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BASIC PRINCIPLES OF URBAN DEVELOPMENT
Khaydarov Murodjon Akbaraliyevich
Andijan State Technical Institute,
Senior Lecturer of the Department of Transport Logistics
Annotation.
This article analyzes the basic principles of urban development. It will consider
ways of sustainable development of cities based on such factors as modern urbanization
processes, infrastructure, ecology, social environment, and economic efficiency. Planning, the
transport system, the quality of the living environment, and taking into account the needs of the
population are presented as important conditions for urban development. The article also
highlights advanced principles that can be applied in the cities of Uzbekistan based on foreign
experience.
Keywords:
urban planning, sustainable development, urbanization, infrastructure, planning,
ecology, transport system
The layout of city street networks is determined by the placement of industrial
enterprises, residential areas, public buildings, stations, terminals, as well as intersections
of suburban roads.
The planning of old cities has historically emerged (formed) under the influence of
social, topographical, and climatic conditions. When planning new cities, the basic
principle of creating the best conveniences for the population is taken into account. The
planning of new cities, as well as the development and reconstruction of existing cities, is
based on a comprehensive study of the placement of industrial and transport links, the
selection of the most suitable plots for residential areas, and the creation of green areas.
Several urban planning systems are distinguished: radial, radial-ring, rectangular,
and mixed (Figure 1.7).
Figure 1.
City planning system:
a
-radial; b-radial-ring; c-rectangular; d-mixed.
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Many ancient cities-fortresses are characterized by a radial-ring planning system. An
example of such planning is the ancient city of Fergana. Cities, founded in the 17th-18th
centuries, usually have a rectangular layout.
In a mixed planning system, regular rectangular planning is combined with diagonal street-
beam laying, which disrupts some uniformity in rectangular planning and creates a perspective
of beautiful squares and streets.
When designing new cities, the street network plan is determined based on the
intended directions of traffic flows in the city. By analyzing data on the location of
production enterprises, institutions, railway stations, ports, and public places, the direction
and amount of cargo flows are determined. First of all, the main highways along the
shortest route are designed. The remaining streets are located as auxiliary roads to the
main highways, provided that residential areas are connected by convenient transport links
with industrial enterprises, institutions, railway stations, etc.
The classification of city streets is based on the consideration of their features (signs),
i.e., the nature of buildings, the intensity and types of movement in the future, the level of
development of subsurface management, the position of streets in the plan of the street
network and in relation to the entrance of suburban roads. Table 1.1 shows the
classification of city streets adopted in the design standards (SHNK. 0.07.01-03).
In conditions of complex terrain or reconstruction, it is possible to reduce the
calculated speed of movement and obtain a description of the plan and cross-section of city
streets and roads according to Table 1.3.
When calculating the intensity of various vehicle flows, it is necessary to reduce
them to one vehicle with the following coefficients:
Passenger cars -1
Trucks, load capacity, t:
up to 2.0 -1.5
2.0 to 5 - 2.0
2.0 to 8 -2.5
More than 8 -3.5
road trains -KMK 2.05.02-95
In accordance with the "Roads":
buses -2.5
trolleybuses -3.0
coupled buses
and trams -4.0
motorcycles, mopeds -0.5
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Table 1.1
Street and road
category
Main importance of streets and roads
Design
speed,
km/h
1.
2.
3.
High-speed roads
Express transport communication between the largest or
largest city districts and between cities and other
settlements of a group settlement system, passing through
intersections with different road levels
120.
Main streets and
roads: citywide
Continuous traffic is transport communication between
populated industrial districts and public centers, as well as
between highways within the city limits, passing through
intersections with different levels of transport.
100.
Iqmain
roadsg'connecting
economic,
administrative,
industrial, and
cultural
centersqof the
republic or
regiono'of the city
Transport communication between populated industrial
districts and public centers within the controlled traffic-
urban boundary, as well as between continuously running
highways, roads built at intersections with other streets at
the same level
80.
District-level
Construction of transport links at the boundaries of the
district and at intersections at the same level with main
streets of citywide significance and other streets
80.
Truck roads
Transportation of industrial and construction cargo
outside residential buildings. Construction of intersecting
roads at the same level as other roads between industrial
zones and the city's consumer-warehouse zones
80.
Local streets and
roads: residential
streets
Transport (public transport is not allowed) and pedestrian
streets connecting residential areas and groups of
residential buildings with main streets of district
significance
60.
roads of
industrial and
consumer-
warehouse
districts
Transportation of industrial and construction goods within
the boundaries of the district, construction of intersecting
roads at the same level with other streets and roads,
ensuring connection with freight roads
60.
pedestrian streets
and roads
Pedestrian streets and roads leading to workplaces, service
establishments and enterprises, recreation areas and
public transport stops
60.
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rural streets
Transport links connecting public centers, institutions and
service enterprises, as well as villages within the populated
area
60.
rural roads
Transport communication between the settlement zone
and industrial zones, industrial and consumer-warehouse
zones, as well as outside these zones
60.
Passages
Transport communication within the boundaries of
microdistricts
30.
The width of main streets of citywide significance is taken as 75...60 m between red lines,
and for main streets of district significance - 35 m. The width of streets where residential
buildings are located is determined by the number of floors (height) of the buildings: in the case
of multi-story buildings - 25 m, in the case of low-rise buildings - 15 m.
Table 1.2
Street category
Ca
lc
ul
at
ed
m
ov
em
en
t
sp
ee
d,
km
/h
La
ne
w
id
th
,m
Ba
nd
w
id
th
M
ax
im
um
w
id
th
in
re
d
lin
es
,m
M
ax
im
um
sid
ew
al
k
w
id
th
,m
M
in
im
um
ra
di
us
of
cu
rv
at
ur
e
of
th
e
pl
an
,m
M
ax
im
um
lo
ng
itu
di
na
l
slo
pe
,%
Minimum radii of
vertical curves, m
Co
nv
e
x
co
nc
av
e
I. Main streets of
citywide
significance:
continuous
motion
regulating action
II. Main streets
of district
significance
III. Streets of
local importance:
in housing
construction
in production and
utility-warehouse
zones
100.
80.
60.
40.
60.
3.75
3.75
3.75
3.75
3.75
6-8
4-8
3-4.
2-3
2-4
-
60.
45.
25.
35.
4.5
4.5
3.0
2.25
1.5
500
400
250
125.
250
50.
50.
60.
80.
60.
6,000
6,000
4,000
500
4,000
1,500
1,500
1000
250
1000
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Table 1.3
The street layout is determined by the main layout in accordance with the city plan. The
main elements of a street are: the roadway for traffic, the roadway axis. The axis of the roadway
is mainly directed towards the street axis. However, urban conditions and planning determine the
design of urban roads not as straight lines, but as broken lines. Internal circular arcs are designed
for the convenience and safety of vehicle movement.
Literature.
[1] J. Jacobs, The Death and Life of Great American Cities, New York, NY, USA: Random
House, 1961.
United Nations Human Settlements Programme (UN-Habitat), Planning Sustainable Cities:
Global Report on Human Settlements 2009, London, UK: Earthscan, 2009.
[3] M. Batty, "Urban modeling," in International Encyclopedia of Human Geography, Oxford,
UK: Elsevier, 2009, pp. 51-58.
T. G. McGee, "The Urbanization Process in the Third World," Comparative Urban Research, vol.
5, no. 1, pp. 3-23, 2008.
[5] S. D. Muratov and N. T. Saidova, "Urban Development in Uzbekistan: Modern Trends and
Strategic Approaches," in Proc. Int. Conf. on Regional Development and Urban Planning,
Tashkent, Uzbekistan, 2023, pp. 88-94.
[6] World Bank, Urban Development Overview, Washington, D.C., USA, 2021
Street category
H
ar
ak
at
km
/h
La
ne
w
id
th
,m
Ba
nd
w
id
th
M
ax
im
um
w
id
th
in
re
d
lin
es
,m
M
ax
im
um
lo
ng
itu
di
na
l
slo
pe
,%
M
in
im
um
ra
di
i
of
ve
rti
ca
l
cu
rv
es
,m
Convex
co
nc
av
e
I.
M
ai
n
str
ee
ts
of
ci
ty
w
id
e
continuous motion
regulating action
II. Main streets of
district significance
III. Streets of local
importance:
in housing construction
turar joy qurilishida
in production and utility-
warehouse zones
60.
60.
40.
40.
40.
3.5
3.5
3.5
3.5
3.5
4-8
4-8
2-4
2-3
2-4
250
125.
50.
125.
50.
60.
60.
70.
80.
70.
4,000
2000
1000
500
500
1000
500
250
250
250
