Urban Transportation Planning-MIT NOTES

7/30/2019 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


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


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


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


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


Improvement of PublicTransport often bringsenhancements of the qualityof the urban space


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Urban Transp

Day 1


Improvemenoften brings quality of the


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Urban Transp

Day 1


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


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


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


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


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


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


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)



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Urban Transp


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


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


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.



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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



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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



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


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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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

Workshop 1


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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%)

Workshop 1


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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

Workshop 1


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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

Workshop 1


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Urban Transp

Mindmapping

See MindMapping by Tony Buzan

Workshop 1


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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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Urban Transp

Mindmapping

A whole-brainalternative tolinear thinking

Retain boththe overallpicture and thedetails

Promoteassociations

Workshop 1


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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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Urban Transp

Mindmapping

Let us do a joint MindMap

Workshop 1


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Urban Transp

Mind-Mapping

Workshop 1


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Urban Transp

Mind-Mapping

Workshop 1


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Urban Transp

Mind-Mapping www.mindjet.com

Workshop 1


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Transport as a Tool for Urba


Fall 2006

Mikel Murga, MIT Research Associate and L


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Frederick P. Salvucci and Mikel Murga

Urban Transp

Day

Transport as a Tool for Urban D

Transport and Land Uses

ProblemsApproaches

Best Practices


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Urban Transp

Day

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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Urban Transp

Day

Problems

Triggers: Housing de

Suburban jo

Segregationuses

Parking avacost

Results: Unbalanced

Increased eenvironmensocial costs


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Urban Transp

Day

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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Urban Transp

Day

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


Sawing Pond

Frog Pond

Muddy River Pond

?


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Urban Transp

Day

CTPP 1990 Home-to-Work Modal Split: Bo

?


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Urban Transp

Day

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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Urban Transp

Day

CTPP 1990 Home-to-Work Modal Split: Ch


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Urban Transp

Day

CTPP 1990 Home-to-Work Modal Split: Ho

?


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Urban Transp

Day

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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Urban Transp

Day

Better Processes

Developme Curitiba as


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Urban Transp

Day

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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Urban Transp

Day

A traffic-light regulated inte

Town of Amorebieta, Bas


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Urban Transp

Day

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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Urban Transp

Day

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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Urban Transp

Day

Traffic Simulation and Visua

To guarantee functional outcome To explore other alternatives and

the obvious


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Urban Transp

Day

The Power of the beforeand


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Urban Transp

Day



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Urban Transp

Day



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Urban Transp

Day



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Urban Transp

Day



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Urban Transp

Day



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Urban Transp

Day

From traffic to place making...

...Just by avoiding

GOBELAS

F.C.

a

PLENTZIA


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Urban Transp

Day



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Urban Transp

Day



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Urban Transp

Day

From traffic to place makingHumanizing a few ro


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Urban Transp

Day

The power of a LRT project


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Urban Transp

Day

Zrich

A true success story, thanks to full priorparking policies and pedestrian schem


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Urban Transp

Day

The power of a good transit sysPublic Spaces in Milano


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Urban Transp

Day

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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Urban Transp

Day


Beyond car traffic: O-D pathing

Road crossings

Street furniture

Traffic calming

Balanced activitiesthroughout the day

Public activities


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Urban Transp

Day


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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Urban Transp

Day


Public Transport:

Figure b


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Urban Transp

Day


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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Urban Transp

Day

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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Urban Transp

Day

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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Urban Transp

Day

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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Urban Transp

Day

Best Practices: Beyond Tran

A recent example:Durango a small ancientsemi-rural town of26,000 people

experiencing growth


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Urban Transp

Day

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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Urban Transp

Day

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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Urban Transp

Day

Best Practices: Beyond Tran

Among our many orecommendations,

to include the needattract service jobsarea which in the poffered many indus


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Urban Transp

Day

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



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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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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To avoid segregation of publicspaces and maintain itslivability

Underpasses, skywalks andother solutions, do notprovide eyes on the street


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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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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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But if you driveat 20 mph, you

start to seewhat lies onthe sides


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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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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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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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Raised crosswalks


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Raised intersections

The automobile

finds itself inneutral grounds


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Bulb-outs

Pros: Decrease

exposure

Higher visibilityspecially forchildren

Easy

implementation

Figure


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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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Notbuc


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Narrowing the pavement

You could rearrange par


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Eliminating road lanes


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Eliminating road lanes

From cages to family outings


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Mini-roundabouts

They work!even for high flows


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Or all of the above


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Eliminating some movements (i.e. in a rou


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Civilized Green Waves

They need low cycles to avoid late-comers d(at night)


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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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CivilizedGreen Waves

Plus often changesin horizontal

alignment, refugeislands, narrowingthe road width


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CivilizedPedestrian signals

Longer phasetimes for

pedestrians Lower total cycles

Green waves forpedestrianmovement


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Narrowing the pavement

Beyond traffic calming toimprove public spaces:

New urban furniture,

including trees


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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



Fall 2006

Frederick Salvucci, MIT Senior Lecture

Documents

Urban Transportation Planning-MIT NOTES