how transport planning influences traffic...
Post on 19-Jan-2021
1 Views
Preview:
TRANSCRIPT
1
Transport/Urban Planning & Safe Transport Systems
Geetam TiwariDepartment of Civil Engineering &
Transportation Research and Injury Prevention Program (TRIPP)Indian Institute of Technology Delhi(IITD)
New Delhi, India
How Transport planning influences traffic safety?
Intracity Mobility (Urban Transport systems,mode choice)
Intercity Mobility (highways)Intercity passenger and freight mobility (Road vs Rail)
2
How Intracity transport systems influence traffic safety?
Interaction at three levels:
Landuse planning(travel mode choice &trip distances) Urban design( built environment‐blocks, density‐travel mode choice)Transport infrastructure(roads, PT, mode choice, risk to captive users)
Built Environment and Traffic Safety
3
Increase in percapita VMT increases Fatality Rate
Low density single use development Sprawl (Suburbs in US/Europe, Australia, gated communities in India)
Long trips
Higher share of car trips
Higher share of motorisedtrips
4
Sprawling cities have higher death rates as compared to compact cities
Traffic risk and urban sprawl
Authors Main Findings(Lovegrove and Sayed 2007)
Related number of crashes to amount of travel within geographic unit
(Galster et al. 2001) Accounted for multifaceted nature of design and density and their relationship to sprawl.
(Ewing et al. 2003) Created a sprawl index and examined the relationship between this index and traffic crashes. The main findings include sprawling areas are associated with more traffic and pedestrian fatalities.
(Trowbridge et al. 2009;Trowbridge and McDonald 2008)
Constructed sprawl indices to show that sprawl is associated with more teen driving and longer ambulance arrival times. In both papers the authors conclude that sprawl can lead to more traffic fatalities.
(Lambert and Meyer 2006;Lucy 2003)
Used another index of sprawl and found that sprawl is associated with more crashes.
Table 1
5
Landuse policy can influence the following dimensions to influence urban traffic safety
•Density : policy that increases or maintains the population density
•Structure : policies that favour the concentration of employment and retail activity
•Diversity: traditional separation of landuses• Local Design: Cities can discourage short car trips by good design of local facilities for nonmotorized transport.
We will discuss this in the context of Indian cities later
Urban Density and traffic risk
• Dense urban areas are safer than lower density suburban environments. This is because per capita lower vehicle kilometers are travelled in denser areas at lower speed as compared to low density sub urban environments.
• Development with lower vehicle mile travelled is likely to have lower crash rate. This is related to density, diversity, design, and destination.
• Density in urban areas and design treatments like narrower streets, street trees, and traffic calming measures appear to enhance a roadway safety.
6
What is Transport Planning?
•Spatial and temporal spread of activities; where we live, work, how long we travel
•Travel demand estimation and design of facilities to meet the present and future demand; how do we travel
• Long range plans for multi‐modal transportation systems; roads, metro, bus system, bicycle and pedestrian facilities
Travel demand model
7
Existing Landuse (2001)/ future landuse
2000
DESIRE LINES FOR BASE YEAR: TWO WHEELER TRIPS (PCU)
4000
6000
8000
10000
Volume Scale (PCU)
8
Infrastructure Improvement
8 Bridges Across River Sabarmati (3 Proposed)8 Underpass/ flyovers (11 proposed)
Problem AnalysisSolution??
Conventional transport Planning gaps
•Analysis in terms of PCU (NMV, pedestrians ignored)•Focus on inter zonal trips, short intra zonal trips ignored
•Focus on travel time(speed) •Conventional method designed to promotepersonal motorised trips‐long travel distance
9
Planning for safe Urban transport: a multi sector task
City systemsLanduse plans
Transportation SystemInfrastructure Technology
outcome Flows
CongestionPollutionAccidents
Conflict between safety and mobility
• Higher level of service implies higher speeds‐i.e. higher probability of fatality
0
20
40
60
80
100
0 10 20 30 40 50 60 70
Impact speed km/h
Probability of pedestrian
fatalityPercent
10
Share of bicyclist in fatal crashes is less than the share of trips by bicycles, pedestrians and MTW are higher (Selected cities, IATSS report, 2015)
0.05.010.015.020.025.030.035.040.045.0
Walk Bicycle MTW Car IPT PTAmritsar(mode share) Crash victims
0
5
10
15
20
25
30
35
40
45
Walk Bicycle MTW Car IPT PT
Vadodara(mode share) Crash victims
0
5
10
15
20
25
30
35
40
45
50
Walk Bicycle MTW Car IPT PTVizag(mode share) Crash victims
SHARED SPACE?
Share of bicyclist in fatal crashes is less than the share of trips by bicycles, pedestrians and MTW are higher(Selected cities, IATSS report, 2015)
0
5
10
15
20
25
30
35
40
45
Walk Bicycle MTW Car IPT PT
Vadodara(mode share)
0
10
20
30
40
50
Walk Bicycle MTW Car IPT PT
Agra(mode share)Crash victims
0
10
20
30
40
Walk Bicycle MTW Car IPT PT
Ludhiana(mode share)Crash victims
SHARED SPACE?
11
,Bulandshahr . Patiala
Bulandshaher
Shared spaces, Captive users, speed control
Transport Market & Latent Demand
• Changing demand
Volume/ Demand
service
V1 V2
T1 T2
Investment in car infrastructure leads to higher speeds(short term), increased accidents, more cars, congestion!!!
12
Traffic Congestion Is Slowly Strangling Our Cities; Solutions Must Be Found(2017)
23
Traffic jam soon to become history; travelling on ropeway to start in Kolkata
Court asks for a vehicle free day in Mumbai
Delhi Traffic at night
Major recommendations
• Increase density, diversity, destinations and design in urban environments. It is expected that this promotes narrower, shorter, more enclosed and interconnected streets leading to safer travels.
• Density is measured by number of people, households or jobs per unit area(acre or km2) ,
• diversity refers to mixing of commercial, residential and industrial areas.
• involves street typology of a community which can vary from straight interconnected streets to loops of curvilinear streets. Design also involves sidewalks, pedestrian crossings road side trees.
13
Co existence of formal and informal settlements : Necessity of access to employment!
Contiguous development of low‐density, high income and high‐density, low‐income colonies (enclosed within red boundary) in southern part of Delhi
14
Characteristics of Informal settlements
• Self organized, organic growth, outside the formal process• Lack of formal services(water, sewage, electricity)• Poor quality housing
Density, Diversity, human scale
Location(access to employment)
Landuse –transport integration for ‘unplanned’ sector implies:
•Density : High rise buildings vs small houses (12‐18sqm)•Structure :Monocentric/polycentric vs street vendors•Diversity:mixed landuse vs informal markets• Local Design: short car trips vs walking/bicycling trips
15
Cities within cities
Converting walking trips tp motorisedtrips- buses, RTVs, LCVs
Long cycling trips
Time poverty of women increases
Opportunity for “self employed” business reduces
Large numer of people relocated for metro and other development projects
16
Planned landuse has lead to ~40,000 households relocation in 4 years
Site Number
No. of Househ
olds
Distance from
original site
1 8000 8 km
2 4000 7 km
3 5000 18 km
4 3000 10 km
5 2300 12 km
6 50 5 km
7 500 18 km
8 5500 23 km
9 4500 20 km
10 1000 15 km
11 4000 18 km
12 50 8 km
13 65 35 km
14 20 40 km
15 1200 25 km
Distance to main road after relocation
0
500
1000
1500
2000
2500
3000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Site Numbers
Dist
ance
(mts
)
OriginalRelocated
Distance to bus-stop after relocation
0
250
500
750
1000
1250
1500
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Site Numbers
Dis
tanc
e (m
ts)
OriginalRelocated
•Rehabilitation of slums results in converting nmv trips to mv trips
• avg. distance to main road before relocation< .5 km.
•avg. distance to main road after relocation>2 kmn
•Avg. distance to bus stop 200 m before relocation
•Avg. distance to bus stop 1 km after relocation
•Minimum distance to bus stop before 10m, after 1km
17
Location of informal settlements
Informal settlements relocated by planners in Delhi 2001-2006 15-20 kmsaway from the original location
self planned -
expert planned-
Impact on safety•The probability of a specific threat‐victim crash = total “at‐risk” kms travelled by road users in the victim’s travel mode (Uvictim×dvictim) X total distance travelled by the vehicles that pose the threat (Mthreat×dthreat).
18
Impact on safety (case study)•The mobility indicators for travel to work –distance, time and cost – have increased for 83%, 82% and 61% of the households respectively.
•The relocated households are travelling longer distances than before on arterial or national highways coming to the city. These roads do not have dedicated facilities for pedestrian, bicycles or buses.
•Aggregate data of fatal crash from 2001‐2009 shows the increase in fatal crashes involving pedestrians and bicyclists
Planning for safe Urban transport: a multi sector task
City systemsHeterogeneity, Informal economy,
squatter settlements
Transportation SystemPedestrians,
Non motorised vehicles,para transit
outcome Flows
CongestionPollutionAccidents
19
Contrasting Approaches to Transport PlanningThe Conventional Approach: Transport Planning and Engineering
Physical dimensionsMobilityTraffic focus, particularly on the carLarge in scaleStreet as a roadMotorised transportForecasting trafficModelling approachesEconomic evaluationTravel as a derived demandDemand basedSpeeding up trafficTravel time minimisation
An Alternative ApproachSustainable Mobility• Social dimensions• Accessibility• People focus, either in (or on) a vehicle or on foot• Local in scale• Street as a space• All modes of transport often in a hierarchy with pedestrian and cyclist at the top and car users at the bottom
• Visioning on cities• Scenario development and modelling• Multicriteria analysis to take account of environmental and social concerns
• Travel as a valued activity as well as a derived demand• Management based• Slowing movement down• Reasonable travel times and travel time reliability• Integration of people and traffic
20
IIT Delhi 2007
SeoulRestoration of Cheonggyecheon
Decrease of car-traffic volume : 125,000 veh/day
Before After(Sep. 2005)
Sustainable Development Goals(SDGs)
•Universal, integrated and transformative 2030 Agenda for Sustainable Development 17 Sustainable Development Goals and 169 associated targets.
•Sustainable transport has been included in 7 of the 17 goals and is covered directly by 5 targets and indirectly by 7 targets.
21
Transport related issued in specific targets
•Target 3.6. By 2030, halve the number of global deaths and injuries from road traffic accidents.
•Target 7.3. By 2030, double the global rate of improvement in energy efficiency.
•Target 9.1. Develop quality, reliable, sustainable, and resilient infrastructure, including regional and trans‐border infrastructure, to support economic development and human well‐being, with a focus on affordable and equitable access for all.
SDG 3: Ensure healthy lives and promote wellbeing for all at all agesTarget 3.6: By 2030, halve the number of global deaths from road traffic accidentsIndicator 25: Road traffic fatalities per 100,000 population 3 Scenarios : Present – 2025 – 2030
1.1. Scenario development for decrease in road fatalities (Patiala and Bulandshahr)
42
Safe Street Infrastructure (Traffic Calming, NMV infrastructure, Round abouts) • Street Design Manuals: Indian Road Congress publishes road/street design standards, mandatory only if it is included in the contract document; City specific Street design guidelines (StDG)have been prepared in consultation with local authorities.
• Safety improvement of city infrastructure and enforcement remains the jurisdiction of district/city government. StDG can be used by local municipal engineers and planners.
22
Motor Vehicle Safety and Technology
• Safety technology for motor vehicles in India:Motor Vehicles Act 1988 and the Motor Vehicles (Amendment) Act 2019
• Helmet usewas made compulsory for all motorised two‐wheeler riders in the 1988 Act
• All cars manufactured after 1994 were equipped with seat belts. Seat belt use was mandated nationally in 1999.
• Enforcement of seatbelt and helmet laws has been very uneven in states (enforcement is a state subject)
• New Safety Standards include: Must be followed by vehicle manufacturers
43
Passenger Cars Motorised Two Wheelers
Antilock Braking System (ABS), Frontal and Side Crashworthiness and Air Bags
Antilock Breaking System (ABS), Combined Braking System (CBS), Daytime Running Lamps (DRL)
70
83
94
70 687370
55 58
70
4233
70
393020
30405060708090
100
2019 2025 2030
FATA
L CR
ASHES (N
UMBE
RS)
Total Reduction in Fatal Crashes (Patiala)BAU
Vehicle Technology Only
Vehicle Technology + Enforcement
Vehicle Technology + Enforcement + Infrastucture Changes
Vehicle Technology + Enforcement + Infrastucture Changes + Alcohol Enforcement
Roadmap to Reduce Fatal Crashes ‐ Patiala
22%
21%
43%
9%
23
Street Design Guidelines – Sample Proposal 1
PATI
ALA
Lower Mall Road Patiala -Existing
Lower Mall Road Patiala -Proposed
Estimated share of travel modes (% change)
46
Scenarios NMT MTW IPT PT
2025MSS LSS MSS LSS MSS LSS MSS LSS
Only NMT 29 (+12%) 27 (+4%) 29 (‐12%) 32 (‐3%) 3 (0%) 3 (0%) 10 (0%) 10 (0%)
Only PT 26 (0%) 26 (0%) 31 (‐6%) 32 (‐3%) 3 (0%) 3 (0%) 13 (+30%)
11 (+10%)
Both PT and NMT
29 (+12%) 27 (+4%) 27 (‐18%) 31 (‐6%) 2 (‐33%) 3 (0%) 13 (30%) 11
(+10%)
2030
Only NMT 32 (+23%) 28 (+8%) 27 (‐18%) 31 (‐6%) 3 (0%) 3 (0%) 10 (0%) 10 (0%)
Only PT 26 (0%) 26 (0%) 29 (‐12%) 31 (‐6%) 2 (‐33%) 3 (0%) 15 (+50%)
12 (+20%)
Both PT and NMT
32 (+23%) 28 (+8%) 23 (‐30%) 29 (‐
12%) 2 (‐33%) 3 (0%) 14 (+40%)
12 (+20%)
PATIAL
A
24
Landuse-Transport integration for safe-sustainable cities
• Integrating diverse socio economic households in master plan
•Street designs and transport system to ensure current and potential walking and bicycling trips
• Lessons‐ indicators and methods from self organisingcities.
Fatalities in million plus cities
0 200 400 600 800 1000 1200 1400
CHENNAIBENGALU…LUCKNOW
PUNEKOLKATA
GHAZIAB…MEERUT
NAGPUR INDORE
SURAT NASIK
KOLLAM
THRISSUR DURG…KOCHI
RAJKOT
KOTA DHANBAD AMRITSAR
2019 2017 2015
Chennai has highest number of Fatal crashes followed by Bengaluru and Lucknow and Amritsar has lowest number of Fatal crashes
25
Fatalities per 100 thousand Population in million plus cities
0 5 10 15 20 25 30 35 40 45
CHENNAIBENGALURULUCKNOW
ALLAHABAD PUNE
KOLKATA VIJAYAWADA
GHAZIABADMEERUT
NAGPUR INDORE
COIMBATORE SURAT NASIK
KOLLAM VADODARA THRISSUR
DURG BHILAINAGARKOCHI
RAJKOT TIRUCHIRAPPALLI
CHANDIGARH (CITY) MALAPPURAM
KOTA DHANBAD AMRITSAR
‐2019 ‐2017 ‐2015
Highest number of Fatalities per 100 thousand population is observed in Allahabad followed by Kanpur, Agra and Meerut and least in Kolkata and Mumbai.
Fatalities per 100 thousand population in States
0 5 10 15 20 25
Tamil Nadu
Haryana
Punjab
Chhattisgarh
Karnataka
Rajasthan
Kerela
maharashtra
Madhya Pradesh
Gujrat
Odisha
uttar pradesh
Jharkhand
Andhra Pradesh
West Bengal
Bihar
2019 2018 2017 2016 2015
Highest number of Fatalities per thousand population among big states are observed in Tamil Nadu, Haryana, Punjab and less Fatalities in Bihar.
26
Intercity Roads will be discussed in another presentations.
Thanks
Questions?
top related