CC BY
7TRANSPORT
PLACING OBJECTS OF TRANSPORT SERVICES RESIDENTS OF NEIGHBORHOODS
Ph.D., Associate Prof. Sanko Ia., Ph.D., Associate Prof. Iermak O.
Ukraine, Kharkiv, O. M. Beketov National University of Urban Economy
Abstract. The fundamental principles of placing transport facilities in residential area are determined. A mathematical model for determining the total area required for the functioning of transport is proposed. The interrelation between parameters of development of residential area and population density is determined.
With the emergence of first "cities", and their further development, in the modern sense of the set of buildings and structures that served residents as housing and place of employment, a problem of internal movement has arisen. Because the whole territory was built up so that there were narrow walkways between the buildings where only two people could pass (Fig. 1).
Fig. 1. Streets of first "cities"
And there is the explanation for this (saving urban space, the lack of any transport means, terrain features, etc.). Later, with the advent of various carts and use of horses as the main driving force, there was a problem of their movement on narrow city streets. The defining moment in the history of cities was the emergence of the first carriages (cars) and the subsequent transition to modern vehicles. All this imposed requirements for the organization of transport services for residents of both the whole city and its individual parts.
Analysis of methods for forming transport services for urban residents. The main elements of the transport services for residents is the structure and form of the city road network. The most common forms of the city road network are [1-5]:
- free;
- radial;
- triangular;
- rectangular;
- rectangular-diagonal;
- hexagonal;
- combined.
Each planning structure has its advantages and disadvantages, but for assessing the ease of movement on the road network of the city, a set of estimated figures was developed. Among which, unstraightness degree of communications, road network density, level of congestion on streets and roads, and so on [1, 3-5].
In turn, services for residents of residential quarters is realized through intra-roads (driveways).
The purpose of the system of intra-roads is to ensure the access of vehicles to residential and nonresidential (servicing) buildings (schools, kindergartens, boiler houses, shops, etc.), parking places or garages.
In terms of the movement organization, driveways are divided into: through, dead-end, ring, looped.
At that, design faces the following main objectives:
1) determining the parameters of driveways (width, number of lanes and motion direction, etc.);
2) optimizing parking places and areas they take;
3) selecting the method of junction of intra-roads to major urban thoroughfares;
4) arrangement of footpaths and pavements;
5) method of movement of bicycles and mopeds.
In this connection, it is necessary to have information on the population size of the quarter, car ownership level, availability of seats in urban passenger transport, the number and types of movements of people.
Thus, the problem of determining the optimal (rational) values of the placement parameters of facilities of transport services for inhabitants of residential quarters arises.
Definition of mathematical model for determining the total area required for the functioning of transport is proposed. If you look at the structure of the residential quarter (Fig. 2), its main elements are [4, 8-10]:
- residential buildings;
- school and pre-school facilities;
- garages and parking lots;
- shops;
- public transport stops;
- intra-roads (driveways);
- pedestrian paths;
- Greenery areas.
Fig. 2. Layout of residential quarter
After some investigation, it was found that each element occupies a certain area of the residential quarter (Table 1). As we can see transport infrastructure (roads, footpaths, parking lots, garages) is up to 25%. This is affected by two key factors, the population size (depends on the population density) and the car ownership level.
As further studies, these figures relatively untouched areas in major European cities-metropolitan areas were identified (Tables 2-3). To display the research results, corresponding graphs were built (Figs. 3-6).
Table 1 Distribution of residential quarter area
Element of the residential quarter Area, m2 (ha) Percentage in total, %
Residential buildings (and school and pre-school facilities) 320000 (32) 40
Garages and parking lots 80000 (8) 10
Shops 16000 (1.6) 2
Public transport stops 8000 (0.8) 1
Intra-roads (driveways) 56000 (5.6) 7
Pedestrian paths 40000 (4) 5
Greenery areas 280000 (28) 35
Table 2 Statistics population density
City City Area Metropolitan Area
Population, persons Area, km2 Density, persons/km2 Population, persons Area, km2 Density, persons/km2
Paris 2241346 105,4 21265,1 12161542 17174,4 708,1
London 8416535 1572 5354 13614409 8382 1624,2
Berlin 3562166 891,85 3994,1 5871022 30370 193,3
Madrid 3165235 605,77 5225,1 6489162 8022 808,9
Rome 2869461 1285 2233 4321244 5285 817,6
Vienna 1794770 414,65 4328,4 2419000 4610,93 524,6
Prague 1259079 496 2538,5 2156097 6977 309
Budapest 1744665 525,2 3321,9 3284110 7626 430,6
Katowice 307233 164,67 1865,7 2773751 2467,74 1124
Kharkiv 1430885 350 4088,2 1732400 11847 146,2
As a result of investigations, fairly close relationship between the number of residents, car ownership level and length of roads was found [11-13]. It can be also predicted that the same laws are for residential areas.
Taking into account the research data, it is necessary to build a model for determining the total area for the transport operation:
m r q
Sr = 2 Sgi + 1 Sj + £lk ■ bk, (1)
gi sj k k
i=\ j=\ k=i
where Sgi is the area occupied by the i th garage, m2; Ssj is the area occupied by the j th
parking lot, m2; lk is the length of the k th driveway section, m; bk is the width of the k th driveway section, m.
Upon the determination of the required area for vehicles, the formula (1) will take the form
Str ~ Slcar ' ncar ' kd , (2)
where S1car is the area occupied by one car, m2; ncar is the number of cars, units; is the
T2
coefficient, taking into account placement of guest cars. Table 3 Statistics road network
City Private cars Private cars per 1000 persons Road length, km Road density, km/km2
City Area Country
Paris 673 749 300,6 489 1625 15,42
London 2 785 873 331 471 14814 9,42
Berlin 1 342 937 377 570 5422 6,08
Madrid 1 385 107 437,6 464 2944 4,86
Rome 2 075 481 723,3 597 6305 4,91
Vienna 713 960 397,8 507 2809 6,77
Prague 701 937 557,5 399 3770 7,6
Budapest 619 531 355,1 293 3267 6,22
Katowice 114 905 374 383 1326 8,05
Kharkiv 191 739 134 158 1368,5 3,91
Fig. 3. The distribution ofpopulation density of cities
Fig. 4. The distribution ofpopulation density of metropolitans
Fig. 5. The distribution ofprivate cars per 1000 persons of cities
Fig. 6. The distribution of road density of cities
This approach allows to predict quantitative values of the area required for placement of vehicles depending on the car ownership level. However, while previous studies, it was found that the number of inhabitants of residential buildings is different and depends on many factors, chief among which is the number of storeys in the building. Therefore, it is necessary to investigate this aspect.
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