Conceptual Justification of Town Planning Design Standards for Streets and Roads in Large Cities for Ensuring Traffic Safety Transportation Research Procedia 20 ( 2017 ) 180 – 184 2352 1465 © 2017 The[.]
Available online at www.sciencedirect.com ScienceDirect Transportation Research Procedia 20 (2017) 180 – 184 12th International Conference "Organization and Traffic Safety Management in large cities", SPbOTSIC-2016, 28-30 September 2016, St Petersburg, Russia Conceptual Justification of Town-Planning Design Standards for Streets and Roads in Large Cities for Ensuring Traffic Safety Svetlana Ershova a*, Evgeny Smirnov b Saint Petersburg State University of Architecture and Civil Engineering, 2nd Krasnoarmeyskaya str., Saint Petersburg, 190005, Russia Abstract The article considers approaches to the conceptual development of a street and road network in large cities at various times, peculiarities of the modern scientific and innovational conceptual justification of town-planning design standards for streets and roads as the basis for ensuring traffic safety in Saint Petersburg, and represents the analysis results as to Saint Petersburg street and road network density © 2017 2016The TheAuthors Authors Published by Elsevier B.V.is an open access article under the CC BY-NC-ND license © Published by Elsevier B.V This (http://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the organizing committee of the 12th International Conference "Organization and Traffic Peer-review under responsibility of the organizing committee of the 12th International Conference “Organization and Traffic Safety Safety Management in large cities" Management in large cities” Keywords: conceptual justification of town-planning design standards; street and road network; traffic safety Introduction The city transport system is one of the complex and overwhelmingly important elements of the big city structure The investigation of its constituents, development arrangement and planning system is one of the actual directions of theoretical research having significant practical meaning for efficient use of territories as well as for the traffic safety Changing the view as regards the role and place of the transport system in the city structure has been largely accompanied with changing the view on the transport development strategy, its dependence on the city planning policy and accepted territory planning system Alongside with that there was a need for conceptual working out of methodological and methodic issues as to the justification of the regulatory requirements to the list of street and road * Corresponding author Tel.: +0-000-000-0000 ; fax: +0-000-000-0000 E-mail address: s.ershova@kga.gov.spb.rua*, pnr@spbgasu.rub 2352-1465 © 2017 The Authors Published by Elsevier B.V This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the organizing committee of the 12th International Conference “Organization and Traffic Safety Management in large cities” doi:10.1016/j.trpro.2017.01.047 Svetlana Ershova and Evgeny Smirnov / Transportation Research Procedia 20 (2017) 180 – 184 181 network (SRN) indices ensuring traffic safety and to the calculation procedures as to their quantitative values for application in town-planning documents and territory planning design In particular, Saint Petersburg city planning and transport planning specialists articulated the range of problems as to the necessity for positioning as mandatory for application to the city planning design and successive construction documents containing the standards for the street and road network development planning The problems related to difficulties in formation of the street and road network adequate for the city needs are attributed to numerous objective and subjective reasons many of which resulted from the new model of town planning policy formed in the post-socialistic period (1990–1991) The main reason lay in the under-developed legal mechanism of that time which resulted in priority of private interests of investors and developers over the public ones It was reflected in the possibility of obtaining construction permits for tenement buildings (residential buildings as a rule) without consideration of the fact whether the developed areas were provided with engineering, social, and transport infrastructure The development was formed without assessment of the possibility of providing the land plot with transport infrastructure, which served the cause of not only breaking of communications between the territories developed in various city districts but also of principal non-possibility for re-establishment of communications in future due to non-availability of territorial reserves for construction of roads and streets, transport infrastructure facilities Experts relate the street and road network development lagging behind in the districts of intensive residential development, traffic congestion in the historical center of St Petersburg, nonavailability of the sufficient quantity of parking lots in the city center and in the districts of intensive residential development to the consequences of that period giving the negative impact up to date Main text The City Planning Code of the Russian Federation effective from 30.12.2004 built the city planning relations anew and almost fully changed the city planning documents system According to this concept, for the first time the City Planning Code of the Russian Federation provided for mandatory elaboration of new documents necessary for the city planning activity and previously not known to the Russian Federation legal and city planning system [State Duma (2005)] As a consequence, the transport planning situation became better to some extent: in Saint Petersburg, the General Urban Plan of Saint Petersburg, the rules for the city land use and development, sectoral development schemes of the street and road network were developed and approved (2005) [Saint Petersburg Legislative Assembly (2005, 2009), Government of Saint Petersburg (2011)] The main advantage of the developed documents was the fact that they established the uniform city planning requirements aiming at comprehensive development and a good balance between private and public interests It did not mean that all the causes hindering efficient development of transport network were eliminated but for sure it contributed to the balanced city planning development of the territories Alongside with that, for the first time the City Planning Code of the Russian Federation introduced a new notion — the standards for the city planning design — and established the requirements to the development of regional standards for city planning design for each subject of the Russian Federation as the basics for favorable conditions for people’s activities According to Part 3, Article 24 of the City Planning Code of the Russian Federation, the standards for the city planning design formed the basic document for the territorial planning of settlements and city districts However, the standards for city planning design were developed for a rather long time The work over the document started in 2006 and was finished only in 2014 with the adoption of Saint Petersburg law dd 22.01.2014 No 23-9 On Regional Standards for City Planning Design Applied in Saint Petersburg The authors consider that the main cause hindering the work over standards is non-availability of uniformity in opinions as to fundamental issues of the regulatory document, competing ideas as to its aims and tasks, non-availability of the formed concept of the document composition and contents, mainly in the part of ensuring the street and road network development Enacted on 05.05.2014, Federal Law No 131-FZ On Incorporation of Changes into the City Planning Code of the Russian Federation (hereinafter referred to as Law No 131-FZ) once again changed the document composition and contents, introduced significant changes into the procedure for the preparation of the standards for the city planning design Since Law No 131-FZ stated parts 4–6, Article 24 of the City Planning Code of the Russian Federation, null and void, it became necessary to correct already accepted standards for the city planning design and, being guided by the requirements of the newly introduced Chapter 3.1 of the City Planning Code of the Russian Federation 182 Svetlana Ershova and Evgeny Smirnov / Transportation Research Procedia 20 (2017) 180 – 184 (Articles 29.1–29.4) to elaborate the new conceptual structure and contents of standards based on which the methods for calculated indices justification in the field of highways development were to be developed It meant that the new stage of the work over the standards for the city planning design and consequently over the requirements to the design of streets and roads providing the traffic safety in big cities started Methodologically the difficulties of the document development lay in the following: x for the first time in the practice of Russian city planning design, the regulatory legal act was to contain the main part — the standards — and the materials proving correctness of the calculations and justification for inclusion of precisely such quantitative values of the calculated indices; x the formed and officially approved list of regulated facilities of regional (local) significance in the specified region; x the officially approved definitions as to a range of fundamental notions in field of the street and road network regulation were missing These provisions reflected the necessity for interdisciplinary approach to solving of the set tasks, demanded engaging high professional transport planning specialists, city planners, lawyers Also in course of preparation of the legal act the necessity for revising a range of earlier accepted theoretical provisions in the field of urban transport network development and street and roads design, theory and application of territory planning processes was revealed While working over the document, its structural concept, standardized values, material presentation manner were changed [Ershova (2014)] Initially the work over the project as regards the standards for the city planning design including standards for the design of Saint Petersburg street and road network development was based on SNiP materials 2.07.01-89* City Planning Planning and Development of the City and Rural Settlements, Saint Petersburg Regional Construction Norms — TSN 30-305-2002 City Planning Saint Petersburg Non-Central Districts Restoration and Development, and TSN 30-306-2002 Saint Petersburg Historically Formed Districts Restoration and Development The first revisions of the standards for the city planning design (2006–2010) were based on the traditional approach to the urban transport system tasks solving in a big city considering the city development theory, the street and road network planning, terms and definitions professionally used for many decades The advantage of the documents prepared with the use of this approach was understanding of the developing processes and knowledge of the city planning practice However, non-correspondence of the prepared materials to the requirements of legal drafting methodology and discrepancies between the individual provisions became the essential drawbacks of the prepared materials [Saint Petersburg Legislative Assembly (2014), Ershova (2014)] The SRN density and SRN classification differentiated by the categories of streets and roads were related to the main indices of the SRN standardization It was suggested to apply the following SRN density values: x SRN density on the whole — within 4.0–5.5 km for square km of the territory inclusive: x density of main thoroughfares and roads with regulated traffic — 2.5–3.5 km for square km of the territory; x density of the city motorways and clearways — about 0.4 km for square km of the territory The proposed classification of the street and road network considered Saint Petersburg planning structure and the historically formed transport framework of the city The basis for the SRN was formed by the backbone network of thoroughfares and roads including motorways, non-stop traffic motorways and I-class city thoroughfares as well as main streets Further division was suggested into the II-class city thoroughfares (including the thoroughfares with passenger transport dominating and mixed traffic thoroughfares) and district thoroughfares (also including the thoroughfares with passenger transport dominating and mixed traffic thoroughfares) Special focus was on the category of local streets including residential streets and those of industrial and communal-and-storage areas as well as the category of pedestrian streets Since 2011, the approach to formation of the standards for the city planning design has been changing The document structure and regulated value were essentially re-worked [Saint Petersburg Legislative Assembly (2014), Ershova and Orlovskaya (2014), Ershova (2014)] Their composition to a larger degree met the requirements of the City Planning Code of the Russian Federation Actually, a new concept for standards justification was formed, the innovational one According to this concept, the minimum calculated values were formed for Saint Petersburg SRN (including minimum calculated values for the elements of the SRN, needs for vehicles storage and maintenance, organization of the public passenger transport and pedestrian flow, organization of the interurban transport) In Svetlana Ershova and Evgeny Smirnov / Transportation Research Procedia 20 (2017) 180 – 184 particular, the following indices were introduced: x SRN density in Saint Petersburg — km for a square meter of the territory; x density of the backbone SRN in Saint Petersburg — 0.5 km/square km of the territory; x Saint Petersburg trunk road system density — 2.5 km/square km of the territory The streets and roads classification changed They marked the backbone SRN (motorways, city non-stop traffic motorways and I-class city thoroughfares with regulated traffic) which did not include the main city streets Special focus was on the category of thoroughfares not related to the backbone network (II-class city thoroughfares with regulated traffic and district thoroughfares), the category “local streets and roads, main driveways” (streets in the residential development, main streets in the districts of individual and low-rise development, local streets in the districts of individual and low-rise development, streets in industrial and communal and storage areas, driveways, pedestrian streets, bicycle lanes) Together with the incorporation of amendments to the City Planning Code of the Russian Federation and necessity for bringing the standards for the city planning design to the conformity with the new requirements of the City Planning Code of the Russian Federation, the third stage of preparation of regulatory legal acts in field of the city planning design and standardizing of calculated indices of minimum acceptable level as to the availability of the facilities of automobile roads of the regional significance started All this in total required changing the indices composition concept and contents of the city planning design standards This new scientific and innovational approach to formation of standards for the SRN contained the requirements of the mandatory availability of the scientific and methodological grounds for the list and values of indices suggested as the regulatory ones All the above-mentioned predetermined the inspection of the transport network development milestones, specification of the SRN density values and other indices for ensuring the traffic safety Results Over several decades, the documents of the strategic and territory planning specified the necessity for the increase of the street and road network density as one of the most important indices for provision of Saint Petersburg transport network efficiency, and, consequently, the traffic safety Saint Petersburg transport strategy [Government of Saint Petersburg (2011)] contains the comparison with the analogue density values of the street and road network in London (9.29 km/square km) and in Barcelona (16.88 km/square km) This very document [Government of Saint Petersburg (2011)] specifies that Saint Petersburg SRN density is 3.8 km/square km only As the City Planning Code of the Russian Federation was amended, another essential processing of the regulatory documents and performing of calculations grounding the values of the range of indices as to the sophistication of the city transport network including the value of the street and road network density was demanded Based on the data as to the actual length of St Petersburg regional public automobile roads network which is 3333.88 km [Government of Saint Petersburg (2014)] the street and road network density value 2.3 km/square km was calculated The calculations prove that the minimum calculated density index for the SRN defined by the ratio of the total length of regional automobile roads to the square of Saint Petersburg for further extension is to be not less than 2.5 km/square km Alongside with that the calculations also showed that in the section of Saint Petersburg administrative districts and functional zones, the SRN density value is close the European values As to the range of residential development quarters, it materially exceeds them Previously suggested [Saint Petersburg Legislative Assembly (2014)] SRN density value increase in Saint Petersburg on the whole up to km/square km of the territory predetermines the occurrence of negative impacts in the traffic organization as the SRN density increase in residential development may lead to the decrease of its quarters’ sizes which may result in the impossibility of locating preschool education facilities there This fact in its turn will lead to difficulties in observing the main rules for the safety of children attending such institutions In Saint Petersburg, due to growth of residential building, essential misbalances as to the territory development have accumulated One of the problems is the appearance of the residential quarters not provided with transport infrastructure The analysis of the current residential development in various functional zones showed the essential differences in the street and road network density in administrative districts The actual availability of automobile roads in Saint Petersburg on the whole equals to 2.3 km/square km of the city territory In the residential buildings 183 184 Svetlana Ershova and Evgeny Smirnov / Transportation Research Procedia 20 (2017) 180 – 184 areas the value of the SRN density fluctuates between and 20 km/square km of the city territory Upon keeping the modern rates of automobile roads construction up to the year 2038, the density will increase by 8% and show 2.5 km/square km of the city territory On the whole, the calculations and justifications prove that the calculated value for the minimum allowable SRN density in course of preparation of the Saint Petersburg General Urban Plan shall consider irregularity of the development within Saint Petersburg and essential variation as to the SRN density in the current development quarters Conclusion The conceptual justification for standards of town-planning design of highways and streets for ensuring traffic safety in large cities, based on the scientific and innovational approach, reveals the modern city development paradigm obliging to provide grounding of provisions incorporated into regulatory acts This is a perfectly new element of standard-setting and professional activities associated with a need for the objective assessment of the situation and development of grounded forecasts for large city as well as its transport network development The authors highlight the need for improvement of the calculation procedure for the general SRN density: it is required to correct the value of Saint Petersburg total area excluding water reserve lands, recreational areas, manufacturing, transport and logistics, storage areas considering the specificity of respective automobile roads location In view of the above, when developing the strategy for development of a large city, General Plan, territory planning, streets and roads design, it is necessary to follow the requirements of the federal and regional regulatory acts [State Duma (2005), Saint Petersburg Legislative Assembly (2005, 2009, 2014), Government of Saint Petersburg (2011, 2014)] providing balanced development of the territory, facilitating the traffic organization and safety in the city Such criteria may be met only by the values with scientifically grounded quantitative representation References Ershova, S А (2014) Town-planning design regional standards St Petersburg experience [Regional'nye normativy gradostroitel'nogo proektirovanija Opyt Sankt-Peterburga] BST — Bulletin of Construction Equipment, 11(963): 30–35 (in Russian) Ershova, S., Orlovskaya, T (2014) Monitoring as an element of city administration system, providing its sustainable development (based on the example of Saint Petersburg) Socrates Almanac “Innovative City of Future”, pp 198–200 Government of Saint Petersburg (2011) St Petersburg government resolution No 945 dd 13.07.2011 “On St Petersburg transport strategy till 2025” [Postanovlenie Pravitel'stva Sankt-Peterburga ot 13.07.2011 № 945 “O Transportnoj strategii Sankt-Peterburga 2025 goda”] (in Russian) Government of Saint Petersburg (2014) St Petersburg government resolution No 552 dd 30.06.2014 “St Petersburg state program “St Petersburg transport system development” for 2015–2020 [Postanovlenie Pravitel'stva Sankt-Peterburga ot 30.06.2014 № 552 “Gosudarstvennaja programma Sankt-Peterburga «Razvitie transportnoj sistemy Sankt-Peterburga» na 2015 - 2020 gody”] (in Russian) Saint Petersburg Legislative Assembly (2005) St Petersburg Law No 728-99 dd 22.12.2005 “On St Petersburg Master Plan” [Zakon SanktPeterburga ot 22.12.2005 № 728-99 “O General'nom plane Sankt-Peterburga”] (in Russian) Saint Petersburg Legislative Assembly (2009) St Petersburg Law No 29-10 dd February 16, 2009 “On St Petersburg land use and development rules” [Zakon Sankt-Peterburga ot 16 fevralja 2009 goda № 29-10 “O Pravilah zemlepol'zovanija i zastrojki Sankt-Peterburga”] (in Russian) Saint Petersburg Legislative Assembly (2014) St Petersburg Law No 23-9 dd 22.01.2014 “On the city planning design regional standards applicable in the territory of St Petersburg” [Zakon Sankt-Peterburga ot 22.01.2014 № 23-9 “O regional'nyh normativah gradostroitel'nogo proektirovanija, primenjaemyh na territorii Sankt-Peterburga”] (in Russian) State Duma (2005) Code of the Russian Federation No 190-FZ dd 29.12.2004 “Town-Planning Code of the Russian Federation” [Kodeks RF ot 29.12.2004 № 190-FZ “Gradostroitel'nyj kodeks Rossijskoj Federacii”)] Collection of Legislative Acts of the Russian Federation No (p I), 03.01.2005, art 16 (in Russian) ... city planning design including standards for the design of Saint Petersburg street and road network development was based on SNiP materials 2.07.01-89* City Planning Planning and Development of. .. necessity for positioning as mandatory for application to the city planning design and successive construction documents containing the standards for the street and road network development planning. .. new notion — the standards for the city planning design — and established the requirements to the development of regional standards for city planning design for each subject of the Russian Federation