Integral planning for mobility

Integral planning

for mobility

Vision and approach

March 2013

Goudappel Group – The Netherlands Vision and approach – march 2013 1

Integral planning for mobility Vision and approach 40 year struggle and innovation in the Netherlands has yielded vast knowledge on how ‘integral planning’ will maximize: - accessibility - liveability and - economic vitality. We want to share this knowledge with you


1 Our dream We envision a city which is integral part of an accessible and liveable region. Its transportation network pro-vides a wide variety of options that are efficient, reliable, and cost-effective. These options serve the diverse

needs and capabilities of its citizens, visitors and businesses. The public and private sectors work together to improve air quality and reduce congestion in a collaborative and creative manner.

1. Our integrated land use and transportation development, support public transport and a variety of transportation choices, while reducing sprawl, congestion and travel times, and limiting the negative impact on existing and new neighborhoods.

2. The integrated transportation system is well-maintained, minimizes the negative impact on natural resources, and remains affordable for all users.

3. The city promotes safe bicycle and pedestrian access with well-designed routes that provide con-

nectivity throughout the greater urban and regional area.

4. Developments across the city and its region occur in a manner friendly to families with children, the elderly, and individuals with disabilities.

“Good planning and coordinating land use and transportation will make this dream come true.”


2 Integrated planning

In the Netherlands, we have for the last 40 years struggled to get the balance right between land use and transportation. Parallel to the growth of (mainly) car mobility, we began to find solutions to road safety prob-lems, then noise pollution, congestion and transport-related greenhouse emissions. By trial and error, we

have discovered that “integrated planning” is the key to achieving maximum results in terms of accessibility and liveability. With the right interactions in land use planning and mobility network development, integrated planning lies at the heart of sustainable development of future cities.

Figure 2.1: The process towards Integrated Planning in the Netherlands

The mobility system in our cities provides safe and sufficient networks for all modes: car, cycling, public transport and pedestrians. Everyone has a free choice to go by bike, car, public transport or on foot or use a combination of these modes. We have learned to develop coherent networks, driven by the special role and

position of cycling in this country. Traffic and transportation models have played an important role in that process by providing decision-makers with an early insight into the consequences of urban planning and transport decisions. For some connections, priority is given to the car, for others to public transport or cy-

cling. These different levels of services are supported by well-designed infrastructure.

“You will get the city you planned for, so you better plan your dream”


Figure 2.2: A compact (model) city with integrated land use and transportation networks

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Figure 2.3: Network development and design in Utrecht


The three pillars: Planning, Modelling and Communic ation

We always propose using an interactive working meth od to de-liver input for Strategic Urban Development /or Tra nsportation Planning. Three different activities (pillars) can be distinguished:

Planning is the key pillar. This is where goals are set, choices are made and plans are developed and de-

scribed, both draft and final versions.

Modelling provides the data and information that will help set these goals and make the right choices. The

various models (transportation, public transport, and parking) will describe the current situation and show the effects of future developments and policy choices. These models are tools that help design the right policies. The communication pillar ensures broad-based support for the plan and its measures during the process of

drafting and implementing the policy framework. Like the training pillar, communication is an on-going activ-ity, with several seminars and workshops being organized during the process from the drawing table to the actual implementation of plans and measures.


3 Our main planning principles We use proven design and planning principles. To design a safe and accessible environment for pedestri-ans, cars and public transport, we will use often available Master plans or Regional Development Plans, as a starting point. We will apply the following basic principles to deliver good planning and a high-quality transport plan and network. The input and collaboration with planning experts with different backgrounds (urban planners, land scape planners, civil engineers etc) and other stakeholders is key element in our planning approach.

We will discuss and establish these principles to deliver a comprehensive plan with feasible and cost-effective measures. Where necessary, we will of course adjust the design principles in such a way as to make them suitable to meet the local demands. These principles are:

1. Smart integrated networks

2. Road categorization

3. Adequate and efficient public transport

4. Attractive, well-placed parking facilities

5. Traffic management

6. Adequate use of modeling tools

7. Urban and traffic design for better cities and better life.


Principle 1: Smart integrated networks for all mode s A smart network: With a limited number of different road types, the network of every city or town can be de-

signed in a way that directs traffic flows to places were we want them. Transit traffic requires an attractive route in the outskirts of the city or, better still, outside the city (bypass). Traffic between city districts outside the centre does not use routes through the centre. The roads near and in the centre are meant mainly for

traffic with a destination or origin in the centre. As a result, the space necessary to facilitate traffic can be limited, whilst still ensuring good accessibility. Finally, residential roads are only meant for car traffic related to the residential area where these roads are located.

A well-designed transportation network is not only limited to a good and safe network for cars. Networks for public transport and NMT (Non-Motorized Traffic i.e. cycling and walking) must also be designed. Some-

times these modes ask for separate infrastructure (i.e. for BRT, tramways or cycle routes). Sometimes net-works can be combined. In-depth analyses of the current network, key origins and destinations, expected developments and guidelines will be performed to design coherent networks.

Figure 3.1: The networks in the Dutch city of Enschede

Public Transport

Cycling


Principle 2: Road categorization The basic principle is to concentrate car traffic as much as possible on a limited number of main roads with relative high speeds, high capacity, and large distances between junctions. On the other side of the spec-

trum are the capillaries of the road system, i.e. the residential streets. Here, speed and capacity are not im-portant and drivers return to their parking spaces, driving slowly in a shared situation with non-motorized traffic.

Aspects that determine the functions of a road:

• In general: designated speed designs, junction types (level crossing, flyover , roundabout, traffic lights, pedestrian crossings, etc.).

• Parking: for each road function, we will describe appropriate parking solutions.

• Pedestrian facilities: for each function, and for road sections and junctions, we will present safe and good facilities for all users, including the elderly and people with disabilities.

• Continuity of the road. A road is ‘good’ in terms of safety and capacity if it is predictable for its ‘users’. This requires a certain kind of uniformity in road function and design, not only for lanes and junctions but also in terms of type of surface, road marking, lighting, etc. This will allow road users to always know from the road design how to behave.

Figure 3.2: Categorizing the network Figure 3.3: Different traffic flows

By designing the network this way, car traffic will be concentrated on the main roads, which are suitable for

handling large volumes. Pedestrian and leisure areas, such as residential areas, parks, shopping centre, markets, etc., are spared from car traffic.

A good example of a smart integrated network design is the one implemented in the city of Enschede (Fig-ure 3.1).

inte r-

external

transit


Principle 3: Adequate and efficient public transpor t An adequate public transport system is very effective in terms of capacity, the provision of quick access to important destinations (university, CBD, city centre, airport, etc.) and the limited use of sparse public space.

The plans for a BRT or LRT system could fit in perfectly with our vision of a sustainable multimodal transport system. We will assess the impact of good quality Public Transport and look at accompanying measures (additional (feeder) bus services, information, ticketing, fleet requirements so as to ensure accessibility for

all, including the elderly and disabled) to deliver a comprehensive and attractive public transport system.

Figure 3.4: Road capacity (people per hour per 3.5 m width of infrastructure)


Principle 4: Attractive, well-placed parking Parking, and providing the right parking conditions in terms of capacity (on- and off-street), location, pricing

and guidance, are key to making liveable towns and cities. Resolving parking problems in collaboration with government, developers and city planners is a necessity in mobility planning.

Multiple use (using a parking spot for several purposes during the day, i.e. residential parking during the evening and at night, business and leisure parking during the day) saves a huge investment and reduces exploitation costs. The parking infrastructure should be designed in such a way as to optimize its utilization.

We will provide a strategic and financially feasible plan, from policy to operations. In addition to urban plan-ning, public transport, NMT, and traffic management, parking is a key element in good urban planning.


Principle 5: Traffic management Traffic management is aimed at improving the use of the networks to meet set objectives, without having to

resort to substantial new infrastructure construction. Such objectives may include some, or all, of the follow-ing: (1) a reduction in road accidents; (2) environmental improvement; (3) improved access for people and goods; and (4) improved traffic flows on major routes (for LRT or BRT).

Traffic management measures may be limited to a small,

localized area or encompass an area-wide network. In the latter case, it should be recognized that measures regarded as providing solutions for one area can create problems

elsewhere. It is therefore vital that all proposals be properly evaluated before implementation, and that adequate data collection and forecasting techniques be employed to ex-

amine effects across an appropriate area.

Traffic is a major contributor to accessibility. Through proper application of traffic management on available

roads, motorists can be informed of modal choices, depar-ture times, routes, available parking spaces, etc.

We recognize the dynamics of traffic and transport. We view the network as a whole and take an integrated approach to accessibility issues. Using appropriate utilization measures and intelligent transport systems, we

can contribute to improving accessibility, traffic safety and liveability, thus creating a more sustainable re-gion.


Current conges- Future conges-

Principle 6: The adequate use of modelling tools During the process of designing the network, we use state-of-the-art modeling tools to under-stand the current usage of the network and to evaluate measures and developments that will in-fluence the future use of the network. Different types of models van be used:

• The OmniTrans Transportation modelling software; • A GIS based traffic model to describe daily traffic flows on the main network; • Parking model to describe and predict the usage of parking spaces in main areas • Micro-simulation models (Vissim) to describe traffic flows, main junctions and corridors in

more detail. During the planning process, these models will be used to validate the scenarios and measures so as to alter, expand or intervene in the network. This will allow better decisions to be made, and render the planning process more transparent in terms of measures, effects, and choices.

Figure 3.5: Example of a traffic model (MOVE Meter application: Austin Texas)

A traffic model is a tool used by traffic engineers to find answers to fundamental questions, such as:

• Where and when will congestion occur on the future network? • Which junctions are causing traffic jams? • What alternative routes are available and will these routes provide enough extra capacity?

• What kind of traffic (transit traffic, internal or external flows) is using the network? • Which type of junction is necessary to control conflicting traffic flows safely?

We will work with our clients to design a process that delivers the right solutions, based on a solid planning

methodology and adequate tools.

Consult Add measures Compare Base scenario New scenario scenarios 1. Socio-economic changes Transportation

2. Reduce number of trips Environment

3. Change infrastructure Accessibility


Principle 7: Urban design

Public space is too important to approach just from the traffic and transport angle. But looking at it only from a planning perspective also produces too little quality. We combine urban planning and traffic and transpor-tation expertise into integrated designs within which people can live and move around comfortable.

Your vision made reality We make your vision visible on the street. That commitment lies at the heart of every concept and design we

make. Genius loci The individuality of a location, the genius loci, forms the basis of our design process. We respect character, cultural differences and its users. The integrated designs we develop are suited to the location and arise from a process of consultation with stakeholders and residents.

Quality guaranteed Proper dimensions, road safety, traffic thorough-flow and compatibility with the surrounding area and net-

work are guaranteed in our designs. The following examples are taken from our Design portfolio.

Figure 3.6: Smart traffic design (Safe and smooth for all modes without traffic lights)

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4 Choosing Dutch

The Goudappel Group is the biggest (>200 Fte) and the oldest centre of excellence for mobility planning based in the Netherlands. We started in 1963 all ready and we never gave our leading market position away. We were lucky to be founded in The Netherlands, because we like solving important problems. In The Neth-

erlands we live with 16 million people on just 45 thousand square kilometres. This is about the same as an average metropolis like Rio de Janeiro. And our countrymen are not the only users of the (transport) infra-structure. We are the gateway for Europe, with the Port of Rotterdam and Schiphol Amsterdam Airport as

main points of entry and departure. We have an extensive road, rail and water transportation network, a dense network that we had to manage and maintain. We successfully integrated the (e-)bicycle in our net-work and substantially increased traffic safety despite the increase of car mobility. By choosing Goudappel

Group, you choose for convenient access to 50 years of expertise based on research, finding and probing ideas and innovative product development. But even more importantly, a company of people with passion for mobility in a country where mobility really matters.

Our broad activities can be categorized in 3 main lines of work: advisory services, software solutions and process outsourcing. For today’s journey and the mobility and cities we want for tomorrow.

Marketlabels: Goudappel Coffeng, MAPtm, MINT NV, Omnitrans International, Move Mobility

Integral planning for mobility

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