flow Capacity
Under-
saturatedOversaturated
Stable Flow
Density (Vehicles/km/lane)
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Capacity M
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Urban Transp
From ideal capacity to
Different vehicles havedifferent power toweight ratios,therefore
Different gaps in frontor behind some vehicletypes
Plus: Gradients
Widths
Weather
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Urban Transp
From ideal capacity to
Even inuninterrupted flowsections, somemovements mayreduce the idealcapacity, such as:
Merging
Diverging
Weaving .
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Urban Transp
Capacity under interrupted condition
Traffic signals,roundabouts, all-stops
Automobiles and trucks reaction times
Saturation, blockingintersections (gridlock??)
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Urban Transp
The Automobile Capacity
From
0
Five or more
signals per mile
Less than five
signals per mile
Thirty miles
per hour
50
mile
h
Two-lane ro
Five or more signals per mile
Forty miles per hour
0
4Traveltime,minutespermile
8
12
400 800 1200 1600
Fiv
es
ignals
permil
e
Th
ree
sig
na
lspermil
e
Th
reesign
als
per
mil
e
One
signal
per
mil
e
Fou
r-la
nero
ad
FouT
wo-laneroad
Express
ways
60mi l{
{{
Rural
UrbanRoads
Vehicle volume, vehicles per hour per lane
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Urban Transp
The Automobile Capacity
PEOPLE throughput :
Vehicle throughput times OCCUPAN
Auto-occupancy (a non-technical iss
HBW 1.1 HBO-shop 1.4
HBO-social 1.7
NHB 1.6
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Urban Transp
The Automobile Levels-Of-Service
The power of A to F
From spot values to traveltimes
Living under saturatedconditions
www.bizkaim
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Urban Transp
The Automobile Costs
Fixed Costs: Vehicle purchase Insurance A parking spot/garage .
Variables Costs: Gasoline Oil and maintenance Parking Tolls .
Ratio between Fixed and Variable Costs?
Why this is important?
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Urban Transp
The Automobile Costs
Social costs: Road construction, maintenance
Management of road system
Environmental costs: Accidents
Health impacts
Noise (pedestrian areas)
Air pollution: cold-start, f(speed)
Land consumed Energy
Segregation
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Urban Transp
Transit - Capacity
People throughput:
Vehicle size
Headway (and fleet size)
Commercial speed
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Urban Transp
Buses - Capacity
Bus type and size: No of seated spaces and no of standees
Access and ticketing: No of doors Easy access and egress Access by the front door, other doors Egress by one or two doors Low floor Ticket validation:
By the bus driver On other machines on board On the bus stops
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Urban Transp
Buses - Capacity
Capacity (Contd):
Headway: Peak-hour and off-peak
Commercial speed:
Mixed traffic
Bus lanes
Signal priority
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Urban Transp
Rail-based systems capacity
Speed profiles between
stations
16 10 1.0
Cruise at
55 mph
(88 km/h)
Distance-time
Speed-time
Engine Governed Speed = 64 mph (103 km/h)
Decelerate at
2.5 mph/sec
(4 km/h/sec)
2.0
3.0
4.0
5.0
6.0
7.0
0 2010 30 50
Time (sec)
40 60 70 80 90 100
32 20
Speed(mph,
km/h)
48 30
64 40
80 50
97 60
113 70
gure by MIT OCW, adapted from the Transportation Research Board, "Highway Capacity Ma
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Urban Transp
Rail-based systems capacity
Time-SpaceDiagrams
Time
Constant slope represents
balancing speed
Path of fron
of train
Rate of change of slope
represents acceleration
Station
platform=
Train
length
Dwell time
(sec.)
Headway
Distance
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Capacity
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Urban Transp
Transit LOS
HBW represents > 50%
Peak hours
Peak directional flows
Easy to accept overcrowding at pservice during of
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Urban Transp
Transit - LOS
Originally, just density as for automob
LOS
BUS RAIL
ft2/p ft2/pp/seat* p/seat*COM
A
B
C
D
E
F
>12.9 0.00-0.50 >19.9 0.00-0.50
8.6-12.9 0.51-0.75 14.0-19.9 0.51-0.75
6.5-8.5 0.76-1.00 10.2-13.9 0.76-1.00
5.4-6.4 1.01-1.25 5.4-10.1 1.01-2.00
4.3-5.3 1.26-1.50 3.2-5.3 2.01-3.00
3.00 Crush load
Maximum
Comfortabl
design
All passeng
Passengers
to sit
No passeng
to another
*Approximate values for comparison LOS is based on area per passenger.
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Ca
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Urban Transp
Transit - LOS
PASSENGER POINT OF VIEWQUALITY OF SERVICE
AVAILABILITY
1. Service coverage
2.Hours of service
3. Sidewalk condition4. Park & Ride spacing
CONVENIENCE
1.Passenger loading
2. Transit/auto travel tim
3. Amenities
4. Safety
Figure by MI
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Urban Transp
Transit - LOS
Category
Availability
Comfort and
Convenience
Transit Stop Route Segment
Frequency*
Accessibility
Passenger loads
Passenger loads*
Amenities
Reliability
Hours of service*
Accessibility
Reliability*
Travel speed
Transit/auto
travel time
Servic
% pers
Transi
Travel
Safety
Service & Performance Measures
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Ca
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Urban Transp
Transit - LOS
Different points of view to judge LOS:
Open to many interpretations:Times door-to-door?Weight factors applied to thedifferent time segments?
LOS Travel Time Difference (min) Comments
A
B
C
D
E
F
< 0_
1-15
16-30
31-45
46-60
>60
Faster by transit than by automobile
About as fast by transit as by automo
Tolerable for choice riders
Round-trip at least an hour longer by
Tedious for all riders; may be best po
Unacceptable to most riders
TRANSIT/AUTO TRAVEL TIME LOS
Figure by MIT OCW, adapted from the Transportation Research Board, "Highway Capacity
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Urban Transp
Transit - Cost
Capital Costs: >50-75 years horizon (infrastructure Usually not included in fare-box reco
operating costs
12-40 years for vehicles (buses or tr Operating Costs:
Cop=Cd*veh-miles +Ct*veh-hr + Cs*
(with variations for peak and off-peak
Environmental Costs: Accident rate Noise, soot
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Urban Transp
Buses
Flexibility for route adjustments
Closer stop spacing
In search of higher quality: Low floor buses for an aging populat
Bus stops:
Real time info on arrivals (and eventual
Maps, transfers, info on ticketing and va
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Urban Transp
Rail vs Bus
Viajeros anuales/310
10000
5000
2500
sube
Metro 90,000 viajeros en 11 estaciones
Viajeros 11/12/2000
3000
1500
750
suben
BilboBus 90,000 viajeros en >180 parada
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Urban Transp
Light Rail
From Rapid Rail Transit to LightRail:
Lower investments
But more excitingthan buses
Mixed traffic segments
Easier to garner support forpriority
Attracts local development
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Urban Transp
Light Rail
Full reserved ROW or mixed t
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Urban Transp
Light Rail
Priority easily awarded
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Urban Transp
From Public Transport
to Collective Transport
Rethinking transit:
Jitney service Taxi-Bus
Dial-a-Ride
Taxi
Car Sharing .??
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Urban Transp
Some comparative littlenumbe
4,0020,
2,400 to20,000
1,800 to2,600
720 to1,050
Capacity(pers/hr)
4060-801500-2200600-800Veh/hr
155-2060-12020-50Speed(km/hr)
40-40-3001.21.2Vehicle
occupancy
SemiTra
Bus LRTon MixedTraffic
Car onFreeway
Car on citystreets
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Walking See LOS C and E
Capacity andLOS
Moving and Waiting
Is itenough??
Figure by MIT OCW.
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Urban Transp
Walking How to define LO
What else should the picture?
Comfort and Protection froDirect lines oDirect routingLive facadeConviviality
???
The Tu
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Urban Transp
Biking L.O.S.
The power of a can of paint
Safety first and foremost
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Urban Transp
Biking- LOS
Again, LOS based onthroughput whether it isone-way or two-way
Other concepts to beincluded in LOS? Inclines
safety issues
continuity
drainage
wet leaves ..?
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Urban Transp
Biking: A process
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The Planning Method
Urban Transportation Planning
MIT Course 1.252j/11.540j
Fall 2006
Frederick Salvucci, MIT Senior Lecture
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Urban
Day 1
Transport Planning
From textbookBy Meyer and Miller
Information on the
transportation system
Identify feasible policies,
projects or strategies
Diagnosis
Evaluation
Analysis
Scheduling and budgeting
Operations monitoring
Project development and implementation
Information on the
urban activity system
Information o
organizationa
environment
Figure by MIT OCW.
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Urban
Day 1
The Planning Method:Why we need 12 Steps, not
1. Scan the environment,review history, identifytrends, project futureconditions
2. Identify relevantactors, institutions,primary roles andinterests
3. Define problem(s)4. Develop solution(s)5. Consider
implementation
6. Predict outcomes,benefits, costs, impacts
7. Consimaintfacilit
8. Evalu
9. Choosaction
10.Build consoconve
11.Imple
12.Opera
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Urban
Day 1
1. predicting the future to accomm
2. imagining a different future and strategy to get there
3. as infrastructure planning
4. a system of public infrastructureof public and private vehicles
5. as service planning6. as mobility planning
7. as accessibility planning
Alternative Interpretations: Plann
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Urban
Day 1
8. as providing choices for individ
9. as providing information for inconform their plans to a master
10. as institutional planning
11. as financially constrained plan
12. as economic planning
13. as urban design14. as environmental planning
Alternative Interpretations: Plann
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Urban
Day 1
15. advocacy planning
16. as implementation of legislatio
17. as a bureaucratic process
18. as interactive process with th(Who is included? Who is exclude
19. as institutional negotiation
20. as decision support (Who are makers?)
21. as support for city planning
Alternative Interpretations: P
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Urban
Day 1
Changing the Concept of Transpor
1. Bottleneck modification
2. Highway system function; be
3. Transportation system functio
4. Inclusion of external impaccosts/benefits
5. Inclusion of external impactsmitigation
6. Land use impacts of transpor
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Urban
Day 1
(A) System Impact Capacity; tra
(B) Operators point of view
Vehicle hour
cost/vehicle (C) Customers point of view Mobility: tra
comfort; wcongestion
Accessibility:given trave
(D) Land developers point ofview
Accessibility
Cost of land
Parking
Modes; Level of Service; Spe
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Urban
Day 1
Deficiencies of Models
A. Fudge Factor--Radial/circumferential
-- Schools
-- Crime
B. Miss 4&5C. Will be inaccurate but seem real
D. Possible but unusual
E. Usually a mistake
F. Usually a mistakeG. Who evaluates?
H. Who considers feedback?
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Urban
Day 1
Walk the Talk
MIT Energy Forum, May 20
Susan Hockfield
John Heywood
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Urban
Day 1
Can We Be Realistic AND
Currently 750 million vehicles in world. Bis projected to be 2 billion. [Factor of 3]
Is it feasible to reduce petroleum consumby a factor of 4? Could we really change
Maybe. If we can implement a 20% fuel reduction in each of 6 different areas:
0.86 = 0.26
Will require changes in technology, vehicoperation, and behavior. Technology is kenough.
From Prof. J Heywoods address at MIT Energy Forum, May 2006
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Urban
Day 1
Ways to Impact Energy Use: Beh
1. Encourage less aggressive driver
2. Increase vehicle occupancy on sufraction of trips
3. Reduce mileage driven per perso4. Substitute bio-mass fuels for petr
5. Manage existing transportation syeffectively (ITS)
6. Increase public transit utilization
Adapted from Prof. J Heywoods address at MIT Energy Forum, May 2006
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Urban
Day 1
Ways to Impact Energy Use:
1. Shift the vehicle performance/fuel econtowards lower fuel consumption
2. Improve vehicle maintenance, lubricanreduce parasitic loads
3. Lighter weight, less big vehicles4. Implement more efficient engine, drive
technologies
5. Develop and implement use of hydrogecarrier with fuel cell powered vehicles
6. Use electricity with advanced battery teshift part of transportation energy dempetroleum
Adapted from Prof. J Heywoods address at MIT Energy Forum, May 2006
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Workshop:Scenarios, Communication, Mi
Urban Transportation PlanningMIT Course 1.252j/11.540j
Fall 2006Mikel Murga, MIT Lecturer and Research As
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Urban Transp
Scope
Introduction from Meyer and M Forecasting and Scenarios Demographics as an example Communication tools Working with Mindmaps
Workshop 1
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Urban Transp
Introduction from Meyer and M
1. The world moves into the future as a result othe lack of decisions), not as result of plans
2. All decisions involve the evaluation ofalternthe future, and the selection of the most hi
feasible alternatives
3. Evaluation and decisions are influenced by thuncertainty associated with expected conse
4. The products of planning should be designedchance of making better decisions
5. The result of planning is some form ofcommdecision makers
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Urban Transp
Models and Forecasting
Forecasting
Forecasting: Sc Short term
extrapolation:The future onthe basis of the past
Applicable to slowincremental change
We tend to believe thattodays status quo willcontinue for ever
We often ignore Time into
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Urban Transp
And Scenarios
A conceptual description of the futurecause and effect
Invent and analyze several storiesplausible futures to bring forward surunexpected leaps of understanding
Goal is not to create a future, nor to most probable one, but to make strdecisions that will be sound (or runder all plausible futures
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Urban Transp
Scenarios
"Scenarios transform informaperceptions... It is a creative
that generates an 'Aha!' ... anstrategic insights beyond the previous reach."
Pierre
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Urban Transp
Reading on Scenarios
The Art of the Long View bySchwartz
Scenarios: The Art of StrategConversation by Kees van de
Both authors work for the GloNetwork (www.gbn.com) and co
Shell Pla
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Urban Transp
Scenarios: Why?
History is a continuum ofpattern bre We react to uncertainty through den
(that is why a quantitative model is so reassuring!)
Mental models, and myths, control wand keep you from raising the rightq
We cannot predict the future with ce By providing alternative images of th
We go from facts into perceptions, and, Open multiple perspectives
Approach: Suspend disbelief in a stoenough to appreciate its potential im
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Urban Transp
Scenarios: How?
Examine the environment in whicactions will take place and see hoactions will fit in the prevailing foattitudes and influences
Identify driving forces and criticaluncertainties
Challenge prevailing mental modecreative about the future of critica
Rehearse the implications
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Urban Transp
Scenarios: Stages
1. Identify focal issue or decision (ie Glob
2. Identify driving forces in the local en
3. Identify driving forces in the macro e
4. Rank the importance and uncertainty
5. Select scenario logics (so as to tell a
6. Flesh-out the scenario in terms of dr
7. Analyze implications
8. Define leading indicators for monitor
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Urban Transp
Scenarios: Rules
Goal: Required decisions under each scenario? V
Can we control the key driving forces?
Good scenarios should be plausible, busurprising by breaking old stereotypes
Do not assign probabilities to each sce But give a name to each scenarioA total of 3-4 scenarios: Not just two eplus aprobableone. Good to have a w
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Urban Transp
Demographics as an examp
Fertility rate:Avg no. of children
born to women over their lifetime
Birth rate: Total no of births
divided by the size ofthe population
Canada claims a low fertility rate (1.7) but a high birth rate
Workshop 1 From:Boom,
Canada's Population P
Population i
300
0
20
40
60
80
CANA
Male
Age
200 100 0
Figure by MIT OCW.
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Urban Transp
Demographics: What do you make Pirmide de Poblacin 1981 - Poblacin Ocupada 1981 (C.A.V)
-100000 -80000 -60000 -40000 -20000 0 20000 40000 60000 80000 100000
0-5
5-10
10-15
15-20
20-25
25-30
30-35
35-40
40-45
45-50
50-55
55-60
60-65
65-70
70-75
>=75
Mujer Ocupada
Hombre Ocupado
Mujer
Hombre
Pirmide de Poblacin 1986 - Poblacin Ocupada 1986 (C.A.V)
-100000 -80000 -60000 -40000 -20000 0 20000 40000 60000 80000 100000
0-5
5-10
10-15
15-20
20-25
25-30
30-35
35-40
40-45
45-50
50-55
55-60
60-65
65-7070-75
>=75
Mujer Ocupada
Hombre Ocupado
Mujer
Hombre
Pirmide de Poblacin 1996 - Pobla
-100000 -80000 -60000 -40000 -20000 0
0-55-10
10-15
15-20
20-25
25-30
30-35
35-40
40-45
45-50
50-55
55-60
60-65
65-70
70-75
>=75
Pirmide de Poblacin 2001 - Pob
-100000 -80000 -60000 -40000 -20000 0
0-5
5-10
10-15
15-20
20-25
25-30
30-35
35-40
40-45
45-50
50-55
55-60
60-65
65-70
70-75
>=75
Workshop 1
Pirmide de Poblacin 1991 - Poblacin Ocupada 1991 (C.A.V)
-100000 -80000 -60000 -40000 -20000 0 20000 40000 60000 80000 100000
0-5
5-10
10-15
15-20
20-25
25-30
30-35
35-40
40-45
45-50
50-55
55-60
60-65
65-70
70-75
>=75
Mujer OcupadaHombre Ocupado
Mujer
Hombre
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Urban Transp
Demographics
Is age a good predictor for: Real estate?
Transit use?
Use of hard drugs?
If age is a good predictor,then:
Establish number ofpeople in each age group
Define probability foreach age group, of participation in a
given behavior or activity
Workshop 1
A 19 yr old has little
plenty of time to wa
From:Boom,
Average Daily Trips per Person, Greate
0.00
Age
5-9 15-19
Note: Statistics are for 1986.
20-24 25-29 30-34 35-39 40-44 410-14
1.00
1.50
2.00
2.50
0.50
Transit
Drive
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Urban Transp
Demographics
According to Professor David K. Foot (Bust and Echo), future scenarios entacertainty: In 10 yrs, we will all be 10 y
Demographics, not only predictable, buinevitable: The most powerful, yet undtool, to understand the past and foretefuture
Age is a good predictor of behavior atherefore, a good forecasting tool
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Urban Transp
Communication Tools
Transportation Policy depends to a gon two-way communications: Policy analysts elected officials Elected officials other politicians Elected officials mass media Public at large elected officials . .
But impact of a message is based on
words (7%), how words are said (38%), and, non verbal clues (55%)
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Urban Transp
Communication Tools
learned used
Listening 1st Most
(45%)Speaking 2nd Next most
(30%)
Reading 3rd Next least
(16%)Writing 4th Least (9%)
Workshop 1Listening Courses? Toastmasters? Speed readin
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Urban Transp
Communication Tools
The VisualDisplay ofQuantitative
Information byEdward R. Tufteplus the twofollow-up books
a must-read
reference
Workshop 1
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Urban Transp
Communication Tools
How Do you Visualize Change???
Remember that simulations couWorkshop 1
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Urban Transp
Other tools of the trade
Creativity: Lateral thinking, out-of-the-box, thinkertoys
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Urban Transp
Out-of-the-box thinkers
Edward de Bono: Thinking Tools Six thinking hats Lateral Thinking
Michael Michalko: Cracking Creativity ThinkerToys
Many others
The intelligence The Everest effe Plus.Minus.Inter C.A.F. consider O.P.V. Other pe To look for Alter
beyond the obvi
Analyze Conseq Problem Solving
Thinking Provocations
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Urban Transp
Mindmapping
See MindMapping by Tony Buzan
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Urban Transp
Mindmapping
You see what youknow and where the
gaps are Clears your mind of
mental clutter
It works well for
group brainstorming
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Urban Transp
Mindmapping
A whole-brainalternative tolinear thinking
Retain boththe overallpicture and thedetails
Promoteassociations
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Urban Transp
Mindmapping
You see what youknow and where the
gaps are Clears your mind of
mental clutter
It works well for
group brainstorming
Workshop 1
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Mindmapping
Let us do a joint MindMap
Workshop 1
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Mind-Mapping
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Mind-Mapping www.mindjet.com
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Transport as a Tool for Urba
Urban Transportation PlanningMIT Course 1.252j/11.380j
Fall 2006
Mikel Murga, MIT Research Associate and L
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Transport as a Tool for Urban D
Transport and Land Uses
ProblemsApproaches
Best Practices
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Transport and Land Uses
Let us design a new freeway Present traffic on existing roads?
Design speed? Desired LOS? Budget
But How many new dwellings will be built n
How many office bldgs? Technology pa
How many parking places are needed?
What size for the new shopping center?
??
From road builders to urban plann
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Problems
Triggers: Housing de
Suburban jo
Segregationuses
Parking avacost
Results: Unbalanced
Increased eenvironmensocial costs
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Problems
Let us use the 1990 Ceto observe very diffemodal choices at diffcities for the home to
Is it the result of the trsystem per se? Or isa more complex systmany factors play a economic conditionsmarket, individual peand choices?
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CTPP 1990 Home-to-Work Modal Split: Bo
Charles River
Charles RiverBasin
Litt
nut Hillvoir
Fort PoinChannel
Charles River
BrooklineReservr
Muddy River
Millers River
Leverett Pond
Public GardenPond
Sargent PondWards Pond
Fisher HillReservoir
Sawing Pond
Frog Pond
Muddy River Pond
?
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CTPP 1990 Home-to-Work Modal Split: Bo
?
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CTPP 1990 Home-to-Work Modal Split: Ch
BuHa
Stetsons Canal
Canal N Branch
Chicago River NBranch
Ogden Slip
Mason Cana l
South Pond
?
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CTPP 1990 Home-to-Work Modal Split: Ch
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CTPP 1990 Home-to-Work Modal Split: Ho
?
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Better Processes
Transport projects opportunities: Development (macro):
Strategic and long-term
Examples like Curitiba, Toronto, Stockh Self-containment vs dispersal
Urban growth along axes through zoniuse incentives
Rehabilitation (micro): Tactical, short term but also effective In-fill development as demand manage
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Better Processes
Developme Curitiba as
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Better Processes
Rehabilitation (micro): It can be implemented rather quickly
Local actions spilling over the metropol
Zrichs per capita transit trips above C
Any transport project however can be approached as an improvopportunity
Let us look at several examples
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A traffic-light regulated inte
Town of Amorebieta, Bas
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A new proposal for the traffic in
Espacios existentes
Espacios peatonales ganados ( 1.600 M2 )
ESPACIOS PEATONALES
Espacios existentes
Espacios peatonales ganados ( 1.600 M2 )
ESPACIOS PEATONALES
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A new proposal for the traffic intersection
Plus rerouting most of the big t
Espacios existentes
Espacios peatonales ganados ( 1.600 M2)
ESPACIOS PEATONALES
Espacios existentes
Espacios peatonales ganados ( 1.600 M2)
ESPACIOS PEATONALES
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Traffic Simulation and Visua
To guarantee functional outcome To explore other alternatives and
the obvious
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The Power of the beforeand
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The Power of the beforeand
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The Power of the beforeand
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The Power of the beforeand
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The Power of the beforeand
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The Power of the beforeand
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From traffic to place making...
...Just by avoiding
GOBELAS
F.C.
a
PLENTZIA
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From traffic to place making...
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From traffic to place making...
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From traffic to place makingHumanizing a few ro
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The power of a LRT project
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Zrich
A true success story, thanks to full priorparking policies and pedestrian schem
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The power of a good transit sysPublic Spaces in Milano
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Transport Approaches
City Traffic Engineering Appro
Traffic Calming a first step: It fosters more convivial public sp
It triggers a new relationship betpedestrians and cars
It facilitates biking
Other steps:
To divert through traffic Priority for bus or LRT service
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Transport Approaches
Beyond car traffic: O-D pathing
Road crossings
Street furniture
Traffic calming
Balanced activitiesthroughout the day
Public activities
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Transport Approaches
Car Parking:
Critical for modal split
On-site parking is critical to dis
between shoppers and commu To be seen in a wider context t
site provision
Complementary measures (ped
improvements, transit) a mus
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Transport Approaches
Public Transport:
Figure b
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Transport Approaches
Park-Ride facilities:
Visible, well signed and secure
Again to be seen in a larger co
It should not preclude high-dendevelopment near rail stations
Price should be lower than dow
Shuttle service of prime quality
service, priority to reach downtthan by car (similar to an airport car re
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Best Practices
The Netherlands ABC location Locations:
A: main transit hub few parking
B: district center or small town b C: Not served by transit
Activities:A: People intensive land uses
B: Commercial and service activit
turnout (e.g..: car sales, furniture C: Goods intensive uses
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Best practices
The priorities of the City of York Co Pedestrians
People with disabilities
Cyclists Public Transport passengers
Commercial and business vehicles
Car-borne shoppers
Coach-borne visitors
Car-borne long-stay commuters
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Best practices
The resulting measures in the City Strict parking policy
5 park-and-ride sites
Reallocation of road space among busand pedestrians
Traffic calming measures: 30 mph on and 20 mph, elsewhere
Safe and continuous cycle network
Implementation of a pedestrian routthroughout the city
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Best Practices: Beyond Tran
A recent example:Durango a small ancientsemi-rural town of26,000 people
experiencing growth
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25.500
4.900
30.400Interna
2.700
20.300
2.400
1.400
26.800
Externa
6.000
10.600
3.700
1.700
22.000
Atrada
25.500
4.900
30.400Interna30.400Interna
2.700
20.300
2.400
1.400
26.800
Externa
6.000
10.600
3.700
1.700
22.000
Atrada
Mobility Profile 1997 vs 200
Movilidad 2002
32.000
3.600
400
36.000Interna
2.600
12.500
2.500
1.300
18.900
Externa
4.400
11.000
2.100
2.000
19.500
Atrada
32.000
3.600
400
36.000Interna
2.600
12.500
2.500
1.300
18.900
Externa
4.400
11.000
2.100
2.000
19.500
AtradaMovilidad 1997
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Jobs Supply versus residents w
Externos: residents working outsid Internos: residents working in tow
Atraidos: Non residents working in
Movilidad Laboral
4229 3614 3443
32193335 2783
2384 3955 4836
0
2000
4000
6000
8000
10000
12000
86 91 96
Externos
Atraidos
Internos
Doe
themo
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Best Practices: Beyond Tran
Among our many orecommendations,
to include the needattract service jobsarea which in the poffered many indus
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In a nutshell
Global Vision, Local Action Dont let the global vision rob you
opportunities for local change
Local change, however limited, is We need early winners to jumpstart
Small changes may become showcas
Dont forget we need a new model
To start a process more effectivthan relying only on end-state pla
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Upon starting a process (Jane Jacobs Syst
Commercial Syndrome Shun force
Come to voluntary agreements
Be honest
Collaborate easily with strangers andaliens
Compete Respect contracts
Use initiative and enterprise
Be open to inventiveness and novelty
Be efficient
Promote comfort and convenience
Dissent for the sake of the task Invest for productive purposes
Be industrious
Be thrifty
Be optimistic
Guardian Synd Shun trading
Exert prowes
Be obedient
Adhere to tra
Respect hiera
Be loyal Take vengea
Deceive for t
Make rich us
Be ostentatio
Dispense larg
Be exclusive Show fortitud
Be fatalistic
Treasure hon
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Traffic Calming
Urban Transportation Planning
MIT Course 1.252j/11.380j
Fall 2006
Mikel Murga, MIT Lecturer and Research Asso
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Table of Contents
Why traffic calming?
Traffic calming, how?
Techniques
Design Criteria
The Process
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Why Traffic Calming?
The faster you go, the higherthe probability of an accident,as:
Your vision focus narrows withspeed
For a given reaction time,distance covered is proportionalto speed
The faster you go, the longer
the stopping distance
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Why Traffic Calming?
The faster you go, the higherthe seriousness of an accident
For instance, the kinetic energyof an automobile (1.2 tons at 35
mph) is at least 150 times higherthan the one of a pedestrian(180 pounds at 3 mph)
Such a collision at:
20 mph, means bone fracturesand concussions
In the range 30-40 mph, highprobability of either death orpermanent disability
95% Survival Prob
60% Survival Pro
10% Survival Pro
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Why Traffic Calming?
To avoid segregation of publicspaces and maintain itslivability
Underpasses, skywalks andother solutions, do notprovide eyes on the street
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Why Traffic Calming?
When traffic is tamed, a good walking envresults
Walkers enjoy a wide range of sensory ex
When most people drive, the buildings endetail and relief that people need and enj
People attract more people
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Traffic Calming: How?
Do you think this issufficient in spite of itsstrict precision inKm/hour?
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Traffic Calming: How?
When you drive at30 mph, you tendto focus your sightfar ahead
This means thatyou narrow thesight area
You fail to see thesurroundings
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Traffic Calming: How?
But if you driveat 20 mph, you
start to seewhat lies onthe sides
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Traffic Calming: How?
The basic idea is tochange the perceptions ofthe driver through theintroduction of newphysical features
These self-enforcingfeatures tend to breakthe infinite continuity thatencourages speed with orwithout speed warnings
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Traffic Calming: How?
Raised crosswalks
Narrower pavement widths
Chicanes with urban furniture or
Changes in the pavement texture Mini-roundabouts
Cul-de-sacs
Eliminating some movements
Civilizedgreen waves
.
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Traffic Calming: How?
Raised crosswalks
Double function: good forpedestrians and cars
You accommodate to gradient: 7% for 40-45 km/hr
10% for 30 km/hr 12% for 25 km/hr or less
Every 60-100 meters plus properwarning
The top table needs a minimum
width, specially for buses Automatic balancing of the car-
pedestrian relationship
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Traffic Calming: How?
Raised crosswalks
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Traffic Calming: How?
Raised intersections
The automobile
finds itself inneutral grounds
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Traffic Calming: How?
Bulb-outs
Pros: Decrease
exposure
Higher visibilityspecially forchildren
Easy
implementation
Figure
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Traffic Calming: How?
Narrower pavement widths
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Traffic Calming: How?
Narrower pavement widths
0,15 2,5 0,3 1,7 0,15
4,80
0,15 2,5 0,2 2,
5,5
0,3 1,7 0,8 1,7 0,3
4,80
0,6 1,7 0,9 1,7
5,5
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Traffic Calming: How?
Narrower pavement widths
Notbuc
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Traffic Calming: How?
Narrowing the pavement
You could rearrange par
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Traffic Calming: How?
Eliminating road lanes
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Traffic Calming: How?
Eliminating road lanes
From cages to family outings
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Traffic Calming: How?
Mini-roundabouts
They work!even for high flows
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Traffic Calming: How?
Or all of the above
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Traffic Calming: How?
Eliminating some movements (i.e. in a rou
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Traffic Calming: How?
Civilized Green Waves
They need low cycles to avoid late-comers d(at night)
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Traffic Calming: How?
Civilized Green Waves
They need low cyclesto avoid late-comersdriving fast (at night)
Plan de Semaforiz
Los Chopos - Cic
030
60
9 0
INSTITUTO1 (1)
UDABERRI (72)
AIBOA (32)
ACACIAS (39)
TILOS (39)
AVANZADA(67)
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Traffic Calming: How?
CivilizedGreen Waves
Plus often changesin horizontal
alignment, refugeislands, narrowingthe road width
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Traffic Calming: How?
CivilizedPedestrian signals
Longer phasetimes for
pedestrians Lower total cycles
Green waves forpedestrianmovement
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Traffic Calming: How?
Narrowing the pavement
Beyond traffic calming toimprove public spaces:
New urban furniture,
including trees
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Traffic Calming: How?
Not an end by itself, justthe means to an end
It must be accompanied by
other measures to improvethe urban environment so asto encourage morepedestrians
Although the real goal is tobring pedestrians to a stop
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Design Criteria
Other important issues:
Location
Self-enforcement
Liability Reversibility
Public participation
Overall traffic scheme
Traffic deviated to otherareas
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Location
Sensitive areas: Schools
Transit stations
Senior citizens Areas with high
accident rates
High speeds eg.transition areas from
the expressway into theurban network
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Some Bibliography
Canadian Guide toNeighbourhood Traffic Calming
TAC-ATC/ITE 1998
Civilised Streets CarmenHass-Klau et al ET&P, 1992
Guide Les ralentisseurs detype dos dane et trapezoidalCERTU, 1994
Guide Zone 1992
Pedestrian aCarmen Hass
City Routes,Conserv Law
Reduire la VAgglomeratio
Voirie Urbain
plus publicGehl, Jane JaLynch, Georg
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Traffic Calming: The Proces
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Look for an easy winner...
Nothing like a school
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Once they try...
Bulb-outs everywhere
Today a pedestrianized plaza
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they will ask for more
There is not enoughmoney to
accommodate allthe requests
The best result isthe change in
behavioral patterns
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Always go easy at the begin
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Always go easy at the begin
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In a nutshell, ten rules
1. Every change is hard to implement
2. Start by the easiest job
3. You need allies
4. You have to minimize risks
5. Technical competence a must
6. Not isolated measures, but packages
7. Short term results, a must
8. But dont forget to plant a few seeds
9. Everyone sees things differently10. Success is hard to measure
But if you want
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Thumbnail History of Bost
Urban Transportation Planning
MIT Course 1.252j/11.540j
Fall 2006
Frederick Salvucci, MIT Senior Lecture