DOCSLIB.ORG

Fusing Ancient Concepts Into Contemporary Walkabilty By: Fanis

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Fusing Ancient Concepts Into Contemporary Walkabilty By: Fanis Fusing Ancient Concepts into Contemporary Walkabilty By: Fanis Grammenos, Barry Craig, Carla Guerrera and Douglas Pollard Canada Mortgage and Housing Corporation, research Division Ottawa, ON, Canada Introduction: As more and more is learned about the issues surrounding contemporary movement patterns including their excessive generation of traffic and resource consumption the various health issues associated with it, the cost of traffic fatalities and the degradation of air quality etc. there has been an ever increasing demand by both residents and experts alike for a contemporary pattern which facilitate a better balance between walkability and wheeled vehicle movement and which also reduces the need to drive in the first place. This paper posits one such response to this demand: The Fused Grid, a street pattern and neighbourhood circulation approach which fuses the positive elements of many historical patterns into a cost effective, environmentally friendly, safe and walkable community framework. Not only does the grid respond to the issues of mobility but in doing so in this manner it also sets the stage for the development of a fully sustainable community Ancient Background: The Hippodamian street grid (as at Miletus below) was introduced during the 5th century, most likely to facilitate the movement of carts and chariots in a pedestrian society. This could possibly be viewed as the first time circulation system planning began to tip in favour of the vehicle. (Fig 1, ) Fig 1 Hippodamian Fig 2 Organic Fig 3 Vitruvius Prior to that patterns had, to a large extent, developed rather organically in response to natural desire lines and conditions and in certain cases to deliberately confuse invaders. (Fig 2,). Aristotle even criticized the grid as being too easy to invade. While he saw the enemy as men with swords we might see it today as men with SUVs. The other significant circulation plan that developed during antiquity was the Vitruvian radial plan which employed strong diagonals to respond natural desire lines that became the shortest and clearest route to a central point. (Fig 3) These two approaches have formed the underpinnings of almost all approaches ever since. Recent background Modern planners have had an even more acute problem to contend with: the motorized vehicle which is much stranger and goes much faster and further than the chariot while the vulnerability, speed and range of a pedestrian has remained basically unchanged There have been a number of responses to that problem including: Howards Garden City (1902) which drew heavily from Vitruvius, separating pedestrians from carts but employing pre vehicle ownership walking distances t Howard Unwin Stein Perry Milton Keynes (sector) Unwin and Stein’s plan for Radburn neighbouhoods (1928) which also separated cars and pedestrians, relying heavily on cul de sacs and footpaths to keep the two apart but which was never “scaled up” to the size of the garden city which had a population of 30,000. Clarence Perry’s neighbouhood (1929) which developed a car controlled environment using T intersections and elements of the Vitruvian approach. Corbusiers Ville Radieuse, a whole city network utilizing aspects of the Hipodamium grid to create pedestrian dominated precincts which were then served with Radburn- like green spines and footpaths Corbusier Doxiades Milton Keynes Doxiades who relied heavily on dead end streets to create a man- machine separation in a 2Km square. The Milton Keyes town plan (1967-1980)with its regional structure of arterial grid roads 1K apart, a separated pedestrian system and T intersections on local and collector roads, all executed in a topographically responsive orthoganal grid. And of course there are any number of suburban patterns employing a system of curved high speed roads and sanctuary cul de sacs. Recently, however, planners have returned to a modification of the Hippodamian grid in an attempt to insert the clarity, directionality connectivity and human scale often missing in many of these patterns. Most solutions employ T intersections, narrow or one way streets etc. to discourage through traffic in neighbourhoods and place the high velocity/ volume traffic on peripheral arterials. A deeper look at the grid in parallel with a review of the positive and negative lessons gained from other solutions suggests, however, that the grid in its pure form might not be the ideal solution and that a fusion of the best ideas from various sources might better serve both car and resident in contemporary communities. To begin, there are two elements which consistently reoccur in almost all pattern proposals: the T junction for traffic abatement and a hierarchy of streets which ensures that less traffic will reach local or lower order roads. Most models also use a separate foot path system distinct from vehicle routes. The orthogonal geometry of the grid which injects the clarity and legibility commonly sought by most patterns can be transformed to employ T junctions, looped roads and cul de sacs connected by footpaths like this Transformation of the Hippodamian grid: cross intersections are replaced with T- intersections and some street segments with pedestrian paths. or like this There are numerous transformations possible, some which avoid the cul de sac altogether in favour of loop roads which are preferred for policing, servicing and pizza delivery. An inclusion of diagonal foot paths through the green spaces subtly reintroduces the Vitruvian diagonal “desire line” for pedestrians. Five neighbourhood patterns which embody aspects of the above transformations The Fused Grid Pattern 4 neighbourhoods/unit road hierarchy Four neighbourhoods of 16 ha form a composite neighbourhood unit of 64 ha. This in turn is bound by parallel and paired one way(?) arterial roads which frame common uses. The transportation network structure continues to the next level of hierarchy. All urban space is contiguous until broken by arterials. These neighbourhood patterns embody the more important positive lessons from the 20th century model that were reviewed above: Stein’s composite block (a pedestrian precinct free from through traffic) is evident in these layouts as the green spine through which pedestrians travel to daily destinations including transit. Perry’s neighbourhood unit is replicated by combining four 40 acre fused grid blocks into his recommended 160 acre size Le Corbusiers rational transportation plan is found at a graduated scale of traffic volume within a contiguous urban fabric. All roads join rather than separate neighbourhoods. The Milton Keynes 1Km grid is present in the 4 quadrant module but the local streets are more regular and repeatable. Dioxiadis’ principles are present in the proposed layout but at a smaller (more walkable) scale (The fused grid district covers one quarter of one of his sectors). Road hierarchy is maintained but arterials are populated and fully functioning high streets as opposed to pure traffic conveyors The scale of the Fused Grid pattern is based on the current post vehicle ownership walking distance rule of thumb (5 minutes or 400meters).Within that time frame and distance an individual in any block can reach local shopping or transit without exposure to high velocity traffic and in some cases by crossing only one or two local streets. Were a car to leave the same point of origin and seek the same destination using the road system it would take about the same length of time (provided the driver could find their car keys right away). CMHC research (IBI 2007) has determined that in addition to the capital and operating savings generated by reducing road requirements by up to 10% and the increased green space and permeability resulting from those savnigs the fused grid generates o The lowest vehicle delay o The highest level of service at signalized intersections o The lowest vehicle kilometers traveled on local roads o The lowest fuel-energy use o The highest compatibility with the Ontario Child and Youth friendly land-Use and transport Planning Guidelines Further independent analysis of its walkabilty aspects has determined that because of the superior pedestrian route directness over that for vehicles along with the delight and safety of those routes and the provision of useful and reachable commercial destinations the Fused Grid approach raises the odds of walking for home based travel by 5.6% and thus reduces potential vehicle travel and the overall number of (SUV) trips. Conclusions This is a very brief overview of a substantive and ongoing CMHC research endeavour. The Fused Grid approach has been or is about to be incorporated in a number of communities cross Canada and has attracted considerable attention internationally. While the concept will have to be fully executed and lived in over a number of years before it can be considered a proven, tested approach, the research and modeling to date promises it to be an excellent response to the demands for improved walkabilty and livability . This improvement in one issue area with its inherent implications of compactness, diversity (purpose and destination), health, liv(i)ability and delight then forms the foundation for the development of fully sustainable community plan. The opportunity for a mixture of uses afforded by the arterials in close but amicable proximity to the residential neighbourhoods could evolve into shared energy and resource systems, the green spines can assume roles as surface (less expensive and environmentally superior) stormwater management systems, habitat, urban agriculture and so forth, the openness of the green squares could facilitate subtle, acceptable intensification immediately adjacent which in turn would increase the viability of the transportation and community servicing infrastructure, the interrupted grid opportunes alternative housing groupings and clusters layouts which could take better advantage of shared systems and solar access etc. etc. In short the fusion of many lessons from the past in this manner provides a solid and sustainable platform for the future. .
Load more

Recommended publications
  • Research Highlight
    research highlight October 2007 Socio-economic Series 07-013 A Plan for Rainy Days: Water Runoff and Site Planning Introduction In 2004, the City of Stratford (population 30,000) approved a Theoretical secondary plan for a future city expansion area of 155 ha (383 acres), based on an evaluation of three plans, one of which was derived from the CMHC planning model, the Fused Grid.1 The evaluation compared the plans against 16 criteria falling under three overarching concepts of efficiency, quality and environmental impact. Rainwater can be an asset or a liability depending on the approach to dealing with runoff. Since all three plans protected site watercourses and included stormwater management (SWM) ponds as a requirement, the evaluation criteria did not include rainwater runoff impacts. Current research shows that runoff from development can be detrimental to water quality, aquatic life and the maintenance of Figure 1 An experimental site plan layout using medium water resources. New tools for modelling rainwater behaviour and density forms and estate lots. management, such as the Water Balance Model (WBM) for Canada,2 and new approaches for reducing runoff, have been developed and Purpose and Research Approach have begun to be applied. The available land use plans, the need for The study aims to set out the effects of site design approaches, site effective ways to protect watersheds and the new methods of modelling infrastructure methods and site development standards on the potential presented an opportunity to examine in detail what factors influence for reducing or eliminating water runoff from new development. water runoff and to what extent.
    [Show full text]
  • MDOT Access Management Guidebook
    ReducingTrafficCongestion andImprovingTrafficSafety inMichiganCommunities: THE ACCESSMANAGEMENT GUIDEBOOK COMMUNITYA COMMUNITYB Cover graphics and ROW graphic by John Warbach, Planning & Zoning Center, Inc. Photos by Tom Doyle, Michigan Department of Transportation. Speed Differential graphic by Michigan Department of Transportation. Road Hierarchy graphic by Rossman Martin & Associates, Inc. Reducing Traffic Congestion and Improving Traffic Safety in Michigan Communities: THE ACCESS MANAGEMENT GUIDEBOOK October, 2001 Prepared by the Planning & Zoning Center, Inc. 715 N. Cedar Street Lansing, MI 48906-5206 517/886-0555 (tele), www.pzcenter.com Under contract to the Michigan Department of Transportation With the assistance of three Advisory Committees listed on the next page The opinions, findings and conclusions expressed in this publication are those of the authors and not necessarily those of the Michigan State Transportation Commission or the Michigan Department of Transportation or the Federal Highway Administration. Dedication This Guidebook is dedicated to the countless local elected officials, planning and zoning commissioners, zoning administrators, building inspectors, professional planners, and local, county and state road authority personnel who: • work tirelessly every day to make taxpayers investment in Michigan roads stretch as far as it can with the best possible result; and • who try to make land use decisions that build better communities without undermining the integrity of Michigan's road system. D:\word\access\title
    [Show full text]
  • MEMORANDUM Date: July 10, 2009 TG: 08164.00 To: Terry Moore, Econorthwest From: Andrew Mortensen, Transpo Group Cc: Subject: Street and Non-Motorized Connectivity
    MEMORANDUM Date: July 10, 2009 TG: 08164.00 To: Terry Moore, ECONorthwest From: Andrew Mortensen, Transpo Group cc: Subject: Street and Non-Motorized Connectivity This memorandum provides context to the subject matter of street and non-motorized system connectivity. It was originally written as a broad summary for application in various transportation planning studies. It has been modified slightly for better summary of concepts critical to the transportation plan and policy subject matter considered in the Motorized and Non-Motorized Travel Reports as part of the Olympia Mobility Strategy project. The memorandum includes four major sections: 1. Introduction 2. Importance of Connectivity 3. Barriers to Connectivity 4. Travel Impacts Associated with Connectivity 5. Implementing Connectivity Introduction In the early 1960’s a federally driven process was initiated to establish the first set of consistent, street functional classification plans for U.S. cities. These plans and policies were updated and revised in the 1970’s as Metropolitan Planning Organizations (MPOs) were formed to assist in regional transportation planning. Most regional and many local roadway and street functional classification policies originated from the FHWA Functional Classification guidelines1. As noted in the FHWA guideline for urban streets and shown in Figure 1, collectors are mapped on an internal, 1-mile grid to essentially provide ½ or 1/3-mile connection between local streets and the perimeter arterials, Figure 1: FHWA Scheme which form the grid boundary. FHWA’s original ‘scheme” does not indicate nor did the underlying policy direction emphasize external continuity of collector and local street connectors beyond the arterial-bound grid. Since the 1960s, and up until the 1990s, many cities have favored a land development pattern and street hierarchical network of poor connectivity, with numerous cul-de-sacs that connect to a few major arterials.
    [Show full text]
  • Chapter 3: Design an Interconnected Street System
    Chapter 3: Design an Interconnected Street System [Figure 3.1 in margin near here] Street systems either maximize connectivity or frustrate it. North American neighborhoods built prior 1950 were rich in connectivity, as evidenced by the relatively high number of street intersections per square mile typically found there.1 Interconnected street systems provide more than one path to reach surrounding major streets. In most interconnected street networks two types of streets predominate: narrow residential streets and arterial streets. In this book, for reasons explained in chapter two, we call these arterial streets in interconnected networks “streetcar” arterials. On the other end of the spectrum are the post WWII suburban cul-de-sac systems where dead end streets predominate and offer only one path from home to surrounding suburban arterials. This cul-de-sac-dominated system can be characterized as dendritic or “treelike”, the opposite of the web of connections found in interconnected systems. Streets in this system all branch out from the main “trunk”, which in Canadian and U.S. cities is usually the freeway. Attached to the main trunk of the freeway are the major “branches”, which are the feeder suburban arterial streets or minor highways. These large branches then give access to the next category down the tree, the collector streets or the minor branches in the system. Collector streets then connect to the “twigs and branch tips” of the system, the residential streets, and dead end cul-de-sacs. The major advantages of the interconnected system is that it makes all trips as short as possible, allows pedestrians and bikes to flow through the system without inconvenience, and relieves congestion by providing many alternate routes to the same place.
    [Show full text]
  • Fully Convolutional Neural Networks for Dynamic Object Detection in Grid Maps
    Fully Convolutional Neural Networks for Dynamic Object Detection in Grid Maps Master’s Thesis of Florian Pierre Joseph Piewak Department of Computer Science Institute for Anthropomatics and FZI Research Center for Information Technology arXiv:1709.03138v1 [cs.CV] 10 Sep 2017 Reviewer: Prof. Dr.–Ing. J. M. Zöllner Second reviewer: Prof. Dr.–Ing. R. Dillmann Advisors: Dipl.–Inform. Michael Weber Dipl.–Ing. Timo Rehfeld Research Period: December 13th, 2015 – June 12th, 2016 KIT – University of the State of Baden-Wuerttemberg and National Research Center of the Helmholtz Association www.kit.edu Fully Convolutional Neural Networks for Dynamic Object Detection in Grid Maps by Florian Pierre Joseph Piewak Master’s Thesis June 2016 Master’s Thesis, FZI Department of Computer Science, 2016 Reviewer: Prof. Dr.–Ing. J. M. Zöllner, Prof. Dr.–Ing. R. Dillmann Department Technical Cognitive Systems FZI Research Center for Information Technology Affirmation Ich versichere wahrheitsgemäß, die Arbeit selbstständig verfasst, alle benutzten Hilfsmittel voll- ständig und genau angegeben und alles kenntlich gemacht zu haben, was aus Arbeiten anderer unverändert oder mit Abänderungen entnommen wurde sowie die Satzung des KIT zur Sicherung guter wissenschaftlicher Praxis in der jeweils gültigen Fassung beachtet zu haben. Sunnyvale, Florian Pierre Joseph Piewak June 2016 iv Abstract One of the most important parts of environment perception is the detection of obstacles in the surrounding of the vehicle. To achieve that, several sensors like radars, LiDARs and cameras are installed in autonomous vehicles. The produced sensor data is fused to a general representation of the surrounding. In this thesis the dynamic occupancy grid map approach of Nuss et al.
    [Show full text]
  • Transportation Master Plan
    District of West Kelowna Transportation Master Plan February 20, 2014 District of West Kelowna Transportation Master Plan FORWARD This document represents the work of three independent consultants: Boulevard Transportation Group; Strategic Infrastructure Management Inc.; and Urban Systems Ltd. The experience of each of these consultants was drawn upon to develop and interpret available transportation system data to produce a long‐term strategy and plan intended to achieve a diverse, affordable and sustainable transportation system based upon the vision and goals described herein. District of West Kelowna Transportation Master Plan Revision Log Revision # Revised By Date Revision Description 1 Boulevard Transportation February 27, 2014 Table 7 amended District of West Kelowna Transportation Master Plan EXECUTIVE SUMMARY The Transportation Master Plan (TMP) builds upon the goals and objectives of the District’s Official Community Plan (OCP) to support the social and economic health of the District. The TMP uses current and future travel patterns and public expectations to determine incremental system improvements, and integrates these with existing infrastructure maintenance and renewal needs, to present a practical and affordable long-term transportation strategy. The recommended goals for the West Kelowna TMP are separated into the short-term and long-term. Short-term goals reflect supporting the gaps in the existing road network system as priority. The long-term goals focus on the improvements that will refine the transportation network and the efficiency of the system. Goals and Objectives The TMP’s 3 short term goals are: Connect residential, business, and industrial communities effectively and efficiently; Promote the safety and security of the transportation system; and Reduce vehicular travel with higher degree of mixed land uses.
    [Show full text]
  • Guide to Traffic Management Part 1: Introduction to Traffic Management
    SUPERSEDED PUBLICATION This document has been superseded. It should only be used for reference purposes. For current guidance please visit the Austroads website: www.austroads.com.au Guide to Traffic Management Part 1: Introduction to Traffic Management Sydney 2015 Guide to Traffic Management Part 1: Introduction to Traffic Management Third edition project manager: Jill Hislop Publisher Austroads Ltd. Level 9, 287 Elizabeth Street Third edition prepared by: Clarissa Han and James Luk Sydney NSW 2000 Australia First and second edition prepared by: Peter Croft Phone: +61 2 8265 3300 [email protected] Third edition May 2015 www.austroads.com.au Second edition November 2009 First edition published November 2007 About Austroads This third edition includes updated descriptions of each Part in Section 2 and Table 2.1. It also includes additional information on the functional road Austroads’ purpose is to: hierarchy in Section 3.4 and a new Section 4.5 on road environment safety. • promote improved Australian and New Zealand This edition also includes updated referencing to relevant legislations, transport outcomes standards and guidelines. • provide expert technical input to national policy development on road and road transport issues Pages 13 ISBN 978-1-925294-38-5 • promote improved practice and capability by Austroads Project No. NT2004 road agencies. • promote consistency in road and road agency Austroads Publication No. AGTM01-15 operations. © Austroads Ltd 2015 Austroads membership comprises: This work is copyright. Apart from any use as permitted under the • Roads and Maritime Services New South Copyright Act 1968, no part may be reproduced by any process without Wales the prior written permission of Austroads.
    [Show full text]
  • Line Structure Representation for Road Network Analysis
    Line Structure Representation for Road Network Analysis Abstract: Road hierarchy and network structure are intimately linked; however, there is not a consistent basis for representing and analysing the particular hierarchical nature of road network structure. The paper introduces the line structure – identified mathematically as a kind of linearly ordered incidence structure – as a means of representing road network structure, and demonstrates its relation to existing representations of road networks: the ‘primal’ graph, the ‘dual’ graph and the route structure. In doing so, the paper shows how properties of continuity, junction type and hierarchy relating to differential continuity and termination are necessarily absent from primal and dual graph representations, but intrinsically present in line structure representations. The information requirements (in terms of matrix size) for specifying line structures relative to graphs are considered. A new property indicative of hierarchical status – ‘cardinality’ – is introduced and illustrated with application to example networks. The paper provides a more comprehensive understanding of the structure of road networks, relating different kinds of network representation, and suggesting potential application to network analysis. Keywords: Network science; Road hierarchy; Route structure; Graph theory; Line structure; Cardinality 1 1 Introduction Road network structure is routinely interpreted in terms of the configuration of roads in structures such as ‘trees’ or ‘grids’; but structure can also be interpreted in terms of the hierarchical relations between main and subsidiary, strategic and local, or through and side roads. In fact, these two kinds of structure – relating to configuration and constitution – are in some ways related. However, despite the proliferation of studies of road network structure, there is not a consistent basis for representing and analysing this dual nature of road network structure, either within traditions of network science or network design and management.
    [Show full text]
  • STAKEHOLDERS' PERCEPTIONS on the DESIGN and FEASIBILITY of the FUSED GRID STREET NETWORK PATTERN by HONG ANH MANG Presented To
    STAKEHOLDERS' PERCEPTIONS ON THE DESIGN AND FEASIBILITY OF THE FUSED GRID STREET NETWORK PATTERN by HONG ANH MANG Presented to the Faculty of the Graduate School of The University of Texas at Arlington in Partial Fulfillment of the Requirements for the Degree of MASTER OF LANDSCAPE ARCHITECTURE THE UNIVERSITY OF TEXAS AT ARLINGTON December 2012 Copyright © by Hong A. Mang 2012 All Rights Reserved ACKNOWLEDGEMENTS There are many professionals who have significantly contributed to this research project with their time and their willingness to share their knowledge, and through their understanding and insights about the fused grid. I have learned a tremendous amount from them and thank them for sharing their wealth of knowledge with me. If not for these people, who set aside precious time from their professional endeavors, this research would not have been possible. I would like to express my utmost gratitude to my chair, Dr. Taner R. Ozdil. From choosing a thesis topic to finalizing my thesis paper, his guidance and patience with me has been invaluable. I deeply appreciate his dedication to research and the long hours he spent discussing this thesis with me. I am also grateful to my professors. Dr. Pat D. Taylor’s thought provoking lectures opened doors that led to both innovation and new ideas. Thank you for allowing me to develop my own way of thinking in regards to urban design. Professor David Hopman’s guidance of people places, planting design and construction drawings are practical lessons that I have come to value as I continue my professional development. Thank you for making site visits possible; it has taught me what the value of an education is, surpassing anything you can learn in classroom lectures.
    [Show full text]
  • LOCAL AREA TRAFFIC MANAGEMENT POLICY and GUIDELINES
    LOCAL AREA TRAFFIC MANAGEMENT POLICY and GUIDELINES DM#295899 June 2003 PNCC Local Area Traffic Management(LATM) Policy and Guidelines CONTENTS 1 INTRODUCTION ................................................................................................................ 3 2 OBJECTIVES ..................................................................................................................... 5 3 BENEFITS AND EFFECTS ................................................................................................ 6 4 TYPES OF CONTROLS ..................................................................................................... 9 4.1 Signs ........................................................................................................................... 9 4.1.1 Stop and Give Way .............................................................................................. 9 4.1.2 Prohibited turn signs .......................................................................................... 10 4.1.3 One way streets ................................................................................................. 10 4.2 Vertical Displacement Controls (Speed Humps) ....................................................... 11 4.3 Horizontal Deflection Controls ( Chicanes ) .............................................................. 14 5 SCHEME IMPLEMENTATION PROCESS....................................................................... 18 5.1 Step 1 - Initial Inquiry ................................................................................................
    [Show full text]
  • Road Markings Sadc - Rtsm - Vol 1 May 2012 Guidance 7.4.5
    7.4.4 GUIDANCE BICYCLE GUIDE LINES For dimensions COLOUR: ref. Vo/4 White page 12.1.2 to 12.1.7 GM5 7.4.5 Bicycle Guide Lines 1 BICYCLE GUIDE LINES guidance marking GM5 is a ation, OR where a bicycle lane running parallel to one transverse marking which may be used to indicate to roadway crosses an intersecting side road (see Sub• road users the section of roadway to be used by section 7.2.13). cyclists to cross the roadway. 4 Bicycle crossings will frequently be adjacent to pedestrian 2 BICYCLE GUIDE LINES shall comprise a pair of broken crossings. In such situations, if space is limited, one white lines with a minimum width of 300 mm and a line- BICYCLE GUIDE LINE of the marking may be omitted to-gap ratio of 1 to 3 using dimensions of 300 mm and and that side of the bicycle crossing may be defined by 900 mm. For the normal application of this marking the the PEDESTRIAN CROSSING LINES marking RTM3, or pairs of lines shall be spaced at least 1,5 m apart. BLOCK PEDESTRIAN CROSSING marking RTM4. If there is insufficient space for two separate crossings a 3 Bicycle crossings may require to be marked when an pedestrian crossing should be marked and both exclusive bicycle path, or shared bicycle/pedestrian pedestrians and cyclists directed to use it. path, crosses a roadway, normally in a mid-block situ- ROAD MARKINGS SADC - RTSM - VOL 1 MAY 2012 GUIDANCE 7.4.5 ROAD MARKING SYMBOLS COLOUR: For dimensions ref.
    [Show full text]
  • Filtered and Unfiltered Permeability – the European and Anglo-Saxon Approaches
    Steve Melia Filtered and Unfiltered Permeability – The European and Anglo-Saxon Approaches 1. Bus and cycle gate in Delft, Netherlands. Credit: Steve Melia, 2007. Steve Melia is a senior lecturer in transport The term ‘filtered permeability’ was coined by and planning. His research interests have Melia (2008) and subsequently defined in guidance mainly focussed on the interaction between prepared for the Department of Communities and the two. His PhD concerned the potential Local Government in the UK as follows: for carfree development in the UK. He has advised UK Government departments on “Filtered permeability means separating the eco-towns and the Olympic Park Legacy sustainable modes from private motor traffic in Company on planning for the legacy site. order to give them an advantage in terms of speed, distance and convenience. There are many ways in which this can be done: separate cycle and walk ways, bus lanes, bus gates, bridges or tunnels solely for sustainable modes.” (TCPA and CLG, 2008) The term ‘filtered permeability’ was originally coined, following observations and interviews of transport planners around continental Europe, to differentiate these types of layout from the ‘unfiltered permeability’ which is widely recommended by governments, planners and 6 INTERNATIONAL PRACTICE urban designers in the UK and North America. pedestrians and cyclists. Local examples permitting Unfiltered permeability refers to road layouts which such a comparison are rare in North America and provide equal permeability for all modes. In North the UK. America, the rectilinear grid – with streets open to all traffic – was the traditional street layout for One exception to this (Frank and Hawkins, 2008) settlements developed before the late twentieth compared four areas in Washington State, similar century.
    [Show full text]