Avalable onlne at www.scencedrect.com ScenceDrect Proceda - Socal and Behavoral Scenc es 96 ( 2013 ) 683 692 13th COTA Internatonal Conference of Transportaton Professonals (CICTP 2013) Pedestran Facltes Plannng on Tanjn New Area program Juan L a,*,yuewen Gao a,huanhuan Yn b a Tanjn Boha Urban Plannng & Desgn Insttute, Tanjn 300451, Chna b Research Insttute of Hghway Mnstry of Transport, Bejng 100088, Chna Abstract Nowadays the prncple of "human-orented" has been mplemented n the transportaton plannng, but the mplementaton s always opposte. The phenomenon of "car-orented" s becomng serously. As an mportant part of urban traffc, pedestran traffc cannot be gnored equally. By comparng the research on pedestran crossng facltes spacng and pedestran traffc characterstcs at domestc and foregn, ths paper propose the reasonable calculaton methods of nterchange pedestran crossng facltes spacng.integratng wth the traffc characterstcs and urban land development layout of Bnha New Area, ths paper calculates reasonable pedestran crossng facltes ntervals by the dscrmnatory dea of sub-regonal and herarchcal method, and puts forward the reasonable nterchange pedestran crossng facltes plannng program. 2013 The The Authors. Authors. Publshed Publshed by Elsever by Elsever Ltd. Open B.V. access under CC BY-NC-ND lcense. Selecton and and/or peer-revew peer-revew under responsblty under responsblty of Chnese of Overseas Chnese Transportaton Overseas Transportaton Assocaton (COTA). Assocaton (COTA). Key words: Tanjn New Area; Pedestran crossng; Pedestran crossng spacng; * Correspondng author. Tel.: +86 022-66367736; fax: +86 022-65270365. E-mal address: zxn0413@163.com 1877-0428 2013 The Authors. Publshed by Elsever Ltd. Open access under CC BY-NC-ND lcense. Selecton and peer-revew under responsblty of Chnese Overseas Transportaton Assocaton (COTA). do: 10.1016/j.sbspro.2013.08.079
684 Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 1. Introducton As an mportant part of urban traffc, pedestran traffc s often been lst the last consderng object n urban plannng. For example, the settng of the road cross secton and land layout about pedestran traffc space s reduced to the mnmum. The rate of the road traffc accdents caused by pedestran llegal crossng the road, accounts a large proporton over the years. The securty of pedestran s gradually concerned by the communty and the plannng scholars. Pedestran crossng facltes allocates the road rghts of pedestrans and motor vehcles n space and tme,whch wll reduce traffc accdents by reducng pedestran and motor vehcle conflcts. Through the consderaton of the crossng facltes spacng and analyzng the nfluencng factors of crossng facltes, ths paper puts forward to the crossng facltes spacng by n dfferent regons at dfferent levels, as a reference of pedestran facltes plannng. 2. Pedestran Crossng Analyss 2.1. Day walkng dstance The survey of resdents travel dsplayed that most of pedestran walkng dstance s n range of 400-500 meters, whch s wthn certan lmts. Resdents prefer to choose other modes to travel beyond the walkng dstance all-day s n 20 mnutes or less, that s about 1.5 klometers. Fgure 1 The walkng trp tme all-day 2.2. Acceptable bypassng dstance The acceptable bypassng dstance of pedestran crossng s affected by the factors of road network, traffc, the characterstcs of the traveler, the soco-cultural, and clmate and so on, that has not yet arrved a consstent concluson n chna. Table 1. The cty resdent acceptable bypassng dstance Cty Acceptable bypassng dstance(meters)
Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 685 USA Usual neghborhoods 45 Walkng-orented neghborhoods 76 Japan 20 BeJng 200 ShenZhen 100 In the Unted States, pedestran crossng can accept 45 meters of a maxmum dstance and the more approprate bypassng dstance s 76meters n walk-orented neghborhoods, especally apartments, commercal center and front of the school. In Japan, the acceptable dstance s only 20 meters accordng to survey study. In Bejng the bypassng dstance of whch more than 200 meters accounted for 1.5% only, 50 to 200meters accounted for more than 98.5%,among n less than 50 meters accounted for 37.6%. The Shenzhen research found that 100% of the people wllng to accept wthn 100 meters for securty purposes, 69.4% of people can accept 150 meters, 54.4% of the people can accept 200 meters, and 27.5% of people can accept more than 200 meters. In summary t can be seen that pedestran acceptable bypassng dstance of domestc s longer than the foregn. 2.3. Pedestran crossng spacng By contrastng the pedestran crossng spacng of the domestc and foregn, the average crossng spacng of Bejng's Chang' an Avenue s 3.1 tmes the Champs-Elysees and 3.2 tmes the Western Hghway; East Brdge Road s 1.8 tmes Frst Avenue, and 2 tmes Keyo Avenue. That s to say, the bypassng dstance of resdents crossng n Bejng s about 2 to 3 tmes Pars and Tokyo. The crossng spacng on the arteral road whch s more than 200 meters s rare n foregn, but most appear n domestc ctes. Table 2 The crossng spacng of CBD arteral road CBD arteral road name Average spacng m Tokyo's Gnza Maxmum spacng m CBD arteral road name Average spacng m Tokyo Speedway 133 315 Shangha Century Boulevard 293 623 316 Lne Road 91 265 Lujazu East Rft 230 648 50 Lne Road 101 180 Lujazu Rng 249 424 473 Lne Road 95 180 BeJng East Brdge Road 278 561 304 Lne Road 96 285 Outward Chang'an Avenue 261 912 Pars Champs-Elysees 84 274 TanJn Freeway nner rng 961 New York Frst Avenue 156 460 Weguodao 745 Manhattan Western hghway 81 178 Dagu South Road 638 Tsm Sha Tsu,HongK ong cetral HongKong Plus Gascogne Road 148 332 Jefang South Road 650 Maxmum spacng m Jordan Road 159 295 Wejnnan Road 1233 Nathan 109 335 Fukang Road 2000 Connaught Road Central 217 286 West Green Road 1320
686 Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 Des Voeux Road 161 349 The Jngjn to Red Brdge North Avenue 764 Data sources: The Slow topc of the Bnha New Area CBD 2.4. Pedestran crossng facltes applcablty Pedestran crossng facltes have been dvded nto the form of crosswalk and grade-separated pedestran crossng, crosswalk facltes nclude wthout control and sgnal-control, grade-separated pedestran crossngs facltes contan overpass and underpass. The pedestran crosswalk has often been appled to the branch road and arteral road, wth low traffc flow and short ntersecton dstance of less than 400 meters; the grade-separated pedestran crossng usually sets on the expressway and long ntersecton dstance of more than 400 meters. The unreasonable settng of grade-separated pedestran crossng whch has low utlzaton of the facltes leads to the waste of hgh nvestment cost. Amng at ths pont, ths paper manly studes the way of settng grade-separated pedestran crossng. 3. Influence factor of grade-separated faclty spacng 3.1. Pedestran crossng demand Buldngs are the orgn ponts of traffc producton and attracton, whch dstrbute along both sdes of the road. A school always attracts more people than a small prnt store, whch means more pedestran crossng demand. Therefore, the pedestran crossng demand s the most mportant thng n the locaton of grade-separated pedestran crossng faclty. Pedestran attracton doman s decded by a comfortable walkng dstance, whch s one of mportant factors nfluencng the locaton of grade-separated pedestran crossng faclty. Accordng to resdent trp survey from many ctes n chna, the walkng dstance of 400-500 meters s acceptable. Pedestran attracton rate means the proporton of the amount of buldng attractng pedestran to GFA[4], whch reflects how much the buldngs along both sdes of the road attract walkng people. Pedestran attracton rate s dfferent wth the change of buldng propertes. Table 3 shows some pedestran attracton rates of buldngs along both sdes of road accordng to traffc survey n Bejng, whch shows that school, shoppng mall and bus staton attract more people. Table 3 Bejng trp rate ndex Resdence School mall bus shop Hotel Offce Hosptal Bejng 0.014 0.105 0.313 1.455 0.086 0.091 0.014 0.109 Data sources: trp rate ndex n Bejng
Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 687 3.2. Attracton Doman of Grade-Separated Pedestran Crossng Faclty Grade-separated pedestran crossng faclty serves to walkng people, whch serves the same scale range wth pedestran attracton doman of buldngs. Accordng to overseas research, bus or subway staton always attracts a range of 400~500 meters walkng dstance. We defne attracton doman of grade-separated pedestran crossng faclty s 400 meters, and people wll choose pedestran crosswalk nstead when over 400 meters. Fgure 2 The attractng range of the road on both sde
688 Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 4. The locatng model of grade-separated crossng faclty 4.1. Model Introducton Ths paper need make some assumptons before the analyss of modelng Assume that there s only one grade-separated crossng faclty on the target secton. There s no crosswalk and other crossng facltes, all the pedestrans pass through the road wth overpass. Assumng the pedestran flow of across the street s proportonal to the attract range of buldng, that s ncreased wth ncrease of buldng attractng. In the regon of hgh- densty road network, the pedestran cross the road wth shortest tme by crosswalk n condton of the short dstance between ntersecton; on the contrary, the pedestran need overpass crossng the road n the long dstance between ntersectons. On the road of central- solated hurdle, the grade-separated crossng faclty should set around the people concentraton for the convenence of the pedestran, whch can gve play to the greatest beneft. The fgure 3 shows that the buldng attractng s from the both sdes of road and the street-centerlne s seen as axs. The flow of the buldng attractng s to be regarded as the force perpendcularly to the axs[2].the dstance from the pont to the reference pont s to be vewed as moment, the force both the sde s consstent wth the prncple of leveraged balance. so the study can calculate the specfc locaton through solvng the dstance of the balance pont to the reference. Fgure 3 The schematc dagram of the model The model treat all the crossng person as usng the grade-separated crossng faclty, the model forms follows q x0 - d f t - x0 (1)
Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 689 f t q d x 0 (2) q f q s the number that buldng along the road attract people and f s the number that the buldng Where along the other road attract people. d Where s the dstance t that the pont of the attractng buldng along the road perpendcularly to the axs s to the reference pont. s the dstance that the pont of the attractng buldng along the other road perpendcularly to the axs s to the reference pont. x0 s the dstance that the locaton of the grade-separated crossng faclty s to the reference, whch shows the gravty of the road attractng ablty. Obvously, t wll be gve play to the greatest beneft f the overpass/underpass s set on the center of gravty, ths s the basc dea of the model. If t wll be set not only one crossng facltes on the long street blocks, whch need to be dvded nto several secton on the bass of average attractng ablty or the dstance range of 400-500 meters accepted by the resdents, then the center of gravty of each secton s calculated. Fgure 4 Land character of both sdes 4.2. Smple example As a example of the certan secton of Tanjn Bnha New Area, the dstance s 470 meters on certan road secton, there are 11 attractng sources on the segment of 470 meters whch s on both sdes respectvely, the relatve coordnate system s establshed as fgure 4. number Land character Table 4 The attractng of the buldng both sdes attractng f,q relatve coordnate d,t number Land character attractng f,q 1 resdence 1235 379 7 resdence 253 89 2 School 1172 379 8 busness 3444 175 3 resdence 330 230 9 resdence 2156 318 relatve coordnate d,t
690 Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 4 resdence 751 230 10 resdence 480 424 5 busness 2121 230 11 resdence 705 247 6 resdence 271 136 x 0 f t q q f d 1125 379 1235...... 705 705 247 261 (3) The soluton of 261 s the ste of the grade separate pedestran crossng faclty to the reference pont, whch ndcated by dashed lne n the chart. 5. Applcaton and concluson 5.1. The Bnha New Area plannng As the dfferences on the land layout, publc facltes and the locaton n Bnha New Area, the plannng adopt the dfferental treatment thought based on regonal separaton and level-dvson. In scope of the study n Bnha New Area, t s dvded nto the central cty and the core area. The pedestran crossng demand of the two area are showed dfferent ncreasng, and the dstrbuton form s showed punctate and lne map manly accordng to the pattern of urban development. Fgure 5 The map of regon
Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 691 Table 5 The demand of dfferent regon area Demand of crossng Key consderaton of the crossng Dstrbuton form Central cty The arteral road or the attractng range Punctuate map Core area Commercal dstrct or pedestran street Lne map remark Payng attenton to the effectve lnk of the levels meanwhle formng effectve transfer wth the external traffc system The plannng dvded the long road nto several segments based on the method of the regonal separaton and level-dvson, accordng to 700 meters stage on central cty and 400 meters stage on core area. Through the analyss of the model, the approprate ste of the grade-separate pedestran crossng facltes s calculated separately per segment. In 2020, there are 59 grade-separate crossng facltes n the core area of the Bnha New Area, among them there are 14 cases of mantanng and 45 cases of addng newly. There are addng newly 24 cases on express road and 21 cases on the arteral road. 5.2. Concluson In ths paper, the locaton model of grade separated pedestran faclty was funded based on pedestran dstrbuton and character of pedestran crossng behavor, whch was descrbed by quanttatve analyss method. The concluson of ths paper s scentfc and authentc. However, the model was based on the assumpton that the proporton of street crossng s the same as the rato of between the buldng attractng pedestran, whch s not accurately accordance wth the actual case, And supposed that only one crossng faclty was set up n every 400 meters, whch does not apply the stuaton that the demand of crossng people s more than the capacty of crossng faclty. We should optmze the problems n our follow-up study.
692 Juan L et al. / Proceda - Socal and Behavoral Scences 96 ( 2013 ) 683 692 Fgure 6 Layout of the plannng 5.3. Prospect The paper assumes that the proporton of street crossng s the same as the rato of between the buldngs attractng pedestran, the actual passenger dstrbuton s usually dfferent from the theory, and therefore the model needs to be mproved n the next step. On the long street blocks, t dvded nto many segments, whch dependng on the attractng ablty of the entre street block based on the capacty of the grade-separated pedestran crossng faclty or the consderaton of the convenence of the pedestrans acceptng dstance. It needs to need to dscuss n the next step. In practcal applcatons, the specfc locaton of the overpass should be based on the land grantng and the locaton of theoretcal calculatng to revse partally, so that t can put the facltes n place. References Dan Burden (2001). Buldng Communtes wth Transportaton [J] Transportaton Research Record, Part 1, (1773): 5-20 Hanwen Y (1989). On The Ratonal Dstrbuton of the Crosswalk n Urban Road. J. Wuhan Urban Constructon Insttute, Vol.6 No.1 1989 Hongwe Guo,Hu Xong (2006). A study to preference of pedestran faclty selecton, [A] Proceedngs of the 6th nternatonal conference of transportaton professonals. Lxa Shao, Zongy He (2007). Destnaton Choce Based on Space-Tme Prsms and Attractng Ratos of Dfferent Actvty Opportunty Establshments, [J] Geomatcs and Informaton Scence of Wuhan Unversty. Vol.32 No.6 June 2007 Daoyong L (2008), Study on Urban Arteral Grade Separated Pedestran Faclty Ste-selecton, Master's Degree Thess n Tongj Unversty, 2008 Tanjn Boha (2012). Urban Plannng & Desgn Insttute, Plannng of Grade Separated Pedestran Faclty n Tanjn Bnha New Area, 2012