CLASS REPORT

REPORT SUBMITTED BY:

Muhammad Salman Jawaid (穆罕默德)

PhD Student
URBAN TRANSPORTATION
School of Transportation
SYSTEM PLANNING THEORY Southeast University Nanjing, China.
Student ID 233209945.
DB021101 Student Number 207053
Urban Transportation Planning

Urban transportation planning is an integral [part of urban planning which

needs productive and systematic approach, besides, this planning cannot be
done by only predicting the travel demand. Travel demand prediction and
calculation is one of the main parts of planning urban transportation. The
main and ultimate objective of urban transportation planning is,
“to generate different ways and approaches for bettering the transportation
system in order to meet the future demand and selecting the best alternative
ways after proper evaluation.”
There are different levels involve in transportation planning, and a total of them
are 4.
 Level 1;
City transport balance

 Level 2;
Integration of multimodal network system
  Level 3;
Coordination of single mode network system

 Level 4;
Planning, operation and design of single facility

Urban transportation System Planning Process

The urban transportation system planning process basically comprises of three

main segments,
 Long range planning
 Short range planning
 Implementation

Long Range Planning

There are basically two main steps involved in long range planning of urban
transportation system planning process, the first searches for strategies and
ways possible and the other deals with the details within the possible ways and
strategies. Both can be computerized and manual process. Each entail, the
coding, the design, debugging and improvement of a transportation system in
computerized planning whereas the manual or sketch planning is the initial
screening of possible multimodal concept with varying assumption and
configurations.

Short Range Planning

As discussed in long-range planning, there are two different types of short-
range planning. One is the quick and steady evaluation of broad, which is also
accumulated as areawide strategy for transportation, and the other is the
preparation of comprehensive delineation of an optimal system design
enlightening the given strategy. In the first one, the difference from long range
planning is that the short-range planning requires more accuracy in cost versus
benefit estimation, and greatly improved accuracy can be obtainable. In
comparison to the long range, the possible and feasible transportation options
in the short-range planning are very confined and limited, and the capabilities
and cost of individual system segments are accurately known. Additionally, in
the short-range planning, human being demand and behavior for transportation
are not very difficult to forecast resulting a much more precise evaluation.
The following figure will give an idea to understand the transportation
planning process,
Monographs
A monograph is an argumentative or expository wording which is usually
prepared at the end of a research project, whether experimental, documentary
or of any other kind. Clarity, impartiality, verifiability and precision are
expected outcomes from a monograph. A monograph is a document which is
usually given to third parties in order to check the subject investigated, the fact
and finding and the output drawn from that investigation. Various institution
uses monographs as the easiest and most simple way for checking the
authenticity of acquired knowledge and for the execution of particular project
whether a research project or experimental program.

Types of monographs
Research Monograph:

This is a type of monograph which has similar objectives and points with
scientific research. This type of monograph does not usually discuss
about old topics, instead it always seeks to investigate new topics.

Compilation monograph:

This one is among the most complicated ones, for different studies and
investigations come from bibliographic and other many sources. So, in
actual the main theme and work of this type of monograph is detailing,
analyzing and revieing. This type of monographs comes up with best and
truthful information since been accumulated with bibliographic sources
or references.

Analysis Monograph:

This one is the most interesting type of monograph among all, this type
of monograph only occurs through hypotheses, tests and practices on the
subject and also sometimes investigation. Without practices and errors,
results are not usually given in such type of monograph.
Parts of a monograph
The elements which make up any monograph are more or less invariable,
although the main ideal is that they conform to the character and nature of the
certain research work. For example, let us assumed that the project is an
experimental matter, there surely will be a section of graphics and evidence
that yield the statistical data obtained whereas a bibliographic documentation
does not require that, but a detailed bibliography do so. The following are main
stems taken on board while developing a monograph.

Cover and preliminary pages

This is the presentation of the research paper, that offers all the primary
information which is required to know what it is all about like
identification of researchers, academy, tutors, the subject and the specific
title of the project, as well as the date of preparation. In the preliminary
pages there may be acknowledgments and dedications or epigraphs, if
they are considered to demonstrate the spirit of the content.

Index

Whether located at the end or at the beginning, the index should be

recorded in almost every monograph in order to allow readers to move
between their parts easily and quickly. It should detail and understand
the start pages of each chapter with their respective sections.

Introduction

The introduction of a monograph is the opportunity to provide reader

with all the required contextual information which is necessary to start
reading of the monograph. This ranges from a topic to the general
approach, the problems that the research background, interest, the
importance of the topic for the academy (or the humanity or researcher),
to previous information without which the reader would cost a much
more Understand the content of the investigation.

Development
 The development is the content as such of the investigation, hierarchized
and divided and in chapters and in sections. According to the structural
needs of presentation of the required information. Ideally, each chapter
addresses a certain general topic, which responds to one of
the research objectives and clarifies a stage of experimental procedure
independently. One can count on visual, textual support, or statistical as
required.

Conclusions

The time of closure, to summarize the most important of all that has been
mentioned and said and connect it with other major or subsequent issues,
which are not strictly within the parameters of the investigation. It is time
to translate and interpretate the results thrown during the development of
the whole monograph, in order to relate the facts, finding or establish the
necessary deductions and summarization to obtain something authentic,
concrete and definitive of the work that has been performed in due course
of time.

Notes and Annexes

this one is an optional section. In some cases, references or text citations

that do not fit in the footer (or prefer not to place there), or also graphs,
tables, lists, etc. they all may go here. That would be very easy and
necessary to include in development. It will suffice and is enough to refer
them at the appropriate time of development.

Bibliography or textual references

Documentary section detailing the brochures books, magazines, or any

material that has served during the preparation of the work. Any data or
static, reference or quotation in the monograph must be referred in
bibliography or textual reference with their respective bibliographic
data: editorial, author, year of publication, pages consulted, etc.

Rail Served Satellites of Stockholm and Sustainable New

Towns
Stockholm consists of 37 parishes which make up the densest and downtown
parts of the city, the idea of building satellite new towns separated by
greenbelts and connected by intermunicipal railways was given by Ebenezer
Howard. His vision was to build economically and socially self-sustaining
communities which are capable to relieve London from overcrowding and
could be able to accommodate some of its poor. Howard's followers borrowed
extended the notion of building peaceful and safe satellite communities
encompasses by greenbelts. Contrary to Howard's garden cities and they were
not planned to be a self-contained town. After the second world war when
Stockholm began building, the Howard's vision of 'cities of tomorrow' began
to take form.

Transit Metropolis and Stockholm

Tunnel Bana rail system is the backbone of the multi-centered Stockholm

region and it makes the Stockholm story so interesting that the rapid
transformation to a transit metropolis occurred during a period of economic
boom. Nowadays, Sweden is among the world's most developed and affluent
countries having a 1990 GDP per capita with the highest car ownership rates
(420 cars per 1 000 inhabitants) in Europe. The credit for this achievement
goes to Stockholm's city council for orchestrating and coordinating land use
and transportation development after world war. Sven Markelius's General
Plan of 1945-52 is the blueprint for building Stockholm's transit metropolis.
Suburbanization was inevitable and seriously needed to be accommodated.
The vitality and pre-eminence of Stockholm's commercial and cultural center
must had to be preserved. This could be accomplished by building satellite new
towns and by putting Howard's garden city concepts into practice. Markelius
presented the rule of halves which elaborates that half of the workforce was to
be drawn in from elsewhere and half the working inhabitants would commute
out of town. Tunnel Bana which is the regional rail system, became the
principal and foremost component device to achieve half-containment. The
103-kilometer Tunnel Bana system mainly focused on redeveloped core of
Stockholm.
New Town Very First Generation

The first three Tunnel Bana lines were built during the time 1945 – 1957,
allowing first satellite towns built in parallel. ABC towns (A=housing, B=jobs,
C=services) which is the Stockholm’s first-generation of new towns, were
designed with the help of following formula,

 80 000-100 000 people forms a balanced communities having more

than 60% multi-family housing (30 - 80 people per acre).

 Centers hierarchy, a main civic center and commercial near the rail
station, flanked by neighborhood centers with community facilities
and schools (must be within 600 meters of main center).

 Densities tapering, residential densities were closest to the main

center, and the high around neighborhood centers, which is
progressively lower away from these centers.

 separation of bicycle and pedestrian paths from motorized traffic and

including separation of grades at intersections.

New Town Last Generation

Spnga, Kista and Skirpnack the later new towns of Stockholm broke with
tradition. In comparison with their predecessors each one of them was designed
as a more specialized community. The recent new towns provide a contrast for
understanding relationships between land use patterns, planning styles and
commuting. Kista has emerged as Sweden's 'Silicon Valley' which is located
10 miles northwest of downtown Stockholm. Some multinational electronic
companies located at Kista are taking advantage of its proximity to Arlanda
international airport which is the Europe's third busiest airport. Nowadays
more than 20 000 employees over 200 companies have moved to Kista, since
been having a jobs-to-housing ratio of 3.84.

Stockholm’s New Town Shifting Pattern

The Stockholm's new towns have come far closer to achieving 'half-
containment 'than 'half transit commuting'. The built form of rail-fed suburbs
and economic dependency on the hinterland has led to public transit's
extraordinary shares in greater Stockholm. And these shares are higher than
those for Stockholm city, which back in 1992 averaged 325 000 workers using
public transit and 290 000 driving their own car to work every weekday. The
importance of bicycling and walking for internal commutes by resident-
workers of new towns is understood and taken on board by the researchers and
government of Skarpnck. More than half of all work trips journeys made by
residents and workers of neotraditional Skarpnck are by foot and bicycle.

Way forward and educate for sustainable future

Development in greater Stockholm show that jobs-to-housing balance and self-

containment are may not be the prerequisites to reducing automobile
dependency and promoting sustainability. In fact, when it is compared with
UK new towns, there appears a result showing an inverse relationship between
transit/non-auto commuting and self-containment. UK new towns are far more
balanced and self-contained than their Swedish counterparts and they are also
more auto-dependent. So, it has been carefully planned co-development of new
towns and rail transit that has make the Stockholm region to be on a sustainable
path, instead of jobs-to-housing balance.

Copenhagen a hand shaped city of Denmark

Copenhagen in Denmark has the metropolitan region which has successfully
avoided urban sprawl with the help of comprehensive public plan started more
than seventy years ago. The plan was formulated in the post-war years 1945 to
57, during the time when the pressure on land use outside the city center was
still very limited and this plan was started by the private Urban Planning Lab.
Nowadays this can be called as the bottom-up grassroots startup which
maintained support from national decision-makers, local, and regional. This
plan is now considered by many as one of the greatest Danish planning that
has been achieved in history, in 2006 it was included on the national list of
celebrated cultural icons. The name of the plan was Finger Plan, this plan pays
attention to the professional process management, the political coalition
building, question of timing, the strength of metaphors, and the ability to adapt
to changing conditions.

Post-War Expansion Plan’s the Long Shadow

Danish capital of Copenhagen which is the metropolitan area has successfully

avoided both overly dense urban sprawl and chaotic urbanization. The early
adoption of adaptive urban plan and a comprehensive planning has created a
award-winning and well-balanced metropolitan area that combines the
residential neighborhoods with the green areas and provide easy access to
public transport.

Finger plan and its successful planning

The Finger was presented in post-war years from 1945 to 1948 and it was a
conceived plan when the pressure on land use outside the city center was still
very rare and limited. It was started by a dedicated group of planners in the
semi-independent Regional Planning Office. Physical planning of urban
environments is one of the important aspects of governance and public policy.
The Successful planning produces a highly visible outcomes in the form of
cities with recognizable and well-connected areas, well-functioning
transportation systems, and easy access to public services, workplaces,
shopping, and recreational areas. Planning is the most important segment
however planning disasters are very often due to a combination of uncertainty
related to interest-based conflicts among key stakeholders, future socio-
economic developments, and shifting preferences. Planning is usually built on
an element of forecasting to perceived as a mechanical entity in projecting
future trends which may often turns out to be a complete flawed rather
disaster. The Finger Plan which has fingers radiating from the center of the city
was inspired by the planet city of London however in finger plan the fingers
were prevented from spreading to the east with the help of sea that separates
Denmark and Sweden.

The Emergence and Historic Context of Finger Plan

A peaceful democratic revolution put an end to almost two centuries of

absolutism in Denmark in the year of 1848 and smoothen the way for the
formation of a constitutional forms to run the state. The absolutist king had
built a modern and strong state that was now controlled by appointed
government by the king and democratically elected parliament. With the
passing time the democratically controlled parliament was supplemented by an
extensive system of collaborative governance that desires to bring relevant
actors from the state, market, and civil society together in public decision-
making process. The extensive and defined system of corporatist negotiation
was formed in the years of 1890s and was further expanded during the 1930s
and in the post-war era. It reached to its high point in the 1960s and 1970s and
the role and impact of tripartite negotiations has been declined in the 1980s
and 1990s. The role played by loosely coupled networks that bring together a
broad range of public and private actors have been seemed to have increased
at all the levels of government. The post-war planning journeys in Copenhagen
were initiated by a young generation of architects who had started to meet in
their lunch breaks during the Second World War. The Danish planning-for-
peace-in-wartime movement had drawn an inspiration from Britain, where
‘planning’ was observed as a potent tool for reconstructing cities that had been
destroyed by the German bombs. The following figure shows the finger plan.

Sticking to the ‘central city concept’ helped in accomplishing the post-war

planning however letting housing and local service functions along five
fingers stretching out from the center of the city. The fingers expanded along
a new subway system which is called S-train system. The Finger Plan was
operationalized and specified in the General Plan from 1954 which had
provided the templates for its implementation.

Initial Implementation and Policy Design, Political Decision-Making

The Finger Plan was built on the assumption that growth in business and
housing was inevitable and is not possible to stop but the growing number of
people had been to be directed to the west and south-west of the region in order
to protect the north that was already developed at the time. The finger plan also
built on an early recognition of the need for fast and effective transportation.
Adapting the Finger Plan and Absorbing Change

As the initial implementation of the Finger Plan was frictionless, the new
demands started to appear only a few years after the General Plan had been
begun to implemented. In 1958, it was clear that both economic and population
growth exceeded the predictions which was predicted in the Finger Plan. At
the end of the 1950s, a rapidly growing number of planners claimed that the
Finger Plan had outlived itself and must be abandoned at any cost. The 1980s
observed a growing focus on urban regeneration in the center city and in the
adjacent areas that had received attention from advocates of the Finger Plan.
The return to the Finger Plan after the frontal attack during 1960 that was
ultimately successfully defeated by the economic crisis in the 1970s was
further substantiated by the new regional plan had brought back the principles
of the original Finger Plan. The next twenty years observe the construction of
new large ring roads, speedy bus lines, and metro systems connected the
fingers at various points.

Why the Finger Plan Was Successful

The Finger Plan was accumulated through an effective combination of

inclusive deliberation and planning expertise. It was carry forwarded in a
frictionless way, it succeeded in avoiding urban sprawl and incoherent urban
layering.

A Transit City Tokyo, Japan

(TOD) a Transit-oriented development in Japan is a fundamental

characteristic of all central city urban development and is exclusively rail-
based and not intermodal. TOD illustrates the land use characteristics of an
area where transit is being promoted. Since the year 2000 the redevelopment
of railway station has become one of the most significant new urban
regeneration programs in Japan. The stations and adjacent railway properties
are undergoing many physical transformations in order to accommodate new
urban functions which will enhance the passengers travel experience. The
urbanization that Japan had been experienced in the twentieth century was
entertained by rapid development of its railway network within urban areas.

Redevelopment of railway station in Japan

A new segment of station redevelopment began in Japan in the 2000 decade

when railway companies invested in their properties with financial partners.
Major stations such as Tokyo, Yokohama, Nagoya and Fukuoka observed a
large-scale redevelopment. The projects included extensions to the provision
of new commercial facilities and public leisure spaces, the pedestrian system,
atmospheric effects, and high-rise office buildings. The main goal of Japanese
railway station redevelopment projects is to enhance the in-station function
making the station a very powerful magnet for visitors. Such projects are
mostly started by the station companies who need to diversify their operations
under the Japanese railway system. Until the years of 1970s, the Japan National
Railways company mainly operated many rail routes all over the country.
Japan National Railways company began to face economic difficulties in the
late 1960s and had been accumulated with large debts by the beginning of the
1980s. In order to help the companies, achieve financial health, the government
began the privatization of railways by dividing Japan Railways into six
passenger transportation companies. The privatization achieved a remarkable
change in regulation which allowed the newly privatized railway companies to
accumulate profits through commercial activities while delivering pure
transportation uses.

The status of Tokyo station in Japan

The redevelopment of Tokyo station is the most prominent projects in the

national trend of redevelopment of railway station in Japan. It is particularly
important because of the station's symbolic status, important location, and its
role played in Tokyo’s transportation system. Tokyo Station has national and
global status because of been the important districts immediately adjacent the
station. Known as the entrance to and the face of Tokyo, it is encompassed by
such important areas as the Imperial palace, and the Ginza and Nihonbashi
commercial areas. On the west side of the Tokyo station, the Marunouchi
entrance is present which leads to the Imperial palace and the office area. On
the east of Tokyo Station is the Yaesu entrance which leads to the important
office buildings of Yaesu area. The following picture shows the Tokyo Station
in the local environment of central Tokyo with other recent developments
along the railway corridor.

Project First Avenue

Along with the large-scale Tokyo Station City project, there are also
accumulated many big changes in the pedestrian system. Like Tokyo Station
Development Company Limited, a subsidiary of station owner Central Japan
Railway opened the first phase of its commercial development known as First
Avenue.
Tokyo Station City project

Since been the main leading station company, Japan Railway East collaborated
with other companies and launched a major re-investment program which is
known as ‘Tokyo Station City’. Its ambitious is to make Tokyo station as a
leading urban place in Tokyo and restore its place and importance not in Japan
but also throughout the world. With this goal and motives in their mind, the
redevelopment project has been divided into several components. The first
component is the restoration of the early twentieth-century station, which had
been damaged during the Second World War to its original architectural form.
All the Japanese station redevelopment projects show a distinctive and unique
approach to TOD, in which the central station which is complex becomes more
multifunctional, and the linkage system becomes more thematic to satisfy a
diversity of needs. This change is made possible and attainable through close
cooperation between the land owners.

The transportation system of Munich, Germany

(MVV) which is known as the Munich Transport and Tariff Association

(MVV) is among one of the most successful transport associations in the
Europe. The continually growing and rapidly increasing number of passengers
required a new modification in transportation system of Munich along with
exercising latest urban transportation modes. In the year 2015 the number of
passengers reached for the first time an estimated 700 million and this have
clearly confirmed by (MVV). Still there was no time to sit back. To further
build and in order to enhance the success of the second oldest German
transportation association, Alexander Freitag, Managing Director, and Markus
Haller, Head of Conceptual Design, explained that intensive work is urgently
needed on several fronts to meet the growing desire of transport which is due
to the increased number of passengers.
Urgently needed infrastructure development

Precisely these increased growth rates in the boom region of Munich pose
major challenges for the entire public transport network as well as to urban
planners and management. The primary focus lies in developing the railway
infrastructure especially the S-Bahn system which is also known as the engine
of growth in the MVV area, and has been now reached its capacity limit. The
S-Bahn major trunk route serves all over S-Bahn lines running to the heart of
the Bavarian metropolis, and with up to 30 journeys per hour and direction, it
is among one of the most frequently travelled as well as important railway
routes in Europe. Even minor disruptions in this route and system have highly
detrimental effects on the operational stability and punctuality. Approximately
800,000 S-Bahn passengers are affected almost every day. The solution to this
predicament problem is called ‘the second major trunk route’ which is a 10km-
long S-Bahn section running parallel to the present major trunk route, with a
7km-long tunnel and three new stations which are up to 40m-deep. The
planning has been ongoing for nearly not less than 20 years and is a mammoth
project of the Free State of Bavaria and Deutsche Bahn AG, in cooperation
with the MVV.

From transport association to mobility association

Major challenges are not only just imminent for the railway system, the
transport association is going to redefine, establish itself on a broader position.
This is against the background of a fast-growing market and new innovative
forms of mobility. In modern transportation system the word Multimodality is
the magic word, Park+Ride (P+R) and Bike+Ride (B+R) sites are bursting at
the seams. New car-sharing providers such as DriveNow, Flinkster or Car2go
are springing up like mushrooms and at present, Munich has four different
providers from the ‘new generation’ with a total of around 1,300 number of
passenger cars.
Tariff reform and metropolitan ticket

Tariff reform and metropolitan ticketing is one of the main topics of the future
concerns the challenges of tariff management. The huge success of all transport
associations is mainly based on the establishment of uniform tariffs with
harmonized terms and conditions of transport. Whereas two or three tickets
were made necessary for one journey before the transport association existed,
ever since it has been founded, the slogan of ‘1 Network, 1 Timetable, 1 Ticket’
applies in MVV for more than 40 integrated transport companies. Yet, resting
on one’s laurels is not an option. Both the public transport authorities and the
market have been continually increased their demands upon the tariff system.