ContentsContentsContentsContents

2. The process of road planning .......................................................................................................... 2

How to plan proper establishments .................................................................................................... 3

Features of a proper plan ................................................................................................................ 3

Ensuring quality during the planning process ................................................................................. 9

Social participation (involving the community)............................................................................. 13

The planning process ......................................................................................................................... 16

Elements of the planning process ................................................................................................. 16

Planning steps in Hungary ............................................................................................................. 19

Functional planning ........................................................................................................................... 23

Basic principles of functional planning .......................................................................................... 24

Functional planning in Hungary ..................................................................................................... 27

2. The process of road planning

The challenge of road traffic is to provide an efficient and safe transport infrastructure which preserves and improves the social, natural and man-made environment.

Typical tasks of traffic planning: Establishing new traffic establishments or redesigning existing ones Establishing new traffic services or reshaping existing ones Sorting out traffic problems and bottlenecks Defining traffic strategies

In this chapter we learn the preconditions of creating a successful plan. We review the planning process and the plan types typically applied in Hungary. We take a closer look at the aspects and the Hungarian practice of functional planning.

This chapter consists of three lessons: Lesson 1 presents the features and the planning of proper

establishments. It expresses the importance of flexibility and creativity.

Lesson 2 deals with the planning process and the plan types belonging to the process steps

Lesson 3 shows the fundamentals of functional planning and the functions of public road traffic. It explains the role of functional classification. It shows how the external effects influence the functions of roads and how todeal with them. The Hungarian practice will also be described.

The lessons can be completed by approx. 60 minutes learning and exercises and the knowledge can be deepened by 30 minutes revision. So the whole chapter takes 3-4 hours to learn.

How to plan proper establishments

At present day it is not good enough to base our plans on technical aspects only. The establishments must be in harmony with the complex environment surrounding them. In order to createproper plans we have to discover the expectations towards the establishment, the effects of the new development and we also have to understand the basic principles of creating proper plans. It is important to involve the related society as their opinion and demands have an influence on the final implementation.

During the lesson we learn to differentiate good and bad plans, we will examine the role of goals and problems. We get to know the elements of the successful road planning process and we clarify why it is important to involve the society.

Features of a proper plan

Please take a look at the below pictures! What do You think, which configuration is good or bad? Why?

You cant just answer the question. The evaluation highly depends on the environment of the establishment. The environments and functions of these two establishments are very different. They can both be good and bad. But can we give an exact answer here when we evaluate two configurations at the same place?

Please look at the below pictures taken about Rkczi street in Budapest! Which one do You think is right and which one is wrong? Why?

Honestly You cant just answer this question either. The judgement of the configuration depends not only on the environment but also on the system of correlations.

When planning an establishment the designer has to find the balance between several aspects, effects and interests. All plans are individual, and every time it is a different combination of geographic features, social interests, tasks, opportunities and demands. The task is to find the balance between fulfilling the demanded development and safely integrating the new establishment into the human environment. Aspects to be considered when planning a road:

safety durability low operating cost man-made and natural environment environmental, esthetical, historical and social effects availability of alternative transport options

It is important to know the difference between good and bad plans.

Good plans: satisfy the safety and mobility demands preserve and protect the environmental and cultural objects surrounding the

traffic establishment

Bad plans: are not aligned with their environment affect important natural and human resources

Figure 1. : Example for a road in harmony with its environment, made of local material

Figure 2. : Example from Montana, a road very unfamiliar to its environment

We can only succeed in planning the proper road establishment - in harmony with the natural and social environment - satisfying the mobility and safety demands if we know the environmentali correlations and we acknowledge the demands, the problems and the possible solutions.

The Goals summarize all the social, natural and traffic demands that the new establishment is expected to satisfy. Important goals: - economic efficiency - environmental protection - enjoyable streets and neighbourhoods - safety - equality and social acceptance - contribution to economic growth - equality between age groups

Goals should be clearly defined. It is a common mistake to handle the goals to generally which makes them undefinable and unachievable as they do not guide us into actions. If we define clear goals then - we get real clues to recognize the problems waiting for solutions - we can analyze how the possible solutions fit into the system of

environmental correlations

- during implementation we can supervise the output.

Goals have three levels: General goals containing the longterm advantages resulting from the

project implementation. They are general and not limited to the project itself.

Project goals containing the effects expected directly from the project. these are the goals the project is launched for.

Project results, the direct results arising from the project activities.

The goals are often abstract so the success rate is difficult to measure. Indicators help to measure and track the goals and subgoals. Indicators are measurable features, they transform the complex information into one single figure. Every specified goal is to be paired with an indicator which expresses the implementation

There are three main types of indicators: Outputindicators: they measure the output, the result on a nominal scale

(kn, ton, quantity) Resultindicators: they measure the projects direct effects, the

achievements of the expected goals. Preferably previous stage current stage indicators, expressing the changes aspired by the project.

Effect indicators: they measure the projects longterm effects and their contribution to the social goals.

INDICATOR

TYPE

APPLIED

INDICATOR DEFINITION MEASUREMENT

OUTPUT

INDICATOR

Railway

infrastructure

Newly constructed high-

speed railway infrastructure

km, network

coverage %

RESULT

INDICATOR Time saving Reduced running time

passenger

minute, ton

minute

EFFECT

INDICATOR Employment

Jobs created or saved by the

project

Absolute or

relative number

of jobs

Figure 3. : Example for the indicator types at railway infrastructure development.

It is a common problem that You can not achieve all goals because they conflict each other. For instance in many cases You can not improve the accessibility without harming the environment. The solution is a compromise between the different demands by setting priorities in order of importance. The priorities are set based on political aspects but the decision maker is supposed to consider the related opinionsii.

Once the goals are set, the next step is the problem mapping. This is an important step as the real solutions are best based on solving the problems. It is key to find the problems rootcauses because eliminating them is the only way not to encounter the problem againiii.

We consider the folling cases as problems: unsatisfied demands and missing preconditions to satisfy the demands the difference between the actual and the desired situation unexploited opportunities losses

The problems and demands can be defined based bot hon the actual or the desired situation. When defining the problem we also have to see who suffers the most from the problem. There are more ways to discover them: consulting the related personneliv analysis based on factsv observationvi The identified problems are visualized on a specially designed problem list called problem map. This problem map also expresses the priorities in a table format. An alternative visualization method is to show the problems in a matrix of problem areas and aspects. The latter has the advantage of discovering the synergies between the problems.

Nr. What?

Problem

Who?

Who is

responsible for

the solution?

With whom?

Who else is

interested in the

solution?

When?

In what

timeframe is the

solution

available?

At what cost?

What is to be

considered?

1.

2.

Figure 4. : Possible structure of a problem map

A Problem area

(par.ex. control)

B Problem area

(par.ex. infrastructure)

Aspect 1 (par.ex. passengers) list of problem descriptions list of problem descriptions

Aspect 2 (par.ex. operator) list of problem descriptions list of problem descriptions

Figure 17. : Problem map structure in a matrix of problem areas and aspects

The goals and the problems are two sides of the same coin starting with either of them we will come to the same outcome. The goals define the results expected from solving the problems, this often makes them abstract. A strategy based on a precisely defined problem list is easier to understand and the question How do we no there is a problem? is easier to answer.vii

Figure 5. : Relation between goals and problems.

By defining the goals and problems we actually define the system of correlations in which we have to integrate the new establishment. We can rephrase the initial definition of proper plans like this: proper plansdeal with the problems and implement the goals.

Ensuring quality during the planning process

Planning is the process of selecting the right elements, dimensions and solutions for the final configuration. Standards are available for defining the geometric principles which further define the roads physical features. Of course planning is a complex task, it means much more than picking parameters from different tables and applying them on a mechanical way. Decision making skills and experience have an important role in creating proper plans.

In order to handle individual demands the plan needs to contain certain flexibility. Most standards provide this kind of flexibility with their tolerances. Most geometric parameters are based on standards with a minimum/maximum value so the planner can adjust the plan to the environment and the circumstancesviii.

Sometimes this flexibility still provides not enough room to avoid significant environmental consequencesix. In such cases You can apply for an exceptional project release free from the standard and utilize solutions which are normally prohibited. But these exceptions must be well reasoned and explained and the authorities must be convinced that there are no other options. Furthermore You always have to examine the deviations effects on the traffic outcome.

PROBLEM GOAL

Can I sleep?

Reduced noise disturbance

Flexibility also contains the option of revising previous planning decisions. This is not always possible and it can generate a lot of extra consumption of time and money. The expected complications must be balanced with the possible advantages.

Keeping the rules and sticking to the standard solutions are not enough to create proper plans!

The planning process must be managed on system level. An establishment must be planned as part of a larger system with defined roles and functions. A harmonized plan will implement the balance between different local and network aspects.x

Previously the decisions about traffic and settlements were made by appointed decision makers based on suggestions from specialists. Nowadays this is much more complicated. The task is to find the balance and safely integratethe road traffic demands with the surrounding natural and man-made environment. Roads must be planned in harmony with the natural and social environment. One precondition for that is an open planning process which allows creative mindset and social participation.

You need a basic concept in order to create a proper plan. The planning concept sets the framework and helps You to stay on track. All elements must be created as part of the general conception. The most important ones:

cross-section profiles relation between sketching and landscape objects of art road elements

The design scale is an important factor of the basic principle. Drivers sense their environment not like pedestrians, so the design scale affects the roads function and integration with special influence. The road width You sense has the greatest impact on the road scale, the wider You sense the road the faster the vehicles move. The planning methods below can reduce the sensed width of the road just as the sensed scale: horizontal and height sketching, cross-section profile elements, other elements, plants, buildings, parking or noise-absorbing walls

By chosing the proper planning methods You can create the road in harmony with its environment. All details must be considered (aesthetic appearance,

compatibility with social values) as a key part of the planning process with the need for a design team covering all planning aspects.

A successful road planning process contains the following elements: continuous social participation from the beginning using scenic plans to inform the society design team covering all planning aspects and areas flexible and creative planning solutions

The planned road establishment is always individual as the area, the expected features, the social values, the tasks and the limitations always vary. There are no typical plans and the planner must find the balance between the different aspects again and again, independently from the size of the task.

We can judge the plans quality and niveau by knowing the exact goals. The indicators measure how much the goals are achieved so during the evaluation we check whether the indicators target values are met or not. If they are then the plan is a proper one.xi Unfortunately we do not always find a solution free of compromises. In these cases we have to compensate the negative effects, in other words we have to compensate the damage.xii

Of course You dont have to limit the plan to one version only. When working out the different versions it is important that they are supposed to be different not just inthe parametersxiii but also in the general approach. They should introduce the whole scale of solutions, par.ex.: hard building interventions and soft traffic control measures system-level solutions (both local and network) positive solutions providing a supply and negative solutions with forbiding

effects.

In case of longterm plans the certain versions might differ in both the methods and the future visions.

Making the final decision which version to chose assumes the knowledge of their affects and consequences. The solution we are looking for - satisfies the safety and mobility demands best - preserves the surrounding natural and cultural values best.

For such a comparison the fundamental basis consists of the goals and the related indicators.

During the evaluation we define the degree of the effects belonging to the indicators. By transforming these values to an unified scale we gain the score

belonging to the indicator (the goal)xiv. We have to do the transformation in a way that the scores clearly display the differences.xv

Its a rare occasion to find a solution which is optimal from all aspects. The different versions correspond with certain aspects and conflict with others. In order to pick the right version we have to sort the aspects by order of importance.

However it is hard to judge the importance of the aspects. Which is more important and to what degree: the construction costs or the degree of the noise disturbance? The latter is most probably more important in a crowded city than in a remote desert.

We can be more successful in setting the priorities between the aspects if we set up effect groups. We arrange the similar goals and indicators into the effect groups. Based on a specialists estimation we define the correlation and the relative importance of these goals and indicators. Typical effect groups: economic, par.ex. construction costs, transportation costs, economic

figures traffic management, par.ex.capacity, service level, travelling time traffic safetyi, par.ex. accident figures environmental, par.ex. noise disturbance, aesthetic effects, natural interests

The relation between the effect groups is defined by weighting based on specialists estimation. Each effect group has a score. By summing these scores up by the weights we get the final score of the plan version. Based on the scores we can prioritize the plan versions. Using this procedure we can ensure the relative compatibility, in other words we defined the right degree of importance for each aspect.

This evaluation enables us to estimate the importance of the individual problems and further develop the applied technical solutions. With the help of this procedure we can analyze the pros and cons of each plan version and we can create an order of evaluation aspects, proposing the final plan version in the end.

However the decision makers judge the importance of the effect groups differently. The weighting of the effect groups is in fact a political issue but

we have to influence it somehow. If we did not then the cheapest plan version would usually win although we know it is not always the best one.

How can we handle this? Besides the weighting based on the specialists opinion we have to use other weightings as well. We pick an effect group, increase its weight and reduce the weight of the other effect groups with the same degree. We calculate the scores again and set the new priority of plan versions. We repeat the procedure with each effect group.

What is this good for? In this case we offer the decision maker a ready-made solution independently from his preference of aspects. If he is mostly interested in the costs, we show the priority for which we gave the cost effect group the highest weight. This way we ensure that the decision makers preferred aspect is highlighted while the other aspects are included in the judgement.

Social participation (involving the community)

In order to define the planning environment we have to involve the related personnel, this is what we call social participation. This should happen at the beginning of the planning process when the plans can still be easily modified. The result is a faster planning process with less complications.

The related organizations or groups of people must be found by ourselves. There are some noisy groups who try to make their opinion look important but there are also groups or organizations whose existence is not publicly known. It is our responsibility to find and involve those who have a valid reason to take part in the procedurexvi. This goal is served by the effect study which is examining who is to be involved as social participant.

The social participation has many levels depending on the progress stage of the planning process and the involvment level of the social groups: providing information consultation, clarification of open points mutual decision mutual action supporting related groups

Providing informationis a one-way process of the social participation. We tell what we want but there is no direct response. Examples are the project website, an article about the project in a newspaper or any other media.

By the consultationsthe opinion of the related social groups can be integrated in the planning process. It is a two-way communication: we tell what we need and the partner can react and respond directly. This can be a great help to create the problem list, evaluate the plan versions and chose the most suitable one.

If the related persons are also decision makers then it is a mutual decision. The opinions of all parties must be taken into consideration and integrated in the plan. We have to define a configuration which fulfils their demands.

During mutual actionthe other related party provides a declaration of acceptance and active contribution. This might mean organizational changes, operation methods or resource allocations.xvii The projects success highly depends on the other partys attitude and commitment

When supporting the related groupswe enable the groups to form their own strategies and we integrate these in the general strategy.xviii

A precondition for a proper plan is to involve the society in the planning process right from the beginning.

Social participation can significantly increase the projects success and social acceptance.

Social participation can help: define the goals judge problems find the solution alternatives evaluate the different versions chose the desired strategy

Social participation is however limited: it must be carefully examined who and how deep to be involved in the planning process. Before involving the participants we have to clearly define the decision range. Consulting does not always work, some decisions must be made without mutual agreement. It is not efficient to involve the society in topics which are not negotiable or no longer modifiable.

Social participation is generally interesting for: regional partners local authorities traffic/transport companies economic representatives road users legal authorities local inhabitants civil organizations

Exercises Please answer the following questions and complete the following exercises!

Exercise 1. What makes the difference between good and bad plans?

Exercise 2. What is the role of the goals and problems?

Exercise 3. What is the best way to define the goals?

Exercise 4. What do we consider as a problem?

Exercise 5. How can we create a balanced plan fitting into the environment?

Exercise 6. How can we evaluate and compare the different plan versions?

Exercise 7. What is the function of the social participation?

Exercise 8. What are the degrees of the social participation?

Exercise 9. What are the limits of the social participation? Why?

The planning process

The planning process begins with defining the demand for a new development and it ends with finishing the construction of the new establishment. By properly structuring the planning process we can ensure that - the preparations necessary to create proper plans are correctly made - the different tasks and decision points are separated

This lesson presents the elements of the planning process, the functions of the individual phases and for each planning phase it reviews the plan types commonly used in Hungary.

Elements of the planning process

Planning the road is just one step of the planning process which begins with defining the demand for a new development and ends with finishing the construction of the new establishment. During the planning process we examine the configuration options while we gradually tighten the decision range and gain more and more detailed proposals. This structure secures the birth of proper plans with increased focus on - preparation - discovery of the demands and correlations - composition of the possible solutions. The steps of the planning process are separated steps but overlapping is possible. The planning concept is the framework for the process elements. The concept is continually changing and shaping according to the decisions taken during the planning steps.

Elements of the planning process Strategic planning Feasibility study Detailed planning Construction/realization

Figure 6. : Elements of the planning process

Strategic planning has the goal of defining the development demands. During strategic planning we examine the development directions, the priorities and the optimal allocation of the available resources. The strategies are being created, discussed, finalized and approved. Key objectives of the strategic planning are to satisfy the mobility demands and have the plan accepted from environmental and social view. Analysis of the system and the environment and the interaction between them is also one of the tasks.

One of the planning methods is an extensive procedure, trying to answer three simple questions: - Where are we now? Status analysis, identification of problems - What is our future goal, where do we want to get? Future vision, goal setting - How do we get there? Action plan, activites

One key task of the strategic planning is to involve the community and define the concept of the planning process. The decisions taken during strategic planning will influence and limit the planning abilities of the further steps.

Feasibility studyhas the goal of setting the fundamentals of the development projects. In this phase we fine tune the demands and goals. We compose different versions in order to gain solutions for the planning task from several approaches. One version is the zero version with no change and another one is the soft version without any construction limiting the actions to traffic

CONCEPT

Feasibility study

Detailled planning

Construction

Strategic planning

control measures. By evaluating the versions we have to check their influence on the environment and upon need we have to take care of compensation measures.

In this phase we also complete the financial and economic analysis of the chosen version. Paralelly with the feasibility study we can also make an environmental effect study with a variable level depending on the investments scale and effect.

The communitys participation is very important in this step. During planning we have to define the related group of people and provide opportunities for participation. When executing larger investments we might need a social effect study, too.

Before successfully implementing a project it must be prepared well enough, meaning: - it must be technically fine-tuned, enabling accurate cost estimations - legal and organizational preconditions of implementation must be fully

mapped and acknowledged These exhausting preparations enable us to take the right decision and upon approval launch the project.

In the phase of detailed planningthe complete documentation of the road plan is made, including calculations of dimensions and quantities. Planning parameters are available from previous feasibility studies while the technical solutions and the plans are based on previous decisions and commitments. There is room for slight changes compared to the original concept if it brings explicit improvement. The related personnel are to be involved in this step as well.

During detailed planning we have the following tasks: - legal approval process, clarification of legal conditions - direct preparation steps, finishing plans, acquiring target area - sourcing activities, tendering, ordering, supplier negotiations

Construction can begin after the preparations are finished and the suppliers/subcontractors are chosen and contracted.xix Durign construction slight modifications might be needed. After the construction is ready, the establishment goes through technical release and hand-over. Operation and maintenance of the establishment begin.

The roads features and scale can be modified by operation deviations so individual planning solutions lead to the need for individual operation and maintenance procedures which adopt the roads irregular demands.

Planning steps in Hungary

In practice different plan types belong to each planning phase. The functions of these and the relation between them are defined so that going through the process will result in a good plan.xx The phases and content requirements of road establishment planning are defined by the specifications of road affairs.

Road planning T 2-1.201:2008 Strategic planning Network development plan Traffic-related part of the resettlement plan

Feasibility study

Preparatory examinations Disposition plan Feasibility study, research plan Environmental effect studies

Detailed planning Approval plan Construction plan Bid plan

Construction Plans needed to open the road to traffic Plans needed after opening the road to traffic

Figure 7. : Correlation between planning steps and plan types in Hungary

Strategic plans have two major types depending on the features:

strategic and operative plans containing mostly future actions, their goals, timing, methods, organizational and financial background (development plans)

resettlement plan and local construction regulations defining the developments dimensional and physical relations and containing its legal terms (sorting assets)

One of the development plans is the settlement development concept, roughly defining the settlements vision, mission, development directions, overall goal settings and the strategic operations of the next 10-15 years. This document is the basis for the resettlement plans and the midterm and longterm development planning.

One tpye of resettlement plans is the settlement structural plan with importance from traffic aspects. It defines - the ways of usage of the single territories - the configuration and layout of the essential infrastructure items which have

a major impact onthe final settlement structure. This plan secures the playground for the main traffic strategies to avoid monopolyxxi problems later on. The traffic-related part of the resettlement plan deals with the traffic tasks. It has the mission of setting up the traffic hierarchy and marking the exact spot for roads, parking places and traffic junctions.

Figure 8. : Example for resettlement plan

Preparatory examinations have many versions. They are not always individual and sometimes we skip making them.

The Feasibility studyxxiiis a basic document providing the decision makers with an objective view on the problem which needs a solution the range of possible solutions the extent of the project implementing the recommended solution the expected qualities of the soon-to-be built establishment/service the rounded amount of the financial resources needed for the project project risks

Based on a good feasibility study one can make a relevant decision on supporting the project and later on when controlling the project, the study will properly justify that the project had been well prepared before it began.

Environmental effect studies logically belong here although they are not part of the feasibility study. Detailed financial and economical analysis are also part of the study.

The goal of the feasibility study is to provide proper information for the decisions makers so they can make the right choice between approving, modifying or cancelling the project. The task of the study is to find the best solution and examine how much the proposed project is justified and viable. Creating the study leads to the result of - the proposal to solve the planning problem - the evaluation of the projects relevance, feasibility and maintainability

Figure 9. : Lay-out plan for feasibility study.

The approval plans task is to present the applied technical solutions without going into the technological details. The approval plan is the basis for licences. When creating one You have to complete many consultations with service providers, road maintainers and the related concerns.

Figure 10. : Section of a traffic lay-out plan belonging to an approval plan

The construction planis created after all licences are available.xxiii It contains the modifications required in the construction licence, the detail plans, the ground data and plans regarding conrtruction arrangements.xxiv If the subcontractors are available/chosen by the time of making the construction plan then modifications are possible upon their suggestions and observations.

The bid planpresents the information needed by the potential subcontractors in order to submit proper price offers. The subcontractors competing for the construction assignment have to submit their offer with respect to the given quantities and quality requirements specified in the bid plan. This means the entrepreneurs provide a detailed price offer for the exact task described in the bid plan. Compared to the construction plan, the bid plans content is extended with quantified calculations and quality requirements. After the subcontractor is chosen, there might be slight changes due to his suggestions.

The realization planis one of the plans needed to open the road to traffic. It is the basic document of the opening procedure, it records the achieved status and it contains the deviations from the construction plan. It is important for the operation/maintenance activity. Exercises

Exercise 1. What are the elements of the planning process? What is the reason for this structure?

Exercise 2. What is the task of strategic planning?

Exercise 3. What is the goal of the feasibility study?

Exercise 4. What are our tasks during detailed planning?

Exercise 5. What are the major plan types in Hungarian practice? How are they logically related and how do they fit into the planning phases?

Functional planning

The main challenge for the design engineer is to foresee how the new establishment under design) will function inthe future, how efficiently it will be utilized by the people. Functional planning is a logical planning describing how the system operates and focusing on the demands and requirements of the future users.

This lesson presents the basics of functional planning and the main functions of road establishments. It discusses the role of functional classification and its Hungarian practice.

Basic principles of functional planning

Function means a task or service directly related to the usage of the establishment. We expect the system to secure and fulfil this task or service. Every new development aims at realizing functions. Most functions are achievable different ways, however the designer should mind some basic principles so the realized development will be well accepted and popular.

Functional planning focuses on the users demands, it is a process and an outcome simultaneously. As an outcome it describes the quantitative and qualitative requirements of proper utility. Adhering to these requirements will lead us to the right outcome.

In order to create solutions that function well, the following questions are to be answered: What is the goal of the development? Who will use it? What is the purpose of using it? Is it obvious for the user how to use it? Is the user using it on a comfortable and attractive way? How does the system handle errors?

Functional planning means that we conceptually think over what individuals, functions, services, tasks and planning items will be closely interlinked. Functional plans describe the goal and motivation of the complete system, thier integration into an

overall strategy the demands, goals, aspects of the related individuals (how do they want to

use the system) the requirements and the operation of the establishment

Road establishments have the goal of reaching buildings and estate items at the beginning and/or end of a journey and providing certain levels of travelling mobility on the way. Based on this, road establishments have two basic functions:xxv Service function Mobility function

Figure 24. : Correlation between mobility and service level functions.

Functional classification means sorting the roads into groups based ont he service they provide for the users. This is important as traffic is not handled by the single roads individually buti t is handled by a network, a system of roads. By functional planning the role of the roads can be planned on network level and this can be the basis for a conception which oversees the planning process.

Based on the service and mobility functions roads are classified into three major clusters. Main roads provide high level of mobility but at the cost of limited service functions.xxviLocal roads have a main function of serving the estate items, including many slow traffic operations. Along local roads mobility function is limited as strict speed limits are necessary. xxvii Collective roads bridge the gap between main roads and local roads, providing the balance between the mobility and service level functions.xxviii

Defining the roads function is the very first step of the planning process. by this definition we plan the future operation of the establishment. Based on the function we can pick the right planning speed and geometric parameters.

Main roads Collective roads

Side roads

Functional planning is not an exact science and functional classification is not always definite. The functions relation and proportions can not exactly be defined and might change upon time and space.xxix Thats why the experience-based judgements of the veteran design engineers must be included in the planning decisions.

Figure 11. : Uncertainties of functional planning.

The functional classification of roads is not constant. Due to the continuous development of the road network the role of the roads might change within the road system. As the users habits change, the utility of the roads change respectively. If this happens the roads functional configuration will no longer fulfil its mission and the demands of the users.xxx This can lead to several conflicts.

How can we avoid that the roads functional configuration deviates from its function? We have two options: In order to keep the roads original function we check and control the place

and the way of the changes inthe usage. We also regulate the relation between the neighbouring areas.xxxi

The functional classifications must be periodically verified. It might have to be changed in case of major road network developments, change of usage or change inthe intensitiy of road usage. Of course this will only work out well if we manage that the new classification corresponds with the new functional configuration and we execute the upgrades and modifications on the road so it fits the new classification.xxxii

Functional planning in Hungary

In Hungary, roads are classified into planning classesbased on their role in the road network. Planning classes provide a functional classification based on network aspects and hierarchy. By classification into planning classes we define the main technical parameters and the planning speed, in other words we ensure that the road will be constructed with the right features according to its planned function.

Hungarian practice differentiates three basic functions: connection, discovery and service functions. This separation is seemingly different from the one described in the previous chapter but in fact the connection and discovery functions are the two divisions of the mobility function. The connection function covers the external relationship improvement and the service for transit traffic while the discovery function is about providing the internal relations. Service function actually represents a range of the mobility function, the range where the service function is limited. In contrary, discovery function has a large focus on internal relations besides mobility.

Planning departments divide the road network into three main categories : high-speed roads, main roads and side roads. Within the main categories we find further subcategories, in the outskirts there are 10 planning departments while in downtown there are 8, including bicycle and pedestrian establishments.

Roads in the outskirts Code of planning

department

High-speed roads Freeway K.I. Highway K.II.

Main roads I. class main road K.III. II. class main road K.IV.

Side roads

Connection road K.V. Service road K.VI. Station-oriented road K.VII. Other road K.VIII. Cycle-path K.IX. Footpath K.X.

Figure 12. : Outskirts road planning departments.

Roads in downtown Code of planning

department

High-speed roads Freeway B.I. Highway B.II.

Main roads I. class main road B.III. II. class main road B.IV.

Side roads

Collective road B.V. Service road B.VI. Cycle-path B.IX. Footpath B.X.

Figure 27. : Downtown planning departments

Within the planning departments the environmental circumstances secure the flexibility needed for planning. This means we chose the main technical parameters according to the constraints. In the outskirts we mostly base the planning parameters on the geometric constraints while in downtown we pay attention on the areas sensitivity towards the negative effects of traffic.

Environmental circumstances in the outskirts

A Flat area without natural or man-made restrictions

B Flat or hilly area with restrictions

C Hilly or mountain area with restrictions

Figure 13. : Environmental circumstances in the outskirts.

Environmental circumstances in downtown

A Low building degree/percentage, not sensitive environment

B Low building degree/percentage, sensitive environment

C High building degree/percentage, not sensitive environment

D High building degree/percentage, sensitive environment

Figure 14. : Environmental circumstances in downtown.

The Specification of Road Affairs defines connection, discovery and service network roles for downtown roads. The connection role focuses mostly on the mobility function, overshadowing the service function (main roads). In case of the service role it works the opposite way, the primariy function is service and the mobility function has a secondary role (service roads). The discovery role keeps an equal balance between the two.

Exercises

Exercise 1. Please explain the basic principle of functional planning! Why is it important to design road establishments on functional basis?

Exercise 2. Please show the two main functions of road establishments! How can we calssify the roads by thess two functions?

Exercise 3. Why do road functions change? How can we avoid that the roads functional configuration differs from its function?

Exercise 4. Please, present the roles of the road planning departments in Hungarian practice!

Control questions

Q2.1. What make as a plan a good plan? Q2.2. What makes a plan a bad plan? Q2.3. What are the conditions of creating harmonized proper plans? Q2.4. What makes an establishment optimal? Q2.5. What is the role of the goals in the planning process? Q2.6. How do we properly define the goals? Q2.7. Why is it important to make clear and obvious goal definitions? Q2.8. What is the role of the problems? Q2.9. What are the ways of discovering the problems? Q2.10. Why do we have to involve the community inthe planning process? Q2.11. What is the helping potential in involving the community? Q2.12. What is the task of the road planning process? Q2.13. How do we ensure flexibility within the road planning process? Q2.14. What is to be secured during the planning process? Q2.15. What is the role of functional planning? Q2.16. What parameters are defined by functional planning? Q2.17. Why do we have to periodically check the roads functional classification? Q2.18. What is the correlation between the change of territory usage and the roads functions? Q2.19. Please introduce the roles of the planning departments! Q2.20. What secures the flexibility within the planning departments?

Answers

A2.1. It fulfils the safety and mobility demands while preserving and protecting the related environmental and cultural values. A2.2. The road is not in harmony with its environment and affects important natural and human resources. A2.3. Using flexible design solutions and involving the community int he planning process from the beginning. A2.4. A plan is optimal if it realizes the goals defined regarding the establishment and it solves the occuring problems. A2.5. They summarize the social, natural and traffic demands that are to be realized. A2.6. They must be clear, obvious and measurable. A2.7. Clearly defined goals help to identify the problems calling for solutions and they provide the fundamentals to evaluate the versions and furthermore they enable the supervision of the execution process. A2.8. They provide the basis to define possible solutions. A2.9. On site observation, realistic analysis and consultation with the related personnel. A2.10. By involving the community the projects success and social acceptance can be increased dramatically. A2.11. It can help in defining the goals, weighting the problems, finding the possible alternatives and evaluating the proposed versions. A2.12. Safe integration of the demand for road developments and the surrounding natural and human environment. A2.13. Geometric parameters have a certain tolerance with min/max values in the standards. In case of serious environmental effects it is possible to ask for exemption. Upon need previous decisions can also be revised if the effects are significant. A2.14. The road must be in harmony with its environment. To ensure that, creation of the detailed plans must be preceded by executing the preparatory jobs and chosing the proposed solution. A2.15. Planning the establishments usage and function A2.16. Planning speed and cross-sectional configuration A2.17. Because changes in the traffic pattern might result in changes of the road functions.

A2.18. Changes in the territorial usage will change the roads functions.

A2.19. Planning departments represent functional groups. A2.20. Environmental circumstances

iThe word environment is used with a broader meaning here. It covers all connections, correlations referring to

the establishment, its users and every party affected by the establishment and its usage.

iiWe can achieve this by involving the community.

iii If we solve the problem symptoms and not the root causes then we let he problem bigger to a higher escalation

level. Par. ex. if many pedestrians cross the road against the rules, we can create a barrier for them. By this

solution we stop the pedestrians from crossing the road but the problem of the missing leagl crossing point

remains unsolved.

iv Consultation with local inhabitants, civil and state organizations, operators, authorities

v Par.ex. traffic examinations, capacity calculations, safety analysis, effect study

vi Experience collected by ourselves. For an engineer it is essentially important to visit the site personly. That is

the only way to know more about the local inhabitants, their habits, demands and experience the problems first

hand. Site inspections have the goal of planting ourselves into the correlation system of the establishment and

get a direct feeling of the site. This way we find the right solutions easier.

vii Par.ex. instead of saying noise pollution reduces it is more effective to say Your sleep will be untroubled at

night.

viii This goes for arc radius or slope gradient among other parameters.

ix Par.ex. by reducing the planning speed we can achieve a sketching which fits into the environment better. Of

course there is nothing for free : in this case the traffic completion will be less ideal.

x Lets think about the reconstruction of the crossing sections.

xi This is not so simple in real life. You can not turn every goal into a measurable one. One example is the aesthetic

effect. In this case for example we can use a ideal neutral problematic scale and the classification will be

more or less subjective.

xii A fitting example here is the plantation of replacement forests. We have to plant new trees in a quantity equal

to the summed tree-trunk diameter of the trees we had to cut as a sacrifice for the new road establishment. The

damage is a fact, the environment is locally damaged but we have made the compensation in another forest so

globally we have compensated nature as much as we could.

xiii Par.ex. dimensions, sketching, capacity

xiv We connect the possible values through a linear or nonlinear transformation to the values of a multidegree

scale. We usually use 3-, 5- or 10-degree scale but other values are possible. Example: if we connect the number

of fatal accidents to the values improving, stagnating or worsening then we have made a transformation

to a 3-degree scale.

xv We can make two mistakes here:

1. : the transformation does not differentiate the versions. The scale is too wide compared to the

possible values. Par.ex. the value improving does not differentiate minimal and significant

improvement.

2. : the transformation makes too much difference. Par. ex. we can compare service levels. There

might be very different traffic features and scores belonging to service level A or B, however from

the aspect of comparing different versions they are practicly equal.

xvi Douglas Adams must have had very unpleasant experience regarding road constructions and social

participation. His bestseller Galactic travel guide for hitch-hikers starts with a galactic freeway construction. As

part of the project Earth is supposed to be destroyed. The planners were careful, the plan was available int he

Alpha Centauri system. Noone protested so the designers were right to think that the project would have no

environmental effects. The fact that space travel is not available for Earths inhabitants seems a private problem.

The sad thing is that it happens so in many cases so the example is not that extreme. If the number of the affected

people is limited then it is enough to publish the information on the wall newspaper or website of the related

bureau. How lately have we checked the website of the City Hall if there is a project affecting us ?

xvii An example can be the foundation of the Budapest Traffic Association. The traffic service providers should join

forces and cooperate in order to offer the passengers a better combination of improved services.

xviii An example can be the traffic service strategy for handicapped people.

xix Preparation work does not obviously end when the construction begins. Par.ex. the handover of the total area

can be very slow so there is no point in waiting for the total area to be available, the work must start wherever

possible.

xx Unfortunately we have seen examples showing that the approval plan was finished sooner than the feasibility

study. It is a remarkable goal of the chapter to emphasize the right time order and logical order.

xxi Example can be the Nagy Lajos Kirly avenue where the regulation range is defined according to the 2X2 lane

road planned to be realized later.

xxii The content of the feasibility study always depends on the exact task. The Specifications of Road Affairs defines

it as Technical study plan but in many cases it is called feasibility study. The feasibility study belongs to the

preparatory plans but its content can easily overlap with that of the technical study plan. The more general term

feasibility study fits the logical train of thought better so we use it here.

xxiii In case of smaller establishments it is possible to create consolidated approval plans and construction plans.

xxiv Example for this plan: plan of traffic control during construction

xxv Of course in an urban environment this is far more complicated. Functions connected to pedestrian, cyclist

and public transport also appear.

xxvi Extreme examples are the freeways: You can drive fast and undisturbed, on the other hand every disturbing

element is reduced to the minimum. Service function is completely missing, junctions are far from each other

and traffic is regulated at the highest level.

xxvii Example is the district with 30km/h speed limit

xxviii Example for collective roads is a section of the Budafoki avenue between Szent Gellrt Square and the Rkczi

Bridge.

xxix As an example, at the crossing sections of the main roads, besides the mobility function the service function

also has significance. No wonder that these road types are bearing many conflicts. The solution is the

harmonization of the functions. With todays approach it means that the mobility function is to be reduced and

urban functions are to get more attention. Of course this will not help the transit traffic.

xxx If we install a shopping mall next to a main traffic route then serving the shopping mall might pose problems

for the traffic route. The shopping mall along the main road 11. is an excellent example. In order to serve the

shopping mall, a roundabout was built ont he two-lane road 11. But this roundabout proved to be a bottleneck

and slowed traffic down. Finally the problem was solved by an overcrossing built above the roundabout.

xxxi Think about serving the areas next to the freeways.

xxxiiReconstruction of the crossing sections is a typical change arising from functional classification changes.