eDrone Cities | Urban Air Mobility for the 21st Century Cities by Sayali Avhad

eDrone Cities Urban Air Mobility for the 21st Century Cities

Author: Sayali Avhad Under the Guidance of: Senior Faculty: Ar. Willy Muller, Assistant Professor: Ar.Jordi Vivaldi Piera, Institute for Advanced Architecture of Catalonia MA002 © 2018 Sayali Avhad No part of this book may be reproduced in any manner without the permission of the author, except in the context of reviews. “Thesis presented to obtain the qualification of Master Degree from the Institute of Advanced Architecture of Catalonia, Barcelona in September 2018.”

Table of Contents Abstract 6 Introduction 8 Thesis Proposal 10 Hypothesis 12 Thesis Framework 14 Research 1. Global transportation trends 17 2. Drones study 33 3. The urban effect 45 4. The site finding 69 Case- Study 5. The site, city of Hamburg 85 Design 6. Design parameters, strategies 107 Conclusion 135 Acknowledgement

Abstract Cities are dynamic, constantly in motion and transportation is fundamental to their social and economical development. From the historical times the means of mobility has evolved, we have come a long way from the invention of the stone wheel in 3500 BC to the 21st Centuryâ&#x20AC;&#x2122;s â&#x20AC;&#x2DC;wheel of autonomyâ&#x20AC;&#x2122;. As the technology advanced so did the options of transportation and the demand of the end user. Today the conventional modes of transportation are over exploited. The ratio of the number of vehicles on the roads and the capacity of the the roads to carry vehicular traffic is unbalanced resulting into gridlocks i.e road congestion, bottlenecks and traffic hotspots and road collisions. This also impacts the environment and the people living in close proximity. This thesis project proposes an urban model solution to ease road traffic gridlocks and bottleneck junctions, by using an on-demand eDrone-taxis with the aim of integrating the mobility network in a 3D urban grid. eDrone- taxis are autonomous, electrical, affordable, environmental friendly, offering flexible routes, and offer time saving solutions for transporting people from point A to point B in a matter of minutes. eDrone- taxis are fully integrated with the existing road transportation network at the city level, achieving a more efficient road mobility network and thus providing more free land area which can be repurposed, contributing towards a more self sufficient and sustainable urban environment. The study of gridlocks, traffic index, carbon emission wrt to the mode of transportation along a last few years in the continent of Europe will be useful to get a clear picture of the present situation and propose a solution for the problem. According to the statistics the top five affected cities are London, Rome, Paris, Hamburg, Madrid. It is high time to say that cities need to change, the mobility network needs a shift in its paradigm. Planning of the transport system is usually based on forecasting of future traffic 6

volumes. The forecast is based on current trends in the society, predictions of future economic growth and costs of transport. The exponential growth of the city has fostered the presence of extreme scenarios and abnormal situations that have become recurring. With the Advancement in the technology we can see the shift of paradigm in the area of urban mobility. Also todayâ&#x20AC;&#x2122;s infrastructure and network concepts will have to be rethought. Resilience can act as an anecdote for a shorter time span but the fact is that our present mobility network is on itâ&#x20AC;&#x2122;s way to become obsolete. Urban resilience can be temporarily an answer but with the complete integration of the eDrone- taxis with the existing public transportation network at a city scale will result in more efficient road mobility network and thus providing more free land area which can be repurposed, contributing to a self sufficient and sustainable urban environment. Keywords: Unmanned autonomous vehicles (UAV), Drones, 3d tissue, urbanism, futurism.

Introduction It is not long ago when kids used to commute from home to school the drive used to be an experience; little kids taking turns to sit near the window, looking out watching people, the nature or simply the road as the mini bus used to take them to their home but in the span of 20 years everything changed. Soon the enjoyable experience of sitting next to the window seat changed. It is not an enjoyable drive anymore, the joy of drive through an uphill and winding roads has changed to traffic jams and congested roads all over. The journey of merely 15 minutes is now of an hour long. Once it used to be an experience but now it is merely a tedious task to reach from point A to point B. According to a CNN report, a 2012 study by Washington University in St. Louis noted that long commutes eat up exercise time. Thus, long commutes are associated with higher weight, lower fitness levels, and higher blood pressure—all strong predictors of heart disease, diabetes, and some types of cancer. The study also notes that “being exposed to the daily hassles of traffic can lead to higher chronic stress.” Aside from stress, they are also exposed to pollutants that can affect the lungs. In fact, the World Health Organization (WHO) said that air pollution is to blame for 3.2 million preventable deaths worldwide every year. It is high time to say that cities need to change, the mobility network needs a shift in its paradigm. Planning of the transport system is usually based on forecasting of future traffic volumes. The forecast is based on current trends in the society, predictions of future economic growth and costs of transport. The exponential growth of the city has fostered the presence of extreme scenarios and abnormal situations that have become recurring. With the Advancement in the technology we can see the shift of paradigm in the area of urban mobility. Also today’s infrastructure and network concepts will have to be rethought. Resilience can act as an anecdote for a shorter time span but the fact is that our present 8

mobility network is on itâ&#x20AC;&#x2122;s way to become obsolete. This thesis is directed to research and find solutions for this shift of paradigm in the mobility network which needs an answer beyond the urban resilience. It is time to consider the 3D urban tissue in the mobility sector. This thesis project is focused on designing a model solution of on demand droneetaxis integrated with the existing road transportation network on a city level. The primary aim of this model is to ease out the road traffic gridlocks and bottleneck junctions by integrating the mobility network in the 3D urban tissue and transferring people from point A to point B in a matter of few minutes. The on demand droneetaxis aim to be autonomous, electrical, affordable, environment friendly, time saving and have flexibility of routes, covering with speed and range of upto 200 miles..With the on demand droneetaxis the road mobility network is more efficient and thus providing more free land area which can be repurposed according to the need of the city thus providing a more self sufficient and sustainable environment to live into.

Thesis Statement

Integrating on demand passenger â&#x20AC;&#x2DC;Shared Drone eTaxisâ&#x20AC;&#x2122; and Delivery Drones with the existing public transport system and Increasing the footprint of green areas and public spaces by Reducing the vehicular road traffic.

Hypothesis This thesis project proposes an urban model solution to ease road traffic gridlocks and bottleneck junctions, by using an on-demand drone-etaxis with the aim of integrating the mobility network in a 3D urban grid. Droneetaxis are autonomous, electrical, affordable, environmentally friendly, offering flexible routes, and offer time saving solutions for transporting people from point A to point B in a matter of minutes. Drone-etaxis are fully integrated with the existing road transportation network at the city level, achieving a more efficient road mobility network and thus providing more free land area which can be repurposed, contributing towards a more self sufficient and sustainable urban environment. 13

Mobility History

Emergent Network

road network rail network water network air network

hyperloop driverless vehicles drones network system

Application of drones Surveillance drone Medical Assistance drone Waste Management drone Passenger drone

Thesis Framework

City

Case Studies

Parameters

Application of emergent urban air mobility network

Los Angeles, USA Sao Paulo Dubai

Position Linkages Time

Zoning Horizontal and

vertical -markets -public space -residential

Vertical -Zone 1 -zone 2 -zone 3 -zone4

-institutions

Design Concept Design Intervention

Computation Network Simulation

1 Global Transportation Trends: Research

1.1 Global Transportation: History

From the beginning of human history transportation has played a major role. Humans have tried to find different modes of transportation whether on land, water or in the air, humans early on successfully sought to go forth more efficiently by taking advantage of transport systems mother nature already had in place. The earliest examples of such resourcefulness is the invention of the wheel and boat. The early man eventually learned to use animals for transport. Horses were probably domesticated between 4,000 and 3,000 BC. Camels were domesticated slightly later between 3,000 and 2,000 BC. Meanwhile about 3,500 BC the wheel was invented in what is now Iraq. At first wheels were made of solid pieces of wood lashed together to form a circle but after 2,000 BC they were made with spokes.The earliest boats were dug out canoes. People lit a fire on a big log then put it out and dug out the burned wood. The Romans are famous for the network of roads they built across the Empire. Transport by water was also important to the Romans. They built large merchant ships called cortia, which could carry up to 1,000 tons of cargo. In the 17th and 18th century, many new modes of transportation were invented such as bicycles, trains, motor cars, trucks, airplanes, and trams. In 1906, the first car was developed with an internal combustion engine. Many types of transportation systems such as boats, trains, airplanes, and automobiles were based on the internal combustion engine. The first underground railway in Britain was built in London in 1863. The carriages were pulled by steam trains. The first electric underground trains began running in London in 1890. â&#x20AC;&#x153;A History of Transportation.â&#x20AC;? 2016.

2000

1980 1960 1940 1920

1900

Hyperloop Segway

Bullet Train

Better Car Production

1880 1860 1840 1820

1800

1780 1760 1740 1720

Car with Internal Combustion

Motorcycle Invented

Uber Elevate eVTOL flying test Drone for delivery Amazon Prime Air Raven- US Millitary Hovercraft Invented Modern Helicopters Invented Rocket Launched Helicoter

Self Proppelled Car

1st Passenger Plane Route

Drilling Jumbo Technique Welded Road Bridges

First Flight Wright Brothers Cable Car Invented

Electric Carriage Motors with Internal Combustion Steamed Locomotive Modern Bicycle Invented

Drone Routes

Hot Air Baloon by Montgolfier Brothers

Clockwork Carriage

Compressed air filling technique Tunnel Dynamite Blast Tunnel First Railroad Flyover Tunneling Shield Model Tunnel

Iron Bridges

Mid Modern Era

2080 2060 2040 2020

Contemporary Era

2100

Horse- Drawn Boat

1680 1660 1640 1620

Gunpowder Blast Tunnel

1600

1580 1560 1540 1520

Highway Road

1500

Horse Shoe Invented

Corbel Arch Bridges

Wheel Barrow is Invented

Roman Bridges Tarr Road Corbel Arch Bridges Roman Road Royal Road

400 800 1200 1600

2000

2400 2800 3200 3600

4000

Hand Dug Tunnel

Horse Riding

Oldest paved roads Brick Paved Streets

First Wheeled Vehicles

Hierarchy of Road Vehicles

Timber Track Stone Paved Streets

Hierarchy of Flying Drones

History of Streets

Hierarchy and Inter- Relation of Road Vehicles, Drones, Streets

Ancient History

AD 0 BC

800 600 400 200

Post Classical

Da Vinciâ&#x20AC;&#x2122;s Flying Machine

1400 1300 1200 1100

1000

Early Modern Era

1700

The Central Line opened in 1900. The Bakerloo Line and the Piccadilly Line both opened in 1906. Meanwhile the Paris Metro opened in 1900. Transportation greatly improved during the 20th century. Although the first cars appeared at the end of the 19th century after the First World War they became cheaper and more common. However in 1940 only about one in 10 families in Britain owned a car. They increased in number after World War II. By 1959 32% of households owned a car. Yet cars only became really common in the 1960s. By the 1970s the majority of families owned one. In 1497 Da Vinci Ignited the spark of his desire of flying. The Montgolfier Brothers in 1783 AD sucessesfully tested their hotair baloon in France. But It was the Wright brothers invention in 1901 of an aeroplane that took flying to a more feasible level flying. The pace of inventions and developement caught momentum in the period of the Industrial Revolution.

Image: â&#x20AC;&#x153;Customer Focused | Future Transport.â&#x20AC;? n.d. Accessed September 28, 2018. https://future.transport. nsw.gov.au/designing-future/six-outcomes-for-nsw/customer-focused.

1.2 Retro Futurism

In the late 1950s, many people took it for granted that our skies would be filled with thousands of amazing flying machines by the year 2000. But this posed a design challenge for futuristminded planners. Where would these flying cars and helicopters land in the cities of tomorrow? In 1957, a handful of designers in London came up with a solution: the Skyport One. Much like the plans for Motopia in 1960, the Skyport One wasn’t just some random excuse to play with futuristic ideas. The designers had an ulterior motive in that this airport concept was supposed to help sell glass as the building material of the future. This is Skyport One, a sketch of an airport conceived by James Dartford for the Glass Age Development Committee. Although designed for the London of 2000 A.D., its designer believes it could be built today. It would be located in St. George’s Circus, not far from Waterloo Station and would be 500 feet tall. Planes and heli-buses would use the platform atop the three tall, glass-enclosed elevator shafts through which passengers and crew members would be carried from street level. Other features would be a sky-top restaurant with a far-reaching view of the city. The building below would house offices, hotels and garages. Designs like these were clearly an influence on the 1962-63 version of “The Jetsons” that would in many ways parody the Googie aesthetic of midcentury futurism. But there was nothing insincere or comic about the Glass Age Development Comittee’s proposals for the Skyport One. The flying car was coming, whether we liked it or not. So we better be prepared... with plenty of glass. “Skyport One: The Airport of the Future from 1957.” n.d. https://paleofuture.gizmodo.com/skyport-one-the-airport-of-the-future-from-1957-1474861998.

1.3 Global Transportation: Industrial Revolutions

“We stand on the brink of a technological revolution that will fundamentally alter the way we live, work and relate to one another,” said Klaus Schwab, the Founder and Executive Chairman of the World Economic Forum in his book ‘The Fourth Industrial Revolution*’. This statement was made at the beginning of 2017 but could just as well have been said 200 years ago, before the first industrial revolution redefined civilization. Prior to 1760, the world’s population was totally insular, living in closed communities with limited skill sets and food supplies, following family traditions with no thought of change. 1st Industrial Revolution – Mechanical Production Starting in the UK, with the invention and refinement of the steam engine and steam power, agriculture boomed and food supplies fuelled increases in population, leading to the development of new markets. Allowing factories to spring up anywhere, not just around water mills, industrialization spread. Cities were created, full of consumers and the growth of the railroads allowed even further expansion and urbanization. Agriculture was abandoned in favor of production of goods in the forms of textiles, steel, food and more. Jobs were created, and the media, transport systems, medical services - everything was reinvented and everyday life was transformed.

1st Industrial Revolution: Mechanical Production (18th cen.)

2ND Industrial Revolution: Mass Production (19th cen.)

3rd Industrial Revolution: The Digital Age (20th cen.)

4th Industrial Revolution: The Autonomous Age (21st cen.)

All this took place over a period of around 80 years, until the mid-1800s, its effect spreading out into Europe and the Americas. 2nd Industrial Revolution – Mass Production As the 20th century dawned, population and urbanization continued to grow, boosted massively by the latest invention and widespread use of electrical power. The 2nd industrial revolution sparked developments into mass production, with assembly lines for food, clothes and goods as well as major leaps forward in transport, medicine and weapons. Europe remained dominant, but other nations were now attaining the power and technology to advance independently. 3rd Industrial Revolution – The Digital Age By the 1960s, civilization had settled down again after two World Wars, with that application of wartime technology sparking innovation and forward thinking once again in peacetime. The usefulness of the silicon wafer was discovered, leading to the development of semiconductors and mainframe computers, evolving into personal computers in the 1970s and 1980s. With the growth of the internet and the World Wide Web in the 1990s, the computer, or digital, revolution was well underway, internationally. 4th Industrial Revolution (Industry 4.0) - The Smart Factory Speed and momentum gathered as new discoveries continued to be made through collaboration and the spread of knowledge, leading to where we are now. Building on the digital revolution, we now have the far-reaching mobile internet, inexpensive solid state memory capabilities and massive computing power resources. Combined with smaller, more powerful devices and sensors, we are now able to draw on information to advance even further, using technologies such as robotics, big data, simulation, machine learning and artificial intelligence. Smart factories allow cooperation between these virtual and physical systems, allowing the creation of new operating models that can even be represented as Digital Twins for diagnostic and productivity improvement.

Renjen, Putin. 2018. “Industry 4.0: Are You Ready?” Edited by Craig Giffi, Luke Collins, and Junko Kaji. Deloitte Review, no. 22: 9–11. https://www2.deloitte.com/content/dam/insights/us/collections/issue-22/DI_Deloitte-Review-22.pdf.

“Blog | NxtGen Datacenter Solutions and Cloud Technologies.” n.d. https://nxtgen.com/fourth-industrial-revolution.

1.4 Global Transportation: The 4th Industrial Revolution

The first industrial revolution span from about 1760 to around 1840. Triggered by the construction of railroads and the invention of the steam engine, it ushered in mechanical production. The second industrial revolution, which started in the late 19th century and into the early 20th century, made mass production possible, fostered by the advent of electricity and the assembly line. The third industrial revolution began in the 1960s. It is usually called the computer or digital revolution because it was catalyzed by the development of semiconductors, mainframe computing (1960s), personal computing (1970s and 80s) and the internet (1990s). Mindful of the various definitions and academic arguments used to describe the first three industrial revolutions, one can say that today we are in the fourth industrial revolution. We are at the beginning of a revolution that is fundamentally changing the way we live, work, and relate to one another. In its scale, scope and complexity, what I consider to be the fourth industrial revolution is unlike anything humankind has experienced before. We have yet to grasp fully the speed and breadth of this new revolution. Consider the unlimited possibilities of having billions of people connected by mobile devices, giving rise to unprecedented processing power, storage capabilities and knowledge access. Or think about the staggering confluence of emerging technology breakthroughs, covering wide-ranging fields such as artificial intelligence (AI), robotics, the internet of things (IoT), autonomous vehicles, 3D printing, nanotechnology, biotechnology, materials science, energy storage and quantum computing, to name a few. Many of these innovations are in their infancy, but they are already reaching an inflection point in “‘The Fourth Industrial Revolution’, by Klaus Schwab - FT.Com.” n.d. http://www.ft.com/cms/s/0/9930245c-b92411e5-bf7e-8a339b6f2164.html.

Medical Treatment Manufacturing Others Finance Transportation City Distribution Housing Wellness

Source: Presidential Commission on the fourth Industrial Revolution

their development as they build on and amplify each other in a fusion of technologies across the physical, digital and biological worlds. We are witnessing profound shifts across all industries, marked by the emergence of new business models, the disruption1 of incumbents and the reshaping of production, consumption, transportation and delivery systems. On the societal front, a paradigm shift is underway in how we work and communicate, as well as how we express, inform and entertain ourselves. One of the main bridges between the physical and digital applications enabled by the fourth industrial revolution is the internet of things (IoT) – sometimes called the “internet of all things”. In its simplest form, it can be described as a relationship between things (products, services, places, etc.) and people that is made possible by connected technologies and various platforms. Sensors and numerous other means of connecting things in the physical world to virtual networks are proliferating at an astounding pace. Smaller, cheaper and smarter sensors are being installed in homes, clothes and accessories, cities, transport and energy networks, as well as manufacturing processes. Today, there are billions of devices around the world such as smart phones, tablets and computers that are connected to the internet. Their numbers are expected to increase dramatically over the next few years, with estimates ranging from several billions to more than a trillion. This will radically alter the way in which we manage supply chains by enabling us to monitor and optimize assets and activities to a very granular level. The scale and scope of change explain why disruption and innovation feel so acute today. The speed of innovation in terms of both its development and diffusion is faster than ever. Today’s disruptors – Airbnb, Uber, Alibaba and the like – now household names - were relatively unknown just a few years ago. The ubiquitous iPhone was first launched in 2007. Yet there were as many as 2 billion smart phones at the end of 2015. In 2010 Google announced its first fully autonomous car. Such vehicles could soon become a widespread reality on the road. the fourth industrial revolution is unique because of the growing harmonization and integration of so many different disciplines and discoveries. Tangible innovations that result from interdependencies among different technologies are no longer science fiction. Today, for example, digital fabrication technologies can interact with the biological world. Some designers and architects are already mixing computational design, additive manufacturing, materials engineering and synthetic biology to pioneer systems that involve the interaction among microorganisms, our bodies, the products we consume, and even the buildings we inhabit. There are four main physical manifestations of the technological megatrends, which are the easiest to see because of their tangible nature: – autonomous vehicles – 3D printing – advanced robotics – new materials Autonomous vehicles The driverless car dominates the news but there are now many other autonomous vehicles including trucks, drones, aircrafts and boats. As technologies such as sensors and artificial intelligence progress, the capabilities of all these autonomous machines improve at a rapid pace. It is only a question of a few years before low-cost, commercially available drones, together with submersibles, are used in different applications. As drones become capable of sensing and responding to their environment (altering their flight path to avoid collisions), they will be able to do tasks such as checking electric power lines or delivering medical supplies in war zones. In agriculture, the use of drones – combined with data analytics – will enable more precise and efficient use of fertilizer and water, for example. “‘The Fourth Industrial Revolution’, by Klaus Schwab - FT.Com.” n.d. http://www.ft.com/cms/s/0/9930245c-b92411e5-bf7e-8a339b6f2164.html.

Source: Airbus Vahana Prototype Testing in January 2018

2 Drones Study: Research

Types of Drones

Fixed Wing System Drone eg: Raven

Single- Rotor System Drone eg: prodrone

Multirotor System Drone eg: Quadcopter

Fixed Wing Hybrid System eg: Electric Hybrid VTOL

2.1

Classification of Types of Drones

Hybrid System Drone

Fixed System + Multirotor

Engine or Machine Based

eg: hybrid quadcopter

Omithopter

Jet engine

mimic insects and birds eg: Delfy Explorer

uses turbo fans eg: T- Hawk Drone

FIXED WING SYSTEM

SINGLE- ROTOR SYSTEM

Name: Raven

Name: Speed Delivery

Year: 2002

Year: 2017

Controled by: Unmanned aerial vehical (UAV)

Dimensions: Width of 1.4 m Weighs about 2 kg

Dimensions: Height 15 inches 3Weight 204.5 oz

Operational time: 60-90 mins

Operational time: 15 mins

Operational Range: 10 kms

Max. Speed: 130.5 mph

Sites, A F, and Search Af. 2014. “RQ-11B Raven,” 1–2. “PRODRONE | Revolutionary Drones for Professionals.” n.d. Accessed September 29, 2018. https://www.prodrone.com/.

2.2

Examples of Drone Applications MULTIROTOR SYSTEM

FIXED WING HYBRID SYSTEM

Name: DJI Phantom 4 (4 rotors)

Name:CW-10 Electric Hybrid VTOL

Year: 2013

Year: 2016

Controled by: Unmanned aerial vehical (UAV)

Dimensions: diagonal size 350mm Weight is 1380gms

Dimensions: Length of 1.6 m Weighs about 12 kg

Operational time: 25 mins

Max. Speed: 108 km/h

Operational Range: 54 kms

Operational Range: >30 kms

“DJI Phantom 4 Pro V2.0 – Professional Drone – DJI.” n.d. Accessed September 26, 2018. https://www.dji.com/ phantom-4-pro-v2?site=brandsite&from=nav. http://www.jouav.com/index.php/Jouav/index/CW10.html?l=en-us.

Key specifications of major passenger drones and flying cars under development

Source: Deloitte analysis based on data from Drone Industry Insights

2.3 Passenger Drones Prototypes Designs

With the increasing popularity of small unmanned aerial vehicles or drones and regulations increasingly supporting their comeercial use, passenger drones and flying cars appear to be moving closer to reality, with aerospace and aircraft design technology being developed rapidly. Many passenger drone and flying car manufacturers have already passed th conceptualization/ design phase and a majority of them are currently in the prototyping and testing stage, with most manufacturers expecting delivery by 2020. In term of technology, the industry is at an advanced development phase and if safety and regulatory hurdles are cleared, passenger drones are expected to get wings by 2020 and traditional flying cars by 2022, while revolutionary vehicles could be a reality only by 2025. China’s Ehang has already tested its autonomous drone named 184, was showcased at the Consumer Electronics Show in 2016. Airbus’s Project Vahana an electric autonomous helicopter, and CityAirbus, an air taxi, are also in the advanced development stage. Project Vahana is designed for both passenger and cargo transport. It was successfully tested in January, 2018. There are numerous potential applications for these new forms of urban mobility vehicles. The Airbone trip could be just one leg of a multimodal journey and potentially accessed via a single, integrated mobility as a service interface.

Source: Lineberger, Robin;, Aijaz; Hussain, Siddhant; Mehra, and Deredk Pankratz. 2018. “Passenger Drones and Flying Cars.” https://www2.deloitte.com/content/dam/insights/us/articles/4339_Elevating-the-future-of-mobility/ DI_Elevating-the-future-of-mobility.pdf.

Drones Versus Helicopters

Plesantly Quiet Autonomous Electrical Fast Cheap Multirotors

>> >> >> << >>

Noisy Manual Fuel Faster Expensive single rotor

2.4 Electrical Drones Compared to Helicopters

The technology and product development of passenger drones and traditional flying cars seem to be swiftly progressing. these vehicles concepts have been under development since the 1980’s and various prototypes already exists, with the majority capable of vertical takeoff and landing (VTOL) so the need for runways is zeroed down. The VTOLS excludes any type of helicopter. While traditional helicopter have had this capability since their inception, most are considered highly energy efficient, seeming to prevent largescale operations. Many companies today are instead focusing on electric or hybrid- electric designs with VTOL capabilities. these flying cars or passenger drones, are designed to accomodate around 2 to 5 passengers or the equivalent cargo weight, be highly energy efficient with reduced or zero carbon emmisions and be substantially quieter than a traditional helicopter.

Photography/ Surveillance

Package Delivery/ Cargo

Passenger

Argriculture

Food Delivery

Surveying/ Inspection

Medical Assistance

Millitary

Application of Drones (payloads)

Top Industries Using Drones

2.5

Visions of Future Mobility in the Future Cities 8.8%

Photography Ot he r

8.0%

42.9%

ure

8.6%

ult

ric Ag

Construction

Rea l

ilit

ies

ate

Est

10.9%

20.7%

Top Industries Using Drones

Government

$14

Consumer

Enterprises

$12

USD (Billions)

$10 $8 $6 $4 $2 $0

2015

2016E

2017E

2018E

2019E

2020E

Estimated Investment in Drone Hardware (Global) Source: FAA, The Verge Drone Project, 2015

2021E

3 The Urban Effect: Research

3.1 Urbanisation

Urbanisation is an increase in the number of people living in towns and cities. Urbanisation occurs mainly because people move from rural areas to urban areas and it results in growth in the size of the urban population and the extent of urban areas. These changes in population lead to other changes in land use, economic activity and culture. Historically, urbanisation has been associated with significant economic and social transformations. For example, urban living is linked with higher levels of literacy and education, better health, lower fertility and a longer life expectancy, greater access to social services and enhanced opportunities for cultural and political participation (UNDESA, 2014). However, urbanisation also has disadvantages caused by rapid and unplanned urban growth resulting in poor infrastructures such as inadequate housing, water and sanitation, transport and health care services. We are in the century of cities right now, in 1800 less than 10% of the world population lived in cities, in 2010 that crossed 50% for the first time. UN predicts that by 2030 over 65% of the world population will be living in the cities. Today one in five people worldwide live in cities with more than 1 million inhabitants. By 2050 two out of three people are likely to be living in cities or urban centres. The process of urbanisation affects all sizes of settlements, so villages gradually grow to become small towns, smaller towns become larger towns, and large towns become cities. This trend has led to the growth of mega-cities. A mega-city is an urban area of greater than ten million people. Rapid expansion of city borders, driven by increases in population and â&#x20AC;&#x153;Study Session 5 Urbanisation: Trends, Causes and Effects: View as Single Page.â&#x20AC;? n.d. Accessed September 29, 2018. http://www.open.edu/openlearncreate/mod/oucontent/view. php?id=79940&printable=1. 47

80% 70%

60%

50%

40%

30%

22 20%

10%

Percentage

Year 1800

1950

1970

1990

2010

2030

2050

Rise in Urban Population

Megacities of 10 million or more

294

1990

Large cities of 5 to 10 million Medium- sized cities of 1 to 5 million

239

21 10

525

2014

417

Cities of 500,000 to 1 million

731

2030

558

Urban areas smaller than 500,000

Categories

Population (Millions) 0

1000

2000

3000

4000

5000

Breakdown of Urban Population

Source: â&#x20AC;&#x153;What Is a Half-Urban World? | Newgeography.Com.â&#x20AC;? n.d. http://www.newgeography. com/content/003249-what-a-half-urban-world.

infrastructure development, leads to the expansion of city borders that spread out and swallow up neighbouring urban areas to form mega-cities. In 1970, there were only three mega-cities across the globe, but by the year 2000, the number had risen to 17 and by 2030, 24 more mega-cities will be added. In developing countries, urbanisation usually occurs when people move from villages to settle in cities in hope of gaining a better standard of living. The movement of people from one place to another is called migration. Migration is influenced by economic growth and development and by technological change (Marshall et al., 2009) and possibly also by conflict and social disruption. It is driven by pull factors that attract people to urban areas and push factors that drive people away from the countryside. Employment opportunities in cities are one of the main pull factors. Many industries are located in cities and offer opportunities of high urban wages. There are also more educational institutions providing courses and training in a wide range of subjects and skills. People are attracted to an urban lifestyle and the ‘bright lights’ of city life. All of these factors result in both temporary and permanent migration to urban areas. Poor living conditions and the lack of opportunities for paid employment in rural areas are push factors. People are moving away from rural areas because of poor health care and limited educational and economic opportunities as well as environmental changes, droughts, floods, lack of availability of sufficiently productive land, and other pressures on rural livelihoods. Rural to urban migration can be a selective process, as some types of people are more likely to move than others. One of the factors involved is gender, because employment opportunities vary greatly with different jobs for men and women. Another factor is age. Young people are more likely to move to towns, with more elderly people and children left in rural areas. Selectivity in migration affects the population in both the rural and the urban areas. If more men move to towns and cities than women, this leaves a predominantly female society in rural areas. This increase in population will place extra demand on both resorces an services. The cities and urban areas will face challenges in meeting the needs of the growing urban populations, including for housing transportation, energy systems and services.

“Study Session 5 Urbanisation: Trends, Causes and Effects: View as Single Page.” n.d. Accessed September 29, 2018. http://www.open.edu/openlearncreate/mod/oucontent/view.php?id=79940&printable=1.

3.2 Urban Challenges

Is the future one of massive megalopolises spread across the globe? Theoretically, the answer is yesâ&#x20AC;&#x201D;there is no limit to the size of cities. In practice, however, the growth of most urban centers is bound by an inability to manage their size in a way that maximizes scale opportunities and minimizes costs. Large urban centers are highly complex, demanding environments that require a long planning horizon and extraordinary managerial skills. Many city governments are simply not prepared to cope with the speed at which their populations are expanding. Although people are pulled towards the advantages of cities, the impacts of urbanisation are mixed. First we will look at the many positive impacts of urbanisation before going on to describe some of the challenges created by rapid unplanned urban growth. Thriving towns and cities are an essential element of a prosperous national economy. The gathering of economic and human resources in one place stimulates innovation and development in business, science, technology and industry. Access to education, health, social services and cultural activities is more readily available to people in cities than in villages. In cities, child survival rates are better than in rural areas because of better access to health care. The density of urban populations makes it easier and less costly for the government and utilities to provide essential goods and services. For example, the supply of basic facilities such as fresh water and electricity can be achieved with less effort and less cost per person. Rapid population increases and unplanned growth create an urban sprawl with negative economic, social, and environmental consequences. â&#x20AC;&#x153;Study Session 5 Urbanisation: Trends, Causes and Effects: View as Single Page.â&#x20AC;? n.d. Accessed September 29, 2018. http://www.open.edu/openlearncreate/mod/oucontent/view.php?id=79940&printable=1.

Infrastructure

Transportation

Resources

Services

250

200

Natural Gas

150 Renewables

Nuclear

100

Coal

oil

Quadrillion Btu

0 1970

1980

1990

2001

World energy consumption and predictions, 1970–2025

“The International Energy Outlook”, by U.S. Energy Information Administration.

2010

2025

Increasing Population: Overcrowding is a situation whereby a huge number of people live in a small space. This form of congestion in urban areas is consistent because of overpopulation and it is an aspect that increases day by day as more people and immigrants move into cities and towns in search of better life. Most people from rural or undeveloped areas always have the urge of migrating into the city that normally leads to congestion of people within a small area. Housing and Infrastructure: Urbanization attracts people to cities and towns which lead to high population increase. With the increase in the number of people living in urban centers, there is continued scarcity of houses. This is due to insufficient expansion space for housing and public utilities, poverty, unemployment, and costly building materials which can only be afforded by few individuals. Many low-income families gravitate to these informal settlements that proliferate in and around towns. Traffic Congestion: When more people move to towns and cities, one of the major challenges posed is in the transport system. More people means increased number of vehicles which leads to traffic congestion and vehicular pollution. Many people in urban areas drive to work and this creates a severe traffic problem, especially during the rush hours. Also as the cities grow in dimension, people will move to shop and access other social needs/wants which often cause traffic congestion and blockage. Resources: Overpopulation does not depend only on the size or density of the population, but on the ratio of population to available sustainable resources. It also depends on how resources are managed and distributed throughout the population. The resources to be considered when evaluating whether an ecological niche is overpopulated include clean water, clean air, food, shelter, warmth, and other resources necessary to sustain life. If the quality of human life is addressed, there may be additional resources considered, such as medical care, education, proper sewage treatment, waste disposal and energy supplies. Overpopulation places competitive stress on the basic life sustaining resources, leading to a diminished quality of life. Services: Urban stakeholders must ensure all populations within the urban areas have access to adequate essential social services namely education, health, sanitation and clean water, technology, electricity, and food. The objective here is to provide and implement employment opportunities and wealth creation activities so that people can earn a living to pay for the maintenance of the services. Subsidies can also be availed by the government to lower the costs of basic healthcare, basic education, energy, education, public transportation, communication systems and technology.

â&#x20AC;&#x153;Causes, Effects and Solutions to Urbanization - Conserve Energy Future.â&#x20AC;? n.d. Accessed September 26, 2018. https://www.conserve-energy-future.com/causes-effects-solutions-urbanization.php.

The Urban Policies Dont Support Dense Urban Environment

Need For More Transport Infrastructure

Adding lanes is often ineffective due to induced congestion

3.3 Urban Policies Impacting the Congestion

The cities today dont have policies that encourage dense urban environments as a result the cities keep on expanding an a result the cities keep on expanding as a result it is difficult to build the urban subways or transits infrastructure to keep up with the demand due various reasons like, - Regulatory hurdles - Political challenges - Underfunded budgets - Increase in the cost/ mile of the fixed line transit Building new roads and lanes is often ineffective due to induced demand which just ends up in creating same amount of congestion. It is difficult to keep a pace with the infrastructure growth resulting in even more number of vehicles on the roads. For the sake of ensuring enough space for motor vehicles, houses are being torn, trees get cut down, roads are getting wider and pedestrian areas are narrowed; road crossings and pedestrian roads, green areas and emergency access spaces are being used for parking; air pollution is becoming unbearable and the noise is ever increasing; flow and speed of public transport are decreased due to cars, while construction of new transport infrastructures costs space and money, so the quality of life in cities is getting lower. Urban transport in these circumstances hardly comes to terms with demands of fast, safe, comfortable and economical transportation of people and goods. In order to change this, basic transport problems should be indentified and then solved according to size and type of the city.

12000

30000

10000

25000

8000

20000

6000

15000

4000

10000

2000

5000

2002

2004

2006

2008

2010

2012

Per Capita Disposable Income (CNY)

Private Motor Vehicle Ownership

Vehicle ownership grows along with income

2014

Vehicle ownership grows along with growth in income

USA

100 Germany Poland

Switzerland

Argentina UK Denmark

Korea Thailand Russia

Brazil

Indonesia

Cars per 100 people

Singapore Turkey

Egypt

philippines

China

India

GDP per Capita

1 100

1000

GDP per capita against motor vehicles per 100 people

World Bank

10000

3.4 Interrelationship of Vehicle ownership and the GDP Rise

Economic development has historically been strongly associated with an increase in the demand for transportation and particularly in the number of road vehicles (with at least 4 wheels, including cars, trucks, and buses). This relationship is also evident in the developing economies today. Surprisingly, very little research has been done on the determinants of vehicle ownership in developing countries. Maximum levels of vehicle ownership (vehicles per 1000 people) â&#x20AC;&#x201C; which are very much lower than the vehicle ownership already experienced in the most of the wealthier countries. Because of this, their forecasts of future vehicle ownership in currently developing countries are much lower than would be expected by comparison with developed countries when these were at comparable income levels. The vehicle ownership grows along with the growth in income. Also, cars are convinient, reliable, comfortable and it has less marginal cost. In 2017 the National Household Survey estimated that 87% workers commute by private cars. In the cities with over over a million people travel in the heavy rail is 73% and now transportation is the highest emitting sector of over 30% of over all GHG emissions. Meanwhile the availability of cars is proliferating as the cost is decreasing. The population is growing particularly in international markets with the larger number of youth in particular and the GDP per capita is rising as well at the same time cars have been looked up as an aspiriational goal for many people and so the trend line of where the world is heading to is irrational.

Dargay, Joyce, Dermot Gately, and Martin Sommer. 2007. â&#x20AC;&#x153;Vehicle Ownership and Income Growth, Worldwide: 1960-2030.â&#x20AC;? http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.168.3895&rep=rep1&type=pdf. 57

Gridlocks

Air Pollution

Lack of Space

Road Collisions

3.5 Problems in Road Mobility

Consequences of individual transport rapid development are a threat for modern cities and their population. Actually, transport problems in urban areas mostly derive from inadequate solutions of urban mobility by local transport systems. Majority of these problems are caused by extreme density of motor vehicles in urban areas. Increase of motor vehicles is a consequence of income increase and better standard of living. Traffic congestion and parking difficulties. Congestion is one of the most prevalent transport problems in large urban agglomerations. It is particularly linked with motorization and the diffusion of the automobile, which has increased the demand for transport infrastructures. However, the supply of infrastructures has often not been able to keep up with the growth of mobility. Since vehicles spend the majority of the time parked, motorization has expanded the demand for parking space, which has created space consumption problems particularly in central areas; the spatial imprint of parked vehicles is significant. Congestion and parking are also interrelated since looking for a parking space (called “cruising”) creates additional delays and impairs local circulation. In central areas of large cities cruising may account for more than 10% of the local circulation as drivers can spend 20 minutes looking for a parking spot. Parking takes up as much as 24% of the area of American cities, and some urban areas have as many as 3-5 parking spaces per car; even so, people looking for parking account for 30% of miles driven in urban business district (The Economist, Auugust 1sth 2015). Robert, Marsanic, and Krpan Ljudevit. 2015. “C i u M” 1.

Increase in Car Production Rise in GDP

Purchasing a Car

Where are we Heading??

Setting it as an Aspirational Goal

Targetting youth

Increase in car production

Decrease in the cost

- Fixed Grid - Onground Parking Lots - Multiple Vehicular Lanes

Loss of public space The majority of roads are publicly owned and free of access. Increased traffic has adverse impacts on public activities which once crowded the streets such as markets, agoras, parades and processions, games, and community interactions. These have gradually disappeared to be replaced by automobiles. In many cases, these activities have shifted to shopping malls while in other cases, they have been abandoned altogether. Traffic flows influence the life and interactions of residents and their usage of street space. More traffic impedes social interactions and street activities. People tend to walk and cycle less when traffic is high. Accidents and safety Growing traffic in urban areas is linked with a growing number of accidents and fatalities, especially in developing countries. Accidents account for a significant share of recurring delays. As traffic increases, people feel less safe to use the streets. Land Consumption The territorial imprint of transportation is significant, particularly for the automobile. Between 30 and 60% of a metropolitan area may be devoted to transportation, an outcome of the overreliance on some forms of urban transportation. Yet, this land consumption also underlines the strategic importance of transportation in the economic and social welfare of cities. The problem is of basic fundamental geometry, the increasing number of vehicles passing through the fixed and finite amount of rigid space.This is leading the urban environments on an unsustainable path for that and so using space efficiently is paramount. Fixing this is not an easy task as with the growth in the number of cars the cities are designed to accomodate these cars creating a vicious cycle. Longer commuting On par with congestion people are spending an increasing amount of time commuting between their residence and workplace. An important factor behind this trend is related to residential affordability as housing located further away from central areas (where most of the employment remains) is more affordable. Therefore, commuters are trading time for housing affordability. However, long commuting is linked with several social problems, such as isolation, as well as poorer health (obesity). Public transport inadequacy Many public transit systems, or parts of them, are either over or under used. During peak hours, crowdedness creates discomfort for users as the system copes with a temporary surge in demand. Low ridership makes many services financially unsustainable, particularly in suburban areas. In spite of significant subsidies and cross-financing (e.g. tolls) almost every public transit systems cannot generate sufficient income to cover its operating and capital costs. Environmental impacts and energy consumption Pollution, including noise, generated by circulation has become a serious impediment to the quality of life and even the health of urban populations. Further, energy consumption by urban transportation has dramatically increased and so the dependency on petroleum. Yet, peak oil

Robert, Marsanic, and Krpan Ljudevit. 2015. â&#x20AC;&#x153;C i u Mâ&#x20AC;? 1.

Peak Hours Spent in Congestion

Time only stuck in traffic congestion (http://inrix.com/scorecard/), does not include all in-car time

considerations are increasingly linked with peak mobility expectations where high energy prices incite a shift towards more efficient and sustainable forms of urban transportation, namely public transit. Challenge Changing the car habit is hard, it is a clasic solution for everything a short trip accross a fewblocks, a road trip accross cities or cross countries. the convienience of customising the trip according to the drivers needs. there for it is hard to cope up with the mix of convenience, reliability, comfort and lesser marginal cost. The need of an hour is to get ahead of people who are about to buy new cars and emphasize on switching modes of transportation. It is an interesting moment of time for a shift of paradigm in the mobility sector. Today we have interlocking of so many different revolution at once. There is hyper connectivity where a smart phone in someones pocket is almost ubiquitious. A behavioral shift where the concept of ownership is slowly dissolving where we are okay with using the facility or commodity according to the need intead of owning it. With the advancement in the technology we can also see different types of vehicles like the e-bikes and scooters, autonomous vehicles and drones. Improvement in the battery life can be a deal breaker when combined with these vehicles

En D ense

ti o

Wi d e

p ace

es Co n g

l at a F d a

ti e

cro

o Po

p e n S p a ce

Usea g e

ll u te

E m is si

ee Str

ki n

in g O

p a ce

rbon

o vir

H in

li c S

nviron m e nt

m n al E

d E nv iro n m e

H e alt h Is s u e s

Lo w

e r Q u a l i t y o f L if

Effects on environment due to motor vehicles

Multi- Modal

Electrical

Car-pooling

Autonomous

Landuse Planning

3 Dimensional Space

Factors of Vision of Future Mobility

3.6 Visions of Future Mobility for the Smart Cities

Transit and Multimodal Transit comprises of arterial routes and flexible routes i.e use of multiple modes of transportation for the faster and efficient transportation. To be efficient and fair a transportation system must serve diverse demands. In recent years transportation planning has become more multi-modal and comprehensive, considering a wider range of options and impacts. Some urban areas have established a transportation hierarchy which states that more resource efficient modes will be given priority over single occupant automobile travel, particularly on congested urban corridors. This provides a basis for shifting emphasis in transport planning, road space allocation, funding and pricing to favor more efficient modes. Electrical Electric vehicles (EV), as a promising way to reduce the greenhouse effect, have been researched extensively. With improvements in the areas of power electrics, energy storage and support, the plug-in hybrid electric vehicle (PHEV) provides competitive driving range and fuel economy compared to the internal combustion engine vehicle (ICEV). Operating with optimised control strategies or utilising the concept of the energy management system (EMS), the efficiency of the PHEV could be significantly improved. Car- Pooling â&#x20AC;&#x153;Cost: Time: Moderate Impact: Urban Corridor Who: City/Region Hurdles: Right-of-Way.â&#x20AC;? n.d. Accessed September 30, 2018. http://mobility.tamu.edu/mip/strategies.php.

Autonomous

Time Saving

On Demand

Cost reduction

No Traffic Congestion

Part of Real Estate

Efficient

Environment Friendly

Flexible Routes

Leverage of Aerial Mobility over Road Mobility

Car- pooling is a new mobility platform that favours reducing individual car use, by combining car flexibility with advantages offered by public transport, such as punctuality, comfort, safety and low environmental impact. Such platform services are delivered by means of a smartphone app that, thanks to advanced artificial intelligence algorithms, performs multimodal vehicle routing by accounting for walking, public transport and car-pooling rides. Autonomous Vehicles An autonomous car is a vehicle that can guide itself without human conduction. This kind of vehicle has become a concrete reality and may pave the way for future systems where computers take over the art of driving. An autonomous car is also known as a driverless car, robot car, selfdriving car or autonomous vehicle. Autonomous cars use various kinds of technologies. They can be built with GPS sensing knowledge to help with navigation. They may use sensors and other equipment to avoid collisions. They also have the ability to use a range of technology known as augmented reality, where a vehicle displays information to drivers in new and innovative ways. Some suggest that significant autonomous car production could cause problems with existing auto insurance and traffic controls used for human-controlled cars. Significant research on autonomous vehicles is underway, not only in the U.S., but also in Europe and other parts of the world. According to some in the industry, it is only a matter of time before these kinds of advances allow us to outsource our daily commute to a computer. At the same time, mass transit theories like Elon Musk’s “hyperloop” design contemplate a future world where more guided transport takes place in public transit systems, rather than with individual car-like vehicles. Landuse Planning The integration of Mobility Management (MM) with Land Use Planning (LUP) can lead to very good conditions for Mobility Management: it means that Mobility Management measures are applied at the right spot – there where the traffic is generated. Framework conditions for Mobility Management, including the securing of adequate funding, can still be strongly influenced or even determined. Finally, such an integrated planning process is an excellent point to secure a good cooperation between stakeholders: planners, developers, future tenants, residents and decision makers. An integration of Land Use Planning and Mobility Management leads to many positive outcomes: Sustainable transport considerations (walking, cycling, public transport, shared cars) are taken into account from the very start, stakeholders co-operate, modal split targets are set. The process can lead to an urban environment that is more socially just, more economically efficient and more ecological. This helps deliver a better use of the land and a better quality of life. 3 Dimensional Space It is high time to say that cities need to change, the mobility network needs a shift in its paradigm. Planning of the transport system is usually based on forecasting of future traffic volumes. The forecast is based on current trends in the society, predictions of future economic growth and costs of transport. The exponential growth of the city has fostered the presence of extreme scenarios and abnormal situations that have become recurring.With the Advancement in the technology we can see the shift of paradigm in the area of urban mobility. https://www.techopedia.com/definition/30056/autonomous-car http://www.epomm.eu/newsletter/v2/content/2015/0215/doc/eupdate_en.pdf

4 The Site Finding Research

WHEN?? 2001- 2015

WHERE?? European Union

WHAT?? Issues Fatalties Carbon Emission Traffic Index

4.1 Criterias for Selection of the Site

The conventional modes of transportation are over exploited. The ratio of the number of vehicles on the roads and the capacity of the the roads to carry vehicular traffic is bizarre resulting into gridlocks i.e road congestion, bottlenecks and traffic hotspots and road collisions They even have an impact on the environment and the people living in close proximity. The study of gridlocks, traffic index, carbon emission wrt to the mode of transportation along a last few years in the continent of Europe will be useful to get a clear picture of the present situation and propose a solution for the problem. Thus it is important to study these statistics of the effects of conventional modes of mobility and its impact on their surroundings. After studying the statistics it is important to find solution for the existing current situation. Urban resilience can be an answer but there is a need of completely different mode of mobility network which is environmental friendly, technologically driven, time saving, on demand and user friendly.

RANK

EUROPEAN CITY (POP. >250K)

COUNTRY

WORST TRAFFIC HOTSPOTS

Hamburg

Germany

A7 N at J29 HH- Othmarschen

Stuttgart

Germany

A8 W at J48 (B295) Leonberg -West

Antwerp

Belgium

R1/E19 E & E34 at J3 (Borgerhout)

London

M25 N between J15 (M4) & J16 (M40)

London

M25 N between J16 (M40) & J17

Cologne

Germany

A3 N at J25

Antwerp

Belgium

R1 (E34) E after J3

Luxembourg

A6 W before J4

Paris

France

A1 S at junction with Boulevard Penipherique

Karlsruhe

Germany

A5 S at J43

Table: INRIX-Europes-Traffic-Hotspots-Research.pdf

4.2

Europe’s Top 10 Worst Traffic Hotspots (Avg. Duration, Avg. Length, Occurrences)

AVG. LENGTH (KM)

TOTAL NO. OF OCCURRENCES

2015 ECONOMIC COST OF CONGESTION

8.7

257

£1.1bn

10.93

790

£1.1bn

5.77

396

£985m

9.48

690

£705m

7.79

456

£575m

6.89

264

£549m

6.37

237

£545m

286

5.44

£545m

109

3.64

252

£538m

5.75

178

£508m

AVG. DURATION (MINS)

Model Assumptions and Conversion factor VARIABLE

LOWER VALUE

BASE VALUE

UPPER VALUE

Lanes of traffic

1.5

Vehicles per km.

100

200

Occupants

1.2

1.5

£0.19

£0.29

£0.44

9.5

52.2

264

Value of time (Per min.) Conversion factor Table: INRIX-Europes-Traffic-Hotspots-Research.pdf

EUROPEAN RANK CITY (POP. >250K)

COUNTRY

NO.OF TRAFFIC HOTSPOTS

IMPACT FACTOR

2025 ECONOMIC COST OF CONGESTION (in Â£)

RANK (IPC)

London

12,776

7,782,677

42bn

Rome

Italy

1,684

1,566,115

8.4bn

Paris

France

703

1,479,535

8.0bn

Hamburg

Germany

1,305

1,264,783

6.8bn

Madrid

Spain

837

1,017,770

5.5bn

Antwerp

Belgium

459

970,351

5.2bn

Munich

Germany

841

917,570

4.9bn

Stuttgart

Germany

539

850,815

4.6bn

Colonge

Germany

740

816,260

4.4bn

Milan

Italy

1,053

618,657

3.3bn

budapest

Hungary

1,284

537,595

2.8bn

Barcelona

Spain

461

526,780

2.8bn

Edinburgh

455

512,834

2.8bn

Berlin

Germany

1,070

502,580

2.7bn

Frankfurt

Germany

448

471,315

2.5bn

Oslo

Norway

321

469,880

2.5bn

Glasgow

357

418,560

2.3bn

Hanover

Germany

290

378,308

2.0bn

4.2

Europe’s Top 25 Cities by Traffic Hotspots

RANK

EUROPEAN CITY (POP. >250K)

COUNTRY

NO.OF TRAFFIC HOTSPOTS

IMPACT FACTOR

2025 ECONOMIC COST OF CONGESTION (in £)

Birmingham

872

370,303

2.0bn

Manchester

768

370,303

1.9bn

Luxembourg Luxembourg

167

360,021

1.9bn

RANK (IPC)

Zurich

Switzerland

214

356,658

1.9bn

Vienna

Austria

528

338,995

1.8bn

Palermo

Italy

369

326,782

1.8bn

Duisburg

Germany

213

308,973

1.7bn

Total Cost

126.8bn

Denmar

F: 464 T: 124 E: 152

Ireland

F: 4230 T: 1251 E: 157.5

United Kingdom

2001

F: 39977 T: 1993 E: 124.1

Netherland

2002

F: 10451 T: 1781 E: 161.5

2003

Belgium F: 14939 T: 1553 E: 171.3

2004

Luxembourg F: 669 T: 1350 E: 339.9

2005

2006 France F: 72318 T: 1252 E: 99

2007

2008

2009

2010

2011 Portugal 2012

F: 15490 T: 1389 E: 86.7

Spain

2013

2014

2015

F: 50695 T: 1487 E: 108

Germ

F: T E

4.2

Timefield: Effects of Road Mobility in Europe Sweden F: 5922 T: 1289 E: 88.7

Finland

F: 4892 T: 1771 E: 176.9

Fatalities (in ďŹ gures)

Estonia

F: 2049 T: 1154 E: 186.5

Latvia

F: 5156 T: 1652 E: 53

40 244 2.4

Lithuania

F: 7668 T: 1350 E: 63.9

Traffic Index (Hours)

Poland

F: 70158 T: 1677 E: 129.3

many

74284 T: 2001 E: 117.5

CO2 Emission

Chez Republic

(in million tonnes)

F: 15532 T: 1019 E: 179.6

Slovakia F: 7232 T: 1777 E: 113.6

Austria F: 10194 T: 1019 E: 132.2

Hungary

F: 14766 T: 1330 E: 84.6

Romania

F: 35414 T: 1556 E: 86.7

Croatia Slovenia

F: 3023 T: 1143 E: 80.1

F: 7883 T: 1649 E: 75.1

Bulgaria F: 12845 T: 1294 E: 99.2

Italy

F: 71736 T: 1446 E: 158.8

Greece F: 19122 T: 1827 E: 140

Malta

F: 209 T: 1677 E: 96.7

United Kingdom F: 39977 T: 1993 E: 124.1

London

Paris

France F: 72318 T: 1252 E: 99

Hamburg Berlin Colonge

Germany F: 74284 T: 2001 E: 117.5 Stuttgart

Munich

Milan

Italy

F: 71736 T: 1446 E: 158.8

Rome

125

Congestion (%)

100

11 12 13 Time of Day

2018-03-01 - 2018-03-14 (All Days) 2017-09-01 - 2017-09-14 (All Days) 2017-03-01 - 2017-03-14 (All Days)

120

Congestion (%)

100

Monday

Tuesday

Wednesday

Thursday

Days of Week

INRIX-Europes-Traffic-Hotspots-Research.pdf

Friday

Saturday

Sunday

2018-03-01 - 2018-03-14 (All Days) 2017-09-01 - 2017-09-14 (All Days) 2017-03-01 - 2017-03-14 (All Days)

4.3

Hamburg: road congestion // travel time: daily and weekly analysis 100

Travel Time (mins)

11 12 13 Time of Day

2018-03-01 - 2018-03-14 (All Days) 2017-09-01 - 2017-09-14 (All Days) 2017-03-01 - 2017-03-14 (All Days)

100

Travel Time (mins)

Monday

Tuesday

Wednesday

Thursday

Days of Week

INRIX-Europes-Traffic-Hotspots-Research.pdf

Friday

Saturday

Sunday

2018-03-01 - 2018-03-14 (All Days) 2017-09-01 - 2017-09-14 (All Days) 2017-03-01 - 2017-03-14 (All Days)

Speed (kph)

50 40 30 20 10 0

11 12 13 Time of Day

2018-03-01 - 2018-03-14 (All Days) 2017-09-01 - 2017-09-14 (All Days) 2017-03-01 - 2017-03-14 (All Days)

Speed (kph)

Monday

Tuesday

Wednesday

Thursday

Days of Week

Friday

Saturday

Sunday

2018-03-01 - 2018-03-14 (All Days) 2017-09-01 - 2017-09-14 (All Days) 2017-03-01 - 2017-03-14 (All Days)

INRIX-Europes-Traffic-Hotspots-Research.pdf

4.3

Hamburg: road travel time analysis 100%

Cumulative Frequency

80%

60%

40%

20%

30 Speed (kph)

2018-03-01 - 2018-03-14 (All Days) 2017-09-01 - 2017-09-14 (All Days) 2017-03-01 - 2017-03-14 (All Days) Average Free Flow Speed (kph)

INRIX-Europes-Traffic-Hotspots-Research.pdf

5 The Site, Hamburg City: Case- Study

City of Hamburg, Germany

5.1

-Area: 755.3 sq km -Land area: 92% -Water area: 8% -Number of streets, squares: 8,877 -Number of bridges: 2,500 -Length of the highway: 82 km -Inhabitants: 1,814,597 -(Men: 889,961 / Women: 924,636) (As of: 31.12.2012) -Population Density: 2.409

5.1km 88

3.6 km

Hamburg City: Site Area

5.2

-Area: 13.30 sq km -Borough: Hamburg- Mitte -Quarters: HafenCity, Hamburg-Altstadt, Neustadt. -Inhabitants: 18,200 (As of: 31.12.2016) -Pop. Density: 1.915/km2

3D Massing of the Site

5.3

Built- up Site Area

5.4

Built Up Area (3.4 sqkm.)

Landuse Pattern

5.5

Industrial Office Residential Amenities Construction CBD Area Railway Green Areas 95

Identifying Building Typology

5.6

Parkhaus Onground Parking Office Residential Amenities Construction CBD Area Industrial Green Areas 97

Road Network

5.7

Primary Road Secondary Road Tertiary Road Amenities Construction

100

Existing Green Spaces

5.8

Green Spaces 2.8 sqkm

101

102

Existing Green Spaces

5.9

Parking lots Onground Parking

103

104

Proposed Green Area

5.10

Green Spaces 5.89 sqkm

105

6 Design Parameters, Strategies: Design

107

Roofops of Parking And HighRise converted to drone ports

Modify building facades to take in delivery through drone

Reducing the road area

Reducing the footprint of ware house and making it Vertical Warehouse Drone Ports

108

6.1 Design Strategies

- Aerial highways over the Road highways, railway lines and landscape areas - Converting the parking lots (parkhaus) to drone ports, charging and maintenance stations - Converting the top of high rise structures to drone ports - Bridge delivery drone ports in between structures - Converting the large footprint ware houses to vertical towers and delivery drone ports - Walkable radius of 1km max for positioning the drone ports - Modify building facades to take in delivery through drone - Reducing the width of the streets and converting it to green corridors and green pockets - Central delivery drone port in the CBD. Decentralization of delivery drone ports. - Elevated parks replacing road highways

109

Before

110

6.2

Strategy: For Mehr Commercial Complex

After

Preferred Site Proposed Passenger Drone Port Onground Parking Areas Green corridors and zones Commercial complex

111

Before

112

6.3

Strategy: Roof top of an Office Building

After

Preferred Site Proposed Passenger Drone Port Onground Parking Areas Green corridors and zones

113

Before

114

6.4

Strategy: Parking Lots (Parkhaus)

After

Preferred Site Proposed Passenger Drone Port Parking lot Areas Green corridors and zones Ammenities

115

20,000m Telecommunications relay remote areas

11000m

4000m

150m

Filming

116

6.5

Potential Uses and Altitudes of Drones

cargo

Passenger

surveillance

delivery drone

117

118

6.6

Restricted Zone for Flying

119

0.5 km

1.0 km

120

6.7

Walking Radius and Grid Layout

121

122

6.8

Network Optimization Catlogue

123

124

6.9

Passenger Drone Port Network

125

Cargo Airport Container Bulk Cargo Passenger Multipurpose

126

6.10

Hamburg Port Circulation

127

128

6.11

Delivery Drone-Port Network

129

130

6.12

Drone-Ports Network

131

132

6.13

Model of the Future Mobility In Cities

Transit + MultiModal Electrical and Renewable Shared and pooled Autonomous Landuse and Transit Integration 3 Dimensional space 133

Conclusion Urban Travel seems to be more difficult by each passing day. Drivers can spend between 50 to 100 hours per year stuck in traffic in the most conjested cities. The total cost of congestion in USA alone was nearly 300 billion dollars in 2016. These challenges could be exacerbated by growing populations and rising urbanization over the coming decades. In many places, there simply is no more Physical space left to build new surface transportation infrastructure, even if there is no financial barrier. One potential solution is to harness the power of data and analytics to better balance transportation supply and demand and increase efficiency. The revolutionary solution to this issue is to utilize the urban air space for transportation of people and goods. While still nascent, this mode of travel represents a significant business opportunity for those that can design, build, operate, maintain and deliver passenger drones, flying cars and related services. It also affects other sectors like On- demand urban transport operators, Urban planners, Automobile manufacturers, Air traffic management system providers. A decade ago, driverless cars seemed a little more than a futuristâ&#x20AC;&#x2122;s vision. Today, nearly every automaker and manufaturer is investing billions in their development. Likewise flying cars may seem like difficult to establish worldwide, the near future is ready to give the answers. 135

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Acknowledgement Special Thanks to IaaC Faculty, Willy Muller. Jordi Vivaldi Piera, Mathilde Marengo, Maria Kuptsova, Kartikeyan Dhanabalan Thank you for all the love and support Priya Avhad, Satyabhama Avhad, Vishnu Avhad, my friends and Barcelona family.