Many diagnostic Strategy Structure Directing the City Territory Development

1. FULL MOTORIZATION STRATEGY
2. WEAK CENTRE STRATEGY
3. STRONG CENTRE STRATEGY
4. TRAFFIC LIMITATION STRATEGY

FULL MOTORIZATION STRATEGY

• Generally, the physical structure of the city shaped the terrain (flat)
• Most of the United States in several areas of the city (LA, Detroit, Denver) and some Australian states (landing first structure)
• Urban areas > small towns (low density suburb) > agricultural areas of the city
• Structure-shaped area of the city grid system, freeway network (primary) at intervals of about 6.5 km (4 mile)
• Secondary Network (arterial and collector function) with intervals of 1.6 km; road tertiary (local / Access) with intervals of 0.4 km to connect the hierarchical.
• The concept of development of this city region structures > requires a network with large capacity
• Result: Private vehicles are very dependent, low travel distance, no region be the center of town, the economic structure of society self-sufficient

Critics of this concept:

• Critical to the development of activity centers
• Only suitable for areas with low density
• Interaction between regions is relatively low
• The cost of infrastructure development is very expensive
• etc

WEAK CENTRE STRATEGY

• Generally, the physical structure of the city shaped the terrain (flat)
• Most areas in several cities: Melbourne, Copenhagen, San Francisco, Chicago, and Boston (landing first structure)
• The structure of the city form a radial network node > suburban downtown
• Most of the work site locations around the peri-urban areas. Movements > suburban suburban / central city: circumference network system served more use of the railway.
• Investments in the road network (highway and park) is relatively low, but the cause of high costs if the transit system is under utilized (costly & under utilized transit system)

Critics of this concept:

• Critical if the development of high commuting
• Competition use of public transport versus private car; road vs. rail
• Operations  expensive public transport due to low utilization
• Development occurred around the area road network
• The development of commercial and industrial activities in the surrounding streets
• It takes a strict development control to guide the development of the city.
• etc

STRONG CENTRE STRATEGY

• Generally, the physical structure of the town was formed from the existence of the center city area of intensive activity that requires a very expensive cost for infrastructure development.
• Comprising the main center (center) and several sub-centers
• The strong attraction as a destination downtown from suburban > movement needed a superior transportation system accessibility
• Network systems radial movement of the main center of sub-centers > major centers, using a corridor system
• Database systems are integrated highway and railway network (integrated)
• Comprehensive Highway & park with rail systems in the various sub-centers
• Requires the AU network with large capacity and good quality LOS
• Found (initial structure) in Paris, Tokyo, New York, Athens, Toronto, Sidney, Hamburg with the characteristics of this transport system
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Critics of this concept:

• Critical if the development of high commuting
• Competition use of public transport versus private car; road vs. rail
• Operations > expensive public transport due to low utilization
• Development occurred around the area road network
• The development of commercial and industrial activities in the surrounding streets
• It takes a strict development control to guide the development of the city.
• etc

LOW COST STRATEGY

• In contrast with the physical structure of the strong city region strategy centers due to limited infrastructure development costs (some countries in Asia, Africa and South America).
• Transport development strategy with relatively low cost but can accommodate the services structure with high density urban areas (central city)
• Base system was highway network movement (combined radial and grid system)
• Area sub-center > (directed) to reduce the burden of the main center of town, using a corridor system
• Found (initial structure development) in Bogota, Calcutta, Istanbul, Manila, Karachi, Taheran with characteristic transport system like this.

Critics of this concept:

• Very critical if the development of downtown is not followed by a strict application of development control (sub-centers and centers)
• Competition use of public transport versus private car; road vs. rail
• Operations  expensive public transport due to low utilization
• Development occurred around the area road network
• The development of commercial activities of the existing distribution of hard (high rise building)
• etc

TRAFFIC LIMITATION STRATEGY

1. Cities of the base highway network system
2. The imbalance between supply vs. demand transport
3. Increased ownership and use of private modes, result in:, - The need for construction of road network increased rapidly, - Requires Traffic Demand Management (TDM) as a strategy as restrictions on movement (effectiveness and efficiency of movement and use of public transport modes with a good LOS)
4. TDM practices intensively conducted in London, Singapore, Hong Kong, Stocholm, Vienna, Bremen.
5. Listen
6. Read phonetically

Critics of this concept:

• Very critical if the development of downtown is not followed by a strict application of development control (sub-centers and centers)
• Competition use of public transport versus private car; road vs. rail
• Operations > expensive public transport due to low utilization
• Development occurred around the area road network
• The development of commercial activities of the existing distribution of hard (high rise building)
• etc