Traffic congestion: is there a miracle cure? (Hint: it's not roads)
During the environmental review process, 1000 Friends got the LUTRAC plan included as one of the alternatives considered in the Environmental Impact Statement for the freeway. The EIS found that, compared with the freeway, LUTRAC resulted in 18% less highway congestion and 6% to 8.7% less air pollution. After studying the bypass and four other alternatives, the analysis found that the LUTRAC alternative was the only alternative apart from the no-build alternative that complied with the federal Clean Air Act. As a result of this environmental study, Metro killed the bypass and adopted the LUTRAC alternative in 1996.
Opinion Essay Introduction: The Thesis Statement - …
80: Unfortunately, Gruen's designs for these "multi-functional centers" kept many of the features he learned by developing shopping centers: Gruen designed loop freeways and peripheral parking lots around downtown areas to keep them free of traffic, but these act as boundaries which discourage people in nearby neighborhoods from walking to downtown. His most famous design was his plan for Fort Worth, Texas, which would have surrounded a downtown of about one square mile with a ring road feeding into six parking garages that held ten thousand cars each. Downtown itself would have been kept free of automobiles and developed more intensively as a mixed use area. This plan essentially would have turned downtown into an immense regional shopping mall (albeit a mixed-use rather than a single-use mall), integrating downtown into the automotive scale of the region as a whole. But despite its flaws, Gruen's work does show clearly that functional land-use planning is a major cause of the need for transportation planning.
Geddes, Mumford, and other regionalists believed that entire economic regions should be planned as integral units, so they could be relatively self-sufficient economically. Regional planners should locate a region's factories, homes, and cities in a way that minimizes the transportation of people, raw materials, and finished goods. Decentralizing the national economy into a number of regional economies would also make cities smaller: for example, New York had grown so large because it was a financial center of the national and world economy, and so Mumford claimed that "to diminish the traffic at Times Square it may be necessary to reroute the export of wheat from the hinterland...."
Should Private Vehicles Be Banned In Crowded Cities? …
These can be used to shape traffic for an entire interface, without anysubdivisions. It is vital that you understand this part of queueing beforewe go on the classful qdisc-containing-qdiscs!
Road traffic safety - Wikipedia
In addition, New Urbanist suburbs have narrow streets, in order to save land and to slow traffic. Conventional suburban streets have 12 foot traffic lanes and 10 foot parking lanes. New Urbanist suburbs have a maximum of 10 foot traffic lanes and 8 foot parking lanes - which was conventional street design during the early twentieth century - and often they have much narrower streets. Andres Duany has designed some streets as narrow as 19 feet wide, with two way traffic and on-street parking on one side: he calls these "yield streets," because when two cars meet that are going in opposite directions, there is not enough room for both of them, and one must yield the right of way to the other by pulling into the parking lane. Needless to say, these 19-foot-wide streets slow traffic considerably. Conventional suburban streets also have wide turning radiuses at intersections, which allows traffic to make turns at high speeds, while New Urbanist suburbs have tight turning radiuses at intersections, which force drivers to slow down when they turn and which also give pedestrians a shorter distance to cross.
Alain Kornhauser's Webpage - Princeton University
Benton MacKaye, an early regionalist who was a practical planner, defined a region as, "a rounded unit of development" that "corresponds with some natural scheme of flowage - of water, commodity or population." During the postwar period, regional planning agencies were established to deal with many different types of "flowage" that cut across political jurisdictions, and these regions' boundaries were all different. Regional water development agencies administer watersheds. Regional air quality agencies administer air basins. Regional transportation agencies administer metropolitan areas that need unified transportation planning. In each case, the region is defined to correspond to the particular form of "flowage" that one set of planners is interested in - of water, air pollutants, or traffic. The sort of integrated regions that the early planners expected never appeared; instead, there is a patchwork of overlapping, single-function regions.
Dr. Ashish Verma, Dept. of Civil Engg., IISc Bangalore
Their shopping streets are designed like traditional Main Streets, with stores facing the sidewalk and housing or offices above. Off-street parking is behind the stores, so it does not interrupt the continuous store frontages that pedestrians walk by. These streets also have on-street parking, which makes it more pleasant for people to walk by acting as a buffer between the sidewalk and the traffic, and which also slows traffic on the main street when cars stop to park. On this sort of street, the stores help bring business to each other: after shopping in one store, people often walk up and down the street just to look at the other people and at the store windows. Of course, this design is just the opposite of the suburban strip mall - where the stores are set back from the sidewalk, where parking is in front of the stores, and where no on-street parking is allowed in order to speed up traffic on the arterial street - which is very unpleasant for pedestrians.