The boundaries of my investigations limits by real implementation on cities which are too far from driverless cars, ITS or other hyperllops-like decisions. I carefully examined,perhaps, all the existed models and approaches from japanees "Jamology", limitations of transport flows in the centre (of London,tax model), VANET, platooning, V2X, SCATS, SCOOT, traffic lights management and other methods which have some limitations from 'non detected' [without any sensors] vehicles (old cars, mini bus taxies or so-called "root taxy" , horses and carts , motocyclies, scooters, etc. or the bypass roads (which have exits in the centre of calculating zone and make some deviations in algorithms).
Not everything is solved by the development of public transport. In our city, it is planned to build a subway for 20 years, but the zones of the city are developed according to their own laws without taking into account the plans laid down for the metro, and therefore part of the dug canals under the ground do not meet today's needs.
Similarly, with the development of cycling and pedestrian zones. In countries with sharply continental weather in the cold season, it is unlikely that the city dweller will choose a bicycle instead of his personal car while the temperatures below 20 °C. Bus routes can have a certain effect, but again, dedicated lanes are needed (consider adjustments to the law and traffic regulations) and the replacement of a fleet for more comfortable trips as well as more developed routes. Inspection of road regulation(the police) is not as much interested in solving the problems of traffic congestion. The main indicator of the success of their work is the minimum number of accidents and victims on the roads. Therefore, the lower the traffic flow rate or its "standing", the calmer. Thus, what solution can really be implemented in cities where there are no autonomous and flying cars, where the budget is not enough to build monorails and tunnel stations (junctions) to connect metro, buses and other vehicles in rooms with comfortable conditions (for example, Queensland , New Zealand)?
The problem in the developed countries is high density of personal vehicle. The condition of low budget for alternate mass transport system is further putting additional constraints. I think the government must provide a rule that your home has to be near your work places. Schools have to be near your home so that peak traffic is reduced.
When you are left with few alternative then such regulation has to be enforced.
More ring roads and radial roads can ease traffic but the problem in old cities are different.
These are layman's ideas.
This is a summary paper on a revolutionary approach to congestion developped for the Paris transport authorities building 200km of new metro lines (doubling the length of the Paris subway), but you might be looking for something more traditional...The revolution consists partly in claiming that superpeaks, desired by travellers, are part of the solution, not of the problem, and in demonstrating it with US and French data. I enclose a version with some minor corrections to that found on ResearchGate.
Thank you Mr.Gaudry for your consideration! I will carefully examine the approach.
Thank you Mr. Changani. I/m familiar with ringroad's models but they are not appropriate in big cities as a major decision. As for the legislation about the home close to work place-it's work and most of the cities are already on the way of planning tat way.
I believe that the conventional wisdom these days is that traffic charges can help allot. Have you seen this ted presentation? https://www.ted.com/talks/jonas_eliasson_how_to_solve_traffic_jams?utm_campaign=tedspread&utm_medium=referral&utm_source=tedcomshare
If the local bodies can afford the cost of tubes then this is a viable solution. City of Paris is one example wherein in spite of huge tourism in flow they manage traffic. Main points of the entire city are connected by tube.
You have stated that "the zones of the city are developed according to their own laws without taking into account the plans laid down for the metro". The problem will be difficult to solve if the city lacks a master plan, or if it cannot be enforced.
The harsh winter weather and large investments that would be needed to improve mass transit are real challenges. But, I see a shift from car ownership to autonomous shared vehicles and this can improve traffic depending on how the transportation system is organized.
I am co-advising a PhD Thesis on the changes to the cities' design resulting from this shift. Parking spaces will change - public and private. New dwellings will be built without the corresponding parking spaces.
Driver-less car and pedestrian exclusive zones will be established, starting from the CBDs or city centres, towards the extent of the densely urbanized areas. There might be segregated lanes for driver-less vehicles connecting city centres. This will not exclude rail links.
Behaviour towards pedestrians and cyclists is changing. In London pedestrian crossings will be open by default, nowadays it is the opposite. In many cities car ownership is not a young adult's desire anymore - one can have one anytime on request, as a service.
Dear Marcelo, could you share with your research or investigation about of the cities' design changes ?
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