“ESE MBULAR LOOP SYSTEM AN AUTMOBELE TRAFFIC REWORK Thad: for the Degree of M U. D. MEREGAN SEATE UHEVERSITY Bruce Torrey Bartkett E974 nunmmmmnrmmm . 3 12 00692 0973 ABSTRACT THE MODULAR LOOP SYSTEM AN AUTOMOBILE TRAFFIC NETWORK BY Bruce Torrey Bartlett The congestion of urban transportation has made very difficult the flow of individuals, goods and services during peak traffic hours. While other modes of transportation should be explored and initiated to relieve such congestion, short- term and long range planning must continue to develop an effi— cient use of the automobile. The existing situations of dispersed, low-density land use may ultimately be modified so that different modes of transportation will become more economically feasible. In- deed, technology may yet develop an ideal mode of transporta- tion in which the automobile is dysfunctional. Yet, to believe that the urban transportation solution lies in mass transit may be unreasonable at this time in history. Concurrent with the search for alternatives to the automobile, testing and developing ways of making the automobile more efficient should be undertaken. Within the framework of the urban transportation plan- ning process, this thesis has attempted the development of l J ‘0 4: a.proposed alternative transportation network to make auto- '0 mobile modes of transportation more efficient. The concept involved was concerned with developing a regional circulation system that would utilize a motor vehicle oriented transporta- tion system conveniently and effectively in the urbanized re- gions. Origin and destination studies as well as desire lines played a large role in developing a design concept of hexa- gonal patterns as a spatial framework for an urban transpor- tation system. Once the goals and concepts were formulated, the network was tested by coding locations and type of links involved in the regional circulation system on a simulated model of an existing street network. The street network used was Genesee County, Michigan. By loading the proposed network onto the existing network, volumes of traffic were assigned. Several programs, such as network build/updates, tree builders, skim trees program and assignment programs were used to get a clear picture of the impact and effect of the proposed net- work. Skim trees were used on the computer to isolate des- tination and distance traveled on each link of the network. The network was plotted graphically to view the links of the proposed network. The results of the test revealed that it is possible to make the automobile more efficient and convenient as a means of tranSportation by developing a regionally oriented street network based on a theory of hexagon patterns, which has been deSignated by the author as the Modular Loop System. Bruce Torrey Bartlett It has been shown that it is possible to separate trips by length and purpose and by doing so produce benefits for the existing network. These benefits range from a reduction in the amount of time spent in transit, to an increased en- vironmental quality, to a reduction of economic costs. It may also affect the existing network adversely in that the vehicle miles traveled increases and the links of the pro- posed network create physical boundaries which can create islands in the urban area. THE MODULAR LOOP SYSTEM AN AUTOMOBILE TRAFFIC NETWORK By Bruce Torrey Bartlett A THESIS Submitted to Michigan State University in partial fulfillment of the requirements for the degree of MASTER OF URBAN PLANNING School of Urban Planning and Landscape Architecture 1974 ACKNOWLEDGMENTS The author wishes to acknowledge the assistance of Willis Martin, who served as the advisor for this thesis. In addition, acknowledgment is due to the faculty and stu- dents in the Urban Planning program, and to fellow workers at the Michigan Department of State Highways for their en- couragement and helpful suggestions. Special thanks are due to my wife, Mimi, for her encour- agement, and editing and typing of the manuscript. Bruce Torrey Bartlett ii LIST OF LIST OF CHAPTER D. CHAPTER CHAPTER CHAPTER TABLE OF CONTENTS FIGURES TABLES I. INTRODUCTION Focus of Thesis Urban Transportation Planning Process Development of Terms Used and Network Form Limitations and Constraints II. PROPOSED ALTERNATIVE NETWORK PATTERN Function of the Modular Loop System Movement on the Loop System Form of the Modular Loop System III. SIMULATION, TESTING OF THE MODULAR LOOP SYSTEM Background Physical Form Vehicle Miles Traveled Traffic Volume Trip Length Time Cost Environmental Impact Summary IV. CONCLUSION iii PAGE iv vi 23 26 29 36 55 69 70 76 79 82 84 89 93 94 ioo 101 FIGURE 1 10 11 12 13 14 15 16 l7 18 19 20 21 LIST OF FIGURES Trends in Revenue Passengers of Urban Public Transportation Automobile Ownership The Metropolitan Transportation Planning Process Ring Radial Circulation Pattern The Principle of the Hierarchy of Distri- butors The Hexagonal Network Pattern System Schematic for Hexagonal Network System Schematic for Modular Loop Network Modular Loops Intersection of Two Modular Loops Proximity One-Way Pairs Intermediate Trips Modular Loop Movement Modular Loop Movement Regional Attractors Access Points to the Modular Loop System Link Type Capacity Deficiencies--Genesee County Capacity Deficiencies—-City of Flint Areas Effected by the Modular Loop System The Modular Loop System on Genesee County Network iv PAGE 11 17-A 20 20 23—A 23-A 27 27 35 43 47 49 49 58 62 64 72 73 74 75 FIGURE 22 23 24 25 26 27 28 29 30 31 32 LIST OF FIGURES (CONT'D.) The Modular Loop Network for the Urbanizing Region of Genesee County, Michigan The Modular Loop System for the City of Flint, Michigan Change in Actual Traffic Volume/Link of the Modular Loop System Change in Agtual Traffic Volume/Link of the Modular Loop System in the Central Core of Flint, Michigan Average Trip Length/Link for the Expressway System, Genesee County Average Trip Length/Link for the Modular Loop System, Genesee County Average Trip Length/Link for the Urban Network, Genesee County Accessibility of Genesee County from the Flint Central Business District in Terms of Time Environmental Impact on Central Core of Flint, Michigan Commercial Strip Along North Saginaw Road, Flint, Michigan Urban Transportation Plan PAGE 77 78 85 86 87 88 90 92 96 98 106 TABLE 10 ll 12 13 14 15 16 LIST OF TABLES Estimated Distribution of Urban Passenger Miles Rate of Accidents Vehicle Miles Traveled Broken Down by Link Type Number of Accidents by Link Type Time Saved Amount of Time Spent on the Network Operating Costs Itemized Construction Cost Figures Vehicle Miles Traveled Effected by the Modular Loop System for the City of Flint, Genesee County Existing + Committed Expressways for the Urban Area of Flint, Michigan Effect of the Modular Loop System on Major and Minor Arterials Vehicle Hours Construction Costs Operating Costs Twenty-Four Hour 1995 Vehicle Pollutants Cost and Benefits of Modular Loop System vi PAGE 24 38 39 40 51 51 53 66 81 81 82 91 93 94 97 100 CHAPTER I INTRODUCTION CHAPTER I INTRODUCTION A. FOCUS OF THESIS The problems related to the use of the automobile are well known. Pollution, congestion and disruption of land use are serious auto-related problems which must somehow be solved unless society intends to abandon the considerable investment in roadways, automobiles, etc. Governments in particular must come to grips with the problems created by the automobile and strive to make it more efficient. The dominance of the private automobile can be attributed to the deterioration of public transit after World War II. "Throughout the postwar period...the quality of public tran- sit has declined, at least as measured by the frequency of service. This decline is heavily attributable to the nega— tive interaction between public transit and private transport, transit services were curtailed for economy reasons. This was particularly true for non rush-hour periods, because the aban- donment of public transportation for non-commuter purposes was much greater than for trips to and from work. The in- creased specialization of public transit in commuter work trips mainly reflects its disadvantages for shopping, social and recreational trips in comparison with the private auto- mobile. In fact, an outstanding feature of urban passenger travel demands is a strong preference for the private automo- bile for virtually all non—commuter trips"1. This is further supported by inadequate development in response to changing conditions. "Routes have tended to re— main constant despite large population shifts and important changes in land use. Central city mass transit service often stops for no valid reason other than the central city politi- cal boundaries. When transit 1ines were first established, few people lived outside of the city. Transit charters and legal restraints further limited expansion that could have responded to suburban growth"2 (see Figure 1). At the same time automobile usage has drastically in- creased (see Figure 2). In 1966 an incredible 80% of all American families owned automobiles. This represents 98 million car owners, a 31% increase over the 59% of all Amer- icans who owned automobiles in 19503. While the dependence on the automobile grows, it is fueled by the investment of money into the development of urban highways. About 45% of all monies granted by the Interstate Highway Act are being diverted to urban areas, which represent only 2% of the total land mass of the country4. Public transit, once a very important factor for the work trips and commuters, has now been taken over by the 1The Urban Transportation Problem, J.R. Meyer, J.F. Kain, M. Wohl, Harvard University Press, Cambridge, Mass., 1965, . 361. ETomorrow's Transportation, U.S. Department of Housing and Urban Development, Washington, D.C., 1968, p. 9. 3Ibid, p. 13. 41bid, p. 13. SUEIONSSSVd BONE/\EEI :IO SNOW—TIE] SBI'TIWVd :IO .LNBDUBd 20 .6 ALLFORMS 12 a ‘\ \ 4°". ‘\‘ f "o, \‘ MOTOR BUS '00.. 9* 0" .“ 4 "C‘ 4} ‘..‘It‘.‘ .1 9., .STREET CARE. I-o-I-g-.-'o, TROLLEY BUS l LOMMUTER,SUBwAv& 00:.'-'-I-I- ., ELEVATED RAIL '0 1935 1940 I945 1950 1955 196k) 1965 FIGURE 1 TRENDS IN REVENUE PASSENGERS OF URBAN PUBLIC TRANSPORTATION 100 80 TOTAL OWNING AUTOMOBILES 60 .....““~ . ’0‘. OWN ONE AUTOMOBILE ‘5‘”.-- 4O ‘ 20 “Clan“... ...IIIIO‘ .00... ||||"" uluuluuuuuu"““ OWNING TWO OR MORE AUTOMOBILES 1950 1955 1960 1965 FIGURE 2 AUTOMOBILE OWNERSHIP OS 6. EMAOTJJA SI a "‘ r’ e ' aua ROTOM I .8 ”,.,.a ,. “m .s 5“ A ' .3 RAD name. 3‘ ‘5‘ Bus vaJJosT ,~‘_.-.---- .0‘ 0 . u — . Inn-""9" 3 YAW8U2 .FI3TUMMO.) c“ “nun"...o‘ _J IA A O 3 T AV3_I 3 .) (3691' 0691 ddQI 0691 deI OAPI 689! S BRUOH VIOITATROqal/IART 3|.J8Uq VIAEIRU jIO 8R30V|328Aq BUMBVBR I/Il eOI/IEJRT 00: 08 23JI80MOTUA ammwo JATOT - ppnl~4’ :LIIEIOMOTUA 3m) mwo ..~. on '0. ”.O.I“" OS '0 “""u'luuu u. I]. 83JI80MOTUA 390M no OWT awmwo "mu-mmmmumm 6691 0691 6691 0691 g anuan qwesamwo 3JI80MOTUA ZRBOMEPZA‘I 3UV13V3F| :IO EMOJJIS 83|J|MA3 "-10 TVIBDRS‘I automobile. "According to the 1960 census, 67% of all em- ployed persons living in the nations metropolitan regions traveled to work in automobiles”5. This figure is somewhat higher in the 1970 census. The dominance of the automobile, even for the commuter could be attributed to the convenience factor. "Eliminating transfers and supplying greater pri- vacy and schedule flexibility (where car-pooling is limited), is unquestionably a superior economic good in the minds of many urban commuters”6. In fact, "There is considerable evidence that consumers may prefer an 'automobile' solution to the urban transportation needs, even if it is a costly solution"7. The cause of this ever increasing dependence is hard to determine. One can only assume that the cause and effects are very complex and intertwined with occurrences such as scattered low-density urban development. "The auto- mobile made possible widespread and rapid suburban growth; in turn, low density communities away from central cities fostered increasing dependence on the automobile"8. This reliance on the automobile should not be allowed to continue to grow at such an accelerated rate. The auto- mobile is rapidly becoming the only means of urban transporta- tion. An example is the crisis that arose in the winter of 51bid, p. 13. 6The Urban Transportation Problem, J.R. Meyer, J.F. Kain, M. Wohl, Harvard University Press, Cambridge, Mass., 1965, p. 361. 7Ibid, p. 361. 8Tomorrow's Transportation, U.S. Department of Housing and Urban Development, Washington D.C., 1968, p. 13. 1973 when the gasoline supply was scarce. Transportation was curtailed because of the dependence on the relatively ineffi- cient automobile. There is the economic and social costs to be considered as well. Increasing air pollution, the use of needed land for highways and parking and the detrimental aesthetic effects must be kept in mind in transportation planning. The automobile, therefore, should play a significant role in the formation of the urban transportation network, but should not be considered as the only possible mode of transportation in the network. The development of a region— al circulation system should attempt to seek a more efficient use of the automobile in reference to the metropolitan re— gion. ”The most urgent policy question seems to be whether cities will choose to solve any short-run transportation pro- blems they face by using blunt and unsophisticated methods (in the form of heavy capital investments in immobile and inflexible rail transit used on a stand-by or part-time basis for a few hours a day) or whether the self-discipline can be mustered to organize the extensive urban street and highway capacity already in place to better serve todays needs. Re- membering that over 70% of public transit is now performed on highways, the possibilities for immediate gain from such discipline would appear quite promising"9. 9The Metropolitan Enigma, James Q. Wilson, Editor, Doubleday Books, Garden City, New York, 1970, p. 75. The arguments against the dominance of the automobile while valid, may-be academic. It exists, and a good problem solver or planner should search for immediate solutions to reduce the detrimental effects of this mode of transportation and make it more efficient and convenient. Long term solu- tions and experiments that further develop better modes of transportation should, of course, also have high priority but not at the expense of neglecting the automobile as a viable part of a more "balanced" transportation system to serve the needs of urban areas. This thesis postulates that it may be possible to re- duce the effects of the over extended use of the automobile by designing and developing a network of corridors which would provide a more efficient system for the operation of the automobile. The goals of such a network are obvious: I. To reduce pollution, congestion, disruption of land use and other adverse effects of the automobile. 2. To support the desirable qualities of the automobile such as convenience, time saved, and efficiency. These two very basic goals for the use of the automobile cover the entire spectrum of goals sought in developing better transportation. To develop a network which would operate in a manner necessary to achieve the goals set forth, four basic criteria for the network were formulated. 1. To establish a redesigned regional circula- tion system. 2. To allow for a constant and unencumbered flow of traffic. 3. To provide for the separation of trips by type and purpose. 4. To use existing roadways as a basis for the system. It was hypothesized that if a network of interconnected hexagonal links could be designed in some form of regionally oriented circulation system that would allow constant flow of traffic, congestion could in fact be reduced. It was also felt that trips of a certain length and purpose should be at- tracted to such a network while other types of trips were not. In this fashion the circulation system could function properly by encouraging the ”natural" separation of through or regionally oriented trips from purely locally-oriented traffic. The physical placement of such a network utilized the Genesee County, Michigan urban area as a base. It was con- ceived to avoid land use allocation, displacement and deter- ioration. Existing streets in Flint and the surrounding Genesee County area were used as the base for the network and a new Modular Loop System was simply superimposed onto it. It primarily made use of major and minor arterials which ser— vice the region presently and could be upgraded. All of these factors are essential component parts of what has been designated in this thesis as the Modular Loop System10. 10The term "Modular Loop System" is reviewed in detail fur- ther on in this chapter and also in Chapter II. B. URBAN TRANSPORTATION PLANNING PROCESS Ever since I909 when Mr. Daniel Burnham, leading archi- tect of the time, "superimposed a system of diagonal avenues onto the prevailing grid system”11 for the purpose of shorten— ing travel time, planning for transportation corridors and systems has been constantly evolving. From the standpoint of transportation, his plans were not outstanding because of the problems created by the superimposition of these avenues. He failed to realize the coming tremendous growth in the use of the automobile. "There were 8,000 motor vehicles registered in the United States in 1900 and over 32 million in 1940. Of these, over 27 million were passenger cars"12. The automo- bile was in the process of evolving from a sports item for the rich to a means of transportation for the masses. However, by presenting it as a total concept, Burnham set in motion the development of transportation planning. The Federal Aid Road Act of 1916 started a federal policy for the betterment of the roads and highways. The act dictated $75 million to be spent over a five year period for the im- provement of "rural and post roads"l3. Soon it was found that improving the post roads was not enough and the Federal llggban Transportation Planning, Roger L. Creighton, Univer— Sity of Illinois Press, Urbana, 1970, p. 127. Zlhe Road and the Car in American Life, John B. Rae, M.I.T. Press, Cambridge, 1971, p. 49. 13Ibid, p. 37. Highways Act of 1921 was enacted. This brought about the development of a‘main system of interstate and inter-county highwaysl4. The birth of transportation planning came in 1934 in the form of Hayden—Cartwright Act of 193415. "Up to 1.5% of Federal Highway funds given to each state could be spent for research and planning purposes"16. With these monies most state highway departments undertook statewide traffic counting, road inventories and mapping programs. However, this was centered primarily in the rural areas and urban studies were virtually ignored17. During World War II the scope of road planning changed. The cities which generated most of the traffic and congestion were finally allowed state and federal funds for improvements to the street systems in the urban areas. This was embodied in the Federal Aid Highway Act of 194418. The Highway Act of 1956 could be considered a setback to the development of an urban transportation planning pro- cess. In this Act the Interstate Highway System was estab- lished with 90% of the funding coming from Federal sources. However, planning procedures and allocated funds were omitted. There was no requirement in the 1956 Act for the interstate system to be integrated or harmonized with comprehensive plans 14Ibid, Creighton, p. 126. 15Ibid, p. 128. 16Ibid, p. 128. 17Ibid, p. 128. 181bid, p. 129. 10 of local, city, county, or regional planning commissions. Nor was any transportation planning process involving local units of government provided for in the Act. The Highway Act of 1962 represents the culmination of urban transportation planninglg. This act ”set a deadline of July 1, 1965 by which time all metropolitan regions with central cities having more than 500,000 persons were required to have a completed comprehensive transportation plan em- bracing all modes of travel and taking land use into consid- eration"20. The Highway Act of 1962 can be attributed to four major Ad Hoc transportation studies. These are the Detroit Metro- politan Area Traffic Study, done in 1953-55, the Chicago study of 1955, the Pittsburgh Study of 1958, and the Penn-Jersey Study in 195921. The Highway Act of 1962 was not the only outgrowth of these studies. These and other studies in the 1950's were instrumental in the development of the basic six step process for transportation planning. The studies, parti- cularly those in Chicago and Detroit were landmarks in formu- lating procedures for inventories and forecasts. The form of the networks which were developed have been proven to be inadequate given theeexisting situation on the transportation corridors. This is further explained in Part C, "Development of Terms Used and Network Form”. 19Urban Transportation Planning, Roger L. Creighton, Univ— ersity of Illinois Press, Urbana, 1970, p. 131. 201b1d, p. 131 ZlIbid, p. 132. INVENTORIES FORECASTS GOALS IIIIIIII PLANS uuuu! .5. . _ E 5 = : g 3 3 : ' E E z I D : 3 I D E .TESTS ! E z = g .uuuuuuuuuu E v ALU AT I ON IIIIIIIOIII‘ FIGURE 3 THE METROPOLITAN TRANSPORTATION PLANNING PROCESS «J_‘_—_LI- 4...._- -—- BBIROTVIBVVII RTZADBROR qum BMAJ‘I uuuu 8JAOO 2T83T . WMMIIIIIIIIIOIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII Inuuuu "on AU _] AVE! uuuuuuuuuu I BRUSH 2233089 OVHVIMAJ‘I MOITATROQZMART VIATIJOqORTBM 3HT 12 The basic six steps are illustrated in their proper rela- tionships in Figure 3. Following is a detailed explanation of each step: Inventories Any planning which concludes with recommendations for the expenditure of public funds must obviously be based upon fact. To obtain a measured understanding of the subject, in- ventories are taken as the first operation in the transpor- tation planning process. Three major inventories are generally undertaken, plus a number of minor ones. The major inventories cover travel (trips made wholly or partially within an urban area), land uses, and the transportation facilities over which vehicles, people or goods must move. (The travel inventory in a metro- politan area is actually a special kind of census, since interviews conducted in the home collect population and em- ployment data as well as data on trips by all modes of travel.) The minor inventories vary in number, but may include speed- volume-density studies of travel behavior on the streets, traffic volume counts, transit passenger volume counts, park- ing surveys, a central business district floor area survey and similar studies. Data obtained in these surveys are reduced to numeric form and constitute a complete representation-even if only on a sampled basis-of the major transportation related as— pects of the city. The surveys are selected to provide those l3 particular kinds of information which are essential for carry- ing out the planning process. Forecasts While inventories describe a city as it is, forecasts are needed to estimate what it will be like in the future, since plans are intended to meet future as well as present problems. There are two types of such forecasts: Aggregate and distributed. The aggregate forecasts are estimates, based on histor— ical data, of what certain totals will be for a particular urban area. Population forecasts are examples of aggregate forecasts, as are economic projections. All the forecaster is interested in doing in such cases is to establish how may people and jobs, and how much income and consumption, will exist within an entire metropolitan area. These totals must then be distributed geographically; that is, location within the metropolitan area must be esti- mated. There are two ways to make these distributions: One is by planning, in which values are imposed to indicate a de- sired pattern of location; the other is by forecasting, which assumes that at least some of the items being distributed behave in an orderly or at least predictable fashion. Based on the distributed forecasts of population, other forecasts—both distributed and aggregate-can be made. The automobile ownership forecast, for example, can only be made sensible when the location of the population is known. 14 Similarly, forecasts of tripmaking (which are the principal output of the forecasting operation and the principal input to the testing stage) depend upon a distributed population. Goals In a systematic planning process, stating objectives is an essential step. The objectives become the criteria against which all plans are measured. An explicit statement is made and formal procedures are created to connect the plan with these goals and objectives. In a democracy the objectives used in government planning must be those of the people. The objectives may fall into several groups. Some are quantifiable; others have to be related to the plan sub- jectively. Some objectives can be measured in the same units as others, and consequently the trade offs between opposing objectives can be estimated. Some objectives re- late to things at the regional scale in the transportation planning process, while others relate to things which can only be accomplished through detailed design after the gen— eral location of a new transportation facility has been settled. Whatever plan is selected must be demonstrated as being best in the light of the explicitly stated objectives. How such a demonstration can be made is described in step six. Preparing Network Proposals The fourth step in the transportation planning process 15 is the preparation of a number of network proposals. In an urban area these-should include proposals for transit as well as highway facilities. The proposals must be for com- plete systems, not increments of one or two facilities, but complete systems serving an entire urban area at its expected size at the time of the target year. Target years for trans— portation planning are generally twenty to twenty-five years for the year of the survey work. The preparation of network proposals will involve con— sideration of trip density, trip length, land use, network planning principles, investment cost, and network character- istics among other things. A methodical procedure is used to bring these factors together, and a number of network pro- posals are prepared for testing purposes. Always in the background, as prOposals are prepared, are the goals which the plan is expected to achieve. Testing The purpose of the testing phase in the planning process is to determine how well any given network proposal will per- fOrm at some prescribed time in the future. It is impossible for an individual to appraise correctly how well a transportation system consisting of hundreds of different segments of streets and transit lines will perform under either present or future conditions. Therefore the testing must be done by a computer. The essence of the test- lt‘g process is the representation of trips and networks by 16 the use of numbers within the computer and the use of the computer to estimate where the trips will go, what kinds of transportation facilities will be used and what path each trip will take through the network. This is all done by rules prescribed to the computer, rules whose results are verified by comparing simulated with actual volumes of travel on the links of the present system. Evaluation The results of each test of a separate transportation network are evaluated in terms of the objectives which have previously been specified. If the objectives are primarily economic ones, direct output from the computer can give the time, accident, and travel costs associated with each net- work plan. The capital costs of the plan are also known. These two sets of costs can be accumulated to give the total transportation cost of the plan. By comparing the test results of different plans, it is POssible to determine which types, configurations, and quan- tities of transportation facilities provide greater reductions of the costs of transportation in return for additional in- vestment. A series of tests and evaluations gradually permits Planners to "zero in" upon a best plan, or at least a plan w'hich cannot reasonably be bettered. This plan is then reCommended for adoptionzz. \ 2 :ZEgban Transportation Planning, Roger L. Creighton, Univ- eTsity of Illinois Press, Urbana, 1970, pps. 137-140. 17 C. DEVELOPMENT OF TERMS USED AND NETWORK FORM The term that portrays the proposed alternative network merely indicates this particular alternative. ”Modular Loop System" refers to the pattern of corridors which would be es— tablished if the alternative were to be implemented. The term "module" was used to indicate the component parts found in the alternative. The term "loop" was used to represent the fact that each module, while part of the network, is also a separate entity. That is to say that each module functions as an integral part of the traffic network while at the same time acting as a circumfrential access route. The meaning of Modular Loop System will become more evident when the net- work is more thoroughly developed in Chapter II, "Proposed Alternative Network Pattern". The form of the proposed network is a major factor in the Effectiveness of the network. The Modular Loop System is ex- Plained in detail in Chapter II but it should be pointed out hEre that it differs from the existing pattern of corridors which is found in most urban regions in the United States. The most common pattern of automobile corridors is the ring-radial pattern (see Figure 4a). These corridors radiate fr0m one designated point, usually the largest Central Busi- neSs District (CBD). They provide quick, convenient access to the CBD but seriously neglect access to other major attrac- tors in the urban area. The Modular Loop System is developed to allow easy access to these attractors. The ring corridors were designed to circle the CBD for the purpose of through i . i ‘. ‘ \ 5 : IT) ‘1 ‘. ~ I was RADIAL CORRIDORS CARRY THE BULKje...J;§i f oFIHETRAFFIC IN ANY URBAN REGIQhfifi‘ ’ 44" R» l-l-l-’N/ ‘4 q. I -I THE RING CORRIDORS MOVING TRAFFIC AROUND THE DOWNTOWN AREA DESIGNED TO DISPERSE TRAFFIC FROM CONGESTED POINTS IN THE REGION BY CREATING BY - PASSING LINKS GIVEN THE RING - RADIAL CIRCULATION PATTERN CLOSE PROXIMITY OF TRAFFIC TO ANY REGIONAL ATTRACTOR IS INHIBITED RING — RADIAL CIRCULATION PATTERN FIGURE 4A 18 trips, by-passing the congestion of corridors emanating from the CBD. The ring—radial system has been effective in many large metropolitan areas but congestion still occurs. This is due primarily to trips of all lengths and types using the same corridors. The Modular Loop System tries to deal with this problem. An urban area must be very large in order to absorb the costs involved in a ring-radial network. Most cities with a medium sized urban area can afford neither the money nor the space needed for this form of network. In these areas the ring-radial system usually consists of a business loop which supplies the necessary corridors for the congestion on the network. Therefore, the size and scale of the form becomes a factor as well. The Modular LOOp System was designed to supply all the necessary corridors for an urban area, be it quite large or quite small. The proposed network is the author's own original design concept. However, further research uncovered the fact that in Traffic In Towns, a report by the Steering Group for Her Majesty's Stationary Office in London, England in 1963, there are three principles employed in the development of their system which parallel three concepts used in the Modular Loop System (M.L.S.). 19 The first is not really a concept; it is an adoption of the term "environmental area"23. In adopting the term, the definition becomes realigned. Traffic in Towns considers environmental area in terms of traffic being generated. "The concept is no more and no less than a method of arranging buildings for motor traffic”24. Through the development of the M.L.S. an environmental area becomes that area for which the M.L.S. creates boundaries. The effects on these areas and their characteristics will be discussed later. The size of the environmental area as used in Traffic in Towns and the size as it is used in this thesis is based on two different concepts. "The maximum size of an environmental area is governed by the need to prevent its own traffic building up to a volume that in effect necessitates subdivision by the insertion of a further distributory link in the network...lt should be said here that no sociological content is implied by our concept of environmental areas. There is no connec- tion for example with the idea of 'neighborhoods'"25. In the M.L.S. as used herein, the size and shape of the environ— mental areas are determined by the regional oriented trips and regional oriented attraction points. (This concept is developed more completely in Chapter II. Because of the 23Traffic In Towns, Reports of the Steering Group and Work- ing Group appointed by the Minister of Transport, London, Her Majesty's Stationary Office, 1963, p. 44. 24Ib1d, p. 45. 251bid, p. 45. FIGURE 4 THE PRINCIPLE OF THE HIERARCHY OF DISTRIBUTORS PRIMARY DISTRIBUTORS — DISTRICT DISTRIBUTORS .l-l-I LOCAL DISTRIBUTORS *— A GOOD DISTRIBUTION WITH COMPARATIVELY SIMPLE INTERSECTIONS mu... 5 . THE HEXAGONAL NETWORK PATTERN WHICH GIVES . I5 BRUOIB YHDRARBIH BHT BO BJRIDVIIRCI BHT BROTUBIRTEIO BO _ EROTUBIRTZIG YRAMIRCI l-I-l- BROTUBIRTBIO TDIRTBICI ———————- EROTUBIRTZIO JADOJ E BRUOIB .. BBVIO HDIHW MRBTTAQ NROWTBVI JAVIOOAXBH BHT YJBVITARARMOO HTIW VIOITUBIRTZIO 0000 A BMOITDBZRBTVN BJqMIE 21 the difference in the two approaches, the environmental areas in the M.L.S. are usually larger and follow established land use patterns and desire lines. The second concept is the development of a network of interconnected corridors to function as a "distributing system"26. While the characteristics and the formation are different, the concept of a network of corridors dispersing traffic is basic to both. "If the problem is considered in terms of a network serving environmental areas (corridor serving rooms, to use the analogy with buildings) it will be seen at once that the pattern of the network must depend on the disposition of the areas, the kinds and quantities of traffic they generate, the associations that exist between one area and another, or between areas and the outside world"27. While the dispersal of traffic is common to both of these alternatives, so is it common to most alternative networks. The real parallel is apparent in the fact that these alter- natives are both modular in scope. "...the network would be superimposed in the manner of a 'grid' with a very definite pattern and 'module'. A hexagonal pattern which is the basic spatial arrangement used in the Modular Loop System, is very efficient with economical, three way intersections, but other polygonal patterns are possible. A rectangular pattern tends to require very complex intersections. The basic dimension or 'module' of the distributory system in such circumstances 261b1d, p. 43. 27Ibid, p. 43. 22 will broadly depend upon the kinds and intensities of land uses within the enclosed areas; the more intense the activity, the more traffic will be generated, and so the greater will be the need to insert distributors and thus the closer will need to be the mesh of the distributory system"28. The third concept used in Traffic in Towns which paralleled the M.L.S. was the creation of a hierarchy of corridorszg. The development of a hierarchy of traffic facilities is not unique to either of these proposed networks. Classification of traffic facility types is common place in transportation planning and traffic engineering. Basically, there are three types of corridor facilities classified. They are: Arterial, collector and local facilities. “The primary purpose of an arterial street or highway is to serve relatively long trips between areas of regional or traffic importance. Collector streets disperse traffic to and from the arterial, and local streets provide direct access to individual properties"30. The concept developed in Traffic in Towns is a method— ical and well constructed network to disperse the traffic through a town or urban region. This approach follows the classic function desired in dispersion on the three facility levels using a module oriented network (see Figure 6). The ‘1 281bid, p. 43. 291bid, p. 43. 30"Guidelines for right-of-way widths", Michigan Department Of State Highways, Lansing, Michigan, 1969, p. 6. 23 Modular Loop System attempts to utilize the functional effi- ciency of the module and to separate the functioning of the link types (see Figure 7). D. LIMITATION ND CONSTRAINTS While it would be desirable to develop a comprehensive transportation system by researching and testing each inte- gral part for its functioning aspect in the urban setting, it is not feasible for several reasons. First, each part of the transportation network would require extremely large amounts of data which is costly to assemble. Secondly, the resources available were not sufficiently equipped to handle such a large influx of data. For example, the simulated model of the case study area developed by the State Depart— ment of Highways and Transportation was not programmed to deal with such a large array of possibilities. Thirdly, there was not enough time allowed to develop the ultimate relation- ships of the modes of transportation used in the urban areas needed to complete a comprehensive transportation network. The thesis objective, therefore, is to develop a network of private motor vehicle-oriented corridors which create a regional circulation system which result in a hierarchy of circulation systems for an urban vehicle transportation system. This would appear to more adequately provide traffic movement for a large segment of the vehicular trips in urban areas. For example, 93% of all trips are private automobile oriented FIGURE 6 SYSTEM SCHEMATIC Egluuuuuuu 'E'uuuuuuu ® -g- uuuuuuluu' . quuuuuuuulnu! """"" uuo‘ i "".uuuuuuugzoluuuuuuuuuuu - llllllllllllllllllllll 'quuuuuu 53!. ruuuuuu m - '0 _ I - _I_I MAJOR ARTERIAL CORRIDIH. -- FI_I—I- TWO WAY TRAFFIC MOVES ’ LOCAL CORRIDOR ALONG ALL LEVELS OF nuIIquuuuuumuuucu ROAD WAYS uuuuuouuumuuuuuumoI if <‘F'D l i DISTRIBUTION OCCURS ORDERLY AND EFFECTIVELY FOR THE TRAFFIC THROUGHOUT THE NETWORK. THE HIERARCHY PRESENTED AND THE NUMBER OF INTERSECTION THERE IN COULD POSSIBLE CLOG AN ALREADY SLOW MOVING NETWORK. IOIIIIIIIIIIIIIIIIIIIIi ‘IIIIIIIIIIIO quuuuuuumu‘ rIIICOOIOIII - I — I — I d !— MAJOR ARTERIAL CORRIDOR -I— I _ I — I — ~ AT THE MAJOR ARTERIAL in THE TRAFFIC IS ONE WAY -3!IuIlluunuuuuuumuouu ALLOWING INCREASED SPEEDS . InIluuuuouumuuuuuII ' R '0' LOCAL CORRIDO IIIIIIIIIIH Illlllllllfi -.__. COLLEE T DIEEIDISTRIBUTION OF TRAFFIC OCCUR AT RESTRICTED INTERSECTION. IN NUMBER AND RED GN. "‘4 ORDER THAT THE ARTERIAL NETWORK CAN FUNCTION PROPERLY. AS IONAL SYSTEM AND AT INCREASED SPEEDS FIGURE, 7 SYSTEM SCHEMATIC d BRUOIB DITAMBHDZ MBT2Y2 IP' IIIIIIIIIIIIII 2; - IIIIIIIIIIIIII : '12. IIIII IIIIIDIIII '01 Y -° 1111211313333' IIIIIIIIIIII‘IIIIIIIIIIIOz! Illlllllllllllllllllllm ILA-l- IIIIIIIIIIIII' IIIIIIIIIIII‘ -I_I .- .IIIUIRRO.) JAIHBIRA RULAM - I _Il—I ROOIRROJ JAJOJ 23VOM DIBBART YAW OWT BO ZJBVBJ JJA OVIOJA 2YAW CIAOR g-I-I-Id -l I-I TUOHOUORHT DIBBART BHT ROB YJBVITDBBBB CIVIA YJRBORO 2RU330 VIOITU8IRT2ICI BRBHT MOITDB2R3TV|I :IO RBBMUVI BHT CIVIA OBTVIBZBRCI YHDRARBIH BHT .NROWTBM BHT )IROWTBM OVIIVOM WOJ2 YOABRJA MA OOJD 3J8|2209 GJUOB VII =: IIIIIIIIIII‘ rlllllllllllllllllllll _! h I — I _ I - ROOIRROD JAIRBTRA ROLAM — I — I _ I —II - — ID- Q' JAIRBTRA ROLAM BHT TA —' YAW BVIO 2| DIBBART BHT ll- ' A HOOIRROQ JADOJ g! 203qu OBZABRDVII DVI WOJJ IIIIIIIIII E'IIIIIIIIII UH- lul LIJ COFF CIVIA RBEIMUVI VII .I/IOITDB2RBTVII OBTDIRT2BR TA RUDDO DIBBART BO VIOITUSIRTEIC] BHT 2A ,YJRBRORR l/TOITDI/IUB VIAD )‘IROWTBI/I JAIRBTRA BHT TAHT RBORO VII .VIOIZBC] 203392 OBaABRDV‘II TA GMA MBT2Y2 JAVIOIOBR V BRUOIB DITAMBHDE MBT2Y2 24 and work oriented trips alone are comprised mostly (80%) of individuals being transported by private automobile31. TABLE 1 ESTIMATED DISTRIBUTION OF URBAN PASSENGER MILES32 Bus, Subway and Private Suburban Rail Auto Combined All Types of Trips 7% 93% 100% Journey to Work 20% 80% 100% Other Trips 1% 99% 100% Even in New York City where transit ridership for work oriented trips is 40%, the private automobile is still the dominant factor in the total number of trips with 80% usage33. Using the automobile in its most efficient manner would have ramifications in several areas. These are congestion, efficient use of the land, urban pollution, and a capacity fCIr change34. "Congestion-—Congestion results in the daily loss of time to the traveler. Too often solutions are expensive in dollars and land taking, destroying the urban environment in the process. Efficient Use of the Land--Transportation functions and rights-of-way require extensive amounts of urban land, and compete with other important uses of the urban land resource. More rational urban land use made possible by new forms of transporta- tion might help travel demands, aid in substituting \ 3lgconomic and Urban Problems, Dick Netzer, Basic Books, Inc., get: York, 1970, p. 138. ,Economic and Urban Problems, Dick Netzer, Basic Books, Inc., Slew York, 1970, p. 139. 31bid, p. 140. Tomorrow's Transportation, U.S. Department of Housing and Ii‘ban Development, Washington D.C., 1968, pps. 6-7. 25 communications for urban transportation, and achieve greater total transportation services for the amounts of land required. Urban Pollution--Air, noise, and aesthetic pollution from all current modes of urban transportation are far too high, degrading unnecessarily the quality of the urban en- vironment. Lack of Both Change and the Capacity to Change-—resu1ting in a restricted choice of ways for people to get around the city and the metropolitan region.35" The effectiveness and the validity of the proposed alter- native network pattern depends on how each of these urban problems is effected. These problems, which are apparent in every urban region in the country must be kept in mind as the proposed network is developed. \ Tomorrow's Transportation, U.S. Department of Housing and ban Development, Washington, D.C., 1968, pps. 6-7. Ur CHAPTER II PROPOSED ALTERNATIVE NETWORK PATTERN CHAPTER II PROPOSED ALTERNATIVE NETWORK PATTERN The Modular Loop System is a network of interconnecting roadways designed with the idea of moving vehicles to desired destinations, while relieving the problems discussed in Chap— ter I. It should be pointed out that the main purpose of such a network system is to move people and goods to desirable areas. The system here in question is a concept which will present a partial solution to transportation problems in urban parts of the country, but more importantly, will realign the actual goal of transportation in respect to urban life and its environment. The Modular Loop System is exactly what the name implies; tliat is, a network of interconnected loop routes in any given ulfban area, designed for the movement of motor vehicles (Fig— ulfe 8). The loops are designed in such a manner as to encir- ClLe any given environmental unit; that is, an extension of the neighborhood concept which encompasses the entire spectrum of E5C>cial, economic and natural activities. In this way the loop 3153 large enough to contain the traffic for which it was designed without destroying the activities, living and movement within the boundaries of the loop. The loops are connected so as to aHllow for the constant flow of traffic from one loop to another atad so on, through the entire chain of loops in the network ( Figure 9). The loop network will be spread through an urban area to provide the links necessary to insure flow of goods 26 THE MODULE ARE LOCATED THROUGHOUT AN URBAN REGION IN SUCH AWAY AS TO CREATE AN INTERCONNECTED REGIONALLY ORENTED NETWORK. FIGURE 8 MODULAR LOOPS :‘g'mzv LOOP ARE COMPRISED OF MORE LANES (IF TRAFFI ComesnTHE LOOP SYSTEM AND TRYING To MAINTAIN CONS . WITH AN gN. THIS WIDENING OCCURS FOR THE MOST PART THER LOOP If- IT IS GOING TO wIDEN AT ALL. PRIMARY LOOP I I J v V ’ V SECONDARY LOOP V I L00 EWTEFTMINING THE FLOW OF TRAFFIC FROM ONE LOOP TO ANOTHER MAJOR OR PRIMARY THE ‘\ AN BE PRESENT, THOSE LOOPS THAT HAVE A SURPORTIVE FUNCTION ARE SECONDARY OFF DSOw OF TRAFFIC BACK TO THE SECONDARY MODULAR LOOP IS LESS. DO To AK RETURNS, DIFFERENT PATH HOME USEING A DIFFERENT SECONDARY LOOP, ETC. FIGURE 9 A INTERSECTION OF TWO MODULAR LOOPS BYD TUOHOUOFIHT OBTADOJ 39A 3JUCIOM 3HT 8A YAWA HDUB VII VIOIOBR VIASRU VIA OBTDBVIVIOORBTVII VIA 3TA393 OT .NROWTBVI OBTVIEIFIO YJJAVIOIOEIR 8 BRUSH 2900.1 RAJUOOM FFIART =10 ZBMAJ 390M ’IO OBZIFI‘IMOD 39A cIOOJ YRAMIR‘I 2VIOI) VIIATVIIAM OT OVIIYFIT CIVIA M3T2Y2 cIOOJ BHT VII JJOR TRA‘I TEOM BHT FIO‘I ZRUDDO OVIIVIBOIW ZIHT .VIOITZBLVIOI) .JJA TA VIBOIW OT QVIIOO 2| Tl ‘II 900.] FIBHTO VIA HTIW FIOLAM FIGHT OT 00 IHT OIOVA OVIA WOJ I/IOITDBZRBTVII :IO TV‘I q QOOJ YFIAMIHQ cIOOJ YFIAOVIODEIZ YRAMIR‘I HO FIOLAM FIBHTOVIA OT cIOOJ 3M0 MOFFI DHTIIAFIT 30 WOJ‘I BHT OVIIVIIMFISTBO Y8 YRAOVIODSE 39A VIOITZWIU‘I 3VITFIO‘IFIU2 A 3VAH TAHT 2900.] 320HT .TVI323R‘I 38 MA.) 2900.] OT 00 £23.] 2| 900.1 FIAJUOOM YFIAOVIODBZ 3HT OT NDAB OFFIAFIT '40 WOJ‘I 3HT .3T3 .‘IOOJ YFIAOVIODBZ TI/IBFIBHQIO A OMIBZU EMOH HTAQ TVISFIB‘HICI .ZVIFIUTBFI NAB‘I THO Q BRUSH ZQOOJ RAJUOOM OWT ‘IO V‘IOITDBZHBTVII 28 and people through the region. This network can be expanded by attaching another module to the loop network. This is in the event that land use changes due to urban expansion in cer- tain parts of the area, or the volume of traffic is increased enough to warrant the develOpment of a connection to the net- work. Removal from the network would be achieved by reversing this process. For example, a module not heavily used could be adapted into the local street system by making it an open access, two-way link. This concept of a flexible traffic network is crucial in urban areas which are prone to change. By adding more loops where needed and subtracting when nec- essary, the system is capable of coping with the many changes occurring in the urban area. The concept of constant flow is not a new one. Express- ways were designed for just that purpose; to move people, non-stop, from one place to another quickly, conveniently and safely. Traffic signal timing on major arterials was designed to maintain a constant flow of traffic through commercial areas, and to and from congested activity centers. Neither of these methods, however, completely solved the problem of traffic Congestion. The Modular Loop System is designed to work on a third concept to allow more opportunities for constant flow. By organizing all three forms it may be possible to minimize the problem of congestion. Like blood through a human body, the Modular Loop System Strives to maintain constant flow of traffic through an urban area. The heart pulsates at a uniform speed sending blood to 29 all parts of the body. However, when exerted, the flow be- COmes more active and blood is moved more quickly through the veins to the body. When this flow is speeded up to a certain extent the heart fibulates and finally ceases to function. The same is true in an urban area. When the traffic flow is greater than the corridor can handle, congestion occurs and the system ceases to function. If a system is created to ab- sorb certain amounts of traffic from the other corridors with- out getting congested itself, then all the levels can operate as designed. It is best to keep in mind that the flow of blood from the heart and the flow of traffic are functions in their respective elements, but are not the ultimate goal. The constant flow of traffic along the Modular Loop Sys- tem operates on three basic principles. These principles are (l) the function of the Loop System, (2) form of the Loop Sys- tem, and (3) movement on the Loop System. Through these basic principles it becomes clear how the Modular Loop System is set up. A. FUNCTION OF THE MODULAR LOOP SYSTEM The system is designed to perform certain functions in the urban setting. A hierarchy of transportation corridors for motor vehicles exists in any regional transportation net- wOrk. These range from local streets to expressways. The eXpressways, which are limited access roadways are designed f0r long distance travel around and through a region, by- Passing congestion'within the region. These corridors do .-vI- .I-' p u i") 3O serve a purpose. For example, they are used in traveling from one end of the region to another and also to bring the people from the outskirts of the region into the central trip generator, usually the Central Business District. Far too often expressways which have corridors in close proximity to important activity centers attract more trips of a shorter length than those for which they were designed. This is understandable if the expressway lessens the time required or has a more direct access for the shorter trips as well as for the long distance trips. This puts a strain on the ex- pressway system, however, in the form of an excess of entering and exiting, high speeds, confusion and congestion. Moving one step down from the expressways we come to the major corridors. These were designed to take trips throughout the region or urban area itself, excepting extremely short trips which should ideally take place on the local streets. However, the development of commercial strips along these arteries has increased movement and traffic and thus these arteries have not been able to perform their function. Alter- native routes such as expressways, have been used in place of these major corridors. The expressways then become con— gested and in turn defeat their purpose. It is to this problem that the Modular Loop System ad- dresses itself. It has been pointed out that the cities were not designed for the onslaught of the automobile. However, that is not to say that it is inconceivable that a system of roads can not emerge in the cities that is compatible with the automobile concept. The Modular Loop System is designed 31 to establish a clear alternative for the people of an urban- ized region in their travel through the urban area without relying on the expressways or mass transit for rapid movement. The system is designed for intermediate trips, given a point of origin and a specific point of destination or purpose, such as home to shopping, or work to home. Intermediate Trips The dictionary defines the term "intermediate" as "Being or happening between". Therefore, an intermediate trip is one which is between long trips using the expressways, and short interval trips using the local streets. To isolate and develop networks to be used for specific purposes and trips of a certain length, the desired trips can be broken down into facilities used. This can be achieved in several ways. One is to rival the speed and accessibility of the expressways, thus drawing the through trips which should be a lower level of movement than the expressways. The second is to restrict the amount of access to the system so that short trips will have less access to the higher level of movement. There would not be access points at every major street. Thus, it is possible to isolate certain types of trips on the appropriate level of movement. Once this can be determined, an indepth study of each level of movement should be considered in terms of the most efficient, convenient and accessible forms of transportation. 32 However, it is not a simple task to determine what an intermediate trip consists of. Are they home base to work, home base to shopping, home base to recreation, or non-home base trips? This would depend on the scale of urban area in- volved and the geographic placement of major attractors. Thus, the reason for the trip becomes incidental other than the fact that it generates movement through the network to a destination. It is equally as hard to set perimeters on the development of an intermediate trip system which is dis- cussed in terms of distance and time on a general level. Adoption of a Modular Loop System for each individual city is going to generate what are considered to be interme- diate trips for their particular situation. The Modular Loop System is concerned with attracting those trips which are on a level, given its built-in restric- tions and attractors, which will move people from their point of origin to their destination efficiently, safely and com- fortably. Major Generators The purpose of the Modular Loop System is to move large amounts of people and goods to major interest points within the region. To do this one must know the origin and destina- tion of most trips. For the purposes of this discussion the origin is where the trips are produced. The destination will be the "attractor" because people are being drawn to these points for certain reasons whether it be work, shopping, re- creation or other. This thesis will look at only one ‘4' ..v 33 direction of the production and attraction; that of the home base to all other destinations. In this case it follows logically that the home base produces the trips and the des- tinations are the attractors. Because of the trend in this country toward low density, single family housing there is no large concentration of population in one area which will generate large volumes of trips. There are, however, areas which are more densely populated than others and the routes can be mapped out on existing street networks which will present the most logical route for the loop network to follow. These routes would conceivably follow major collectors and arteries running near residential areas. Keep in mind that the loop is circular in form and is designed to pass along boundaries of living areas without disturbing the environment, both natural and man made, within the loop. biovement, activity and the environment in the interior of the loop will be discussed later. The major attractors for the region should also be care- fully considered. We must determine the location of these attractors in the region and the type of attraction they pro- Vide, be it shopping, work, etc. For example, a major attrac- tor which generates a large volume of trips might be a re- gional shopping center. Here, peak hours are not a factor because people shop at all hours of the day. Another example 'Would be an industrial complex. By scheduling the change of Shifts to coincide with off-peak hours the need for direct access to the loop system may not be necessary as long as 34 the network is in close proximity to the industrial complex. The major attractor for all types of trips is usually the central business district (CBD) of an urban area. This is an extremely unique case because of the volume and type of traffic and reasons for the trips and the environment which is created. A complete section of this paper has been devoted to this subject and will be discussed later on. It has been shown that the function of the M.L.S. is to provide a route for intermediate trips, and trips being drawn to major regional attractors. For intermediate trips the II.L.S. sifts the trips by being in general proximity to the 'production areas but not in close proximity. The production area for most trips is the home, and as discussed before are in low density areas. The M.L.S. will run near these areas ‘but most of the travelers will have to go some distance be— fore having access to the M.L.S. As for the attractors, be- cause these are more concentrated and the flow of traffic is higher at these focal points, swift moving corridors should be adjacent to or extremely near the attractors so that the traffic can enter the M.L.S. quickly and be dispersed quick- ly (Figure 10). Consider the old adage "The shortest distance between two points is a straight line”. In the literal sense this is not the case on the M.L.S., but the concept is similar. Given that there are regional attractors which draw trips from all over the area, it stands to reason that these attrac- tors should have direct access to any regional network or .. ‘14,.- REGIONAL AT TRACTOR .ATTRACTION POINT THE RESIDENTIAL PRODUCTION POINT OR THE ORIGIN OF THE TRIP IS NOT IN DIRECT CONTACT WITH THE NETWORK BUT RATHER IN GENERAL PROXIMITY THIS DO TO LOW DENSITIES AND DESIRE ENVIRONMENTAL REASONS. THE REGIONAL ATTRACTOR :5 PRODUCTION POINT ’N DIRECT CONTACT WITH THE ONAL ORENTED MODULAR REGI L PROXI NETWORK. CLOSE MI TY. I l 1 MODULAR LOOP NETWORK FIGURE 10 PROXIMITY BCIIFIT BO V'IISIRO _IA|TVI ROTDARTTA JAVIOISBFI VIISIFIO BHT FIO TVIIOCI VIOITOUCIOFICI JAITV‘IBOIEBFI BHT )‘IFIOWTBVI BHT HTIW TDATVIOD TDBFIIC] VII TOV1 2| QIRT BHT BO EBITIZI/IBC] WOJ OT 00 ZIHT YTIMIXOFI‘I JAFIBVIBS VII FIBHTAFI TUB .2V102ABFI JATVIBMVIOFIIVVIB BRIZBCI OVIA TVIIO‘I VIOITDUOOFICI l l 1 )IFIOWTBVI ‘IOOJ FIAJUCIOM OI BRUSH YTIMIXOH‘I TVIIO‘I VIOITDAFITTA. a: ROTOARTTA JAVIOISBFI BHT BHT HTIW TDATVIOZ) Toamo VII FIAJUCIOM OBTVIBRO JAVIOIOEIFI 320.12) .NFIOWTBVI cIOOJ .YTIMIXOFI‘I 36 level of corridors. The production end of the trip is only in general proximity to the regional network and therefore the adage breaks down. However, by making the links to the regional network from the production point as small as pos— sible without destroying the movement around that production point, and making the movement along the regional network as swift as possible, the desired ease and shortness of the trip becomes a reality. A vehicle moving along the loop sys- tem has the capability of going to any part of the region by picking the loop on which the desired destination is located. B. MOVEMENT ON THE LOOP SYSTEM In most cases today there is no substitute for the indi- vidual automobile for traveling from place to place. That is not to say that this will always be the case. It is con- ceivable that some sort of private transportation vehicle will be coupled with a public form of movement system, i.e., a dual mode system. But as of now, accessibility and con— venience are qualities that no other form of transportation has achieved on the overwhelming scale that the individual automobile has. Whether we will have to sacrifice this in the future is undetermined. However, the validity of any type of transportation which would digress from the levels of ser— vices existing through the use of the automobile is questionable. Practical and functional improvements are necessary in the de- sign, use and patterns of movement for the automobile. 37 The Modular Loop System is committed to a constant flow of traffic, achiéved through a directional flow, moving traf- fic in one direction through the urban area. This results in both an in-going movement toward the center of the urban area and an out-going movement away from the core of the urban area taking place. Links are in general proximity to the network either through direct relation to the Modular Loop or by means of a pathway to a major collector. The Modular Loop has established standards of movement for the urban setting. These are to disperse traffic to the appropriate level of circulation, to alleviate congestion and promote rapid movement to desired destinations without detrimental effects to the environment of the region. While ‘maintaining the standards the element of safety must be considered. Safety By developing the Modular Loop System as a network of One-way loops, safety is increased. If the system were two- Way the efficiency in direct A to B access would increase because one would follow the same route to and from ones destination. However, at the speeds desired for the system, Safety would surely decrease. As the system stands safety actually becomes a desirable by—product of the network. By designing the system to have one-way directional flow, head- On collisions are completely eliminated. Other types of acci- dents will also be reduced. Accident statistics prove that 38 there are less accidents and fatal injuries on expressways than on non-expressway corridors and in fact the loop system has those qualities that are the assets of an expressway, namely, limited access, non-stop movement and one—way direc- tional flow. By establishing a rate of accidents for specific road types a general guide for judging the Modular Loop System in relation to the amount of safety can be formed. The State and local police tabulate reports on amounts of accidents which occur in a given year in a given area. This makes it possible to develop accident rates per miles traveled on expressways or non—expressways for urban and rural areas. The following statistics were obtained through the Michigan State Department of Highways and Transportation, Safety Divi- siOn and pertain to the State of Michigan. The Loop System will enter into both urban and rural fringe areas. TABLE 2 RATE OF ACCIDENTS (Rate of Accidents per Million Miles Traveled) ROAD TYPE URBAN RATE RURAL RATE Limited Access 2.106 1.652 Arterial 9.212 4.987 Collector 6.894 2.843 The following example illustrates the effect on safety that the Modular Loop System could have in a given area. Con- sider an urban area which has an average daily traffic volume 39 of 15,450,000. On the network the 15,450,000 can be broken down into the amount of traffic on each type of link in the network. This could be apportioned as shown in Table 3. TABLE 3 VEHICLE MILES TRAVELED BY LINK TYPE 2,500,000 V.M.T. Urban Limited Access Roads 4,000,000 V.M.T. Rural Limited Access Roads 1,000,000 V.M.T. Urban Arterial Roads 2,225,000 V.M.T. Rural Arterial Roads 1,000,000 V.M.T. Urban Collectors 2,225,000 V.M.T. Rural Collectors 12,750,000 TOTAL VEHICLE MILES TRAVELED The total distribution to all types of links in the network was devéloped purposely to have less vehicle miles traveled than originally stated; only 12,750,000 of 15,450,000. The remaining 2,700,000 vehicle miles traveled are those that Would be affected by the Modular Loop System. The others can be multiplied by the accident rate and then multiplied by 340 to arrive at the number of accidents per year. (340 is generally used instead of 365 to compensate for the decrease in the amount of vehicle miles traveled during the weekends, holidays, etc.). The results of these tabulations are as follows. 40 TABLE 4 NUMBER OF ACCIDENTS BY LINK TYPE Limited Access # Of Accidents Urban 1,790 Rural 2,246 Arterial Urban 3,132 Rural 3,772 Collector Urban 2,344 Rural 2,150 15,634 Accidents per Year The Modular Loop roads are more complicated. These roads are created primarily from existing arterials and from collectors. Ir: urban areas approximately 75% of the roadways are derived frorn arterials and 25% from collectors. At the very worst, a majcar artery, the system will perform in such a fashion as to crezite a rate of accidents per millions of miles traveled of 8.63Y3 in urban areas and 4.129 in rural areas. (75 x 9.212) + (25 x 6.894) = 8.633 Accident Rate for 100 M.L.S. Under Worst Conditions 75 Arterial Roads Z 9.212 Accident Rate for Arterial Roads 25 = Collector Roads Z (3.894 Accident Rate for Collector Roads 41 The same holds true in the rural areas. However, 60% of the roadways are derived from arterials and 40% from collectors which produces a rate of 4.129. (60 x 4.987) + (40 x 2.843) = 4.129 100 We then multiply the rate by 340 (days in the year) and the V.M.T. 8.633 x 340 x 1,500,000 4,403 Accidents per Year on 1,000,000 the Urban M.L.S. 4.129 x 340 x 1,000,000 1,403 Accidents per Year on 1,000,000 the Rural M.L.S. The total accidents would then be 15,634, plus the urban (4,403) and the rural (1,403) Modular Loops or 21,440 acci— dents per year. This is the high figure for the development of the M.L.S. The low value would be found by implementing the expressway, or limited access, rates for the loop system. This would mean that the loop system with its limited access anui constant slow one-way traffic is as safe as the express— way system. If this were the case, by following the same Procedure as above, the amount of accidents would be: 2,106 x 340 x 1,500,000 = 1,074 Accidents on Urban 1,000,000 M.L.S. 2.106 = Accident Rate for Limited Access Road (Urban) 340 = Days in the Year 1.500.000 = V.M.T. lijigg x 340 x 1,000,000 = 562 Accidents on Rural 1,000,000 M.L.S. 42 In this case the area would have 17,270 accidents or a 20% reduction in the amount of accidents. Thus the safety fac- tor has increased considerably. It is not possible to get a completely accurate picture of the safety effect that the M.L.S. has on an area. But because of the form of the sys— tem, and its clear resemblance to a parkway, the accident rate is going to be close to that of a limited access road. One Way Pairs The one-way pairs concept is a working instrument of traffic engineering. Its purpose is to move traffic swiftly from point to point and relieve congestion. The one-way pairs concept works on the principle of two streets running parallel to each other so that one street can be used to move traffic in one direction and the second street to move traffic in the opposite direction. This concept has been re— latively successful in its implementation which is usually restzricted to Central Business Districts. Its effectiveness is cine to attempts to maintain constant flow by synchronizing traffic signals along the street at critical intersections. Networks of one-way pairs have been developed in attempts to create constant flow, and at the same time increase the amount 0f safety in navigating in heavy traffic, likely to be gener- ated in Central Business Districts. A good example of the implementation of a one-way pairs network would be the Central BUSiness; District of Lansing, Michigan (Figure 11). TWNE system does pose an interesting concept, which has been transformed into the concept of the Modular Loop System. THE ONE WAY PAIR SYSTEM CAN EASILY BE ESTABLISHED ON A GRID IRON PATTERN OF STREETS. PROBABLY WHY THE ONE PAIR CONCEPT HAS BEEN ADOPTED IN SO MANY CITIES. EVEN WITH TIMED SIGNALS FOR THROUGH MOVEMENTS BACK LOGGING CAN OCCUR CAUSING CONJESTION. DOES NOT ATTACK TURNING MOVEMENT OR THE CONFLICT OF THE PEDESTRIAN AND THE AUTO? IOBILE, FIGURE 11 ONE WAY PAIRS BO VIFIBTTAQ VIOFII CIIFIS A VIO OBHZIJSATEB 38 YJIBAB VIAC) MBTZYE FIIAq YAW BVIO BHT .EBITID YV‘IAM 02 VII CIBT‘IOOA VIBBS BAH TCIBDVIOD FIIA‘I BVIO BHT YHW YJSABOR‘I .ZTBBRTZ RUDSO VIAD SVIISSOJ NDAB ZTVIBMBVOM HSUOFIHT ROB EJAVISIB OBMIT HTIW VIBVB BHT BO TSIJBVIOI) BHT HO TVIBMBVOM SVIIVIFIUT )IDATTA TOVI 230C] .VIOITBBLVIOD SVIIZUAD .BJIBOI‘IOTUA BHT CIVIA VIAIFITZBOB‘I II BFIUSH 29 IA‘I YAW BVIO 44 However, two problems still plague the one-way pairs concept which do not appear in the Modular Loop System. While the pair network is more efficient than any two-way major artery it is still possible to create traffic congestion thus destroy- ing the maximum efficiency of the automobile. Because the network runs on parallels, perpindicular streets have to be created. If the parallel streets run east and west, one-way pairs similar to those would have to be established in order to allow for north-south accessibility. When this is done traffic signals become necessary. Once traffic signals are implemented no matter how well synchronized, congestion is inevitable, especially at high use times such as peak hours in the morning and evening. The Loop System on the other hand, has no signals, thus traffic is allowed to flow freely at all times. The one-way pairs network is equipped to bring people closer to their destination than the Loop System, because the Loop System is regionally oriented and the one—way pairs are locally oriented and enter directly into the downtown areas. The)? go from point a to point b while the Loop System goes around.the area. However, built into the one-way pairs con- cept is a need for the streets to be in relatively close Proximity. Because of this, the streets in the network be- come barriers and actually stifle interaction between the small islands of activity created by the network. The environ- mental areas denoted by the pairs network are limited in SCOpe be<2ause of the barriers created by the corridors of 45 traffic. The function of the corridor is to bring goods and people to the activity centers. If the corridor becomes a deterent to the interaction of activities then it ceases to function as designed to. It is necessary to examine the interaction of activities occurring, then locate the arterial transportation in relation to those activities. The loop is designed to follow the path of least resistance. It goes around, rather than through congested areas like the Central Business District. By definition the function of the Loop System is to circle environmental areas and not to divide them. Thus, easy movement to the activity areas is achieved and at the same time the same time the desired activity is allowed to function in the proper fashion. The Modular Loop System goes beyond the one-way pairs system by determining the proper sizes and shapes of the environmental areas and the relationship of the loops to the activities involved. It also brings forth a concept of one-hwy links on a regional level. That is to say not only densely populated or high traffic volume areas but rural fririge areas as well are involved in the network. The reasons for developing the Loop System in these areas are simple. First, accident reports show that a large number of injuries and fatal accidents happen on rural, two- way corridors and trunklines. If the Modular Loop System is implemented in the rural fringe areas, it is conceivable that the nu‘mberof accidents will decrease as shown previously. 46 The second reason involves one of the main objectives in developing the Modular LOOp System and that is interme- diate trips. The rural fringe areas would have to be included in any system that is concerned in upgrading and isolating intermediate trips. The movement from one section of a re- gion passing through the urbanized area to a point on the other side is considered to be an intermediate trip (Fig— ure 12). The third reason is that by developing the system into the surrounding areas, access to any satellite community is increased. Because of the limited access of the Loop System, development along the Loop System can be checked, thus creat- ing a network of movement throughout a region without encour- aging commercial expansion, but increasing the opportunities of satellite communities to grow. At the same time this in- creases convenience of movement and accessibility to all parts of the region. The direction of the one-way loops will generally be detearmined by desire lines. That is to say the directional flow along any link in the Loop System will be determined by the eamount of traffic which is attracted in one particular direction. This can be done through the use of a computer which will plot the points to which people have a desire or reason for going. These points are invariably the major attractors such as shopping centers, employment centers, and the Central Business District, which have been discussed pre— v10U51Y. Desire lines show where people want to go in an . w—w‘ __ THOSE TRIPS OF A REGIONAL NATURE ARE INTERMEDIATE LENGTH TRIPS POINT OF ORIGIN ne-‘T'. ..u"..--" """ MODULAR LOOP NETWORK POINT OF DESTINATION URBAN AREA THE LOOP SYSTEM AL LOWS TRIPS TO PASS THROUGH THE URBAN AR QUICKLY AND CONVENIENTLY EA FIGURE 1_2 INTERMEDIATE TRIPS JAVIOISBR A BC ZRIRT BZOHT BTAICIBMRBTVII BRA BRUTAVI ZRIRT HTSVIBJ VIISIRO BO TVIIO‘I -------o NROWTB VI cIOO_I RAJ UCIOM MOITAI/IITeao =IO TVIIOCI ABRA VIA8R U ABRA VIA8RU BHT HSUORHT BEAR OT ERIRT 2WOJJA MBTZYZ cIOO_I BHT YJTVIBIVIBVVIOI) (JVIA YJNDIUQ s; 3FIUor-I ZCIIRT BTAICIBMRBTVII 48 urban area. By the same token, people once achieving the de— sired point of interest, have an equally strong desire to return to their place of origin. Thus the desire line becomes difficult for they are established in two directions, A to B where A is origin and B is the attractor and then the return trip. This poses a difficult problem for a one-way direction- al flow loop system. However, the design of the LOOp System attempts to combat this problem in one or all of three ways. 'The first way is that a given loop is designed so that the l3ulk of the living areas within the loop are equidistant from inbound and outbound links of the loop. Thus, by choos- ing the appropriate entrances and exits the travel distance can be relatively the same (Figure 13). The second way is for the Loop System to run in opposite directions as they leave the urban area. Thus, it may be possible to use one loop for inbound travel and another for outbound travel (Figure 14). The third way would be an increase on the speed. By developing the Loop System such that vehicles are able to go at greater speeds and able to maintain that speed for greater distances the actual time would remain the same or decrease, even if the travel distance may increase. In a general over- VieW the desire to go to a major attractor is dominant, thus this movement is probably the most direct in the urban area mui if there is any distortion in distance traveled it would most likely occur on the return trip home. HOME, POINT OF ORIGIN o o '0 PATH OF THE RETURN TRIP —'> , punuuuuuuuuuu‘ Quin-Into" ‘IIIIIIIIIIIE o '0 O 'o auuuuuuuuuu“ o o '0 as 5 SHOPPING CENTER 5‘ g POINT OF DISTINATION § PATH OF THE TRIP TO 5 5 THE FINAL DISTINATION g “,3 ’IIIIIIIIIIIIIIIIIIIIIOQ“ "mi 6 BECAUSE OF THE LOCATION OF POINT OR ORIGIN IT WAS POSSIBLE TO GO DIRECTLY TO THE DISTINATION POINT ON ONE LEG OF THE MODULAR LOOP SYSTEM FIGURE 13 MODULAR LOOP MOVEMENT BECAUSE OF THE LOCATION OF THE POINT OF ORIGIN TWO LEG OF THE LOOP NETWORK WERE NEEDED TO COMPLETE THE TRIP IN THE SHORTEST DISTANCE .GENERAL PROXIMITY TO THE MODULAR LOOP NETWORK HOME 0 THE LOOP SYSTEM IS DESIGN SO THE INBOUND LINKS ARE AS ACCESSIBLE OUTBOUND LINKS TO ALL AREAS IN THE REGION THUS THE OPPOSITE MOVEMEN I ()N EACH LOOP LEG. ’IIIIIIIIIIIIII -BECAUSE OF THE LOCATION O HE POI CLOSE PROXIMITY TO MODULAR LOOP NETWORK 9 Q .‘Q SHOPPING CENTER ofillllllllllllllllllIIIlllllulllllllllllllll'lI'lll Immanu- FIGURE 14 MODULAR LOOP MO EMENT VIISIRO BO TVIIOq .BMOH cIIRT VIRUTBR BHT BO HTAq I <}— HQIIIIIOIIIOIIIIIIIIIIIIII. flllllllllll‘ 0 : Q‘ ‘9 I "IIIIIIIIIIIIIIIIIIIII'... —I> 'g RBTVIBO SVIICI‘IOHB OT CIIRT 3HT =IO HTAq 5 E I, VIOITAVIITZIO BO TVIIOq VIOITAVIITEIO JAVIIB BHT s O IIIIIIIIIIIIIIIIIII‘ —{> "u-"O BHT OT YJTDBRIO OS OT BJSIZBOR ZAW TI VIISIRO RO TVIIOq BO VIOITADOJ BHT BO BZUADBEI MBTZYB ROOJ RAJUOOM BHT BO SBJ BVIO VIO TVIIOR VIOITAVIITZIG EI BRUSH TVIBMBVOM ROOJ RAJUOOM BRBW NROWTBVI cIOO_I BHT BO 03.] OWT VIISIRO BO TVIIOR BHT BO VIOITADOJ BHT BO BBUADBS BSVIATZIO TBBTROHZ BHT VII QIRT BHT BTBJRMOS OT GBCJBBVI RROWTBVI cIOOJ RAJUCIOM BHT OT YTIMIXORQ JARBVIBS. 3MIH oe MOIeao an M3T2Ya cI00_I BHT BRA 2>IVII_I OVIUOBVII BHT ENVIIJ CIVIUOBTUO BJSIBBBDSA 2A VIOISBR BHT VII BABRA JJA OT I I/IBMBVOM BTIZOCICIO BHT ZUHT .SBJ ROOJ HSAB VIO e; fiIIIIIIIIIIIIIII 0“ 'I'O'EI'B'H 'I’HBMOITAOOJ am SO 32UA338_ 900.1 3HT =I0 03.1 OWT VIIOIRO TOE BHT BTBJ‘IMOC) OT OBOBBVI BRBW NROWTBVIE BDVIATZICI TZBTROHZ BHT VII cIIRT: NROWTBVI ROOJ RAJ UCIOM RBTVIBC) OVIIqq0H2 ,o IIIIIIIIIIIIIIIIIIIIIIIIIIIOIIIIIIIIIIIIIIIIII‘V. E 2 OT YTIMIXOR‘I 320.0 PI TVIBMB OM cIOOJ RAJUOOM 50 Speed The increase in speed on the Modular Loop System is not only an attempt to reduce the amount of time it takes for a vehicle to reach its destination. Also, the increase in speed is seen as an instrument for depressing the number of vehicles on the apprOpriate link types given the trip length and the desired destination. The faster one travels on the loop, the less time one must spend on the loop. The time saved becomes a by-product of the system and to some extent is seen as a benefit to some drivers. The most important purpose of the increase in speed is tommove the appropriate length trips at a constant rate throughout the urban area. The speed on the Loop System is justifiable because of the way the Loop System is set up as sighted previously. However, in terms of convenience and accessibility, time saved does become a factor and as long as the conditions allow an increase in speed without jeopar- dizing safety, then time saved does in fact become a valid by-product of the Loop System. Consider a typical urban area that has an average speed of 40 miles per hour. (For an in- tense urban area this speed is quite high but for simplicity it will be used.) An average speed of 50 m.p.h. can be used on the Loop System. A table can be set up showing the direct relationship of the two speeds given the number of miles traveled, and produce the output of time saved. 51 TABLE 5 TIME SAVED (Distance/Speed) MILES TRAVELED 40 m.p.h. 50 m.P.h. TIME SAVED 5 7 1/2 min. ' 6 min. 1 1/2 min. 10 15 min. 12 min. 3 min. 20 30 min. 24 min. 6 min. 30 45 min. 36 min. 9 min. 40 60 min. 48 min. 12 min. 50 75 min. 60 min. 15 min. The table simply illustrates what was known all along and that is that there is a significant 20% decrease in the amount of time spent in transporting from place to place. But in fact the loop is not on all streets and the loop sys- tem does not take all the vehicle miles traveled in the net- work, only a portion. By putting this increase in speed into a theoretical network, the time saved becomes valid. TABLE 6 AMOUNT OF TIME SPENT ON THE NETWORK Network In (000) 10,000 Vehicle Miles Traveled 5,000 Expressway 55 m.p.h. due to over- capacity 5,000 non—Expressway 35 m.p.h. 52 TABLE 6 (Cont'd.) AMOUNT OF TIME SPENT ON THE NETWORK Input Loop System 10,000 Vehicle Miles Traveled 4,500 Expressway 55 m.p.h. 3,000 non-Expressway 35 m.p.h. 2,500 Loop System 50 m.p.h. DISTANCE x SPEED = TIME NETWORK Expressway 5,000 55 = 91.0 non-Expressway 5,000 35 = 147.0 LOOP SYSTEM 238.0 Hours Expressway 4,500 55 = 80.0 non-Expressway 3,000 35 = 86.0 Loop System 2,500 50 - 50.0 216.0 Hours 22 Hour Difference 9% Decrease in Time This tabulation indicates a 9% overall savings in time by developing the Loop System. To carry this further, take x amount of vehicle miles traveled on the congested links of the network and put these on their proper link types through— out the network. Speed is therefore going to increase on all links and induce a percentage of decrease in time. Thus an overall decrease could possibly exceed 10%. VEHICLE OPERATING COSTS (c/VMT) 53 Not only is this beneficial in convenience and accessi- bility but operating costs are actually reduced because the automobile is running a shorter amount of time at more effi— cient speeds. TABLE 7 OPERATING COSTS 6.0 .U' o 9 o I" o 2.0 VEHICLE OPERATING COSTS ON SURFACE ARTERIALS (4.5 c) VS. : (15c) VEHICLE OPERATING COSTS ON FREEWAYS I I IS I 5.1 20 30 b O 10 SPEED (MPH) Network Arterials 4.5¢ x 2,700,000 (V.M.T.) Change to Modular Loop System 3.50 x 2,700,000 (V.M.T.) so 60 $121,500.00 Daily $ 94,500.00 s 27,000.00 54 $27 000.00 Reduction in Daily Operating Cost 2,700,000 = The V.M.T. Affected by the Modular Loop System. It has been shown that the Modular Loop System is con- siderably safer than major arterials and collectors. How- ever, increased speed has certain effects on the driver. These are: 1. Concentration increases 2. The point of concentration receded 3. Peripheral vision is diminished 4. Foreground detail fades increasingly 5. Space perception becomes impairedl Most of these reactions can be combatted because the Loop System is of a limited access design. The reduction in the point of concentration could create a negative effect. The Loop System has all the attributes of a limited access link, or expressway, except one and that is the open, straight construction of the expressway. The expressway goes from point to point. The actual focal distance changes at differ- ent speeds of travel. For example, traveling at a speed of 20 m.p.h. the focal point is a little less than 500 feet while traveling at 50 m.p.h. the focal distance of the driver is about 1,500 feet.2 The size of the loops on the system varies according to the intensity of activity in the area. Loops in the CBD, for 1Planning for Man and Motor, Paul Ritter, The Macmillan Com- pany, New York, 1964, p. 58. 2Planning for Man and Motor, Paul Ritter, The Macmillan Com- pany, New York, 1964, p. 14. 55 example, where there are many attractors and high density traffic are considerably smaller than those on the rural fringes. There will also be more lanes in the CBD loop to handle the entrances and exits of vehicles from the loop. Speeds should vary according to the size of the loop, the visual range of the driver, and the amount of volume on the loop. In the CBD the speed on the loops is 35 m.p.h. due to high volume on the link as well as activity occurring in close proximity to the driver, and the negotiation of smaller loops is required. Here the focal point of the driver will be about 700 feet and he is able to negotiate turning move- ments on the loops. As the loops become larger and traffic is dispersed and intense activity diminishes, the speed will increase to 45 m.p.h. with a focal distance of approximately 1,200 feet. Finally, speeds at the rural fringe will be 55 m.p.h. with a focal distance of 1,600 feet. This might vary according to amounts of volume and activity occurring in different sections of the urbanized area but this will re- main the general speed hierarchy. C. FORM OF THE MODULAR LOOP SYSTEM Thus far we have discussed the goals of the Modular Loop SyStem and the desired functioning on the links of the system. INOW the superimposition of the system onto the physical net- ‘VCDrk must be considered. In this section the pattern of the Mthular Loop System will be mapped out and the reason for pluacement will be discussed. 56 A direct result of superimposing the concept of the Modular Loop System onto the physical network established by any existing urban region is the division of the area into very pronounced segments. Each of these segments should be considered in terms of its relation to the region and to the environment created within each of the segments. This chapter is concerned with the physical development of the Loop System and the ramifications on the human and natural environment which may occur if the Modular Loop Sys— tem is implemented. The physical placement of the Modular Loop System on any existing network is a product of the desired movement and goals of the system. Each network must be considered in terms of its major attractors. These attractors should be pinpointed and defined in terms of their contribution to traffic on the network. If it is a shopping center it will contribute shoppers and employees and an industrial complex will draw employees who will use the Loop System to go to and from work. To be effective, the Modular Loop System must carry automobiles on the path they desire or as close to the de- EBire lines as possible. These desire lines are derived from tlle origin and destination studies explained previously. I‘hey are plotted in a straight line in the basic direction dEESired. This can be a very helpful tool in determining the loCation of the loop in the system and the direction of the f1-Ow of traffic. 57 The existing roadways must also be examined, so a pat- tern of one-way loops can be established. No traffic lights will be used on the system. This eliminates any possibility of congestion at any point on the system. Traffic may be slowed down due to the volume of traffic using the system at any one point but stopping at an intersection will not occur, thus avoiding a back up of traffic. Special design work becomes necessary at major attractor points on the network. At these focal points, separating "through traffic" from traffic headed for the focal points is necessary. This would be done by creating a secondary loop which would service this area having the number of access points necessary while maintaining a limited number of access points on the regional loop system. An area which would gen— erate enough traffic to warrant this secondary loop would be a Central Business District, a satellite town, a major region- al commercial complex that is not housed in one unit, or an employment center which has a large number of entrance points for the employees. This formulation of the pattern of the links involved in the Modular Loop System can most effectively be portrayed graphically (Figure 15). For the most part, the M.L.S. was designed to use exist- illg streets. For this reason a survey of the street network ShOuld be developed. Knowing the types of links on the net- WOrk and approximate location a logical network of links can b6? established to function as the roadway for the M.L.S. The teir-‘I‘nlink refers to a segment of roadway in a network. These MAJOR MOVEMENT ON ALL LINK IN THE URBANIZED III IIII IN I'llllllllllll." I” . MOVEMENT AROUND THE ACTIVITY CENTER C' 0"... REGIONAL ATTRACTHR ‘IIIIIIIIIIIIIIIIIIIIIU." THE MODULAR LOOP SYSTEM IS DESIGN FOR CLOSE PROXIMITY TO REGIONAL ATTRACTION CENTERS. BUT AT THE SAME TIME TRAFFIC IS ABLE BY PASS ANY PARTICULAR REGIONAL ACTIVITY POINT TO AVOID CONJESTION. FIGURE 15 REGIONAL ATTRACTORS NVIIJ _I_IA v10 Tl/IBMBVOM ROLAM VIOISBR OBSII/IABRU 3HT VII “.IIIIIIIIIIIIII 'o BHT CIVIUORA TVIBMBVOM RBTVIBD YTIVITBA oIIIIIIIIIIIIIIIIIII..."l "“I‘ JAVIOISBR 1 ROTDARTTA “‘IIIIIIIIIIIIIOIIIIIIII \ --O ‘IIIIIIIIIIIIIIIOIIIIIlllllllllllfill5' 00"» \ 40" YO \h «0‘ 3 \‘p 0‘») «(O $\,I\P‘ 9'“ <9 \> ’59 2.7“» ,IO‘O V‘IOITDARTTA JAVIOISBR OT YTIMIXORB 320.0 ROB VISI230 2| MBT2Y2 BOOJ RAJUOOM BHT JAVIOISBR RAJUDITRAB YVIA 22Aq Y8 BJBA 2| DIBBART BMIT BMA2 BHT TA TU8 .2RBTVI33 .VIOIT2BLVIOD OIOVA OT TVIIOB YTIVITDA CI BRUSIB 2ROT3ARTTA JAVIOISBR 59 links can vary from being local streets 24 feet in width to streets 48 feet wide and wider such as major arterials. Ideally, the M.L.S. would operate on higher type links, those links which are already four lanes (48 feet) wide. The major arterials are the main circulator roads for any region. Minor arterials are still regionally oriented road— ways but with secondary status. The reason for using these arteries is simple. First, if an existing major artery is four lanes wide, that is the appropriate size of the link on the loop for the conceivable amount of traffic on the system. Second, because the four lane arteries are the appropriate size and in the proper location, construction costs would be greatly reduced. This need not be true. The width and the number of lanes on the links will vary as needed by the traf- fic. Generally, four lane arterials going one way at 50 m.p.h. have the capacity for 32,190 automobiles daily which is large enough for most links on any network. Construction costs would quite conceivably be reduced to simply the cost of resurfacing and the cost of widening or right of way acquisition. The final reason for developing the Loop System on existing arteries is a lessening of the impact on the environment. Because of their nature, four lane arteries create very real boundaries for neighborhoods. If the Modular Loop System were superimposed on these corridors, the effect would be to make the boundary stronger but without destroying or chopping up existing neighborhoods. With the COncept of limited access to the Modular Loop System, uses 60 are going to have to be re-oriented or bought out. Either may require substantial capital. If there are no arteries available, that is to say there are no arteries in close proxi- mity to the logical path for the loop to follow, then second— ary roadways become necessary. These secondary roadways would be minor arteries or collectors. By developing the Modular Loop System on secondary roadways it becomes necessary to widen the corridor in order to reach a desirable capacity of the link for potential volume. This is obviously more expen- sive than merely resurfacing but still relatively inexpensive when compared to the cost of constructing new road links. A possible additional cost might occur in acquiring addi- tional rights of way in widening the road. This possibility is related directly to the urban area that the Modular Loop System is implemented in. For the right of way varies for each link in any network. Thus it is possible to encounter corridors of 50 feet, 60 feet, or 100 feet in width of right of way. Most likely the right of way will have to be acquired along commercial strip developments and at access points to the loop system. Along the commercial strip, service roads will most likely be needed to maintain the character and function 0f commercial enterprise in these areas. The second area in Which right of way is important is at access points to the loop itself. Because of the nature of the Loop System and its goal of constant circulation, intersection of the perpin- dicular form are impossible; thus, as turning movement onto and off of, is necessary and at interchanges these movements must be accelerated. These entrances and exits need not be 61 of the ramp type used for expressways but some gradual move— ment is needed in changing from one link type to another (Figure 16). Thus, acquisition of right of way becomes nec- essary for the interchange points of the Modular LOOp System. Access to the Modular Loop System should be limited. By limiting the number of access points, local trips or short trips are discouraged from using the system. By determining these short or local trips the Modular Loop System is able to function more efficiently with less chance of congestion. The access points will be determined in a regional perspec— tive. The Modular Loop System was designed as a region-wide circulation system, thus access points should correspond to those points which are desirable on a regional basis. These access points would be in the CBD, major employment centers and major commercial centers. While it is not possible to completely eliminate the unwanted trips on the system, by the proper placement of the access points a large volume of traf- fic can be discouraged from using the Modular Loop System. While it is desirable to deter certain trips from the Modular Loop System, short trips must not be obstructed from their destinations. This is done by developing overpasses at cri- tical points to allow short trips to pass through boundaries created by the Loop System. By limiting the number of access points to the Loop Sys- tem the system itself becomes safer, for the simple reason that there will be less merging points resulting in less ob- Stacles for the driver on the system to contend with. This IT IS POSSIBLE TO HAVE A YIELD EXIT ANT) ENTRANCE AT ONE POINT WHERE IT IS NOT AS LIKELY THAT MERGE EXIT AND ENTRANCE WILL OCCUR AT THE SAME ACCESS POINT THE YIELD TYPE OF ACCESS POINT IS USE WERE CONJESTION IS LOW A DRI‘JING IS NOT AS CRITICAL YIELD TYPE OF ACCESS POINT £373??? , I:I> "I O '00 o, '0 o, '0 «OIIIIIIIIllllllllllllll.’ " ’o o '0 o a" o ’0 THE MERGE TYPE OF ACCESS POINT IS MOST COMMON IN CONJESTED AREA GIVE BOTH THE DRIVER ON THE NETWORK AND THE DRIVER ATTEMPING TO ENTER TIME TO REACT THIS WOULD WORN IN REVERSE FOR A DRIVER EXITING ON A IIERGE TYPE OF ACCESS POINT. FIGURE 16 ACCESS POINTS TO IHE MODULAR LOOP SYSTEM 2| TI BRBHW TI/IIOCI BVIO TA BDI/IARTI/Ij OI/IA TIXB OJBIY A BVAH OT BJ8I220B 2| TI BMA2 BHT TA RUDDO _J_JIW jDVIARTI/IB OI/IA TIXB BSRBM TAHT YJBNIJ 2A TOVI TVIIOB 22333A 2| SVII\.'IRO A WOJ 2| VI([)IT2BLVIOI) BRBW B2U 2| TVIIOB 22333A BO BBYT OJBIY BHT JADITIRD 2A TOVI TVIIOB 22333A BO BBYT CI_IBIY 0 "‘°-.. <~ llllllllllllllllll. ‘ ...ggllllIIIIIIIIIIOIII’. \‘k’ I“. Q“. TVIIOCI aaaooA =Io 3|qu 30R3M ,o‘ HTOB BVIS ABRA OBT2BLVIOD VII VIOMMOI) T2OM 2| TVIIOB 22333A BO BBYT BSRBM BHT .TSABR OT BMIT RBTVIB OT SVIICIMBTTA RBVIRO BHT OVIA NROWTBVI BHT VIO RBVIRO BHT .TI/IIOB 22333A BO BBYT BSRBM A MD SVIITIXB RBVIRO A ROB B2RBVBR VII VIROW OJUOW 2|HT OT BRUSH MBT2Y2 BOOJ RAJUOOM BHI OT 2TVIIOB 22333A 63 will also result in some streets having to be closed from access to the Loop System. Because of the desired small num— ber of access points and the small number of connector streets over the Modular Loop System, a great deal of the streets in the network will be closed to contact with the system. The blocking of the street will be determined by its value in the circulation pattern for the urban region. If the street is valuable in terms of the regional perspective then access from the loop system will be allowed, if not, access will be blocked. If the street is significant in local circulation it WOuld probably expand the Modular Loop System. If neither Of these is the case, then the street will probably be in- ClUded in the circulation system as a neighborhood street. Traffic flows, O-D studies, desire lines and traffic assign- ments determine these. The capacity of the Modular Loop System will Obviously vary . The larger the congestion and volume of traffic the wider the link of the system (Figure 17). The capacity Of the system will be considerably different on the urban fringe than in the CBD. However, for simplicity's sake a relatively Co“Servative capacity was used so that when the theory was testled on the model of Genesee County the link type could be diSCerned from the rest of the network. At the same time, giVen a base capacity, a relationship evolves between the limits of the link in terms of physical restrictions, and actual volumes attracted to the loop. Base capacity was es— t ablished by the number of lanes on the link. For the Loop . O .‘ Q Q THE SIZE OF THE LINKS MLL VARY ACCORDING TO THOSE AREAS OF THE REGION WHICH HAVE HIGH TRAFFIC VOLUMES- I MAJOR LINKS IN THE NE TWORK- THE NUMBER LA NES USED WILL VARY WITH ACCORDING ’ TRAFFIC ASSIGNMENT. ¥ I I T . .. .waAL LINK- THE TYPICAL LINK FOR THE MODULAR LOOP NETWORK IS FOUR LANE (48 -0 ) 0TH - WITH A CAPACITY OF 32.190 AUTOMOBILES DAILY. x MI VOREL'NK - THE SMALLEST LINK IN THE MODULAR LOOP SYSTEM WHICH WILL OCCUR IN LOW E' L DESIRE AREAS, THE WIDTH OF THE 30' ~ 0" 21»; LANES FIGURE 17 LINK TYPE O BVAH HDIHW VIOISBR BHT BO 2ABRA B2OHT OT SVIICIRODSA YRAV JJIW 2)|VI|_I BHT BO BS|2 BHT .ZBMUJOV SIBBART HSIH I I _ I — I SVIIORODDA HTIW YRAV .I_IIw 032U 23VIA_I RBBMUVI 3HT ->IFIOWT3VI 3HT VII BNVIIJ ROLAM .TVI3MVIOI22A 3I=I=IART 3HT 0T ("0 - '8IS) BVIAJ RUOB 2| )IROWTBVI BOOJ RAJUOOM BHT ROB )WIIJ JADIBYT BHT - )IVIIJ JADI‘IYT .YJIACI 2BJI80MOTUA 091.35 BO YTIDABAD A HTIW - HTOIW VII WOJ VII RUSDO .IJIW HDIHW MBT2Y2 BOOJ RAJUOOM BHT VII NVIIJ T2BJJAM2 BHT - XVIIJ ROVIIM 2BVIA_I NS "0 - '08 BHT BO HTCIIW BHT .2ABRA BRIZBO WOJ .BMUJOV YT BRUSIB BBYT )IVIIJ \ 65 System a base of four lanes was used, moving in one direction at a speed of 40.m.p.h. Each lane was figured as 12 feet wide. These base figures resulted in a conservative capacity of 321,900 vehicles per day. Obviously some major arteries have Inore than four lanes and the speeds are higher but this figure: does serve as a basis for formulating the capacity of the Imaop System in relation to the existing network. (Again, construction costs are going to vary given each PrOjeczt. But there are some figures that will aid in deter- minirlg the cost of implementing the Modular Loop System (Table 8) . The effect of implementation of the Modular Loop System on tIIe environment of the region must be considered. Given that- the Loop System is a regional circulation network the ProtwlenIarises of developing the system without having detri- mentaleffects on the environment. There are two good tests for these effects on the environ- merlt ; these are noise and air pollution standards. Noise p01-lution is discussed in terms of decibles. The noise fac— tor of an automobile going by is about 60 decibles. For the maSSiive scale of traffic on any one link of the system, the noiESe would be considerable. However, by developing the Loop Systlemalong predominately commercial streets the effect on residential areas is restricted. By developing the L00p Sys- teal, traffic is drawn away from local streets thus lessening Iflle pollution effect on the majority of the environmental areas f OrrRed by the links of the Loop System. 66 TABLE 8 CONSTRUCTION COSTS PER MILE (in $1,0(D's) NOTE: These are average prices per mile. If unusual conditions exist, adjust accord- ingly. TYPE (3F CONSTRUCTION AMOUNT Widen and Resurface to 24' $ 130 Widen to 5 lanes 500 Widen to 6 lanes 600 Widen to 6 lanes divided 650 Reconsstruct to 24' 290 Reconestruct to 5 lanes 650 8 lanees divided 1200 Widen to 48', Resurface and C & G 400 WidED» to 5 lanes with C & G 650 Wider! to 7 lanes with C & G 900 48' Pavement with c & c; 600 ReCOUStruct to 5 lanes with C & G 750 RecOI'IStruct to 7 lanes with C & G 1000 2 Lanes @ 24' with c a. c 775 2 Lanes @ 36' with C E G 999 7- Lanes @ 48' with c & c; 1250 Freewoay 2 lanes @ 24' Rural with Struct. 1150 Freeway 2 lanes 0 36' Rural with Struct. 1450 Freewoay 2 lanes @ 24' with Structures Urban 2000 not depressed Fre‘avray depressed 2 lanes @ 36' 4100 w/out Ser. Rds. Freenaay depressed 2 lanes @ 48' 4900 Freeway depressed 2 lanes @ 60' 5700 Rest Area 400 Dual'—Dua1 4 lanes @ 36' depressed 13100 Inc. Sewer FrFie‘Jay interchange, Rural with Freeway 1900 FreElway interchange, rural 1100 UIF’aII Interchange (2 depressed freeways) 25000 66" 'Tunnel Sewer 628 32x 'Tunnel Sewer 675 92" 'Tunnel Sewer 1050 'Tunnel Sewer 1268 $02.. Tunnel Sewer 1400 reenday lane widening with interchanges 950 FreeWay lane widening (no Int. imp.) 340 gua1w~Dual Surfacing 700 2 Juarle depressed surfacing 625 R .‘atie rural freeway surfacing 250 Ra13~road Bridge 80 /sq. ft. Uivei~ Bridge 40 /sq. ft. [JIdEEr or Overpass (Urban) 35 /SQ- ft- nder'or Overpass (Rural) 25 /sq. ft- IL::€in,Service Rds., Utilities and Struc. 5000 U 8T1 Service Rds., Utilities (No struc.) 2200—3000 Frban Depr. R.0.W. 3500 Dual-Dual 6,000 rQQWay Bit. Shoulders 32 67 Air pollution is also reduced in the areas formed by the Modular Loop System as more traffic is concentrated at the peripfliery on the links of the system. Consider the three major' emissions from the automobile; monoxide pollutants, nitro-—carbon pollutants, and nitro-oxide pollutants. Of these ‘monoxide and nitro-carbon have direct relationship to the Eifficient use of the automobile. Given a car running at an annarage speed of 25 m.p.h. the pollutant emissions from this car are considerably greater than those of a car running at a speed of SO m.p.h. Thus what is taken into account is the aacceleration and deceleration relating to a constant Speecj such as 25 m.p.h. For acceleration, idling and deceler— atiCDTl are where pollutants escape on a large scale. If it is POSEBible to drive at a constant relatively efficient speed, pOJ-IIJtion emissions of monoxide and hydro—carbon will be re- chlcetd. Nitrogen, on the other hand, is emitted in direct reldation to the number of vehicle miles traveled on any net- ‘NDTTC. Thus it seems logical to assume that nitrogen pollu- tanlls will increase given the nature of the Modular Loop Sys- tem . The Modular Loop System can function as a tool in estab- liShing further land use that can reduce negative impact on the environment. Because of the nature of the system limited aCCeess is desirable. If appropriate use was made of pinpointing desirable land use for certain portions of the region by having a ‘Bitrculation system similar to the Modular Loop System, growth ir‘ tlhese areas would be assured. By opening only those areas t . . 0 access to the Modular Loop System, this can be achieved. 68 Here the system could be used as a tool for insuring desirable land use and if the appropriate government body uses this tool wisel)7 a pattern of desirable land use with little impact on the erivironment could occur. Because of the limited access to true system cities can develop entrances where they see fit, becausse they construct the roads. 'The areas bounded by the Modular Loop System will create types of environments for each area. The environment in each area Taill be determined by the land use functions in the area. The Eireas are "the rooms of the town; they are the areas or group>s of buildings and other development in which daily life is Ctirried on, and where, as a consequence, it is logical that- a good environment is of great importance"3. The sizes Of tlie areas will vary according to the function and the land use in the area and the placement of the logical routes for the 'Modular Loop System. The regional circulation pattern ShOIJld be of prime importance but not at the cost of a viable funCtional environment. \ 3 lIliftffic in Towns, Her Majestys Stationary Office, London, 963 44. 9 CHAPTER III SIMULATION TESTING OF THE MODULAR LOOP SYSTEM CHAPTER III SIMULATION TESTING OF THE MODULAR LOOP SYSTEM To determine the validity of any proposed alternative network, that network must be tested. In urban transporta- tion planning, simulation is the dominant procedure of test- ing and evaluating proposed alternatives. This simulation is produced through computer models which simulate situations in the future for any locale. This is done by inventorying the existing situation in the areas of land use, traffic move- ments, actual traffic counts, population, dwelling units and employment data. This is then forecast for some point in the future. To maintain their accuracy and efficiency these models are constantly updated. The Michigan Department of State Highways provided the resources necessary for testing the Modular Loop System alter- native network. The Modular Loop System was superimposed on the existing network and a committed network for the city of Flint, Michigan and Genesee County. An existing plus committed (E+C) network is what the street system looks like at the present time, and in addition any improvements to the street system which have been approved for future construc- tion. An example of this would be the construction of I-475 in Flint. This construction has been approved and despite 69 70 the fact that it has not yet been completed, it must appear in the model. Once the alternative has been imposed on the E+C network, projected traffic volumes are assigned to it. Once this has been accomplished a comparison can be estab- lished between the alternative and the E+C network, thus presenting how the alternative effects the future traffic patterns. All of the figures used for the E+C network for Genesee County are computer printouts of data compiled through the simulation modeling process by the Michigan Department of State Highways and Transportation. This is true for the pro- posed alternative network, the Modular Loop System, as well. All of the comparisons and evaluations of the Modular Loop System network were formulated through procedures and tests by which the Michigan Department of State Highways and Trans— portation evaluates proposed network alternatives. A. BACKGROUND Genesee County is located in the mid—eastern portion of the State of Michigan. The population of Genesee County is primarily situated in the urban area surrounding the city of Flint. The projected land use configuration in the 1290 Land Use-Transportation Plan can be characterized as a con- trolled trend type of plan. At present industrial and other high density uses are located in close proximity to high level transportation facilities. "The high density policy is an extension of existing, market induced patterns of 7l location in the area"1. The impact of this type of land use allocation on the freeway system and major arterials through traffic forecasts is represented by serious capacity defi— Ciencies (see Figures 18 and 19). Any highway oriented solu- tion to the projected demands would have to meet two criteria in order to provide the necessary relief. 1. New facilities must be of a functional class sufficient to provide a viable alternative to the congested freeways. 2. The new facility must be located in close proximity to the high intensity generators served by the congested facilities in order to relieve the congestion.2 From this, one must logically conclude that the optimum solu- tion in terms of further highway construction would have to be adjacent to, above, or below the existing freeways. Loca- tions even one or two miles away provide far less benefits for the costs incurred. Because of the restrictions regard- ing location for highway oriented relief, and the unrealis- tic costs that would be incurred in the acquisition of the land which is optimum, other solutions must be explored. To date, two other alternative street networks have been tested. The first involved increased capacity of var- ious major arterials by increasing the number of lanes avail- able on that particular link in the network. By doing this no significant decrease in congestion was obtained. The ex- pense was about $38,000,000. 1"Position Paper: The Unified Work Program for Flint/Genesee County", Michael D. Eberlein, Michigan Department of State Highways and Transportation, Lansing, Michigan, August, 1973, p. 10. 21bid, p. 11. CAPACITY DEFICIENCIES I II . I ' \I' III I FLINT ”III _ BI I Refit I I. - II!“ I . . \, 1:; ‘ ----- = IOO-I25% 'C — : I26—|50% -g- F! 92813.119 1 y_ 2 ISI + C dBIDI/IBIDIBBG YTIDABAD TI/ILIB I I I ‘/ '5 d’CSI-OOIZ' ------ hoe-ase— % S +ICI‘-‘- I «AM ‘6" nu» II (It-VII” ! O '- Ul .r. ‘N nII' I “Ir-I" , f . : 3 i 5 :~ I I I? 2 ; i I .-. g .5 3 IA\I'!"-. I I‘ (lHI‘N I .I \l"" j Nflou “Award" 1‘ I 4"“, - S "r.“ E _. . , 5‘. ‘: .2 a, . .-I I * \ .3 I c . ‘9 D M ’ i ,5? it,” «"9 f) ‘ I 3 — H/ fl ‘\. / / “In-x 4' f I J“ I ; 'e I 4 ‘4!“ «4‘ i g 3 . ;' 9 ‘ d 3 ‘1‘!" 1n. ‘V~"C.I (mm Ira. ‘v'vou —-1 I add CAPACITY DEFICIENCIES EIPURF .18- ...... : IOO-IZS — 2 IZS‘ISO .5 I5I*./o C 1 1C “ceel EBIJI‘IBIDIBBCI YTI DABAD 3§ESPOOI=I—_ ...... l oaI BSI: e\°+Ia| - ___________ I BAH —.—.—I— I ' [FIGURE 29 ”j 033733“ M3T3V8 ‘Iocu HAJUCIOM RAJUCIOM 530! CA!“ 3"" u VJIRAOVIODBZ Baum .IAOIOOJ OVIA MBT2Y2 qooJ E 9AM i 0.. I... I‘... lat: I C l I O I C I ‘Q 0 ID. .0".- ‘5‘“ ‘\\'\I\\~H ~‘N‘N‘M. 76 The second alternative, ultimate system tested, if im- plemented, would cost $600,000,000 and showed less impact on the congestion problem than the Modular Loop System. The ultimate alternative is a highway system which is in I direct relationship to the existing plus proposed highway network. Both of these alternatives failed to relieve the deficiencies to a substantial extent. The Modular Loop Sys— tem was then tested. The results are as follows. B. PHYSICAL FORM Figure 21 portrays the physical adaptation of the Modular Loop System onto the urban region of Genesee County. In determining the pattern of links in the Modular Loop System it is necessary to consider the physical location of I desired destinations for shopping, employment, etc. in the region. Figure 22 and Figure 23 present the location of major attractors. The Modular Loop System was designed as a service network connecting these regional and community facilities to all parts of the urban area. It is assumed that the central core of the city of Flint is the hub of the urban region for Genesee County, thus the Modular Loop System emanates from that point. If the Modular Loop System was to be implemented on the 1995 committed and existing network for Genesee County there would be tremendous changes made. The benefits and drawbacks of the MLS alternative solutions to the problem I become clear in such a way as to judge the merit of the MLS I as a viable alternative. IIAI: CRITTERS FOIRAITIRBWZ‘TNGI‘REGTOITMMOUW'GM - VYMENT CENTERS FOR URBANIZING REGION OF GENESEE COUNTY S Colo-100...... I" '* I “IV OF FLINT up... ’ ..g 0". 2 O O 3 O 1. z I Donal-I” . I ‘1 .f ”coo-001.} :’ LIOOOOIOJ O '-.".Iua:k.. I holoooooooaol... SI «I II COMMUNITY SHOPPING CENTERS . FIGURE 22 “TM YTVIUOO BBZBVIBS BO VIOISBR SVIISIVIABRU ROB 2RBTVIBO JAIORBMMOD ROLAM RBTVIBD SMI‘I‘IOHZ JAMOISBR TVIIJB .TDIR ZBMIZUB JARTMBD * 2RBTVI33 SVIHBOHZ YTIVIUMMOO a RAM ORK FOR THE URBANIZING REGION OF GENESEE COUNTY. W0 . WYMENT CEN ERs FOR URBANIZING REGION OF GENESEE mum CITY OF FLINT .—-.___ .n- .... .-_-_z_-II‘ VTWJIU BBBBMBO BO VICTIDBR SVIIXIVIAEIRU ROB 2RBTVIBS JAISRBMMOD ROLAM YTVIUOO BB2BVIBS BO VIOISBR SVIISIVIABRU ROB 2RBTVIBD TVIBMYOJBMB ROLAM R BTVIBD SVIIBBOH2 JAVIOISBR TMIJB .TDIR . 2BVII2U8 JARTVIBD . -:x. $121.?» '-" 4'"- ‘3‘:sz w BRETT/I33 SVIIBBOH2 YTIMUMMOS a RAM "COULAR LOOP NETWORK FOR THE URBANIZING REGION OF GENESEE COUNTY, MICHIGAN CITY OF FLINT . LAR LOOP NETWORK FOR TIII; LITY OF FLINT. I-IIII-HI<’..AN MAJOR COMMERCIAL CENTERS. FLINT MICHIGAN N‘AJOR EMPLOYMENT CENTERS. FLINT MICHIGAN .Iooo..~' g z' , E 2: ,3 g 'f: l .- ............. d-I o....o...uoa--o‘coo‘::}oonuo 5... z : -..4. 3 r LN“ ....... I“... , I....-I-..I..ICOI. “l6 IONN~ SHOPPING cENTE . FIGURE, 23 HAOIHOIM TMLH .EHBTHBZ) JAIDFIBMMOD ROLAM I3TM33 DHMOHI YTMUMMOO 3|FIT2IC1 azaméua JAaTnaa '3TVI33 OMI‘NOHZ JAVIOIQBE - NETWORK m THE cm OF My MICHIQAN EMPLOYMENT CENTERS. FLINT MICHIGAN o .I no. .0 .n-co-u-n-u.... ‘0... I ‘onouloooo. -\ ..puu 5‘:- r- ‘J H-‘IJI .EHJTVIBD JAIDHEIMMOI) FIOLAM MADIHDIM TMIJ? .ZFIBTVBZ) TVIBMYOJ‘IMB ROLAM RSTMBD DHI‘NOHZ YTWIUMMOD ‘ 3 amTan aaawaua JAHTMZ‘I Fl 3Tm33 amqqoua JAwo|93 MODULAR LOOP NETWORK FOR THE CITY OF FLINT, MICHIGA III-IIIIII.. I I ; I I .IIIIII. . . . I I I . . I I : ' I . . I I . I I . I I I I . . I . . I . : I . ' I . . I . . I . . ' I I I I I I : I :..-IIIIIIIIIIIII 0.... I . .. I . . I . . I . . I = ‘ I . . I : .. I . . : = :l... I I : .. ... .....I I . .. . . : : I ’. : I . .I .. . I . . . . III-6 ' I . . .J.I‘IIIIII..Iu.IIIIIIIIIguIO"".....- 0‘ I ‘. : mm" I O . .. ' I . .. . . ' I . . , I g .I g. : I = : .‘ : I . . . . I . . ‘ . I . . . . I . o . . ' I O . I. . o . . O I I. . . . i . I I . ' I . I . .. I I . : ‘ . : = I. I. : : .I-IIIIIIIIIIIII-I: .gjfllliii-IIIIIIIII‘: o’IIIII : : : l I E .' . . : . I g . . I . . . . I . . . ' . ' I I ' ' I I . I I I d‘ I I . I I .0 ' |I . I I . : S. .-' = I ‘00}... ::' fl .0. '0‘. I 0. ...o .I’ °: : ... : I .0. . O l I. ........ .....I..-‘. {'. I. .. .9. .. .--.. . . . \ .. III-II. : . .0 . . ... ...-.-...IIIIIIIIIIIIIIIII-III. I. .. ‘.‘. I. ‘ ......IIII : ‘9 .‘ ..I ..O 0.. III'. .. . ‘. .. . ‘ .d. II ‘ . . . .. . I : \" .'r .0. ' I °. 2 .90. 01.. .0. .......-..IIII-IIIIIIIII-I-I I I'.r. .... 9...".'.III.....IIII .0.‘ I .0 ”HIIIIIIIIII- 0’ . .I ." .III.ICC-IOCIIII-UDCIIIIII-II...'. . ‘.'O ‘ . I O I I ... ......-..IIIIIIIIIIIIII.III-II-II-I-IIIIIIIIIIIII-I- I - I ' I ' I ' I ' I ' I I I ' I ' I ' I ' I I I . I . I . I . I ' I . I I I ‘I. ' I I I o. I I I I I I I I I I I I I I .III’ C. VIEHICLE MILES TRAVELED .A good test for any alternative would be the reduction in \Jeliicle miles traveled. By being able to reduce the vehi- cle 'miles traveled the network could conceivably function more: efficiently. To do this the alternative solution would haxna to do one of two things or both. First, the alternative w0111d have to make access to major attractors in_the region nmrre direct than the existing plus committed network. This WOLlld incur great expense in the acquisition of land for twaadways and for relocation purposes. The loop system does ntaither of these. It uses the existing network as a base, siJice the existing network already services major attractors. The second way in which vehicle miles traveled could be re- duced is through a reduction in actual number of vehicles on the network, through transit, car pooling or other means of reducing the number of vehicles. The Modular Loop System deals with problems on the physical network and any reduc- tion in the number of vehicles would also enhance the effi- Ciency of the modular loop system as well. The data obtained by the model illustrates an increase in the VMT if the MLS were implemented (see Table 9). An increase in vehicle miles traveled is not surprising. Given the design of the modular loop system with its characteristics of limited access, its one-way directional flow, the use of existing roadways in the network for close proximity to major attractors and general proximity to residential areas, the vehicle miles traveled is bound to increase. It should be 80 notezd that the increase in VMT on the Modular Loop System coulci be conceivably reduced by looking into alternative road, paths for the system to follow. While the total VMT dixi, in fact, increase, it is more important to analyze the cornponent parts of the MLS. Because of its characteristics it 'has become desirable enough to attract VMT from congested exmbressway systems (see Table 10). Approximately 571,000 Valiicle miles traveled were diverted from the extremely con- gessted expressway to the Modular Loop System. What is even UKDre impressive is the knowledge that the existing express- Vvay is over capacity in sections but is not in the severe Ibroblem stage that the committed expressway network is, and it is from here that the Modular Loop System diverts most (3f the VMT. In fact, 15% of the VMT are diverted from the Over capacity committed expressways to the Modular Loop Sys- tem The impact on the rest of the network is not as clear in terms of diverting VMT from minor and major arteries. This is because the Modular Loop System is superimposed for 92 miles of the links in these particular link classes. How- ever, by knowing the VMT for the existing and committed 1995 networks and the VMT for the MLS alternative in each of these link classes, and the actual miles in each class, and how many actual miles were not used in the MLS, a relationship can be established. This would be done by finding the relationship of the old VMT to the old actual miles, and the new VMT to the new actual miles. The difference of the results would 81 TABLE 9 VMT EFFECTED BY THE MODULAR LOOP SYSTEM FOR THE CITY OF FLINT, GENESEE COUNTY Modular Non Loop Expressway Expressway Total Existing + Committed Network 0 3,957,000 4,629,000 8,586,000 2,106,000 3,486,000 3,302,000 8,894,000 Modular Loop System Difference of 308,000 VMT Increase of 3.5% (VMT) TABLE 10 EXISTING + COMMITTED EXPRESSWAYS FOR THE URBAN AREA OF FLINT Committed Expressways M-78 Total Expressways Ramp 1-475 440,000 1,066,000 1,224,000 3,957,000 $1995 Network 1,227,000 MOdular Loop S5rstem 1,146,000 401,000 866,000 1,073,000 3,486,000 IDi-fferences 81,000 39,000 200,000 151,000 571,000 12% 12% Z IDecrease 7% 9% 19% 82 be the percentage increase or decrease the Modular Loop Sys- tem would have on each link class (see Table 11). TABLE 11 EFFECT OF MLS ON MAJOR & MINOR ARTERIALS 1995 E+C NETWORK MAJOR ARTERIAL MINOR ARTERIAL VMT (000) 2131 2408 Actual Miles 275 320 Result VMT/Mile 7.8 7.5 MODULAR LOOP VMT (000) 1819 1654 Actual Miles 251 274 Result VMT/Mile 7.2 6.0 Difference in Z Decrease 8% 20% The Modular Loop System has effected the minor and major arteries positively, as well as the expressway by diverting VMT on to the loop system thus reducing congestion for these links of the network. D. TRAFFIC VOLUME The Modular Loop System alternative was an attempt to reduce congestion on heavily traveled links in the network. 0‘1 Maps 7 and 8 the increases in volume on links of the MLS Ciarl be seen. These increased volumes on the links range from a. Ciecrease of 8,000 vehicles daily to an increase of 81,000 83 vehicles daily. The three places that incurred decreases in volume of traffic are on the northwest loops on the Linden Road, on Beach Street in the CBD of Flint and on the Dort Highway by Boulevard Drive. Two of the decreases, on Linden Road and Beech Street, occur on the only two links of the system that are two-way. It is understandable that these two links might incur decreases given the change in link type, etc. The decrease in traffic volume which occurs on the Dort Highway is somewhat of a mystery. The decrease occurs at an important intersection of two of the loops in the system. This particular link in the system decreased from a volume of 13,500 to a volume of 5,505. Given the location and the large decrease which occurred on the system, further analysis should be made. A few characteristics of the loca- tion might shed light on this occurrence. North of the link of the MLS in question on the Dort Highway is an interchange with I-475. This could possibly account for the large in- crease in traffic volume at this point. South of this link on the Dort Highway is another large increase which is due to the Industrial Complex on Dort Highway. The direction of tihat particular link on the MLS may be wrong but, whatever CIIQ reason, this particular occurrence on the MLS should be arlalyzed further. At the other end of the spectrum, the MLS was so desir- al3].e as to draw an additional 81,000 vehicles daily on Saginaw RWDEad north of the CBD. It becomes obvious that improvement t5) North Saginaw Road on a large scale is needed, possibly the MLS. 84 The rest of the links fall between the perameters set forth by these changes in volume of traffic. For the most part, the MLS has attracted large quantities of traffic from other link types in the network. This relieves the conges- tion on the other links in the network (see Figures 24 and 25). E. TRIP LENGTH For the Modular Loop System to function effectively it must divert not simply trips but intermediate trips from the expressways and the major arteries thus setting up a region- al network of facilities to function in a heirarchy for specific length and purpose. Figure 26 illustrates the change in the average trip length per link on the expressway system in the urban area of Genesee County. The changes are seen by comparing the 1995 network average trip length to the resultant average trip length of the MLS. The change occurs as an increase, a decrease, or no change in the trip length. For the expressway system to function properly it is assumed that the average length of any trip on the system sshould be longer than on the 1995 E+C Network. The express- ‘Vay system was designed for through traffic and not to be CC>ngested with regional or local traffic. The MLS does in féict increase the length of the trips on specific links of tlle expressway system, particularly for I-475 where each link has increased substantially in average trip length. Figure 27 presents the average trip length on the links 0-f the Modular Loop System. For the most part the lengths ll! 5mhm>m mac.— m<3ac§ mrh no zz_._\m§:._o> 8:5: ._<:Hu< 2. mwz oil/4E 80 E i 3552:. . I . I 5.... I . I . I: 36‘ on \ 5. m2340> oil/Eh z. 3553 113......353... ‘ O ,. I‘ s 0” \ ‘9 ‘ \‘\ fi §§ \\‘ \v ‘Q a. ‘\ ss - ~ § :5. ss l:==.l . I . I I ~ ~ ~ 5 ~ ~ ~ 0 s 9'. Illq § §§§ ~: I I I ~ - \\ m \ I.’ . m I. . I .1 \O. ~ ’~’ ’s nun-Inn. I m..—..........:. ’1” s’s --~3-~ . 0.. -~====== ~s~ s ...=:... 1 . I . I . I . I . I f. --s M ~~.3:=..=..::.n lulu-lullIlluuunlllll i-I-l- “f +24 “FIGURE- mu 5 .1 IIIIIIIIIIIIIIIIIIIIIIIII’ m tun-3.3.2.225 I 000 .33.:- m I .I.I.I.I.Ifl ooooo 0% m m Oooo oo ooo........-.=$ . .0 m u ‘0 0000000 no. u u o 90 _ nun-unusuuonuononunoofl * \’ n m o‘ 0‘ u o s 3:33....-=====-u=-=.33....3233-3! o‘ ‘ - u ’ u ‘ o .. u u ‘o ‘ I u ’ u o: I o o u ’ n 0" ‘ I I 0 .0 .O . u I 0000 I n l a - a I I 000 coo-IE ‘ ooo 5:2...- . I . I n s... ..... I W 0000 m .. 0\w.. u u . .\ u:c..o< 2....)3 s. 33:80 VICIQI». inc-I .. o gn5< 033).: 08.3 . _ w~>wnu§l . I . I . 1’4. 80.0» . 30.2 .. 3.332....- ooobm . 50.3 2 III... 2 .. ac . 39cm .. I :III.I.I.IJ I'd-Innnd- I; ‘5 a; a a0 ii'< 23):... 52.2.0) I. 3.328 V cIAM m I“ 3““ 0’04 ‘ O o '0" 5'. ““uIIIIIIIIIII- I - I - I ’0‘ II ‘3 3 5 .3 .. . - I'I'.. ““‘ I “‘IIII|III|a:...§ r,“ """llIIIIIIIIIIIIIII ““ I ‘. OII IIIIIIIIIIIIIIIIIIIIIIIIIIIIII FOR THE MOST PART VOLUMES OF TRAFFIc HAVE INCREASE DE SUBSTANOIALLY 0N LINKS OF THE MODULAR LOOP SYSTEM. FROM THIs IT BECOMES OBVIOUS THAT THE I I I I I I I I I I MODULAR LOOP SYSTEM HAS DRAWN TRAFFIC i Ql-II-l-I-I-l F ROM THE OTHER LINKS IN THE NETWORK. Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q s‘ Q mmm DECREASE IN TRAFFIC VOLUME l I - I -INCREASE 1 - 10,000 TRAFFIC VOLUME lllllllllll " 10.001 _ 20000 H n I““ " 20,001 - 30,000 " ” _ " 30,001- UP " " cu "‘35 "‘ ACTUAL TRAFFIC VOLUME/LINK 0' THE nonu $an or Funny“ LOOP SYSTEM III THE CENTRAL £199.33- 2 5 I'm“. “a”. ‘ ’s ’ s“ ‘s ' - . - . .mlluln. 3 ”Inn...“ : a... .5 . E x". - 5 .w‘ .: IIuIIIIIIIIIIIIIIIIIIIIIIIII" OIII'IART no 23me THAI now an 301 ,nmanam awm RAJUOOM IHT ‘50 mm no YJJAIOHAW -.M3Tzva I001 JIHOWTSH BHT HI ”MU IJHTO BHT MO” I. \‘u 3MUJOV OHQAHT 5M 3“!“330 “. EMUJOV DI‘HAHT 000.01 - I BZABHOHI- I - I I .. .. 000.05 . 100.01 w IIIIIIIIIIII u H 000.08 . 100.0: " ' 7..-. " " ‘IU - £00.08 a . — XIIJUMUJOV IIHAHT JMTOA II 33“” JAflTflia BHT II MBT2Y2 1001 HAJUOOM 3|” ‘0 TIIH 10 ill“ JHT TAHT IUOIVIO ”H033. TI BIHT MOI‘ . Sl‘ufl'l' HWAflO IAN WI ‘00.! ““100” ' Z. m2< Z. me< ” w I 0<¢m>< z. owm<3mmm¢axw NIF zo muzuh. CUPCOIM Z. ZOE-ODOWM. ( 2 Dug—U) mm 240 ”mam-OZ. m.I.—. .ONQNCOZ. .Fd‘a PmOE NIP fic....— m< ‘I““““\ . .r 2.42 ,__._z....im..._o $8 .2523 ms.— >Fz=3 $3sz .5555 >< 3 m5 5: 2.2.5.523 25 ummnmmm ” . . u _. flfiuflémw u:.—. no“. xEBIudSmL £14. mu>au< {HS—=5 wuuwswu .3u4NE~Nmmaxm m4; «4.: ”"“‘l A a .wscurwo 9.8 $350 It YEN?) s. om~>mmu§ m<>1 ._.>.._... ~xs_._| ‘ 13:”... £3 {Susy s. 38$..qu m<>1 «>14 wxs... . I . I. I ‘ 13:“... £3 ‘ _. Hts my: 3335: u<>... .514 ~33... 1.... . 1...ng £3 uo>nw<> ‘ Q cIAM 1“ (I‘I‘I‘a I - I 02.05000 0. ..¢<.. .50.). 0.... 00.. .2055 .00.. 53300.2 0.... bib 030500 003.0000 .2 5.0.5.0: 01h 00....00: 07; .5. 02.0.00. >0 £0.96 .00.. 05300.2 0.... >0 0022.00 02.00 05.. 1.020.. «0020... (.00 0...... 009.0002. 0).? 20.5.6 .00.. 53:00: 01.. .00 9.2... 0.... 20 0.....020... as: 0...? 5...... .50! 0:... :0. I. 1.020. .5... 00(00):. 8. 00040002. .23.. .._.0 0000 45......00 0.... 2. 10.5.5. 500. «(4:00... 07F 00 9. .- 759de 0...... 0G<¢0>< >PZDOU mummzmmv KO“— ma.¢._. ONFZMF—O >JJ(ZO-0w¢ NIP 2. 032m 0...... 002.520.. 0><... #5.» 9.231“... EGZMJ 5th. w0§w>( Z. Oman-Omn— w>(1 .53.... 92.1.. a | a I . 15.0sz nib. U<¢w>< Z. Owgwmoz. w>h2=00 mummZmG .Euhm>w EGO.- m—(JDDD: W25. Cfiu— v—Z-n—\=.—.GZW.- t-Ch. WU< 27 LFlQURE “"'.- I o ' " 0 3).:003 3.3. no”. 85.71.65?— .53 w0>am<> 5.5.50 wwwwsmu .gmqm<« ac?— .. H I . I. I . I . I I-I-f-I-I 0)..0<) 3. 0090003. 0<).. 4).... 00......I 14030. .34 00)00<) 3. 00000000 0<).. 4)...4 00......l . I . I_ 14030.. £04 3. 0:)0 0:4 003.)...00 0<).. 4)...4 0:3...IIII5 14030.. n....4 00)00<) Imdm<~ 000.. ntCOO-s m1... JO N83 .13...» 00 0:00 Lgdxwu g... S. 14080.. 0.3.1 WD>nNm >m BOO... E.—._.2_XOEQ ”moi—U Z. U¢< Dmm(UEUZ_ w< NI... IU-Ig mv—Z_|_ NI... .U_u.u.>OF .FZN_EO ND 0... m>OZ WXZ_J mmMI... .OMm< z . _ a 0.2% 0.... 002220.. 0>< Z. Qmm< 2. 000.0002. 0>I ZDOifimS SDMIC fisw.30 mm 04. DDwAAD <n._.. L>UCL on><<04 £_n._‘ WO>3U<> NIA. 10.1.2 NXS—L mId meLU S. w!) OMNDUEUQ: N)... IHOSWL :w4m< ~ ~ I~ \ .I-.I*I.I.I..I.I.I.I Idvswu. as... 1‘ ‘ mo>nm<> x. 0353:. w<>1 «>14 8.3... I ‘ 5:qu m<>I «>14 9.5... u . I . r mo>nm<> 5. 0mm :35. £3 1! 2:5 m5 852,3» m<>1 «>5 8.x... ...... . w :35... £3 mv>nm<> s. "““‘ . h _I‘-“" ! J“‘ll-I-I-l- —“V|hlul-..i,_l .I.'.'.r.l.l.'.a_i~’~" . _ ~'§ ‘ -IFl-I- [I l VII . . . “ . "””""I— / m \’ Q’s — § I § -l-I-§I+ I """“‘1 K-I- a' a I I "”"“"fi h 7"“ ““"" . vnnuoa aazanaa n W )iHDWTEWI VIABHU )il/IIJ\HTEJM3J ‘IIRT BBARHVA 91 oma Hq com 0 ma Hmuoe Emummm @004 umaavoz N 00 man umm musom ooo.©H ma ma w 0 ma mm mm m am e mm mm ma OH 0 0H mm mm m om m mm 0H a w m o m c m N H o xmzmmmuaxm mxcHA mucuumaaoo Hmflumup< Hmfiumuu< mxmznwwm @HOpucmo “OCHZ “ohm: vac mxbom mquHmm> NH mqm .313 unmov- 'r'“'"" 1995 E . c nemonx Accesssetmv mt’ MODULAR mop 5mm 1.ch " "FIGURE 29" “W”: ACCESSIBILITY UF GENESEE COUNTY FRCM I I I u I u I I I I I I I I I I u I . u S "..IIIIIIIIIIIIIII'..II...‘I“ " T o I I o. I M o n I u L E 5‘ W" ”IIIII " V- A ”III. n" .IIIIIIIIH ”IIIII " T I“ " I-Io " n In T ‘0 u u " "IIIIIII m I F v u u u n H mm 0 .. u u . n u S S on u I u I I 5 an . _. u n ... u N... m .n u u . u .. c E IIIIIIIIIIIICO ‘IIIIH "Ill-llllfilllllfl HIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII‘ II A T u .. . . . .. K . . . u u .. R N I I I II n II rIIIIIIIIu " II 0 . . .. u .. W D. u .. u u T B o I o I E . .lIIIIIIIIIIIIIII. .IIIIIIIIII 'IIIII 6L " 00 .I I... M m N I .- I I I m n n u s. . u c II S I I 'IH I 'IIIIIIII“ I + I. E. u u a .- . u E F W I I 00 I. “It. 'IIIIIIO. " I I IIIII "III 0 5 E W n "II-IIIIIIII. COIIIIIIIIIIM - tIIIIIIIIIII‘ III 9 H M n o o. .a .o: u o W TI I u 9000 0» Oh I I. I 8 II 0 . I 2 I 8 0 w u l W00\IIIII In 2 u “III... 6 D. 6 land 1 u 0') 1 I. " I'llllu " 1 I'll" m w " MIIIIIIII’O H JIIIIIIIIIIIII I . I I I I I . IIIIIIIII 9 u m " IIIIL “on. T2 0 .II" 7 OIIIII- H” IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIr 1 n "In. 7 n O N ‘3” 090 u I I I U .. 0 O I I . o o I III~ u "IIIIII. F S. 099 " OOO‘IIIIIC I a 0 O. I no u " III. oo o I .oo n a u h I. 09:. - .Illlll. " " ‘IIII' .0. I u u I I u n OOOIIIU I I In.) I I I o I I - . . I I I I I I I I I I I I I I I I I I I I I " ‘IIIIIOI "IIIOIIIIIII- I u n 'IIII‘IO " IIIIII‘ I I I I I I n u “IIIIIIIIIIIQ VIIIIIIIIIIIIIIIII. I I m " III. " I I a I I I I . I I I I I I I I I I u a I I u I ’IIIIIIIIIIIIIIIIIIIIIIIIIIII'IIO‘IIIIIIIIIIIIIIIIIIIIIIIIIIII " . O .. n .9.“ u I I I I u u " Old OQIIIIIQ u "IIIIIIIIIQO flmu Y‘rutalaaaozm muons» 3 o 3 an: . mu Y‘rulasazaom WW3 «00.1 nuuoom 93 G. COST The cost incurred in the construction of the Modular Loop System would be as follows (Table 13). TABLE 13 CONSTRUCTION COSTS Miles of Construction MLS Cost Superficial Work 26 $ 2,600,000 Widen to 4 Lanes 66 26,400,000 SubTotal , 92 28,000,000 Urban Overpasses 6 6,000,000 Urban Fringe Overpasses 10 6,000,000 Total 200 $40,000,000 The construction cost of the MLS spread over the next twenty years is relatively inexpensive if instituted into the 1995 transportation plan. This compares to the cost of $39 million if alternative 1 was implemented and the $600 million pro- posed for alternative 2 or the "ultimate" freeway alternative. Neither of these two alternatives, if implemented will solve the capacity problems as effectively as the Modular Loop System does. The Modular Loop does not completely solve the capacity problem but by apportioning the volumes of traf- fic to diversified link types and to establish a regional 94 system, the Modular Loop becomes a most viable alternative in formulating a transportation plan for Genesee County. As well as being relatively inexpensive, the Modular Loop System shows a marked savings in operating cost (Table 14). TABLE 14 OPERATING COST 01d Highways 44,800 40,800 Major Arterials 59,200 42,800 Minor Arterials 75,900 43,500 Collectors 80,000 59,900 New Highways 103,200 84,100 Modular Loop 0 74,700 363,100 Daily 339,800 Daily $6,400,000/yr. Savings 5.3% Decrease These figures were based upon speed/link type tables, taking into consideration stop and go movements. Because the MLS maintains constant traffic flow, the automobile is able to operate at a more efficient level thus reducing operating cost for the driver. H. ENVIRONMENTAL IMPACT The environmental impact if the Modular Loop System were to be implemented is a nebulous realm of public safety 95 and environmental pollution. Figure 30 presents graphically the characteristic effects that the Modular Loop System would have on the central core of Flint. The effect involved would be that of noise and air pollution problems. These effects are most dominant along the links of the MLS dis- persing the farthest into the center of the "environmental areas" established by the loops themselves. Because large portions of the traffic are moving along the periphery of the environmental areas the living quality is enhanced because the volumes of traffic in these areas would be restricted to local traffic. The links of the MLS themselves being barriers could have negative effects on the environment. However, for the most part the loops are superimposed on major and minor arterials in the urban area and for all intents and purposes are barriers now. To reduce the noise impact along the MLS buffers of plants or walls could be used but by the nature of the links those areas that are in direct contact with the MLS are to a large extent for commercial or industrial use. The areas that are in secondary contact with the MLS are still relatively small in number. One major problem area in terms of environmental impact would be on the site proposed to be the University of Michigan campus, Flint branch. Here, if the MLS is found to be incompatible with the proposed land use, the loop could be altered to bypass the proposed site. A second problem area would be the commercial strip along Saginaw Road north of Flint. Here the structures are HGUR? ,5.) NVIRONMENTAL IMPACT CENTRAL con 3H1 m 3mm union M no u an mauve I004 uaquavm II ammo \ 3303 JRW TEA‘II‘JI JATIIIBMIIIOHIVVIE I I I M 1'0 U 1| “TOVI Q T HI 3W3 3.1. OJQOJBVIO 2| 8 m\. ' 'I‘T"'”‘"‘OHHIVI3 _I a .-_. i I _E u 97 situated in such a way as not to allow right of way for a service road, which would be the logical concept to estab— lish for all commercial strip developed, given the limited access is the desired results of the MLS (see Figure 31). A solution to the problem could be developed in either of two alternatives. First, because there is not enough space along Saginaw Road to develop service roads, side streets along the back of the commercial areas could be used. 0n the west side of Saginaw this poses no problem for Chippewa Street could be used. 0n the east side however, there is no clear cut side street, thus in order to service the com- mercial areas properly a service road would have to be con— structed. The second alternative is far more costly, but, considering the area, probably more desirable. Given the deteriorating condition of the commercial strip in the next twenty year revitalization is necessary for this area. This revitalization could take the form of extensive redevelopment and allowing enough area for the MLS to function properly. Further analysis of the MLS presented evidence that air pollution would actually be reduced (see Table 15). TABLE 15 24 HOUR 1995 VEHICLE POLLUTANTS Modular Pollutant 1995 E+C Loop System X Decrease Carbon Monoxide 105,050 Lbs. 101,520 Lbs. 4.3% Hydro—Carbon 5,489 Lbs. 5,212 Lbs. 5.3% Nitrogen Oxides 9,444 Lbs. 9,783 Lbs. +3.52 .npzuzznflntrmu 4595.250 Ina III; I...» :0 Eat: 3513 < 2 < 39510 3.530 .I FU—flsvma J(.U¢U§<¢°U IE to 7.0750200 23823! I!» KO NODCUUI 01‘ 0‘0! UIh to UZ—ZO.»UZD& 3w: WI» 0» Z°_F(JWK Z. v.23 U15. 9201 PWwaFZ. J‘.U¢ISS.OU KC .Pzwigwsrwnnuw! Z. PIN):- ZNIF 2UFM>I 1001. C(JDOO! ”IF BO VIZ-J 3(Z-U‘m 0201-1 0(0! wU_>KUm QOJW>UO "03* W>-.P(Z¢U.PJ( 0 I; U0.>IUI OF 10080 m m m m m w m m K m A u n m m m w m m m. x mm 3" THE AREA. 11413.1 William». 81m ALous mam «mum ROAD m FLINT .Hou RE WU..§OU U1... ".0 ZO..P.OZOU 1300231 WIF ‘0 33(0: 02( 0(0! wIP to 02.20:.023... >>Uz WIF Oh 20:.(Jwa 7: 123 III. UZOJ( meflwhcfi 3.01WSEOU l0 PZWEOJI>WOW¢ 2. km):— ZNIF EWFW)“ IOOJ “(u—300: ”3* to 12.4 3UD "OE w>_.—.(Z¢WFJ( COWERCIAL STRIP ALONG NORTH SAGINAW ROAD IIII FLINT 31 FIGURE 0301-) OS! UU.3.°)fl 4~UIU4§ L).UIU‘:OU JO 4SU§EU~ I9 U309 '24 IU.<.IU~ 04 IUOIO TIIH II 0AM WAIIIIAZ RTROI EMOJA “RT! JAM ‘HIEAZ 30 THBWOJSVSG "“‘ll All {A U» '\ IOOM ZHT V" 'n‘v 13331-3 .3"! ' III!) V‘WYR'rg 4004 «adv JIJMII .‘Ir‘ll 4‘83“ .1 AjJA 3k! I‘IAM bl 99 The increase in Nitrogen Oxide pollution is unavoidable for it has a direct relation to the VMT, thus, because the VMT was increased, so was the nitrogen oxide pollution. How- ever, the monoxide pollution did decrease substantially and over a one year period the decrease would result in 1,400,000 pounds less monoxide being emitted. Another positive impact that the MLS would have if im— plemented, would be a reduction in the numbers of accidents on the network. This increase in public safety is due to the traffic on the loop system moving in the same direction and the limited number of access points to the MLS. Because the MLS is designed with these characteristics, a reduction of 16.3% in the number of accidents is possible. With a reduction in the number of accidents likewise there will be a reduction in the accident costs. These decreases in accident cost coupled with the reduction in operating costs represents substantial savings for the automobile user. Finally, a long range positive impact of the MLS would concern the physical environment and future land use prepara- tion. Because of the nature of the MLS with constant desirable speeds and limited access points to the system future land use of a desirable nature could be obtained. While the MLS con- forms to existing land use, it could be of great benefit in promoting a desirable land use pattern. By limiting access to the MLS to only those areas deemed desirable for develop- ment, good agricultural land and land chosen to be left in its natural form can be saved from development. 100 I. SUMMARY The Modular Loop System is a network of one—way, limited access roadways which are superimposed on existing streets in the urban area of Genesee County. It's function is to attract intermediate length trips from over capacity links in the net- work and to bring the trips at desirable speeds into close proximity of major commercial, employment centers, etc. Table 16 illustrates, in summary, the results of model test— ing of the Modular Loop System. TABLE 16 COST & BENEFITS OF MODULAR LOOP SYSTEM 1. Increased vehicle miles 1. Dispersed trip more pro- traveled by 3.5%. portionately through the sys- 2. Construction cost, tem. $40,000,000. 2. Reduced over capacity on 3. Increased nitrogen pollu- congested links. tion by 3.5%, 115,054 LBS/yr. 3. Decreased travel time by due to higher VMT. 8% savings, 5,400,000 Hr./Yr. 4. Possible redevelopment 4. Increased accessibility in of commercial strip along Genesee County. North Saginaw. 5. Decreased operating cost by 5.3%, $6,390,000/Yr. 6. Construction cost in terms of other alternatives. 7. Decreased number of accidents by 16.3% 8. Decreased accident cost. 9. Decreased monoxide pollution by 4.3%, 1,400,000 LBS/Yr. 10. Decreased hydro-carbon pollu- tion by 5.3%, 94,860 LBS/Yr. 11. Promotes peripheral circula- tion less damaging to the en— vironment. 12. A tool for insuring desir- able future land use. CHAPTER IV CONCLUSION CHAPTER IV CONCLUSION To be effective as a viable alternative transportation network, the Modular Loop System must have a positive impact on the problems associated with the motor vehicle mode of transportation. The problems are congestion, efficient land use, pollution, and lack of both change and the capacity to change. Through the simulation modeling process it was possi- ble to see the effects which the Modular Loop System has on these problems. Congestion When implemented onto the Flint-Genesee County network, the Modular Loop attracted large volumes of traffic, 2,106,000 vehicle miles traveled. Of these, 571,000 were attracted from the over capacity links of the highway system, relieving, to some extent, the congestion on those particular links. This was acccmplished also to a lesser extent on the major arterials in the region, thus reducing the traffic on those corridors. Because the Modular Loop System was attractive to drivers as a regional roadway, some over capacity on the Modular Loop was inevitable. North Saginaw Road in Flint is an example of this. If the city of Flint becomes committed to some form of regionally oriented network of corridors, such as the Modular 101 102 Loop System, traffic can be diverted and congestion can be reduced on other'links in the network. Traffic congestion can be avoided on the Modular Loop System itself if the pro- per accommodations are made for the number of vehicles ex- pected to travel on the loop. Efficient Land Use This is emphasized in several characteristics of the Modular Loop System. The first is the re—use of existing roadways. This is done by upgrading and in some cases widen- ing existing corridors to serve as links on the Modular Loop System. In the test case concerning the city of Flint, 93 miles of existing major and minor arterials were used as the links of the network. By using existing roadways, alloca- tion of funds for transportation purposes was kept at a mini- mum. The second characteristic of the Modular Loop System which could foster more efficient land use in the future is the concept of limited access. By limiting access to the transportation corridors it is possible to arrange for those areas considered to be the most desirable for development to have the most direct access, while those areas considered to be most desirable in the natural state would have very limited, secondary access. Air Pollution For the most part air pollutants have been reduced due to the Modular Loop System. In the simulation model testing 103 the monoxide pollution was decreased by 4.3%, a reduction of 1,400,000 pounds'of monoxide per year. Hydro-carbon pollu- tion was reduced 5.3% or 94,860 pounds per year. Only nitro- gen emissions were increased. This is due to the fact that nitrogen pollution varies directly with the vehicle miles traveled. Because of the increase in vehicle miles traveled the increase in nitrcgen pollutants was 3.5% or 115,000 pounds per year. Lack of Change Capacity for Change This deals with the physical properties of any mode of transportation. It is the ability of any mode of transporta- tion to change as the needs of the system change. The auto- mobile has been able to make the changes necessary; however, the roadways and corridors have not. Given the fact that the roadways involved in the Modular Loop system are existing streets it is possible that they can revert to their original form if they are no longer needed as a link in the network. While these were the basic problems that the Modular Loop System was attempting to ameliorate, there are other, equally important, positive aspects. Briefly these are: (1) A reduction in operating costs. An individual will ex- perience a reduction of 5.3% in operating costs for his auto- mobile per year. For the entire network this is a savings of $6.4 million. (2) A decrease in the number of accidents. Because of the limited access, one-way movement aspects of 104 the system, accidents could decrease 16.3%. That is almost one out of five accidents that could be prevented. (3) A decrease in accident costs. (4) A decrease in travel time. This has been decreased 8%, thus making specific locations in the region more accessible. While there were many positive effects caused by the implementation of the Modular Loop System, there were also several negative effects. Because of the circumfrential move- ment of the system, distance traveled did in fact increase. Barriers were created and islands were established by the pattern of roadways in the network, because of the high capacity use, with relatively high speeds and wide links. The most damaging negative effect is the reorientation of lands adjacent to the Modular Loop System. By using existing streets for links of the Modular Loop System existing land uses can be hindered, given the limited access concept of the Modular Loop System. Special consideration is needed in these areas to determine the proper procedure. The Modular Loop System could definitely be improved in the implementation stage. Although the pattern of links in the MLS was developed according to urban regional traffic flow, and the situation of the regional attractors, several alternative pattern placements should be attempted. If time and access to the Genesee County model were available, sev- eral alternative patterns could be made. Because of the traffic volumes involved; traffic flows, etc., it was assumed that the city of Flint was a strong central core and thus 105 all the component legs of the Modular Loop System. Though the theory provides for bypasses to regional attractors, as does the simulated network, the city of Flint and particularly the Central Business District, play a very important role. If another pattern were to be tested, one with dominant bypass links to the CBD would be beneficial to contrast with the MLS. As it stands, the Modular Loop System patterns of links was an attempt to create a network given the concepts involved and the limited computer modeling time. If there were more resources available it would be interesting to see what effects would be created if the bypasses between environmental areas were eliminated, what would happen if access was restricted even more, and to test locations for access points. Essentially, if at all possible, the region— al circulation system proposed in the Modular Loop System network can be improved upon. The Modular Loop System is an effective and beneficial form of street networks for a motor vehicle based transporta- tion system. The MLS is not a complete solution but possibly an integral part of an urban transportation plan which at- tempts to insure efficient and convenient use of the automo- bile, transit, and all forms of transportation. Figure 32 presents the interrelations between the various components of a comprehensive urban transportation both private and pub- lic should be considered. Further study is feasible to un— cover the possibility of some form of public transportation being adapted to the Modular Loop System. TESTING PRIVATE ‘ 5:233 m m‘: :IIRANSPORTATION; ‘IIIIOIIIIIIIIIIIOIIIII'III . fullnluulluluunlf TRAFFIC {A 'NGINEERIN(/’ TESTING VALUATION k}, 1ECHN0Loovf” ‘3IIIIIIIIIIIIIIIIIIIIIIIIIIII5} m..." umuuuuunuuuuu [In-mm} I “‘5'." PUBLIC ;~ TRANSPORTATION I’lllllllIIIIIIIIIIIIIIIIIIIIIIIIIII IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIL ..'I"'. ,_.'. ,.,_. 3; -,~.......--.‘ EVALUATION FIGURE 32 URBAN TRANSPORTATION PLAN 107 This possibility is very real for the pattern of road— ways involved in-the Modular LOOp, to effectively cover the urbanized area of Genesee County and with the interconnecting character of all the major attractors the concept has appeal. Bus lines, bus stops, etc., could be easily injected to the network. Today the trend is toward private transportation and motor vehicle public transportation. The Modular Loop System is an effective base for the formation of any urban transportation plan, as long as all forms of transportation are sufficiently examined and either disregarded or imple- mented into the transportation plan. If, in fact, the automobile is to remain the dominant form of transportation, and all indications are that it will be, then transportation planning must focus on goals, proce- dures and policies which will dictate a more efficient use of the automobile while maintaining or surpassing the con- veniences which the automobile provides. The Modular Loop System was designed to create a regionally oriented road network and to relieve congestion. If this is achieved, the efficiency of the automobile would be greatly increased. This was, in fact, achieved. In terms of cost, the operating cost to the individual driver decreased due to operating the automobile at constant speeds. Time efficiency was greatly increased as well. Greater distances can be traveled in less time in the urban area. This time saving is a great conven- ience. The Modular Loop System and its simulated implementa- tion are by no means a solution in themselves but do present 108 an alternative that efficiently increases the usefulness and convenience of the automobile and in view of these results should be considered, for these are the basic goals of urban transportation planning. BIBLIOGRAPHY BIBLIOGRAPHY lWilliams, Ernest W., Editor, The Future of American Trans- portation, Prentice Hall, Inc., Englewood Cliffs, N.J., 1971. 2Lynch, Kevin, The Image of the City, The M.I.T. Press, Cam- bridge, Mass., 1960. 3"Hearings before the Joint Committee on Washington Metropol- itan Problems, Congress of the United States, Eighty-Fifth Congress, Second Session on Transportation Problems in Mary- land, Virginia, and the Washington Metropolitan Area." U.S. Printing Office, Washington, D.C., 1958. 4Creighton, Roger L., Urban Transportation Planning, Univer- sity of Illinois Press, Urbana, 1970. SU.S. Department of Housing and Urban Development, Tomorrow's Transportation, New System for the Urban Future, Office of Metropolitan Development, Urban Transportation Administration, Washington, D.C., 1968. 6”Reports of the Steering Group and Working Group appointed by the Minister of Transport", Traffic in Towns, Her Majesty's Stationary Office, London, 1963. 7Garner, Barry J., and Yeates, Maurice H., The North American City, Harper and Row, New York, N.Y., 1971. 8Caldwell, William A., How To Save Urban America, New American Library, New York, N.Y., 1973. 9Chapin, Stuart F., Urban Land Use Planning, University of Illinois Press, Urbana, 1965. 10Rae, John B., The Road and the Car in American Life, The M.I.T. Press, Cambridge, Mass., 1971. 11Bell, Gwen and Tyrwitt, Jaqueline, Human Identity in the Urban Environment, Penguin Books, Baltimore, Maryland, 1972. 12Brand, Daniel, Editor, Urban Transportation Innovation, American Society of Civil Engineers, New York, N.Y., 1970. 13Michigan Chapter of the American Institute of Planners, Laws Relating to Planning, Legislative Service Bureau, 1970. .i _ 1[*Stone, Tabor R., Beyond the Automobile, Prentice Hall Inc., Englewood Cliffs, N.J., 1971. 15Department of State Highways and Transportation, "Flint- Genesee County Transportation Study, Systems Analysis Report I", Lansing, Michigan, 1972. 16Ritter, Paul, Planning for Man and Motor, The Macmillan Company, New York, 1964. 17Fourth International Conference on Urban Transportation, Transportation: Lifeline of an Urban Society, Pittsburgh, Pa., 1969. 18Eberlein, Michael D., "Position Paper: The Unified Work Program for Flint/Genesee County", Michigan Department of State Highways and Transportation, Lansing, Michigan, 1973. 19Meyer, J.R., Kain, J.F. and Wohl, M., The Urban Transpor- tation Problem, Harvard University Press, Cambridge, Mass., 1965. 20Netzer, Dick, Economics and Urban Problems, Basic Books Inc., New York, N.Y., 1970. 21Wilson, James Q., Editor, The Metropolitan Enigma, Anchor Books, Doubleday and Co., Inc., Garden City, N.J., 1970. 22Department of State Highways and Transportation, "Guide- lines for Right-of-Way Widths”, State of Michigan, Lansing, Michigan., 1969. "IIIIIIIIIIIIIIIIIIII