ki
Designing of street networks
-By whom?
-How?
result from decisions made by many parties (towns, transportation department, planners, ...)
how: everybody build a street oder so und schlussendlich ist alles ein bisshcen zusammengewürfelt, ohne dass irgenjemand das ganze kontrolliert,dass es Einheitlich ist.
Role of the FHA
Sie sagte dass grid network ist monotnous/borin/unsafe and so there was a change from the grid network to the "tree"-network which have a higher mobility. The FHA made a bulletin of proftiable neighborhoods, and a lot of planners followed them.
Evolving of street networks
Why they wanted to characterize street networks by...
...configuration
...network scale
...network connectivity
...network segmentation
because even small differnces can have huge impacts
street networks act on different scales with totally different functions
2.) network scale
Anzahl intersections pro Quadratkilometer
Vorgehen: \(\text{anzahl intersections}\over \text{distanz über die sie verteilt sind in km}\)
connectivity of street network
Verhältnis Linkt to node
wobei L/N>1.4: connected street network
Link: street segment between two nodes
Node: Intersection, Dead end, "corner"
Seven features of a good urban street network
1. high density:
intersection pro quadratkilometer
2. high connectivity within neighborhood
link to node ratio
3. Godd porosity between adjacent neighborhood
good connection between neighborhood, nicht alle strasse sollten die neighborhood verlassen, aber die meisten und es sollte frequent Strassen in der Nähe haben, welche die ganze Stadt erreichen
4. Great varity in street types
busy to quiet, residently to commercial
5. No restrictions on the types of streets that are connected to each other
6. All streets should be walkable
7. All streets should have building frontage
Zusammenhang street network design and street design
The street design should complement the street network design
Shared space
Context vs System time
signs, signals, lines play an subordinate role(Bikers, Cars, pedestrians etc. can use the same place)
social behavior governs
-System time: signals, lines etc. define how the space/place is used whereas in context time people define how space/places are used
Single purpose vs. multi-functional
Regulated vs. culutrally defined
Impersonal vs. Personal
Uniform vs. Diverse
Predictable vs. Unpredictable
design speed:
target speed:
speed to ensure that people can safely travel at the selected speed or even at an higher speed (convention design)
target speed: (shared space design)
select an apropritate speed for the context and the design the street like this, Man baut und plant dies Strasse so, dass die Menschen nicht schneller fahren als der im voraus gewählte appropriate speed.
Where should context should be used
In urban situations (social zones) , quartieren, living districts
Physical design features that are stand for shared space
-less signals
-less lines on the street
-sometimes bricks instead of ACC/PCC
-benches
-no directional split
-less parking slots
-Normal speed in a shared space environment
-is shared space a typ of design?
-why is shared space more efficient for moving peoples and vehicles?
-5-10 mph
-noit isn't, but it is applied to many design and operation conditions
-better interaction between the different modes of travel
no signals
may be people are also better focused
Bike mode share
-CH cities
-Im internationalen Vergleich
--7% (ZH) - 17%(BS)
-Up to 40% (Amsterdam), the bike mode share is higher in the nordic countries but most cities in the USA have a deeper bike mode share
IF there are an increase in bike use there is also a increase in bike safety, why'
because this citites have don steps to:
-reduce vehicle speed
-reduce vehicle volume
-build more bike facilities
-raise the space for bikers
Understand how the type and characteristics change, as the city attract more riders
1. Strong and fearless cyclists
2. Enthused and confident
3. interested but concerned
4. no way, no how
Bike friendly cities also attract more female riders
Concept of vehicular cycling:
Cyclists fare best when they act as, and are treated as, operators of vehicles
-->nicht trennen zwischen Velofahreren und übrigem Verkehr
-->bei einer intersection ist im falle einer getrennten Fahrbahn das Unfallrisiko grösser (da motorists sich vorallem auf den Verkehr auf der eigenen Fahrbahn konzentrieren und nicht auf jenem des angrenzenden Velowegs)
Darum heute in den USA wenig abgetrennte Velowege
Four types of bike facility types:
-design characteristics
-when should each type be used
- Shared streets and shared lanes: no dedicated bicycling space
-low speed: in addition streets should be fitted with traffic calming measures
-low traffic volume
-no lane markings - Bike lanes: separation by stripping on the street
-max 30km/h and less 4000 vehicles
-50km/h and street isnt an important bycicle route - Seperated paths: cycletrack and are physically separated from moving mottor traffic by cupboards or parked cars
-50 km/h and street isnt an important route and if there is a parking lane
-busier, faster urban streets - Stand-alone paths: bike paths or shared-use paths in an independent right-of-way
Typical dimensions of biking facilities for a effective network
-within neighborhood travel: biking facilities should have a frequency of 1/4 of a km
between neighborhood travel: the spacing of bike facilities sould be less than 1km
Design conditions for avoid dooring
-2.15 from parked cars or 4.4m form the cupboard
The modern ferry era
1815-1835
The first rail service
USA
Switzerland
1827
1847
Completion of the transcontinental railroad in the USA
1863
The first tram service in Zurich
1882
First electric trams in Zurich
1893
The year the Model T was first produced
1908
The date of the report calling for a swiss freeway system
1954
Referendum rejected
-highway
-subway
-1962
-1973
s-bAHN SYSTEM FOR zÜRICH
1992
Six points of the people plan for transportation in Zürich
Six levels of autonomous vehicles
Level 0: driver responsible for all aspects of the dynamic driving
Level 1: driver assistance: driver is still in controll of the speed or steering
Level 2: partial automation: system controlls speed & steering; but driver rest(changing lane, exit freeways)
Level 3: Conditional automation; like level 2, but now system controlls everything and expect answer of request from human(Volvo alex beim staufahren??)
Level 4: High automation; controlls all aspect of the driving task includs when gthe driver doesnt answer to a request
Level 5: Full automation; everything is controlled by the car, the moment when you can take a nap during the trip
Reasons given for the rejection of the subway plans in 1973
1. Facilitate Manhattanization of Zurich
2. Improve longer distance travel - disadvantage shorter distance travel
3. Free up road space for cars and attract more cars to the center city
Transportation Infrastructur:
Transportation Policy
all physical aspects: such as vehicles, travel way, terminus, toll or ticket purchasing systems and intermodal transfer.
issues like:
-governance (who builds, owns, maintains)
-taxes
-land-use zoning
-design regulations
Factors why the use of trains is higher in europe than in the usa
fewer parking spaces
more expensive parking spaces
better public transport
high fuel taxes
government support for rail
better interaction of the different modes of public transportation
How specific transportation policies can affect peoples use of transportation
governance (who builds, who owns, who maintains),
taxes and incentives that determine the relative cost of different types of travel,
Beispiel: benzin taxen, öv subventionen
land-use zoning regulations,
design regulations, and
mobile city, or car city: kann man wichtige dinge gut zu fuss erreichen
the approach to planning
ein ticket für alles!!
Freigth transportation
Motor Carriers
Railroads
Pipelines
Water borne vessels
Air carriers (including mail parcel companies)
Drones and Robots
Modes of intercity travel
Automobile
Bus
Rail
Air
Water borne vessels
Know the role of the transportation and the transportation technology in the "30 minute" commute
People are willing to travel 30 minutes (each way) to go to work, this remains constant
But the better the transportation (system)the wider people can go in 30 minutes and so the city is growing
Types of modes of urban transportation
I. Non-motorized Travel
-Walk, Bike, others
II. Motorized Roadway Modes
-Taxi, Bus, privat cars, car sharing
III.Fixed Guideway Modes
-trains, tram, commuter rail, subway
IV.Other
water, air travel
Multimodal transportation system:
advantages
complications
-require less parking since not everybody takes the car
less traffic jam/congestion
more robust over all
concerning the infrastructure it is cheaper: because not every mode of transport has to be built in every place
-planning and designing is reall complicated
-->planner have to take into account how the system interacts/support all other activities in the city
-->especially the land use has to be taken in consideration
-->long term perspecitve is required
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Lernkarten
Types of temporal variations
-time of day, day of week, month of year and from year to year
Spatia (räumliche) variations:
-directional
-others?
-difference between the directions, because nowadays working and living is separated. So everybody drives to work to the CBD in the morning, and going from the CBD in the evening (mixed land use would be better)
-variation along the route
Why results extreme temporal and spatial variation leads in a inefficient use of transport facilities
Da immer für die DHV am limitierenden Ort dimensioniert wird, d.h. was will man dort für ein LOS erreichen, durch diese grossen Unterschiede sind die Infrastrukturanlagen oft sehr schlecht ausgelastet
How can we reduce the effects of temporal and spatial differences?
The zipper machine
mixed land use--> better directional balance
reversible lanes: am morgen werden sie für die eine und am Abend für die andere Richtung gebraucht
Public transport: differential pricing
-AADT definition
-Basics of how data is collected to calculate AADT
-Why this datas are not sufficent ti make base design decisions'
The AADT represent the average traffic over all 365 days in the year:
Total traffic in year / 365
-permanent count stations
temporary transport stations (ADT), the count from this stations is multiplied by seasonal, day of week... factors
-because hourly volume is important, since DHV (Design hourly volume) is used for design (often 10% of AADT), furthermore the directional split is important as well
How to estimate the Design Hour volume in the design direction from the AADT
1. estimate AADT
2. AADt times the directional split
3. bestimmen/annehmen wie viel Stunden im Jahr hourly volume überschritten werden darf und daraus den Prozentsatz welches die peak hour am AADT ausmacht
4. Teilen durch den Wert des LOS
DHV
DHSV
why is capacity not a fixed quantity?
is meant to be the volume of the design hour, the design direction and the design year (often the 30th busiest hour of the year)
is meant to be the capacity of a lane depending on the LOS
Capacity = "design hourly service volume" when it's raining, dark, icy etc. the capacity is not the same: Main reason: capacity depends on which LOS we are willing to!
Pred
-Predict and provide: because in the past there had been an exponential rise in the AADT they predict that this will be the same in future. But if this doesn't happen the road will be overestimated (we should not make predict for 30 years in future
--> weiter ist die Gefahr dass dadurch dass wir n^mehr verkehr annehmen in der zukunft, es mehr verkehr geben wird und wir dann wieder mehr Verkehr voraussagen und es so einen Teufelskreis geben wird
LOS trade offs
Problems that can lead to an overlarge facility?
-Selecting a low LOS means the citys streets will be empty most of the day (designing for rarely no congestion during the busiest hours in the year) on the other side a high LOS leads to much more congestion
-Predict and provide--> falsche Voraussage
What hour as Design hour--> je nachdem was gewählt wird (d.h. wieviel diese übeschritten werden darf
Which LOS?
Pavement: general defintion
desirable characteristics
The durable surface material on the ground which has to carry vehicular and foot traffic
Dry Stable
Safe Comfortable
Durable Good constructability
Low maintenance
Cheap Attractive
Environmentalfriendly
Types of pavement surface
Bricks
Blocks
Granite Setts
Wood
Gravel
Asphalt Cement Concrete (ACC)
Portland cement concrete (PCC)
Thermo viscoelastic
Common source for asphalt
differnce asphalt and asphalt concrete
-Properties change with temperature (thermo); retains in some amount of deformation after the load is removed
-asphalt cement/binder which is made out of oil, and some aggregates
-PCC can hold more load without deformation, ACC ist wie mehr nachgiebig, angenehmer. und halt die Baustofffe
typical structure of ACC
PCC typical structure
Why is ACC a flexibel and PCC a rigid pavement
Reasons for payement deterioration
PCC: most of the load is carried by the pavement slab 8sometimes reinforced with steel)
ACC: A lot of the load is distributed to the underlying layers
Traffic: Speed, how heavy, speed
Weather: Sunlight, Rain Frost, Freezing/Thawing cycles
Low or high temperature
Features of the city networked which evolved over time
-Pattern of street network
-scale of street network
-scale of the streets
-relationship of buildings to the streets
-street as an organizing mechanism
Why are street networks important for travel and place making?
-Traffic safety is depending on the street network
-travel behavior (mobility/..)
health and well-being, comfort of residences (hat es auch noch Platz für Pärke/Grünflächen und wieviel Verkehrslärm gibt es)
-economic arrangements
Designing of street networks
-By whom?
-How?
result from decisions made by many parties (towns, transportation department, planners, ...)
how: everybody build a street oder so und schlussendlich ist alles ein bisshcen zusammengewürfelt, ohne dass irgenjemand das ganze kontrolliert,dass es Einheitlich ist.
Role of the FHA
Sie sagte dass grid network ist monotnous/borin/unsafe and so there was a change from the grid network to the "tree"-network which have a higher mobility. The FHA made a bulletin of proftiable neighborhoods, and a lot of planners followed them.
Evolving of street networks
Why they wanted to characterize street networks by...
...configuration
...network scale
...network connectivity
...network segmentation
because even small differnces can have huge impacts
street networks act on different scales with totally different functions
2.) network scale
Anzahl intersections pro Quadratkilometer
Vorgehen: \(\text{anzahl intersections}\over \text{distanz über die sie verteilt sind in km}\)
connectivity of street network
Verhältnis Linkt to node
wobei L/N>1.4: connected street network
Link: street segment between two nodes
Node: Intersection, Dead end, "corner"
Seven features of a good urban street network
1. high density:
intersection pro quadratkilometer
2. high connectivity within neighborhood
link to node ratio
3. Godd porosity between adjacent neighborhood
good connection between neighborhood, nicht alle strasse sollten die neighborhood verlassen, aber die meisten und es sollte frequent Strassen in der Nähe haben, welche die ganze Stadt erreichen
4. Great varity in street types
busy to quiet, residently to commercial
5. No restrictions on the types of streets that are connected to each other
6. All streets should be walkable
7. All streets should have building frontage
Zusammenhang street network design and street design
The street design should complement the street network design
Shared space
Context vs System time
signs, signals, lines play an subordinate role(Bikers, Cars, pedestrians etc. can use the same place)
social behavior governs
-System time: signals, lines etc. define how the space/place is used whereas in context time people define how space/places are used
Single purpose vs. multi-functional
Regulated vs. culutrally defined
Impersonal vs. Personal
Uniform vs. Diverse
Predictable vs. Unpredictable
design speed:
target speed:
speed to ensure that people can safely travel at the selected speed or even at an higher speed (convention design)
target speed: (shared space design)
select an apropritate speed for the context and the design the street like this, Man baut und plant dies Strasse so, dass die Menschen nicht schneller fahren als der im voraus gewählte appropriate speed.
Where should context should be used
In urban situations (social zones) , quartieren, living districts
Physical design features that are stand for shared space
-less signals
-less lines on the street
-sometimes bricks instead of ACC/PCC
-benches
-no directional split
-less parking slots
-Normal speed in a shared space environment
-is shared space a typ of design?
-why is shared space more efficient for moving peoples and vehicles?
-5-10 mph
-noit isn't, but it is applied to many design and operation conditions
-better interaction between the different modes of travel
no signals
may be people are also better focused
Bike mode share
-CH cities
-Im internationalen Vergleich
--7% (ZH) - 17%(BS)
-Up to 40% (Amsterdam), the bike mode share is higher in the nordic countries but most cities in the USA have a deeper bike mode share
IF there are an increase in bike use there is also a increase in bike safety, why'
because this citites have don steps to:
-reduce vehicle speed
-reduce vehicle volume
-build more bike facilities
-raise the space for bikers
Understand how the type and characteristics change, as the city attract more riders
1. Strong and fearless cyclists
2. Enthused and confident
3. interested but concerned
4. no way, no how
Bike friendly cities also attract more female riders
Concept of vehicular cycling:
Cyclists fare best when they act as, and are treated as, operators of vehicles
-->nicht trennen zwischen Velofahreren und übrigem Verkehr
-->bei einer intersection ist im falle einer getrennten Fahrbahn das Unfallrisiko grösser (da motorists sich vorallem auf den Verkehr auf der eigenen Fahrbahn konzentrieren und nicht auf jenem des angrenzenden Velowegs)
Darum heute in den USA wenig abgetrennte Velowege
Four types of bike facility types:
-design characteristics
-when should each type be used
- Shared streets and shared lanes: no dedicated bicycling space
-low speed: in addition streets should be fitted with traffic calming measures
-low traffic volume
-no lane markings - Bike lanes: separation by stripping on the street
-max 30km/h and less 4000 vehicles
-50km/h and street isnt an important bycicle route - Seperated paths: cycletrack and are physically separated from moving mottor traffic by cupboards or parked cars
-50 km/h and street isnt an important route and if there is a parking lane
-busier, faster urban streets - Stand-alone paths: bike paths or shared-use paths in an independent right-of-way
Typical dimensions of biking facilities for a effective network
-within neighborhood travel: biking facilities should have a frequency of 1/4 of a km
between neighborhood travel: the spacing of bike facilities sould be less than 1km
Design conditions for avoid dooring
-2.15 from parked cars or 4.4m form the cupboard
