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2009 Gulf Traffic RDI Discussion


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2009 Gulf Traffic RDI Discussion

  1. 1. Applying Principles of thePlan Abu Dhabi 2030Urban Street Design ManualToolbox of Connectivity<br />Using<br />An Abu Dhabi Emirate Demonstration<br />* <br />* Trademarks provided under license from ESRI.<br />
  2. 2. North Wathba Demonstration<br />Using RDI Desktop to demonstrate functional implementation of the Abu Dhabi Urban Street Design Manual for North Wathba Master Plan area connectivity:<br />Comparing North Wathba Neighborhood Plan to existing Abu Dhabi neighborhood <br />Measuring connectivity to LRT station and the importance of sikkas<br />1<br />2<br />
  3. 3. What is the RDI?<br /><ul><li>The Route DirectnessIndex (RDI) can be used to quantify how well a street network connects destinations.
  4. 4. The RDI can be measured separately for motorized and non-motorized travel, taking into account non-motorized shortcuts, such as paths that connect cul-de-sacs, and barriers such as highways and streets that lack sidewalks.
  5. 5. The RDI is calculated by dividing direct travel distances by actual travel distances. For example, if streets are connected, have good sidewalks, and blocks are relatively small, people can travel nearly directly to destinations, resulting in a high index. If the street network has many unconnected dead-ends and blocks are large, people must travel farther to reach destinations, resulting in a low index.
  6. 6. RDI DesktopTM includes RDI scoring, one of four sub-models to measure non-motorized system.</li></li></ul><li>Abu Dhabi Urban Street Design Manual<br /><ul><li>Abu Dhabi Urban Street Design Manual defines Direct Route Index
  7. 7. Same theory and similar measure to RDI DesktopTM(only numerator & denominator flipped)</li></li></ul><li>The Modern Sikka<br /><ul><li>Traditional Arab pedestrian access routes
  8. 8. Historically sized at about 3.2 meters wide – sufficient for passage of two laden camels</li></ul>Developed<br />Under-developed<br />
  9. 9. Existing Neighborhood<br /><ul><li>Comparative Assessment of RDI DesktopTM
  10. 10. Existing Abu Dhabi Neighborhood</li></ul>Airport Road<br />23rd Street<br />25th Street<br />Khaleej Al Arabi<br />
  11. 11. <ul><li>Poor-Fair RDI scores reflecting limited internal routes and external boulevard crossings</li></ul>Neighborhood RDI Score<br />RDI DesktopTM Metric<br />Poor<br />Fair<br />Parcel<br />Parcel<br />Excellent<br />Average RDI Score:<br />Fair<br />.65<br />
  12. 12. <ul><li>Existing Sikkas are typically underdeveloped</li></ul>Underdeveloped Sikka<br />
  13. 13. North Wathba Neighborhood<br /><ul><li>Neighborhood design:</li></ul>Mixture of villa plot size<br />Neighborhood centers<br /><ul><li>Maximized public realm for non-motorized connectivity through:</li></ul>Quality street pedestrian zone<br />Connecting Sikkas, park/open space and fareej<br />
  14. 14. Neighborhood RDI Score<br /><ul><li>Measured withoutSikka connections
  15. 15. Good-Excellent RDI scores</li></ul>RDI DesktopTM Metric<br />Poor<br />Fair<br />Parcel<br />Parcel<br />Excellent<br />Average RDI Score:<br />Fair<br />.65<br />
  16. 16. Neighborhood RDI Score<br /><ul><li>Measured withSikka connections
  17. 17. Good-Excellent to excellent RDI scores</li></ul>RDI DesktopTM Metric<br />Poor<br />Fair<br />Excellent<br />Parcel<br />Parcel<br />Average RDI Score:<br />Good<br />.73<br />
  18. 18. Comparative RDI Scoring<br /><ul><li>RDI Score Difference: With and WithoutSikkas</li></ul>RDI DesktopTM Metric<br />Parcel<br />Parcel<br />Plots that benefit significantly by Sikka connectivity<br />
  19. 19. Access to LRT Station<br /><ul><li>RDI one of several models helpful in LRT station area access and connectivity planning</li></li></ul><li>Access to LRT Station<br /><ul><li>RDI “Before”
  20. 20. Street Sidewalks Only</li></ul>RDI DesktopTM Metric<br />Poor<br />Fair<br />Parcel<br />LRT Station<br />Excellent<br />Average RDI Score:<br />Excellent<br />.77<br />
  21. 21. Access to LRT Station<br /><ul><li>RDI “After”
  22. 22. Street Sidewalk and SikkaNetwork</li></ul>RDI DesktopTM Metric<br />Poor<br />Fair<br />Parcel<br />LRT Station<br />Excellent<br />Average RDI Score:<br />Excellent<br />.79<br />
  23. 23. Access to LRT Station<br /><ul><li>RDI “Difference”
  24. 24. Plots benefiting from planned Sikkas</li></ul>Plots that benefit significantly by Sikka connectivity<br />
  25. 25. Distance Decay<br /><ul><li>Distance Decay is an important model to consider walking and cycling travel demand
  26. 26. Non-motorized network without planned Sikkas</li></li></ul><li>Distance Decay<br /><ul><li>Distance Decay is an important model to consider walking and cycling travel demand
  27. 27. Non-motorized network with planned Sikkas</li></li></ul><li>Measuring Sila’a Connectivity<br />
  28. 28. Emirati Neighborhood Concept<br />
  29. 29. Planned Street Layout<br />
  30. 30. Sila’a Base Street And Plot Map<br />Converted to GIS for RDI analysis<br />RDI is calculated by dividing direct (“crow flight”) travel distances by actual travel distances on a scale of 0.1 – 1.0. <br />Streets that are well connected are patterned in small blocks, and have good sidewalks - where people can travel nearly directly to destinations thereby resulting in a higher index value. <br />Street networks with many unconnected dead-ends and large blocks – where people must travel farther to reach destinations thereby resulting in a lower index value. <br />An RDI of 1.0 is the best possible rating, indicating that pedestrians can walk directly to all destinations. An average RDI value of 0.65* is considered acceptable<br />RDI DesktopTM Metric<br />Parcel<br />Parcel<br />
  31. 31. RDI Without Sikkas<br />314 lots &gt; 0.65 (62%)<br />Average RDI Score:<br />Fair<br />.67<br />RDI DesktopTM Metric<br />Parcel<br />Parcel<br />
  32. 32. RDI – With Sikkas<br />465 lots &gt; 0.65 (92%)<br />Average RDI Score:<br />Good<br />.72<br />RDI DesktopTM Metric<br />Parcel<br />Parcel<br />
  33. 33. RDI Delta - With and Without Sikkas<br />RDI DesktopTM Metric<br />Parcel<br />Parcel<br />
  34. 34. Shade Route Assessment<br /><ul><li>Walk times based on street / sikka network
  35. 35. Walking time baseline assumption:</li></ul> 1.1 meter / second<br />
  36. 36. Shade Route Assessment - Baseline<br />Baseline assumes no shaded routes.<br />Walking time baseline assumptions:<br /><ul><li>1.1 meter / second
  37. 37. Travel time to nearest Mosque</li></ul>Challenge: Identifying shade routes to better connect outlying plots with neighborhood Mosques<br />
  38. 38. Shade Route Assessment – Draft Plan<br />Walking time with newly designated shade routes assumes: <br /><ul><li>“Walking threshold increases 50% with shade” or effective travel time cut in half on shaded links. </li></ul>(So “5 minutes” gets you farther with shade)<br />
  39. 39. Shade Route Assessment – The Difference<br /><ul><li>Shade versus no shade difference
  40. 40. Parcels most benefited by shade route are noted in dark blue</li></li></ul><li>Sikka Planning/Design Principles<br /><ul><li>Width – Limit width to about 3.2 meters. Wider sikkas are more difficult it is to shade for cooler micro-climates and costly to maintain
  41. 41. Shade sikkas by a combination use of building face, planted trees and awnings
  42. 42. Stagger sikka corridor alignment to enhance safety perception by avoiding a long 'tunneling' effect
  43. 43. Emphasize private ownership or sponsorship of adjoining sikkas - helps prevent disutility
  44. 44. Design sikka systems for</li></ul>varied users, (a) sometimes separated use for Arab women and servants, and (b)  multiple and mixed use for expatriates, school children, and transit users; and,<br />daily temporal change in use (morning and evening pedestrian/transit commuter, walk-to-school, mid-day shopping, mosque attendance, etc)<br /><ul><li>Establish street/settlement and sikka alignments, to the extent possible, to take advantage of sun positioning (summer vs winter) and prevailing winds       </li></li></ul><li>How Can RDI DesktopTM Help?<br /><ul><li>UPC Street Design Manual Implementation – measurable guidelines
  45. 45. Help Establish Non-motorized Neighborhood Connectivity Standards - design guide thresholds for neighborhood planning site plan review
  46. 46. Non-Motorized Plan Strategic Prioritization</li></ul>Measure current networks - target critical non-motorized connections<br />Minimizing expensive and unnecessary data collection<br />Help expedite Draft Plan project identification and prioritization<br /><ul><li>Critical Plan Priority Analysis and Ranking – consistent and robust technique (with other sub-models) to measure important:</li></ul>Neighborhood Connectors<br />Transit Access Connectors<br />Urban Boulevard Crossings <br />