Traffic Calming in India : Report on the theory of Traffic Calming and empirical trials in the city of Jaipur

The pedestrian safety problem is huge in all developing countries. The main aims of the project are therefore: 1/To understand pedestrian safety problem in a developing country, 2/To identify feasible traffic calming measures. International experiences were complemented by field studies at seven sites in the city of Jaipur. A wide range of field studies were made, out of which traffic conflict studies were most important. The main conclusion of the studies is that there is an urgent need for Traffic Calming measures in Indian cities. Pedestrians are extremely exposed and vulnerable, and the speeds are too high to allow a safe and proper communication. One main problem is that road users are not offered any comfortable and safe crossing options e.g. existing pedestrian crossings are not suited for pedestrians. The conclusion from this is that there is a “chaos” that has to be dealt with. The proposed measures are “standardised Traffic Calming measures”, primarily by introducing humps at both entrances and exits to intersections and to introduce raised footpaths in all corners to see to it to make the approaches for pedestrians as comfortable and safe as possible by preventing cars from being able to use that space. Pedestrian crossings are located close to the intersections so that pedestrians do not have to make large detours to use them. The measures that are proposed are simple which is the whole idea. Without simplicity and low costs there will never be any large scale use. Unfortunately no measures are taken yet in Jaipur, which of course will be next and very important step. When this is done, and after studies carried out, it is time to decide on studies for studying the validity of the results in other parts of Indi

Separation between pedestrians and bicyclists

In the effort to separate pedestrian and bicycle traffic from motorised traffic the solution often is to let the pedestrians and bicyclists share space. However, combined pedestrian and bicycle paths lead to problems for both pedestrians and bicyclists; for pedestrians it is a security and safety problem and for bicyclists a mobility problem. Seniors and visually impaired pedestrians are especially concerned as they often feel insecure when cyclists pass close to them, especially as they neither can see nor hear cyclists coming from behind. The safety problem is primarily linked to pedestrians walking on the bicycle side of the tracks. Designing the tracks so that the pedestrians and bicyclists keep to their side respectively is important to improve the situation. Field studies were performed at over 100 pedestrian and bicycle tracks and the results were analysed with respect to materials, separation line, flow, signs, dimensions, road markings and surroundings. The results show that the design has a great impact on whether the road users keep to their side of the pedestrian and bicycle tracks or not. The most efficient design seems to be a difference in material, asphalt on the bicycle side and tiles on the pedestrian side, together with a separation of the two sides, e.g. by paving stones or curbs. Signing has no impact at all whereas the road markings has a great impact, which is interesting both from a perceptional view point and also from the point of view that Swedish rules do not support the use of markings but signing

Yielding behaviour and interaction at bicycle crossings

The main purpose of this study was to learn more about how bicyclists and motor vehicle drivers in some Swedish cities interact at intersections and how the yielding rules, different intersection designs, vehicle flows and speed affect the behaviour. Field studies were performed at 25 crossings for six hours each. Cycle crossings on links, at three- and four-armed intersections as well as at roundabouts were studied. Preliminary results show that yielding rules are not enough to make road users behave as intended; even when there are yielding signs and markings before the bicycle crossing, 30% of the motor vehicle drivers do not yield to bicyclists. Fewer yield to bicyclists when motor vehicle speed is higher, when motor vehicle flow is larger and when bicycle flow is smaller. Speeds below 30 km/h seem to produce quite favourable conditions for an interaction with a high degree of equity, efficiency and safety for both road users no matter whether car drivers have to yield according to the rules or not. Motor vehicle drivers are most likely to give way to bicyclists when the bicycle crossing is next to a roundabout and least likely to give way when it is situated on a link. The conclusion is that there is a certain amount of drivers that do not obey the yielding rules and presumably rely on their larger mass and better protection. It is therefore very important that the road design allows for active interaction between the road user groups to get a more equal situation between motor vehicle drivers and bicyclists as well as safe and secure bicycle crossings. Speed is obviously the key issue

Comparative Analysis of Safety Performance Indicators Based on Inductive Loop Detector Data

Conflicts in traffic stream have been detected by different safety performance indicators. This study aims to empirically investigate the differences between different indicators in detecting rear-end conflicts and assessing the risk in an uninterrupted flow. Micro-level data of a 24-hr traffic stream (including 6,657 vehicles) were captured using inductive loop detectors installed on a rural freeway section. Different indicators (Time Headway (H), Time to Collision (TTC), Proportion of Stopping Distance (PSD), Deceleration Rate to Avoid Collision (DRAC) and Stopping Distance Index (SDI)) were used to measure each car following event in a bivalent state (safe/unsafe). Unsafe events associated with each indicator were detected and common unsafe events characterized by different indicators were identified. Temporal distributions of rear-end collision risks associated with each indicator at 15-min intervals were also compared. Finally, the 15-min risk values based on different indicators were categorized and compared across three levels (Low, Medium and High). Data mining and statistical techniques showed that while SDI is the single most conservative indicator, DRAC and TTC detect a few risky events but very equal ones. In almost all conflicts associated with TTC, headway is still lower than the critical threshold. However, there exist considerable risky events based on headway which are still safe according to TTC. Comparison of PSD and TTC also declares that almost all conflicts associated with TTC are also risky according to PSD

ARTISTS - Arterial streets for people : Guidance for planners and decision makers when reconstructing arterial streets.

Conventional guidance on the design and management of urban roads and streets has tended to focus on either arterial roads or local access streets. There is currently a lack of a clear, consistent approach to the design of arterial streets, which combine both significant through traffic and urban place functions. This report aims to address this gap, by setting out an approach to the design and management of arterial streets - from a people-oriented perspective. This means that:• As users of the street, people – rather than vehicles - are taken as the startingpoint for the analysis and redesign of street-space; and• As local stakeholders, people are taken into account and included in the design and management process.In addressing people’s use of streets for a diversity of urban functions – and not just motor traffic movement - the aim is to achieve streets that offer a more positive contribution to sustainability, in all its economic, social and environmental dimensions.This report encourages new ways of thinking about how arterial streets areconceptualised, designed and managed, as part of the overall street system. This requires a rethinking of how the various functions of the arterial street are reconciled and provided for; and involves addressing the processes by which street-space is allocated, the ways in which design options are generated, and how options are selected for implementation.A series of ways of addressing the ‘arterial streets for people’ theme arerecommended, including:• Recognising that arterial streets satisfy the needs of both ‘through users’ and‘locale users’;• Developing a functional classification of street sections based on twoindependent dimensions: ‘link status’ and ‘place status’;• Incorporating public participation at each stage of the redesign process,including contributions to functional classification, visioning, generatingdesigns, and option selection; and• Suggesting a process for problem identification, objective setting, optiongeneration and assessment.The guidance in this report is based on experience and research from the European Commission project ARTISTS (Arterial Streets Towards Sustainability). This project has drawn on a series of street case studies in seven European countries, as well as learning from research and practice elsewhere.The report is aimed primarily at city authorities and other policy makers, practitioners and consultants with responsibility for the design and management of streets. It gives general guidance on concepts and techniques, which may be adapted to fit the relevant national or city context

ARTISTS - huvudgator för alla : Vägledning för planerare och beslutsfattare vid utformning och ombyggnad av huvudgator

Konventionella guider för utformning och förvaltning av trafikleder och stadsgator har vanligtvis inriktats antingen mot huvudtrafikleder eller mot lokala stadsgator. Det är för närvarande brist på ett tydligt och konsekvent angreppssätt för arbetet med utformning av huvudgator där signifikant genomfartstrafik och lokala funktioner kombineras. Målet är att denna rapport ska avhjälpa den bristen genom att presentera riktlinjer för utformning och förvaltning av huvudgator – med människan i fokus. Det innebär att:• Människor – istället för bilar – skall ses som gatans användare och ärutgångspunkt för analys och ombyggnad av gaturummet• Hänsyn tas till medborgarna och de engageras i utformnings- ochförvaltningsprocessenGenom att ta hänsyn till att människan använder gatan för en mängd aktiviteter – och inte bara för att kunna förflytta sig med motorfordon – vill man åstadkomma gator som erbjuder ett positivt bidrag till en hållbar utveckling, i alla dess ekonomiska, sociala och miljöbetingade dimensioner.Denna rapport uppmuntrar till nya tankesätt för hur huvudgator konceptualiseras, utformas och förvaltas som en del av det övergripande gatunätet. För detta krävs en omprövning av hur huvudgatans olika funktioner skall förenas och tillhandahållas. Det kräver ett erkännande av huvudgatans olika funktioner och omprövning av hur dessa olika funktioner ska tillgodoses. Därför inriktar man sig på den process i vilken gatuutrymmet fördelas, på metoderna som används för att ta fram utformningsalternativ och på hur man väljer ut det alternativ som ska genomföras.En rad sätt att arbeta med området ”huvudgator med människan i fokus”rekommenderas, däribland:• Var uppmärksam på att huvudgator tillgodoser behov för både”genomfartsanvändare” och ”lokala användare”• Utveckla en funktionsbeskrivning genom klassificering av gatusektionerbaserad på två oberoende dimensioner: ”länk status” och ”plats status”• Föreslå en process som skall identifiera problemen, sätta upp mål, ta framalternativ och bedöma dem• Inkludera allmänheten i varje steg i processen, däribland i funktionsbeskrivningen av gatan, visionsskapande, utformning och val av alternativ.Riktlinjerna i denna rapport baseras på erfarenheter och forskning från EU-projektet ARTISTS (Arterial Streets Towards Sustainability). Detta projekt stödjer sig på ett antal fallstudier av gator i sju europeiska länder såväl som på forskning och praktisk erfarenhet. Den här rapporten riktar sig främst till myndigheter och andra beslutsfattare, praktiker och konsulter med ansvar för utformning och förvaltning av gator. Den ger generella riktlinjer för koncept och tekniker som kan anpassas till varje lands eller stads specifika förutsättningar

A list of tools is NOT enough! Professionals’ advice on how to implement a Core Outcome Set in practice

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