Huang Hexiang

UNIVERSITY OF CINCINNATI 11/18/2004 Date:___________________

Hexiang Huang I, _________________________________________________________, hereby submit this work as part of the requirements for the degree of:

Master of Community Planning in:

School of Planning It is entitled: Application of Visualization in Urban Planning Decision-making Process

This work and its defense approved by: Dr. Xinhao Wang Chair: _______________________________ Dr. Roger Barry _______________________________ Dr. Jun Shi _______________________________

_______________________________ _______________________________

Application of Visualization in Urban Planning Decision-making Process A thesis submitted to the Division of Research and Advanced Studies Of the University of Cincinnati

In partial fulfillment of the Requirements for the degree of MASTERS OF COMMUNITY PLANNING In the School of Planning Of the College of Design, Architecture, Art and Planning 2004

By Hexiang Huang

Committee Members: Chair: Xinhao Wang; PhD, University of Pennsylvania Faculty Member: Roger Barry; PhD, Indiana State University Reader: Jun Shi; PhD, University of Hong Kong

Abstract In an urban planning decision-making process, it is a challenge for planners to effectively communicate with the general public and decision makers. The difficulties in communication not only lead to uncertainty and lack of consistency in planning policies, but also become a barrier for public participation in the planning process. Visualization can help planners to overcome the barrier. Currently, visualization technology was regarded as a universal tool in the planning field. However, few researchers evaluated the role of visualization in the urban planning decision-making process. In this study, visualization technology was applied in a Cincinnati Bus Rapid Transit (BRT) project to create more user friendly and understandable planning products. Through the case study, the role of visualization was evaluated by comparing planning results with the two methods: with and without visualization.

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Acknowledgments I would like to thank Professor Xinhao Wang for his guidance, support and encouragement throughout this thesis and my two-year study at the School of Planning. Also, many thanks go to Professor Roger Barry and Dr. Jun Shi for their kind help in this work.

Finally, thanks to my family and friends, who always support me.

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Table of Contents 1. Introduction……………………………………………………………………………5 1.1Background………………………………………………………………..…5 1.2Problem Statement…………………………………………...…………..…7 1.3 Structure………………………………………………………………..……8 2. Literature Review………………………………………………………..……….…10 2.1 Visualization and Visualization Methodologies …...………………...…10 2.2 Public Participation and Urban Planning Decision-making…………...18 2.3 Cases and Researches of Visualization in Urban Planning Process..23 3. Methodology…………………………………….……………………………..……31 3.1 Research……………………………….……………………………..……31 3.2 Application………………………………………………………….………31 3.3 Comparison………………………………...…………..……………….…33 4. Case Study ………………………………………..………………….……….……34 4.1 Case Study Background…………………………..……………….…..…34 4.2 Hardware and Software ……………………………………….…………45 4.3 Data Source ……………………………………………………….………47 4.4 Planning Results………………………………………………..…………49 4.5 Evaluation of Visualization in Cincinnati BRT project………..……..…56 5. Conclusions…………………………….…………………………………….……..77 6. Future Study..………………………………………………………………….……80 7. Reference..………………………………………………………………….…….…84

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1. Introduction 1.1Background As early as the1960s, urban planning emerged as an applied science. In the 1970s, it moved to focus on the political process. Since 1980s, urban planning has become a problem solving process emphasizing on communication (Klosterman, Richard 1996). The shifting, from applied science, and political process to communication, requires an effective tool. With the increasing importance of public participation in the planning process, more and more groups take part in the planning process. The urban planning decision-making process has come to depend on these groups with different social, economic, cultural factors. Communication among these groups is central to urban planning decisions.

However, for the general public and most decision makers, the professorial planning, combining different skills and knowledge, is complicated and difficult to understand. This situation makes communications between planners, the general public, and decision makers difficult. The difficulties in communication lead to uncertainty and lack of consistency in planning policies. Planners need a tool to improve communication efficiency in the planning process and engage the general public involvement in planning process. Computer Visualization can be that tool.

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Visualization can be defined as an approach “to form a mental vision, image, or picture of (something not visible or present to sight, or of an abstraction); to make visible to the mind or imagination" (The Oxford English Dictionary, 1989). Simply speaking, visualization is a way to present senses. In urban planning field, visualization is primarily concerned with the presentation of 3D phenomena in landscape, architecture, transportation, and land use disciplines. The main goal of visualization in urban planning is making invisible scenes visible. Computer visualization is displaying data with the aids of advanced information technologies. In this thesis, visualization is defined as computer visualization combining with a dynamic component.

There are five reasons that computer visualization can be widely applied in urban planning filed. First, the rapid improvement of hardware has made it possible to effectively handle huge data. Increased hard drive capacity, more powerful Central Processing Unit (CPU, processor) and graphic cards make it easier to store, calculate, and display huge urban information, including land use data, elevation data, building data and so on. Moreover, with the development of hardware, the cost of computer component keeps decreasing, which makes computer visualization widely used in local levels applications. Second, the great developments in software give planners more opportunities to visualize related planning information. 3D visualization software, like 3ds max, and Maya, has powerful functions in texture, lighting, and animation. GIS software, such as ArcGIS, and Mapinfo, provides strong spatial analysis tools to planners. The

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widespread use of those software, with friendly interface, easy-learning curve, helps planners, decision makers and the general public to “see” their urban. Third, there is increased availability of data and related information. Advanced Remote Sense technologies provide satellite images, with resolution as fine as one meter, for experts to interpret land information. Land use data, street data, soil data, topography data can be extracted from satellite images. Internet makes these data accessible. For example, if planners want to visualize the topography of the city, they can download the USGS DEM data from the geocommunity website, www.geocomm.com and generate the topography. Fourth, an urban planning decision-making process needs support from the general public and decision makers. To present planning information to the general public and decision makers, planners are not limited to use 2D maps to present planning information. They are trying to apply new methods in presenting planning information. Because computer visualization can exactly present planning concepts, planners like to use visualization as a tool in urban planning process. Final, public participation has become extremely significant in urban planning. Visualization can serves as a common visual language in the communication between the planners and the general public. This language is easily understandable and attractive for the general public.

1.2 Problem Statement With the more important role of visualization in the planning decision-making process, urban planners should evaluate the role of visualization. Actually,

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visualization has so many drawbacks in the planning process. For example, visualization will mislead the general public sometimes. However, in the literature, many discussed the process of the application of visualization in the planning process, few evaluated the visualization’s role in the urban planning decision-making process.

This thesis research tries to fill up the gap. To illustrate how visualization works in the urban planning decision-making process, a case study, Cincinnati Bus Rapid Transit (BRT) Project, is presented in this thesis. This project uses a traffic study to test the effectiveness of visualization as a tool to support planning decision. In the case study, the visualization integrates GIS and 3D simulation technologies. The feedbacks of the project are used to test the role of visualization in the planning process.

1.3 Structure In this thesis, Chapter 1 describes the background and states the problem. Chapter 2 is literature review, which discusses important issues, such as visualization, public participation, and urban planning decision-making. Several examples are analyzed in visualization and urban planning fields. Chapter 3 focuses on the methodologies. Chapter 4 is a case study, which describes the project’s data and process. It also compares visualization method with traditional method. Chapter 5 is the conclusion part, which evaluates the role of

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visualization in urban planning process. Chapter 6 is the future study, which mentions potential fields in the application of visualization.

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2. Literature Review 2.1 Visualization and Visualization methodologies Visualization is a method of computing. It converts the symbolic data into the geometric information, which help researchers to observe their simulations and computations. “Visualization offers a method for seeing the unseen.” In many fields it has already revolutionized the way scientists do science. (McCormick, DeFanti, and Brown 1987)

Visualization has been used in maps for over thousands of years. In the last 30 years, with the aids of computer technologies, visualization has been applied in many fields. Computer visualization is using computers to interpret complex data by displaying images and animations. Since 1980s, with great improvements in computer graphics technology, computer visualization has been used to study scientific problems. The following technologies are often applied.

2.1.1 Computer Aided Design (CAD) Before 1960s, computers were only used for computation. In 1963, Ivan Sutherland developed SKETCHPAD system at Massachusetts Institute of Technology (MIT). The important feature of SKETCHPAD is to allow the user to draw on the monitor by a light pen. SKETCHPAD is a prototype of CAD software. At the end of the 1960s, only 200 workstations were operating at the large companies and governments in the United States. But, the number of users was more than 25,000 in 1983 (Abram, et al, 1983). As a worldwide CAD software

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producer, Autodesk Company has helped over 4,000,000 professionals for their designs in over 160 countries using CAD technology in 2002 (Duan, 2004).

Currently, CAD technology is commonly used for architectural, urban planning and engineering drawings. Urban planners have recognized the advantages of the CAD, because it enables users to make faster and more accurate drawings. And, the drawing can be easily modified.

Through CAD technology, planners’ thoughts can be clearly, accurately transformed into an electronic drawing. CAD’s visual aid techniques and visual impact analysis can easily assist urban planners, landscape designers in the planning process. Figure 1 shows 3D building models in CAD software. Through CAD software, planners can create 3D models with details, such as windows and doors.

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Figure 1. Modeling Buildings in AutoCAD 2004

2.1.2 Animation Animation is the creation of a timed sequence, a series of graphic images or frames together to give the appearance of continuous movement. Animation includes all changes that have a visual effect, changing shape, color, transparency, structure, texture, lighting, light position, camera’s position, camera’s focus and rending technique (Langendorf, 2001).

There are three

types of animation: animating space or panning and zooming around twodimensional static images, animating time or time-series animation of twodimensional images, and 3D animation or using animation to investigate 3D structures (Dorling, 1992). In planning practices, planners usually apply animation technology to simulate the landscape change, land use change, and

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urban growth. Figures 2-4 are the snapshots of an animation to show the urban growth in Baltimore, Maryland area. From this animation, people can easily know the growth process of the Baltimore city.

Figure 2. Snapshot 1 of Animation

Source: www1.elsevier.com/homepage/misc/cageo/acevedo/acevedo.htm, 2004.

Figure 3. Snapshot 2 of Animation

Source: www1.elsevier.com/homepage/misc/cageo/acevedo/acevedo.htm, 2004.

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Figure 4. Snapshot 3 of Animation

Source: www1.elsevier.com/homepage/misc/cageo/acevedo/acevedo.htm, 2004.

2.1.3 3D Modeling 3D modeling is a process of creating 3D object in a computer, which includes defining the object’s shape, size, location, color, etc. There are four basic types of modeling systems: polygonal, spline, patch, and parametric. Each type has its strengths and weaknesses. Polygonal is the most basic, and deals with 3D objects as groups of polygons only. Spline is more complex, and allows the user to work with resolution-independent objects. Patch is suitable for sculpting organic objects. Parametric type allows the parameters of an object to be changed later in the process for maximum flexibility. Although each program takes a different approach, many of them incorporate two or more of these different modelers for flexibility.

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3D modeling technology has a variety of applications in architecture, urban planning, urban study, and landscape design. There are two methods to model 3D environment. One is using 3D software such as 3D Studio Max, and Maya. The other is using programming languages such as C++, OpenGL, and VRML (Virtual Reality Modeling Language). Usually, in the urban planning field, 3D software packages are often used in 3D modeling, because of the realistic and artistic rendering. Figure 5 is a rendering picture of a 3D buildings model, which is created in 3ds max. This 3D building is assigned textures and lights.

Figure 5. 3D Modeling in 3ds max

2.1.4 Geographical Information System (GIS)

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GIS is a computer system capable of assembling, storing, manipulating, and displaying geographically referenced information. GIS is used both as a spatial database and an analysis and modeling tool in Urban Planning. GIS provides slope analysis, distance analysis, density analysis, etc, to support urban planning decision-making. For example, in a planning process, with the aids of GIS, overlaying important factors with different weights, soil, slope, floodplain, and land use, planners can easily, accurately get the land suitability map. Also, it is possible to build a 3D environment with GIS software, basing on the features’ attributes. Planner can also interactively fly-by or walk through the 3D built environment. GIS applications vary according to different stages, levels, sectors, and functions of urban planning. With the increasing in functions of GIS such as analysis, query and visualization, GIS is an operational and affordable information system for planning. It is increasingly becoming an important component in the urban planning process.

Figure 6. 3D GIS View of Jefferson Street, Around UC

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Figure 6 is a simulated neighborhood picture, which is generated in GIS software. This 3D view is automatically created by GIS software. The height of building is determined by its attribute. And, the texture of building is randomly assigned.

2.1.5 Virtual Reality (VR) VR technology has grown significantly in past a few years. Potentials of VR applications have been realized in many fields. VR with its increasing dynamic, interactive and experiential characteristics becomes able to simulate real environments with various degrees of realism. So, planners applied VR technology in the urban planning process. Also, the ability of transferring 3D environment from desktop to Internet makes VR as a useful tool for planners. Planners create an urban streetscape scene using the VR technology. People can walk through and fly by this simulated 3D environment (Figure 7).

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Figure 7. 3D visualization of Philadelphia, near City Hall

Source: www.asu.edu/caed/proceedings02/STARMER/starmer.htm

In recent years, significant advances have been made in the development of visualization

methodologies.

These

visualization

methodologies

are

not

independent, but are combined with each other. For example, 3D visual GIS technology combines 3D modeling technology and GIS spatial analysis.

2.2 Public Participation and Urban Planning Decision-making The concept of public participation, "voice of the people", has become important in planning decisions process. In its various forms, participatory planning has been instigated by different institutions and within the context of many different agendas. These agendas range from political manipulation to consultation and ultimately to redistribution of power to marginalized communities. The idea of public participation gained form in the United States from the advocacy planning movement during the 1960's.

It has continued to be redefined by planners,

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politicians, developers, and citizens over the past few decades. The reasons for encouraging the public to participate in the urban planning process can be summarized as:

First of all, public participation is a basic element of a democratic society. People have the right and freedom of presenting views. Public participation presents the rights from the constitutional right are, a right to information, a right to lodge comments, a right to initiate legal proceedings, and a right to participate. Also, actively encouraging the public to participate in decision-making process assures their view will be heard.

Second, urban planning decision-making process needs collaborative works. A carefully designed participation program encourages an open exchange of information and ideas between the general public, decision makers, and planners. This requires that planners consider an array of opinions, especially those from minority, low income, elderly, and disabled populations. Together the participants establish a collective vision for the future, and share responsibility for problems as well as their solutions.

Third, laws often require public participation. In some states, public participation is required in regarding land use planning and other decisions. For example, in Virginia, §5.2-2204 of the Code of Virginia requires for public notice and public hearing before a plan, ordinance or amendment can be recommended by the

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Planning Commission or adopted by the governing body. Also, states, which receive CDBG (Community Development Block Grant) funding from the U.S. Department of Housing and Urban Development, are required to adopt a public participation plan and to develop policies and procedures for ensuring public participation in community development decision making as a condition of their grants.

Finally, public participation is important to the citizens. Planning has more means to the citizens, which is not only about the development, but also about lives and livelihoods. Planning offers the citizens some perspective on their future, their health, their destiny, and their community. If the citizens give up the choice to involve in the planning process, they perceive a loss of control over their lives and their property (http://www.uap.vt.edu/cdrom/intro/encourage.htm).

In the planning process, there are different forms and levels of public participation. Sherry Arnstein, writing in 1969 about citizen involvement in planning processes in the United States, described a ladder of participation.

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Figure 8. Ladder of Participation

Source: www.partnerships.org.uk/part/arn.htm, 2004.

Figure 8 shows different level of public participation. The first level, manipulation and the second level, therapy are non-public participation. In these two levels, the aim is to educate and encourage the participants.

The third level is Informing. A most important first step is to legitimate participation. But the problem is the emphasis usually is on one-way flow of information, no channel for feedback.

The fourth level is consultation. Again a legitimate step attitude surveys, neighborhood meetings and public enquiries.

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The fifth level is placation. It allows citizens to advise or plan ad infinitum but retains for power holders the right to judge the legitimacy or feasibility of the advice.

The sixth level is partnership. Power is in fact redistributed through negotiation between citizens and power holders.

The seventh level is delegated power. Citizens hold a clear majority of seats on committees with delegated powers to make decisions. Public now has the power to assure accountability of the program to them.

The eighth level is citizen control. Have-nots handle the entire job of planning, policymaking and managing a program e.g. neighborhood corporation with no intermediaries between it and the source of funds.

For the objectives of urban planning, public participation is required in the urban planning decision-making process, public hearings, commission meetings, plan review sessions, community problem-solving sessions, or office appointments. For planners, their objectives are not only developing plans, but also encouraging the general public involves the planning process and assist them to develop a collective vision for the future. For public, they are given the opportunities to express their views to planners and understand they would have a contribution to make plan, not just wait to see what they can get from planners.

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2.3 Cases and Researches of Visualization in Urban Planning Process 2.3.1 Cases Visualization has been used in urban planning for thousands years. Figure 9 is the oldest planning map in the world. The Interesting thing is that the map is the City plan of Çatalhöyük. The map was drawn in about 6200 B.C. and was found in Turkey. This map should be the first case of application visualization in urban planning.

Figure 9. City plan of Çatalhöyük, Turkey, 6200 B.C.

Sources: www.atamanhotel.com/catalhoyuk/oldest-map.html

In the early 1970s, Cornell University’s Professor Donald GreenBerg published an article in Scientific American, talking about his animated film “Cornell in Perspective” used a geometric database to explore possible sites for Cornell’s stunning Johnson Art Museum, designed by I.M. Pei. This article began to popularize the concept of computer graphics among the general public. Figure 10

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is the snapshot of the animation, which was completed in 1971, before the building was built.

Figure 10. Visualization of Cornell University

Source: www.graphics.cornell.edu/people/director.html

In the City of Göteborg, the second largest city of Sweden, Jan Bjurström and Jonas Tornberg (1999) applied visualization technology in the design of a new transport system in an existing urban environment, as shown in Figure 11.

City of Göteborg proposed for a new transport system offering a complementary rapid and safe transit of people and goods between growing nodes in the town. To plan and build a new transport system in an existing urban environment requires extensive information and establishing supports for the idea. The possibility to study and experience the system in a virtual reality gives unique prospects for agents to influence and participate in the design process. After this project, they concluded, “The combination of geographic information systems

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and virtual reality technology will become more natural in the near future. There will definitely be a high demand for versatile, integrated GIS/VR models. For instance, the public has a chance to experience the possible effects of the implementation of various construction plans and thereby give their opinion on the best alternative”. It is an example how visualization may be crucial for the development and implementation this type of innovative proposals.

Figure 11. City of Göteborg

Source:ugis2.arch.chalmers.se/paper989/p989.htm

The UCLA Urban Simulation Team (UST) is using visualization technology to build a Virtual City, Los Angeles. The virtual Los Angeles is currently used by urban planners, designers, and community groups in visualizing and evaluating proposed plan. The visualization technology integrates Computer Aided Design (CAD) system and Geographic Information Systems (GIS) with virtual reality to facilitate the modeling, display and evaluation of existing and proposed physical environments. The visualization system, the core component of the UCLA Urban 25

Simulator,

provides

high

quality

photo-realistic

simulations

of

selected

communities and neighborhoods. With the aids of this system, users can interactive with realistic computer objects on computer. Figure 12 is a rending image for a street view, which is a part of visual Los Angeles. Moreover, the researchers at UCLA created the attribute database for these models. So, the users can do operations such as query, identify, pick, etc, in 2D and 3D views.

Figure 12. Virtual Los Angeles

Source: www2.aud.ucla.edu/robin/esripaper/p308.html

In a real-world planning project, UCLA applied the technology in the Pico Union community development initiative. For this project, 3d models of the Pico Union district, eighteen square blocks, have been created. Through interactive with 3D models, planners have been able to experiment with removing a number of existing buildings, rebuilding street, and bringing park and green space into the

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neighborhood. Figures 13, 14 and 15 show the changes of trees in the neighborhood. After comparing these images, planners can see the future. Figure 13 Changes of trees in the neighborhood

Source: www2.aud.ucla.edu/robin/esripaper/p308.html

Figure 14 Changes of trees in the neighborhood

Source: www2.aud.ucla.edu/robin/esripaper/p308.html

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Figure 15 Changes of trees in the neighborhood

Source: www2.aud.ucla.edu/robin/esripaper/p308.html

UCLA focus on this technology "Urban Simulation" as an innovative tool for interactive city planning and building. They concluded “Urban visualization is proving to be a valuable tool for designers and planners. The ability to visualize potential modifications to the urban fabric and experience these changes in their actual context allows planners and designers to evaluate alternatives rapidly, in more detail, and for lower cost than through more traditional analysis. It also makes the results of planning process visible, allowing the public to view the proposed

changes

to

their

environment

in

a

realistic

fashion.”

(www2.aud.ucla.edu/robin/esripaper/p308.html)

2.3.2 Researches In Michael J. Shiffer’s research on “Spatial Multimedia for Planning Support”, he found that the challenges are knowledge sharing, which is very important in the

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planning process. So, he successfully applied spatial multimedia in the planning process (Michael J. Shiffer, 2001).

Michael Batty researched the communications between planners and decision makers in urban planning and design. He thought, in urban design, these tools support different stages of the planning process which involve rapid and effective storage and retrieval of information, various kinds of visualization which inform survey and analysis as well as design itself, and different strategies for communicating

information

and

plans

to

various

publics

from

design

professionals to the affected community. In that paper, he applied digital tools, emphasizing methods of visualization, to support decisions. And his research specifically focused on integrated 2D maps and 3D block models. In the end, he concluded with a discussion of different ways in which these visualizations might be automated and delivered to users, in stand-alone manner or over the net (Michael Batty, 2000).

At the University of Bath, U.K., the Center for Advanced Studies in Architecture (CASA) used VR technology to develop 3D urban computer models to assistant in making planning and development control decisions. It makes the planning decision-making process more flexible by providing visualized and alternative planning proposals for a site comparison (www.bath.ac.uk/casa).

2.3.3 Overview

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Overall, most of researchers focus on the advantages of visualization in the urban planning decision-making process. Pervious studies simply thought that visualization is a universal tool in communication for planners. They haven’t noticed the potential problems of visualization in the urban planning process. Few evaluated the visualization’s role in urban planning decision-making process. Through applying visualization to a real-world planning project, this thesis is trying to discuss the role of visualization in urban planning decisionmaking process. By correctly applying visualization in the urban planning process, planners can achieve an effective communication and make planning more accurate, and precise with less risk. This thesis answers this question, what is the real role of visualization in urban planning decision-making?

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3. Methodology The thesis research will address the process of visualizing planning scenarios, and the evaluation of visualization in the urban planning decision-making process.

The project includes three parts: research, application, and

comparison.

3.1 Research The goal of research is to clearly know the methods and approaches of the urban planning decision-making process, visualizations, and technologies in visualizing urban planning scenarios.

Traditionally, planners use maps to present planning scenarios. In the case study, visualization technology will be used to present different planning scenarios. Before starting this step, it is necessary to research on different visualization technologies and their applications in urban planning.

The research also includes a real-world project part. Thesis researches the study area information and similar projects, which have been done in the world.

3.2 Application Based on the results of research, a case study is conducted. The process of application has three steps, data collection, design planning scenarios, and visualization.

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3.2.1 Data collection Data are gathered from variety of sources, including literature documents, maps, and other sources. Generally, the data are image data, GIS data, and other related data. The image data are photographs of existing buildings from field trip, images from websites, and figures from literature documents. The GIS data includes the Cincinnati Area Geography Information System (CAGIS) data, OhioKentucky-Indian (OKI) traffic data. The other related data include signal data from Department of Traffic Engineering, City of Cincinnati, and transportation data from website, and documents.

3.2.2 Design planning scenarios Planning scenarios are “what if” scenes. Designing different planning scenarios is to offer the general public, and decision makers the opportunities to “see” the future and let them involve in the planning decision-making process. From the responses, planner can revise existing plans and develop more reasonable plans.

3.2.3 Visualization Visualization technology is applied to present these different planning scenarios and the changes of the future development. With the aids of visualization, planners can make an effective communication with the public and decision makers in the urban planning decision-making process.

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3.3 Comparison Through comparing visualization with traditional planning methods, the role of visualization in the planning process can be assessed. Rendering pictures and drawing are compared to show the advantages of visualization.

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4. Case Study In the case study, the project combines GIS and visualization technologies to achieve a scientific 3D visualization in a Cincinnati Bus Rapid Transit (BRT) project. Research evaluates the role of visualization in planning decision-making.

4.1 Case study Background 4.1.1 BRT Background 4.1.1.1 BRT Features Because of the increasing demand for faster transit service, clearer air, more convenient public transit service and stronger local economic development, transportation planner has paid attention to Bus Rapid Transit (BRT) system. Currently, BRT has been successfully launched in seventeen cities, such as Boston (MA), Cleveland (OH), Eugene (OR), Honolulu (HI), New York (NY), Pittsburgh (PA), Seattle (WA), etc. BRT is a high-quality, customer-orientated transit that delivers fast, comfortable and low-cost urban mobility. The BRT focuses

on

improvement

of

the

utilization

of

existing

transportation

infrastructures, for example, roads, intersections, and traffic signals. From this point, comparing to other rapid transit system such as light rail, BRT does not require large capital investment in construction. Therefore, BRT is more affordable, and flexible rapid transit system. As an integrated system, BRT combines bus stops, vehicles, running ways, and intelligent Transportation System (ITS) elements.

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Bus stops BRT bus station and bus stop are an attractive component of BRT system. BRT bus stop can’t be considered as traditional bus stop. For example, First, a BRT bus stop has an off-board fare collection system, as shown in Figure 16. The offvehicle fare collection system can effectively reduce boarding time. Traditional on-board fare collection slows bus operations significantly, which means more ridership and more delay time at every bus stop.

Figure 16 Off-board fare collections in Honolulu, HI.

Source: www.fta.dot.gov/brt/, 2004

Figure 16 is showing a passenger paying fees off-board.

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Second, a BRT bus stop is with low platforms, which is convenient for passengers, especially for disabilities and old passengers, as shown in Figure 17, which illustrates the low platform as safer and faster paths.

Figure 17. Convenient Boarding Platform in Quito, Ecuador

Source: www.fta.dot.gov/brt/, 2004

Finally, a BRT bus stop has more functions, including entrainment, and shopping. BRT bus stop can become a node of community, for example, citizen can utilize the space of BRT bus stop to meet friends, read books, and play games. Figures 18 and 19 show some BRT bus stops have more functional facilities.

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Figure 18. Bus stop in Brisbane, Australia

Source: www.gobrt.org/BillVincent.pdf, 2004.

Figure 19. BRT Bus stop in Brisbane, Australia

Source: www.gobrt.org/BillVincent.pdf, 2004.

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Vehicles BRT bus applies new technologies and concepts in the vehicle design. First, BRT buses are low-floor buses. Low-floor buses meet the requirements of the Americans with Disabilities Act (ADA) of 1990 and reduce time needed to service passengers using mobility aids. Low-floor buses are convenience for passengers boarding, which will effectively reduce dwell time at bus stops. And, low-floor buses are safer than high-floor buses when passengers boarding, as shown in Figure 20. Figure 20 shows low-floor buses providing an easier boarding.

Figure 20.Low-floor BRT bus

Source: www.ltd.org/site_files/brt/vehicle.html, 2004.

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Second, BRT buses have very low noise and pollutant emissions system. Comparing to traditional buses, BRT buses use new technologies, Hybrid-electric vehicles, Compressed Natural Gas (CNG), Fuel cell technology, Electric trolley, “Clean” Diesel, etc, to reduce the pollution.

Figure 21. 60-foot CNG buses of Los Angeles.

Source: www.gobrt.org/BillVincent.pdf, 2004.

Third, BRT buses provide sufficient passengers capacity. BRT buses are usually 40-foot or 60-foot, which can carry more passengers. Final, BRT buses have good internal design. With well designed internal, as presented in Figure 22. BRT buses can reduce crowding, and facilitate passengers boarding and alighting, and make passengers feel comfortable in the trip.

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Figure 22. BRT bus internal design

Source: www.gobrt.org/BillVincent.pdf, 2004.

Figure 22 presents an internal view BRT. A TV will let the passengers get the real-time bus running information. A huge capacity can hold more passengers.

Running ways Running ways are one of key elements of BRT. Running ways provide rapid and reliable movement of BRT buses with minimum traffic interference. BRT buses can run on dedicated busways, or operate in mixed traffic flow.

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Figure 23. Dedicated BRT busway in Charlotte, NC

Source: www.fta.dot.gov/brt/, 2004

Figure 23 shows the BRT buses are running on exclusive bus lanes, which will not be affected by other traffic.

Intelligent Transportation System (ITS) ITS provides fast, safe, and reliable BRT. ITS monitors buses’ operations, gives real-time bus information to passengers, controls intersection signals, and manages fare collection system. Generally, ITS includes following systems, one is Automatic Vehicle Location (AVL) systems. AVL system will find the BRT bus’s location, and improve bus operation. Importantly, AVL can give BRT buses realtime information to passengers. One is Traffic Signal Priority System. This system will effectively reduce the range in bus delays to increase reliability. 41

Another one is Electronic Fare Collection System. This system can reduce dwell times, driver distraction, and fare collection cost. Figure 24. Bus operation center in Los Angeles, CA

Source: www.fta.dot.gov/brt/, 2004

Figure 24 shows the BRT control center. The staff can get the all BRT bus information with the aids of ITS. Figure 25. BRT bus information at bus stop

Source: www.fta.dot.gov/brt/, 2004

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Figure 25 presents a display at bus stop, which is connected to ITS. Passenger will can the BRT information from this display.

4.1.1.2 Benefits of BRT The benefits of BRT system will include ridership increasing, travel time saving, and land development.

Ridership increase Based on the case studies of the cities, which implement BRT system, ridership significantly increased. Table 1 shows the increasing ridership.

Table 1. Ridership changes in BRT Cities.

City Houston Los Angeles Adelaide Brisbane Leeds Pittsburgh

Ridership Increase 18%-30% 26%-33% 76% 42% 50% 38%

Source: TCRP Report 90, P6, 2003

Table1 tells the ridership increasing in different cities.

Travel time saving From the cases studies of BRT cities, data show that travel time is saved in BRT system. On dedicated busway, BRT bus usually can save 2 to 3 minutes per

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mile, comparing with pre-BRT. BRT system in Pittsburgh is reported travel time savings up to 5 minutes per mile during peak hours.

Land development Because more passengers use BRT system, bus stations and bus stops incite land development along the BRT bus line. For example, due to BRT system construction, property round Brisbane’s South East Busway grew 20 percent.

4.1.2 Study Area Background City of Cincinnati proposed to construct BRT bus line along Martin Luther King Drive to Madison Road Corridor. The study area consists of a 5.5 mile corridor with 0.5-mile buffer. Figure 26. BRT bus line Map

Source: CAGIS data, 2003

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In Figure 26, red line is the proposed BRT bus line. Yellow line is 0.5 mile buffer of BRT bus line.

This study area are related to 11 neighborhoods, University Heights, Corryville, Avondale, Walnut Hills, East Walnut Hills, Evanston-East Walnut Hills, Evanston, City of Norwood, Hyde Park, and Oakley, as shown in Figure 27. The total area is 18.13 square miles. The total population was 96,593 in 2000 (Census, 2000).

Figure 27. Neighborhoods

Source: CAGIS data, 2003

4.2 Hardware and Software The hardware is Dell 340 workstation, with P4 2.4GHz processor, 1G DDR Memory, 80 G Hard driver and 128 MB NVIDIA Quadro4 900XGL Graphic Card.

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3D software, traffic simulation software and GIS software are used in the case study, including ArcGIS 8.3, 3D Studio MAX 5.1, Vissim 3.7, and Adobe Premiere Pro.

ArcGIS 8.3 is a GIS software package issued by the Environmental Systems Research Institute (ESRI). In this project, ArcGIS8.3 is used to create BRT database.

3D Studio MAX 5.1 is a powerful tool in 3D modeling and visualization. 3D environment, buildings and streets, are built in 3D Studio MAX.

Vissim 3.7 is a professional microscopic traffic simulation software package. Vissim can be used for a host of traffic and transit simulation needs. In the BRT project, Vissim represented different planning scenarios, which provide the basis concepts to compare future traffic conditions. Also, Vissim is used to export the analysis data for different planning scenarios.

Adobe Premiere Pro is used to edit the final animations and combine the animations from VISSIM and the renderings from 3D Studio MAX for the final presentation. 4.3 Data source

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These data are needed in case study, 2000 OKI traffic data, 2003 CAGIS data, existing Building and intersection pictures in the study area, and related BRT data.

4.3.1 2000 OKI traffic data The data include traffic speed, volume, lanes number, design capability of street, and traffic direction. The data format is shapefile. The most recent version is 2000 year. In the study case, OKI traffic data is used to simulate existing traffic from Martin Luther King Drive to Madison Road. The vehicles will run with the real speed and the real volume in the scenes, which coming from 2000 OKI traffic data.

4.3.2 2003 CAGIS Data The case study uses 2003 CAGIS data including, study area street centerline shapefile, study area building shapefile, and the study area aerial photo.

Street centerline shapefile 2003 CAGIS data. The case study uses the CAGIS street centerline as the shapes of street centerline of OKI traffic data. It is because the OKI traffic data are not accurate in shape. The street centerlines in OKI present streets in line, no curve. But, CAGIS street centerlines are very accurate in shape.

So, combining OKI traffic data and CAGIS data can get

accurate street centerline with traffic attributes.

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Study area building shapefile. 3D buildings are modeled based on the building shapefile. Convert the building shapefile into the dxf file and import the dxf file into 3D Studio Max. Based on the building foot print, 3D buildings are extruded in 3D software.

Study area aerial photo. Study area aerial photo is exported from Mr.SID file, 2003 CAGIS.

These data are available in school of planning, University of Cincinnati.

4.3.3 Existing Building and intersection pictures Existing Building pictures. For some intersections, pictures of existing buildings are taken. And then, these pictures are attached as textures to 3D building models. It gives good performances of the scene. Digital cameras are used to take the existing building pictures.

Intersection pictures. Intersection pictures, including intersection situation, bus lanes, traffic direction information, are recorded in file trip. These pictures are added into BRT database.

4.3.4 Related BRT data The related BRT data include the updated traffic volume data, the intersection traffic signal data, the BRT design rules, and the impact of BRT to traffic. The

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updated traffic volume data and the intersection traffic signal data come from Deportment of Traffic Engineering, City of Cincinnati. The BRT design rules and the impact data of BRT are gotten from websites of cities, which have built BRT systems.

4.4 Planning Results 4.4.1 Bus stations and Bus stops In the case study, two BRT bus stations and eight bus stops are proposed to be built in study coordinate. In Figure 28, two red points present bus stations. Green points mean bus stops. Figure 28. BRT bus stations and bus stops

Source: CAGIS data, 2003

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Bus Station. There are two BRT bus stations in the study area. One station locates among Jefferson Avenue, Vine Street, and University Street, which is next to the University of Cincinnati. This BRT bus station will serve UC students. Nearly 34,000 students are potential BRT passengers.

Figure 29. Bus station around University of Cincinnati

Source: CAGIS data, 2003

Figure 29 shows potential BRT bus station, which is next to the University of Cincinnati.

Currently, in this area, more than 50 percent land devoted to residential use. And 10 percent is commercial uses. In the future, bus station will be designed to support commercial and residential use.

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To present the land development in this area, visualization technologies are applied. Existing 3D building models were created in 3D Studio MAX.

The

existing building pictures were textured to the 3D models. The future 3D scene is built based on bus station design. To show the land development, two animations, one is current view and the other is future view, are rendered.

Figure 30. Bus station Current View

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Figure 31. Bus station Future View

After comparing the difference between Figure 30 and 31, the proposed BRT bus station is easily presented.

Another bus station locates in Oakley, Cincinnati. Animation of land development is also created on current condition and future plan.

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Figure 32. Bus station at Oakley

Source: CAGIS data, 2003

Figure 32 shows Oakley BRT bus station, which is next to a shopping center.

Bus Stop. There are eight bus stops along the BRT bus line, Highland, Reading, Gilbert, Woodburn, Grandin, Observatory, Edwards, and Allston. For the bus stop design, the project applied 3DS MAX to visualize the potential bus stops. The BRT bus stops include more functions, not like traditional bus stop, such as reading rooms, TV rooms, cafeterias, and bookstores. Figure 33 is the picture of potential bus stop.

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Figure 33. Highland Bus Stop

4.4.2 Traffic Simulation 4.4.2.1 Traffic Simulation Design Based on the BRT performances, six planning scenarios are designed.

Table 2. BRT planning scenarios Year Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Scenario 6

2000 2020 2020 2020 2020 2020

BRT Bus information Service Rate Bus Ridership Bus Lane / / / / / / / / 15 min 4 200 Mixed 15 min 4 200 Exclusive 15 min 4 200 Mixed 15 min 4 200 Exclusive

Percent of Rider Shift / / 20.00% 20.00% 70.00% 70.00%

Table 2 shows the planning scenarios designed in 2000, and 2020.

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Scenario 1. This scenario simulates the 2000 traffic along the proposed BRT bus line. The simulation runs the vehicles with real speeds and real traffic volumes.

Scenario 2. This scenario simulates the 2020 traffic along the proposed BRT bus line. In this scenario, the traffic volume will increase 10 percent comparing to 2000. And, there is no BRT implemented. The simulation runs the vehicles with real speeds and real traffic volumes.

Scenario 3. This scenario simulates the 2020 traffic, with BRT, along the proposed BRT bus line. In this scenario, BRT’s service rate is 15 minutes and the BRT bus’s capacity is 50 passengers. In this scenario, BRT bus will run on street with mixed traffic. Based on the case study, suppose there are 20 percents riders, previously used personal vehicle. The 20 percent is from BRT project of Vancouver, Canada. The simulation runs the vehicles with real speeds and real traffic volumes.

Scenario 4. This scenario simulates the 2020 traffic, with BRT, along the proposed BRT bus line. In this scenario, BRT’s service rate is 15 minutes and the BRT bus’s capacity is 50 passengers. In this scenario, BRT bus will run on street with exclusive busways.

Based on the case study, suppose there are 20

percents riders, previously used personal vehicle. The 20 percent is from BRT project of Vancouver, Canada. The simulation runs the vehicles with real speeds and real traffic volumes.

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Scenario 5. This scenario simulates the 2020 traffic, with BRT, along the proposed BRT bus line. In this scenario, BRT’s service rate is 15 minutes and the BRT bus’s capacity is 50 passengers. In this scenario, BRT bus will run on street with mixed traffic. Based on the case study, suppose there are 70 percents riders, previously used personal vehicle. The 70 percent is from BRT project of Houston, Texas. The simulation runs the vehicles with real speeds and real traffic volumes.

Scenario 6. This scenario simulates the 2020 traffic, with BRT, along the proposed BRT bus line. In this scenario, BRT’s service rate is 15 minutes and the BRT bus’s capacity is 50 passengers. In this scenario, BRT bus will run on street with exclusive busways.

Based on the case study, suppose there are 70

percents riders, previously used personal vehicle. The 70 percent is from BRT project of Houston, Texas. The simulation runs the vehicles with real speeds and real traffic volumes.

4.4.2.2 Traffic Simulation Evaluation Table 3. Traffic volumes in planning scenarios Volume (Without BRT) Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Scenario 6

1000 / 1100 / 1100 1100 1100 1100

Volume (With BRT)

Reduced Voulme / /

1071 1071 989 989

Reduced Percent / /

29 29 111 111

2.64% 2.64% 10.09% 10.09%

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Table 3 shows the impact of BRT to the traffic volume.

Scenario 1. The scenario 1 assumes the traffic volume is 1000 vehicles per hour. And, all of them are personal vehicles.

Scenario 2. The scenario 2 assumes the traffic volume will increase 10 percent, 1100 vehicles per hour, in 2020. And, all of them are personal vehicles.

Scenarios 3&4. The scenario 3 and 4 assume there are 4 BTR buses and 20 percent passengers shift from personal vehicles. The traffic volume is 1071 vehicles per hour, decrease 2.64 percent comparing to without BRT. In the traffic volume, there are 1067 personal vehicles and 4 BRT buses.

Scenarios 5&6. The scenario 5 and 6 assume there are 4 BTR buses and 70 percent passengers shift from personal vehicles. The traffic volume is 989 vehicles per hour, decrease 10.09 percent comparing to without BRT. In the traffic volume, there are 985 personal vehicles and 4 BRT buses.

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Table 4. Ridership in planning scenarios Passengers(Without BRT) Passengers(With BRT) Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Scenario 6

1220 / 1342 / 1342 1342 1342 1342

Increased Passengers Increased Percent / /

1507 1507 1407 1407

/ / 165 165 65 65

12.29% 12.29% 4.83% 4.83%

Table 4 shows the impact of BRT to ridership.

Scenario 1. The scenario 1 assumes the traffic volume is 1000 vehicles per hour. The ridership is 1220 riders per hour, assuming 1.22 riders per vehicle.

Scenario 2. The scenario 2 assumes the traffic volume will increase 10 percent, 1100 vehicles per hour, in 2020. So, the ridership will be 1342 riders per hour.

Scenarios 3&4. The scenario 3 and 4 assume there are 4 BTR buses and 20 percent passengers shift from personal vehicles. The traffic volume is 1071 vehicles per hour and there will be 1507 riders per hour, assuming 1.22 riders per vehicle and 50 riders per BRT bus. Comparing to without BRT scenario, the ridership increases 12.29 percent.

Scenarios 5&6. The scenario 5 and 6 assume there are 4 BTR buses and 70 percent passengers shift from personal vehicles. The traffic volume is 989 vehicles per hour and there will be 1407 riders per hour, assuming 1.22 riders

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per vehicle and 50 riders per BRT bus. Comparing to without BRT scenario, the ridership increases 4.83 percent.

4.5 Comparison of Visualization with traditional methods in the Cincinnati BRT project

The advantages of visualization technology are summarized below.

4.5.1 Visualization is a tool for urban planners flexibly presenting the planning information. Visualization gives planners more freedom in presenting planning information.

In the Cincinnati BRT project, the University of Cincinnati BRT station is planned. This station is not a traditional station, but a complex station with multi functions, including shopping shops, café shops, bookstores, and restaurants. In short, the BRT station is not a simple place for transit. It is a place for people to congregate, to interact. Traditional maps have limits in presenting the bus station planning information.

First, 2D map is difficult to show complex building attributes. For example, building function is very important in planning because building function decides the people actives. Traditional way notes the building functions in 2D planning map. And, it is difficult to present different functions in the same building.

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Figure 34. Traditional method of planning

Figure 34 shows simple functions at the BRT UC station. From this map, very limited information can be got.

Visualization provides planners another way to present the planning information. Planners can use visualization to present the buildings functions in 3D view. For example, the first floor of the building, at the UC BRT bus station, is cafeteria and the second floor is bookstore. Planners can use visualization technology to model a 3D building and attach different titles to the different floors in 3D view. It is easier to show the building function with visualization technology than with traditional 2D map.

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Figure 35. Visualization let planners easily present planning information

Figure 35 shows potential stores at the UC BRT station. Also, some facilities are presented.

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Figure 36. Bus station is a place for people relaxing.

Figure 36 shows people’s actives at the UC BRT station. People can use the open space in the bus station.

Second, 2D map is difficult to present the land development process. This process will let the people know something would happen before the land is actually developed. In traditional way, planners will show and compare two land use maps, one is existing land map and the other is future land use map. In this way, planners only present the land development results, not the process.

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Figure 37. Current condition of the UC BRT station

Figure 38. UC BRT Station planning

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Figure 37 is current land map and Figure 38 is the planning map. Planners show the two maps to the public to present now and future land use results.

With the aids of visualization, planners can show the changes of the land development, which is to present the land development dynamic process. Visualization can help planners let people "see" how they will be affected by future development.

Figure 39. Animation of the Land Development

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Figure 39 is a snapshot of an animation. This animation dynamically simulates the land development process. The general public will see the changes from the current conditions to the proposed plan.

Finally, traditional map is difficult to present walk views and fly views. Walk view and fly view give people views of walking through and flying by 3D buildings and landscapes. Planners can use walk view and fly view exactly present the plans with more details. Visualization technology can easily generate the walk view and fly view around the buildings.

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Figure 40. Drawing Fly view

Figure 40 is a hand drawing of a perspective. The problem is that the traditional method is difficult to present a dynamical view.

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Figure 41. Animation of walk view

Figure 41 is a rendering picture of a walk view animation. From this dynamitic walk view, the general public can get more information than traditional 2D drawing.

4.5.2 With the aids of visualization, the general public will face more interesting, and more understandable, dynamic planning products.

Citizens often do not feel compelled to participate simply because they don’t fully understand how a certain planning proposal will affect their lives. Also, they haven’t enough time to do the research professional items. Visualization is the

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tool to interpret a planning proposal to the general public. Participation will be more open and easier.

It is always a challenge for planners to effectively communicate to the general public and decision makers. The difficulties in communication not only lead to uncertainty and lack of consistency in planning policies, but also become a barrier for public participation in the planning process.

Effective communications between planners and the general public requires the availability of adequate information. Freedom of public access to easy understandable information is the basic step to achieve this. Professional planning data to the public is one of the main barriers in the effective public participation.

In the Cincinnati BRT project, planner will introduce BRT bus to the general public in the decision-making process. The features of BRT Bus include large capacity, comfortable internal design, ITS monitor, low floor, etc. In traditional way, planners have to use lot of data, words, and pictures to describe the features of the BRT bus, as shown in Figure 42.

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Figure 42. Pictures of BRT bus

Source: www.fta.dot.gov/brt/, 2004

With the visualization, planner can make an animation of BRT bus, which presents the BRT bus futures. In the animation, the public can easily understand the BRT features, low floor, large capacity, etc.

Figure 43. Animation of BRT bus.

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Figure 43 is a picture of BRT animation. From this animation, the general public will get to know some BRT concepts, such as low-floor.

Figure 44. 3D rendering of BRT bus

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Figure 45. Inside of BRT Bus.

Figures 44 and 45 provide BRT bus’ attractiveness of exterior and interior.

Also, in the Cincinnati BRT project, planners need to explain the BRT bus operation. In traditional way, planners will use maps, words to introduce the concepts of exclusive bus lane, priority signal control, and mixed lane. The general public is difficult to understand these professional terms. With the aids of visualization, the general public can easily understand the concepts of exclusive bus lane, priority signal control, and mixed lane.

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Figure 46. Animation of BRT bus operation

Figure 46 is a snapshot of a BRT operation animation. From this animation, the general public can clearly know the rules of BRT operation.

4.5.3 Visualization is a flexible tool in planning decision-making process. In planning decision-making process, planners will improve plans based on the feedbacks from the general public. In traditional way, with the feedbacks, planners have to redevelop the plans in studios. After several weeks, planners present the new plans to the general public again. Visualization will make things easier. Planners can change plans during the meeting.

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In the Cincinnati BRT project, if some people want to know the planning results under different traffic situations, planner can simulate real-time traffic conditions. For example, the general public wants to know the planning results of the exclusive bus lane and mixed-use bus lane for BRT bus. In traditional way, planners have to give the answers after several weeks after calculation and plan. With the aids of visualization tool, planners can give the feedbacks in several minutes. Planners change the setting of streets, the visualization tool will give the results immediately.

Figure 47. BRT with exclusive lane and mixed-use lane

Figure 47 shows the difference of two planning Scenarios.

4.5.4. Visualization, as a new tool, will engage the public involving planning process.

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The public participation level shouldn’t only stay on the ‘informing” level, planner letting the public know “what’s the future”. The general public should more involve the planning process. Visualization can improve the public participation level from “informing” to “citizen control”.

There are some comments from the people who have been shown the BRT visualization results. These comments are very positive. People like visualization very much.

Professor Russell, from University of Cincinnati, said, the visualization tool is a really useful tool in planning decision process. Visualization can give planners more power to present the planning information. With the help of 3D and animation, planners can use different methods to present thoughts. And, for the public, they like this visualization because it makes planning results more understandable and interesting. In short, visualization can tell more information than words and maps.

For the planners, they should know how to use visualization in planning process. It is because visualization can carry more information than traditional methods. So, it is important to organize this planning information to make it clear to the general public. For example, in Figure 43. Animation of BRT bus, planners want to use an animation to present the concepts of low floor, low window, and sufficient passengers capacity. When showing the animation, planners should

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guide auditors to pay attention to these facts. Otherwise, auditors will lose their way in a amazing animation show.

Mr. Enns, from University of Cincinnati, commented, applying the visualization technology in urban planning decision-making process is the trend in the future. People are shifting from paper to computer, and from hardcopy map to electrical map. Visualization has more and more important role in urban planning field, especially in planning management field. Visualization has more advantages than traditional maps.

Mr. Reynolds, with Cincinnati Metro, thought the visualization is good. It is an efficient way to present the planning information. However, there are some potential problems in visualization applications. For example, visualization includes lots of information. The challenge is that planner should interpret the visualization result to the general public very well. If the planner didn’t clearly explain the visualization result, the public will be confused and misled.

So,

planner should be carefully prepared for visualization application.

Professor Barry, a Professor with School of Planning at University of Cincinnati, believed visualization is a powerful tool in planning decision-making process. Planner can easily communicate with the general public with visualization. The interesting tool will let the public involve the planning process. One of potential problems is that planners should be very careful in preparing animations, data,

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and maps before presentation. Some computer problems often happen, for instance, the CD can’t be read, the animation can’t be played, and even the computer doesn’t work.

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5. Conclusions In the literature, few researchers have addressed the role of visualization in urban planning decision-making, and no one objectively, and systemically evaluate the role of visualization in urban planning decision-making. Through this study, advantages of visualization in planning decision-making process are,

First, visualization gives planners more freedom in presenting planning information. With the help of visualization, planners can beyond the limits of traditional way, map, tables and reports. For example, it is difficult for traditional ways to present dynamic planning process. However, planners can easily produce planning process animations with visualization’s aid.

Second, visualization can help public understand planning information. Visualization

provides

the

general

public

more

interesting

and

more

understandable, dynamic planning products. For instance, to present the BRT concepts, a BRT bus animation is easier to understand than a list of BRT features.

Third, Visualization is a flexible tool in planning decision-making process. Visualization allows the public to be a part of the planning and decision-making process. Visualization should not to be a final presentation tool. From the responses from the public, planners can improve a planning proposal. From this

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point, visualization gives the public more opportunities to involve the planning process.

Finally, visualization, as a new tool, will encourage the public’s interests in involving planning process.

When facing interesting planning products, the

general public is more interested in involving the planning process.

However, we can’t overlook the disadvantages of visualization. For example, the visualization tool can mislead the public in some sometime because people will believe what they see.

First, visualization can’t transfer the planning information totally. Lots of important planning information is ignored. It is impossible to convert maps, tables and reports into mistunes animations.

Second, traditional reports and tables include much information, which is easily ignored in planning decision-making process. Using visualization, planners and the general public easily pay attention to the visualization performances. In this situation, reports usually be ignored, which are still important parts of planning results.

Finally, visualization is a challenge for planners. To apply visualization, planners should know software, hardware, and data very well. Planners should have the

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knowledge and experience about GIS, 3D modeling, animation, and multimedia, even computer components. For example, in the Cincinnati BRT project, planners used GIS software, AcrGIS 8.3, to analysis traffic data and select the potential bus stops’ locations. And, planners used professional transportation software, Vissim 3.7, to simulate the planning result. At the same time, 3dsmax was used to modeling the proposed BRT stations and stops in the study area. In the end, planners combined the traffic animations with 3D environment. Also, Visualization requires planners effectively interpret and organize planning information. Facing huge information included in visualization products, planners should carefully guide the general public in planning process.

Through objectively evaluation and application of visualization to planning decision-making, planners can achieve an effective communication and make planning more accurate and precise.

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6. Future study Visualization does have an important role in the planning process. It will let the general public be more involved in the planning process. An appealing visualization of planning result absolutely is very attractive to the general public. In this chapter, lessons learned from the Cincinnati BRT project regarding the application

of

visualization

in

the

planning

are

summarized

and

recommendations for future study are presented.

6.1 Visualization can be linked to data for “real” presentation. In the Cincinnati BRT Project, planners paid more attention to real data such as the actual traffic speed and the real traffic volume. Planners analyzed traffic data with GIS software, ArcGIS.The analytical results were imported into a traffic simulation software, Vissim, for rendering animations of different planning scenarios. The visualization is intended to provide more accurate information to the general public and decision makers in the planning process. This effort can significantly increase the importance of visualization in decision making.

6.2 It is difficult to show the differences with animations. In the Cincinnati BRT project, planners tried to present to the general public the differences of six planning scenarios, by showing six animations. After the presentation, people complained that so many similar animations were confusing. It seams visualization didn’t successfully illustrate the differences of various planning scenarios. It is because it is difficult for people to visually tell

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the difference when the input planning outcomes doe not have big variations. In the future, animations should be integrated with other presentation modes in order to effectively and clearly compare different scenarios.

6.3 There are some limits in current software. The Cincinnati BRT project shows that it is difficult to handle huge region data with current software.

Vissim can’t handle community level 3D models. Because of this limitation of the software, planners have to use another method to visualize the city level planning results. For example, planners usually use Vissim to simulate the traffics on the intersections. In the city level, planners have to use 3dsmax, or Maya to simulate the regional traffic.

Also, so many software are involved in the visualization process. In the Cincinnati BRT project, many software packages were used, such as ArcGIS, Vissim, V3dmodler, 3dsmax, and Maya. It is because planners need the GIS software’s spatial analysis function, Vissim’s traffic simulation function, and 3dsmax’s 3D modeling function. Spatial analysis is needed to analyze the traffic data and select the locations of bus stops. Simulation function is needed to generate the traffic animations. 3D modeling is needed to create the 3D environment, which will provide good performances to visualization. Unfortunately, there is not a software package that includes all of the required functions. Using more software

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packages means less effective in the process. Data have to be converted from one format to another. It also requires planners to get familiar with different software. Planners are waiting for powerful software, with 3D simulation, spatial analysis, and data management functions.

6.4 There is a mismatch of planning data and visualization data requirement. In some situations, planning data is difficult to be visualized. It is because planning data are normally aggregated for large area. However, visualization software asks for detailed data for a specific area, such as a street intersection. It may be dangerous to use the BRT ridership forecast for preparing animation. For example, the planning analysis for planning scenario 1 shows that there will be 1220 BRT passengers. This does not mean that there will be exactly 1220 people taking the BRT bus. However, the animation software uses this data as the actual number of riders. In the future, planners should discover a visualization method to establish the smooth connection between data at different scales.

The study shows that the combination of GIS and visualization provides an effective way of presenting data in the planning decision process. However, based on the current methods, software, hardware and data, it is difficult to effectively visualize planning information. It is a really time consuming process to convert the data from GIS format to visualization data format, and to manually build 3D models. In order to increase the usage of visualization in the planning process, more efforts are needed to build the bridge between attractive

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visualization and the presentation of planning information. Visualization has the potential to be a user-friendly and easily-understandable tool for presenting data and information in the planning decision making process.

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