URBAN TRAFFIC MANAGEMENT AND RESTRAINT
URBAN TRAFFIC MANAGEMENT
AND RESTRAINT
TRANSPORT TEACHING MATERIAL
Transparencies 2003
EU-funded Urban Transport Research Project Results
www.eu-portal.net
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
DEFINITION OF TRAFFIC MANAGEMENT
The term ‘Traffic Management’ represents the process of
adjusting or adapting the use of an existing road system to
meet specified objectives without resorting to substantial new
road construction.
Thus the current materials cover a large field involving both
traffic systems and urban development issues. It is also a
working area with strong links with both Civil Engineering and
Urban Planning.
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
TRANSPORT POLICY OBJECTIVES
AND STRATEGIES
This concept generally integrates the notion of the need for:
• An efficient transport system (serving all mobility/accessibility
needs);
• A safer transport environment;
• Protection of the environment;
• Reduction of energy consumption;
• Improvement of quality of life/economy
These general objectives can be translated into more specific and
quantifiable goals
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
A
Strategic requirement
Guaranteeing the accessibility of the city
6.00
Acceleration of public transport
6.00
Improving the mobility of pedestrians and cyclists
5.00
Concentration of suitable main roads
4.88
Reduction of emissions
4.88
Protection of sensitive areas
4.88
Improving public transport
4.50
General reduction of car traffic
3.50
Improving the flow of business transport
3.38
Reduction of temporary overcrowding
3.13
Improving chains of transport
3.00
Reducing the number of cars
1.50
Reduction of transport costs
1.50
Source: Taken from the Privilege Project Final Report - Rating of Importance of Requirements
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
General Transport Systems’ Optimisation
Introduce/promote travel needs’ avoidance measures
Public Transport (PT)
Oriented Strategies
Create complete and fully
integrated systems
Optimise infrastructure performance
Create/promote multi-modal solutions
Introduce new priority
vehicles’ systems
Promote overall
Improve
travel
Sustainable
systems’
demand /rate
Transport Policies performance
of growth
Objectives:
reduction
Efficiency
Design and control of road
networks in favour of PT and
other priority vehicles
Increase public awareness
/ acceptance of Public
Transport
Priority Vehicles’ (taxis,
delivery/…)
Oriented Strategies
Figure: Transport Policy
Objectives and Strategies
•Create comprehensive /
usable ped. / cyc
infrastructures
Basic
Strategies
Introduce new TP
links/services/modes
Improve PT infrastructure
and information systems
Pedestrians’ (Ped)
Oriented strategies
Optimise infrastructure utilisation
Reduction of energy
consumption
Promote
sustainable
modes
Protection of the
environment
Increase
intermodality
Positively discriminate
sustainable modes
Private motorised vehicles’ oriented strategies
Increase journeys’ costs/duration/distances
Limit access to ”sensitive” areas
•Shift accessibility
priorities towards
pedestrians and cyclists
•Reduce severity of pedcyc/vehicles conflicts
•Change
ped/cyc/vehicles’ ”onroute” dangerous
behaviour
•Change the ped/cyc
modes’
”status”/”awareness”
Cyclists’ (Cyc)
Oriented Strategies
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
ROAD USER GROUPS’
CHARACTERISTICS AND NEEDS
(see PRIVILEGE, FR)
•
•
•
•
•
•
•
•
•
•
•
Emergency vehicles (ambulances, police cars and fire engines)
Public transport (trams, light rail and buses)
Coaches
Taxis
High occupancy vehicles
Commercial and domestic services
Trucks (other than commercial and domestic services)
Bicycles
Pedestrians
Privately used cars
Privately used motorcycles
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
CLASSIFIED LIST OF MEASURES
• General Transport Systems directed Strategies and Measures
• Demand Oriented Measures
• Road networks’ performance optimisation
• Road networks’ utilization optimisation
• PT and Other Priority Motorised Users’ oriented Strategies and
Measures
•
•
•
•
•
•
Introduce new public transport links/services/modes
Introduce new priority vehicles’ systems
Improve public transport infrastructures
Improve public transport information systems
Change the design of a road network in favour of PT and other
Priority Vehicles
Change the control of a road network in favour of PT and other
Priority Users
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
CLASSIFIED LIST OF MEASURES
• Strategies and Measures for general private motorised vehicles
•
•
•
•
•
Limit private vehicles’ access to “sensitive” areas
Increase generalized costs for private vehicles
Create a “comprehensive/better” pedestrian infrastructure
Shift accessibility priorities towards pedestrians
Reduce severity of Ped/Veh conflicts by reducing vehicles’ speeds
• Pedestrian Oriented Strategies and Measures
•
•
•
•
•
•
•
•
Create a “comprehensive/better” pedestrian infrastructure
Shift accessibility priorities towards pedestrians
Reduce severity of Ped/Veh conflicts by reducing vehicles’ speeds
Reduce Ped/Veh number and severity of conflicts with “improved” crossings
Reduce Pedestrian delays at crossings by shifting priorities between modes
Create better/more comfortable interfacing/resting/waiting facilities
Change the “Status”/”awareness” of the pedestrian mode
Change pedestrians/drivers “on-route” dangerous behaviour
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
CLASSIFIED LIST OF MEASURES
• Cyclists Oriented Strategies and Measures
• Create a “comprehensive/usable” cyclist infrastructure
• General improvement of cyclists’ system
• Shift accessibility priorities towards bicycles
• Reduce severity of Cyclist/Vehicle conflicts
• Reduce cyclists delays at crossings
• Change the “status”/”awareness” of the cyclist mode
• Change cyclist/drivers “on-route” dangerous behaviour
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
INTEGRATED SOLUTIONS – BASIC DESIGN
AND APPLICABILITY PRINCIPLES
Basic optimisation principles for transport systems
• Accessibility and mobility conditions, providing better quality of life,
•
•
environmental conditions and energy consumption efficiency.
Emphasis on Multimode systems such as Park&Ride, Kiss&Ride,
Bike&Ride or Car Pooling.
Integrated implementation of solutions
•
•
•
•
•
Optimisation of “private” vehicles,
Public transport and other priority vehicles’ transport infrastructure performance;
Pedestrian and bicycle support systems;
Restriction measures directed to the “private car” mode;
Positive discrimination measures towards the more “sustainable” modes.
• “Geographical” dimension
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
INTEGRATED SOLUTIONS – BASIC DESIGN
AND APPLICABILITY PRINCIPLES
General principles for the design of packages of measures
•
•
•
•
City type
Packages of measures linked together
Highly visible measures
Enforcement
System based integration principles
•
•
•
•
Optimisation of the performance of the road system
Positive measures applied to the “sustainable” modes
Measures directed at restricting the usage of the “private” car
Integrating different modes in a coherent transport policy
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
ICARO Project (4th Framework) - LEEDS HOV lane
‘ICARO – National Evaluation Report’ – Leeds real life demonstration. Leeds City Council,
Jan. 1999. David Gilson and Tim Dixon. Page 10
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
ICARO Project (4th Framework) - LEEDS HOV lane
‘ICARO – National Evaluation Report’ – Leeds real life demonstration.
Leeds City Council, Jan. 1999. David Gilson and Tim Dixon. Page 21
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES: ICARO Project (4th Framework) - Madrid
Modelling Demonstration HOV Lane + Bus Lane
‘ICARO – National Evaluation Report’ –
Madrid modelling demonstration.
Polytechnic University of Madrid,
Transport Department, Jan. 1999.
Andres Monzon. Page 5
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES: ICARO Project (4th Framework) - Madrid
Modelling Demonstration HOV Lane + Bus Lane
minutes
Travel time difference.
45
40
35
30
25
20
15
10
5
0
7:00
3+ cut-off
limit
2+ cut-off
limit
7:30
8:00
8:30
9:00
9:30
‘ICARO – National
Evaluation Report’
– Madrid modelling
demonstration.
Polytechnic
University of
Madrid, Transport
Department, Jan.
1999. Andres
Monzon. Page 35
10:00
Time slice
T. time difference (min)
7:00
7:30
8:00
8:30
9:00
9:30
10:00
2+ cut-off limit
0.18
8.78
20.28
10.06
1.7
0.85
0.64
3+ cut-off limit
1.33
21.66
40.28
20.62
13.23
7.07
4.48
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
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
Before
After
(June 1997)
(June 1998)
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
180
78
Bus Frequency
(nº of vehicles/hour/direction)
Trip time (seconds)
‘’CAPTURE’ – Deliverable 8 – Page 1.159
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
CAPTURE Project(4th Framework) - Bucharest Physical Measures
Bre
Bus lanes and bus
streets
HOV lanes
Junction arrangements
Public transport
prioritisation
Bus stops
Interchanges
Restrict access to an
area
New transport systems
Traffic calming
Central area parking
Encourage pedestrians
Encourage cyclists
X
x
P
p
Buc
X
Cph
X
GM
X
Lon
P
Mad
X
Myt
Orv
Rom
Tam
X
VG
p
X
x
X
p
x
p
X
X
x
x
X
p
x
p
x
X
x
X
x
x
p
P
x
p
X
x
x
x
x
X
p
p
p
x
p
- major part of scheme implemented
- secondary or minor part of scheme implemented
- major proposed element but not implemented
- secondary or minor element not implemented
‘’CAPTURE’ – Deliverable 8 – Page 1.159
P
X
x
X
x
x
x
X
x
p
p
P
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
INCOME Project(4th Framework)
Public Transport Priority UTC London
Sample
SPRINT Strategy
Main Road Links
Green Extensions only
Green Extensions and recalls
1.8
2.0
Side Road Links
Green Extensions only
Green Extensions and recalls
2.4
6.4
All Links
Green Extensions only
Green Extensions and recalls
1.9
2.9
INCOME - Annex A to Final Report – Technical Description,
Results and Recommendations, Page A7
Saving in Average Bus
Delay (Secs/Junction)
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
INCOME 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
Main vehicle flow
Bus/Tram route
Bus route
Emergency corridors
ACL impact at intersection 16
Cycle Time
Green Split (s)
Before emergency priority (mid-day)
72 s
26 s
During emergency priority (mid-day)
95 s
65 s
+32%
+150%
Difference
INCOME - Annex A to Final Report – Technical Description, Results
and Recommendations, Page A35
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
INCOME Project (4th Framework) - London – Integration of Public
Transport Priority and AVL
Priority
algorithm AVL
Signal status,
priority
request
(optional),
etc.
Signal
controller
Radio poll
and priority
request
Radio
or cable
link
Roadside beacon
Location/time
Total bus saving (Euro/hr)
Signal
timings,
central
priority, etc
120
100
Combined
80
Travel time
60
40
Waiting time
20
0
0
INCOME - Final Report – Pages 13,14
20
40
60
80
Percentage of buses receiving priority
(Simulation Results)
100
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES: COSMOS/QUARTETPLUS/
INCOME Projects (4th Framework) –
Turin,Bologna
5T Open architecture schema
5T DATA NETWORK
Bologna
IMC
IMC
PT
PT
RM
RM
10 Info Terminal
Videotel
Televideo
VMS
VMS
SUP
SUP
UTC
UTC
EM
EM
12 detection stations
UTC NETWORK
140 mutlifunctional
outstation
12 Ambulances
RG
RG
5 infra-red
beacons for
route
guidance
140 intersection
UTOPIA traffic
control strategies
1500
buses/trams
45 VMS route &
parking guidance
50 equipped cars
for pilot tests
INCOME - Final
Report – Page 26
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
ADONIS Project (4th Framework) – Local street improvements
Elimination of pavements in streets
with limited car traffic - Mechelen
Signalisation – Signal at the
entrance of la Ribera, Barcelona
ADONIS – Final Report – Pages 22 and 40
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
ADONIS Project(4th Framework) – Local street improvements
Pedestrianised area with access for
residents, Namur
Access Control system
ADONIS – Final Report – Pages 40 and 41
URBAN TRAFFIC MANAGEMENT AND RESTRAINT
EXAMPLES
ADONIS Project (4th Framework) – Bicycle route and signposting Nakskov Denmark
Signs for cyclists
The bicycle route