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URBAN TRAFFIC MANAGEMENT

URBAN TRAFFIC MANAGEMENT. What you will (hopefully!) learn in this session. What traffic management is Why you do it How you might enforce it What it can achieve What it might cost (Briefly) how you might implement it. Structure of session.

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URBAN TRAFFIC MANAGEMENT

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  1. URBAN TRAFFIC MANAGEMENT

  2. What you will (hopefully!) learn in this session • What traffic management is • Why you do it • How you might enforce it • What it can achieve • What it might cost • (Briefly) how you might implement it

  3. Structure of session • Introduction and categorisation of traffic management measures • Focusing in on certain types • Enforcement – exercise • More details of different types of traffic management including costs and what they’ve achieved • Group exercise based on arterial street

  4. DEFINITION OF TRAFFIC MANAGEMENT • Traffic Management is • the process of adjusting or adapting the use of an existing road (system) to meet specified objectiveswithout substantial new road construction. • So strong links to other topics in this and other ELTIS workshops: • Cycling • Safety • Parking

  5. So what are some objectives of TM? • What do you think?

  6. Categorisation of TM measures • Public transport priority • Street management to share space differently or make space feel different; • Traffic system optimisation • Access controls and pricing

  7. In this session, we concentrate on: • Public transport priority such as • bus (or tram) lanes, • better bus stops, • Public transport (PT) priority at signals, • PT-only sections of road, • turns that only PT vehicles can make • Street management to share space differently or make space feel different such as • Parking regulations • Wider and more comfortable footways, road narrowings, level changes • Better crossings • Shared space • Why only these two categories of measure for this training?

  8. ENFORCEMENT DISCUSSION • Many TM measures work only with proper enforcement – but how does proper enforcement work for you? • In multi-national groups of 5 discuss the following questions: • Think about a traffic management measure in your city that doesn’t work well because drivers don’t comply with (respect) it e.g. a bus lane or a parking regulation • How (well) is the measure enforced? What is the penalty for not complying? • How could you improve compliance with TM measures generally? • Are there any examples of traffic management or parking measures in your towns and cities where compliance with the measures is good and/or has improved recently? How is this achieved?

  9. FIRST OF ALL…. MAKING STREETS FEEL DIFFERENT

  10. Footways and simple crossings • Ideally, smooth wide walking space free from obstructions • Clear safe frequent crossing points • Dropped kerbs and tactile paving - €1300 per pair • Rebuilt footway €20-€150 per sq m • Building footway into road space - €50-€200 per sq m

  11. Slightly more expensive crossings Signalled crossings with raised road surface - €25000 Painted signed crossings - €3000 (but don’t forget dropped kerbs unless you have…) … entry treatments on side road junctions – priority to pedestrians - €7000 – maybe with widened footway/narrowed junction mouth

  12. Pedestrianisation • Pedestrianisation – it is nice but it’s not cheap • UK costs €800,000 to €1.3 million per 100m of street! • Spain - €300,000

  13. Signage • Cheap and effective if compliance/enforcement good • One way streets for cars two way for bikes and/or buses • 30 kph zones • Sign and pole cost €120 plus installation • Parking restrictions – signs and painted lines @ €0.70 per m • Parking ticket machines €7,000 (but you could use SMS parking payment) • Would this work in your city?

  14. 30 kph zones (with speed cushions) Slow cars but not buses €1000-€1500 per cushion

  15. Minimum widths (UK) • Traffic lane, no parking – 2.8m • Traffic lane with parking – 4.5m • Cycle lane on street – 1m (sometimes 0.8m) • One-way cycle path off-street – 2.5m • Two way cycle path off-street – 3.5m • Footway for pedestrians – depends on flow but absolute minimum 1m, comfortable minimum in low-flow situations 2.5m

  16. Shared space • Costs – as for pedestrianisation • Effects – reduces accidents, improves local economy, and enhances traffic flow • Let’s watch some videos…

  17. Pedestrianised area with access for residents, Namur Access Control system EXAMPLESADONIS Project(4th Framework) – Local street improvements ADONIS – Final Report –Pages 40 and 41

  18. Elimination of pavements in streets with limited car traffic - Mechelen Signage – Sign at the entrance of la Ribera, Barcelona EXAMPLESADONIS Project (4th Framework) – Local street improvements ADONIS – Final Report –Pages 22 and 40

  19. Impacts of such measures • One example – CIVITAS Burgos (ES) access restrictions • 4 square km in city centre • All with access restrictions (bollards); 25% completely pedestrianised • Results: • 25% reduction in CO2 levels in the historical centre • 30% reduction in vehicles circulating including 20% in HGVs • Road safety

  20. Economic impacts of traffic management • Specifically, impacts of shared space, streetscape improvements, parking management, pedestrianisation • See Whitehead et al (2006) – left – and Sandahl and Lindh (1995) below

  21. SECONDLY – PRIORITY FOR PUBLIC TRANSPORT

  22. What is PT priority 1 Any physical measure on the highway which protects PT vehicles from or allows them to bypass congested sections of road Any physical measure on the road which protects PT vehicles from the effects of parked vehicles Hierarchy of measures from turning ban exemptions through to full segregation (tram or busway) Is it giving capacity to public transport?

  23. Effect of PT lane on junction capacity

  24. What is PT priority 2 Turning ban exemptions and entry restrictions With-flow bus lanes Contra-flow bus lanes

  25. What is PT priority 3 • Bus advance areas • Bus only streets • Bus boarders

  26. Does PT priority work? Uxbridge Rd, London: 42km route 2-way, of which 6 km bus lane Excess waiting time down 30% in 3 years 1993-1996 Pax numbers up 20% Burdett Rd, London (bus lane and pre-signals) 1990 to 1995: SB am peak 411 seconds down to 397 SB pm peak 735 seconds down to 398 SB am peak 578 seconds down to 575 SB am peak 1100 seconds down to 517

  27. Does PT priority work? Route 220, London: 1993-1995 14.5% reduction in journey time Patronage increased by 10% 3.7% of new passengers transferred from car Bath Rd, Bristol, bus lanes 1992 Before average journey time 21’4”, after 12’3” SD down from 5’5” to 1’38”

  28. Before (June 1997) After (June 1998) Bus Frequency(nº of vehicles/hour/direction) 98 89 Average speed of bus travel on (corridor/Km/hour) 12.5 27.0 RATB average speed in Bucharest (km/hour) 16.5 16.7 Trip time (seconds) 180 78 EXAMPLES: CAPTURE Project (4th Framework) – Bucharest Physical Measures Implementing a public transport lane on one side of a 600 metres corridor together with stop platform facilities ‘’CAPTURE’ – Deliverable 8 – Page 1.159

  29. EXAMPLESINCOME Project(4th Framework) Public Transport Priority UTC London INCOME - Annex A to Final Report – Technical Description, Results and Recommendations, Page A7

  30. Main vehicle flow Bus/Tram route Bus route Emergency corridors EXAMPLESINCOME Project(4th Framework) - Public Transport Priority UTC Gothenburg Emergency Vehicle Priority - The escape route along Engelbrektsgatan and the effects on cycle time and green splits from the ACL impact INCOME - Annex A to Final Report – Technical Description, Results and Recommendations, Page A35

  31. 120 100 Combined Priority algorithm AVL 80 Total bus saving (Euro/hr) Travel time Radio poll and priority request Location/time Signal timings, central priority, etc Signal status, priority request (optional), etc. 60 40 Radio or cable link Waiting time 20 Signal controller Roadside beacon 0 0 20 40 60 80 100 Percentage of buses receiving priority (Simulation Results) EXAMPLESINCOME Project (4th Framework) - London – Integration of Public Transport Priority and AVL INCOME - Final Report –Pages 13,14

  32. Enforcing PT priority • Colour bus lanes • Use police traffic wardens • Automatic enforcement: • Decriminalise • Allow camera enforcement • Roadside CCTV and on-bus used in London • Croydon used CCTV, issued 47175 tickets • Non-compliance down by >90% • Newham down by >74%

  33. Implementing PT priority • ID problems • queues, delays, boarding difficulties • ID opportunities • wide roads; one-way systems; places to re-route • Outline design - consider: • Operating hours • Parking restrictions • Requirements for equipment on buses • Police resources • Consultation

  34. Going beyond bus priority • Total route treatment e.g. Route 43, London • Nicer buses • Better stops and access to stops • Priority (inc. at signals) • Rationalisation of on-street loading • Better enforcement • Driver training • Decent road surface • Marketing and information • Good operational management • Extended to 70 routes over next 3 years - £200 million

  35. Example of arterial street a bit like yours

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