I John Siraut Economic Impact Of Traffic Signals Final

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I John Siraut Economic Impact Of Traffic Signals Final

  1. 2. Purpose of research To assess the economic costs and benefits of traffic signals in London
  2. 3. Contents <ul><li>Context </li></ul><ul><li>Methodology </li></ul><ul><li>Selected Junctions for Assessment </li></ul><ul><li>Results </li></ul><ul><li>Conclusions and recommendations </li></ul>
  3. 4. Context <ul><li>Number of traffic signals steadily increased - 1,000 new sets since 2000 </li></ul><ul><li>There are 2,500+ signalised road junctions in Greater London. </li></ul><ul><li>Roughly split 50:50 between inner and outer-London with two thirds on non-TfL roads. </li></ul><ul><li>Perception too many - their benefits may be outweighed by increased congestion </li></ul>
  4. 5. Context <ul><li>Mayor is committed to tackling congestion by ensuring smoother traffic flow </li></ul><ul><li>TfL reviews all London traffic signals to ensure that they operate in the most efficient way </li></ul><ul><li>TfL has examined various options for reducing the impact of traffic signals </li></ul>
  5. 6. TfL roads
  6. 7. Signalised junctions in Greater London
  7. 8. List of selected junctions
  8. 9. Traffic mix
  9. 10. Alternate method of control Control Regime Anarchic Or Filter-in-Turn: in order of arrival Or Off-Side priority rules Or Major/Minor priority controls Degree of Control None – individual decisions Or Regulated – through signs Or Partial Control – through self activated signal controls Vehicle to Pedestrian control regulation Pedestrian Priority Or Partial Control – through self activated signal controls
  10. 11. VISSIM models – existing scenario
  11. 12. Location of Edgware Road junctions
  12. 13. Edgware Road corridor <ul><li>All junctions 4-Arm Crossroads junction </li></ul><ul><li>Corridor of signalised junctions in Inner London </li></ul><ul><li>Heavy traffic in all time periods </li></ul><ul><li>High volume of pedestrians and cyclists </li></ul><ul><li>Main corridor is on TLRN </li></ul><ul><li>8 Junctions in corridor </li></ul>
  13. 14. Edgware Road VISSIM results
  14. 15. Target Roundabout – Church Road <ul><li>4-Arm Roundabout in Outer London </li></ul><ul><li>Surrounding area is mainly residential </li></ul><ul><li>Low volume of pedestrians and cyclists </li></ul><ul><li>On TLRN </li></ul>
  15. 16. Target Roundabout VISSIM results
  16. 17. VISSIM model – without signals
  17. 18. A13 River Road / Bastable Avenue <ul><li>3-Arm Junction in Outer London </li></ul><ul><li>Surrounding land-use is mixed with residential/ commercial </li></ul><ul><li>Low volume of pedestrians and cyclists </li></ul><ul><li>Non-TLRN </li></ul>
  18. 19. A13 River Road VISSIM Results
  19. 20. East Barnet Road / Margaret Road <ul><li>4 Arm junction in Outer London </li></ul><ul><li>Surrounding land-use is mainly residential </li></ul><ul><li>Low volume of pedestrians and cyclists </li></ul><ul><li>NOT on strategic network </li></ul>
  20. 21. East Barnet VISSIM Results
  21. 22. A215 Norwood Road/ Palace Road <ul><li>3 Arm junction in Outer London </li></ul><ul><li>Surrounding area is mainly residential </li></ul><ul><li>High volume of pedestrians due to proximity to railway station </li></ul><ul><li>Low volume of cyclists </li></ul><ul><li>Non-TLRN </li></ul>
  22. 23. West Norwood VISSIM results
  23. 24. A41/ Church Road vehicle/value comparison – morning peak 15.5 £213 Church Road 20.2 £275 A41 Average VOT per vehicle (pence) Total VOT for all modes
  24. 25. Economic impact <ul><li>Quantified impacts include: </li></ul><ul><li>Time savings – based on changes in delay time, valued using standard parameters </li></ul><ul><li>Vehicle operating costs (fuel & non-fuel) – largely based on changes in speed </li></ul><ul><li>Emissions – related to the rate of fuel consumption </li></ul>
  25. 26. Impact of removing traffic signals: Edgware Road
  26. 27. Impact of removing traffic signals: Target Roundabout
  27. 28. Impact of removing traffic signals: A13
  28. 29. Impact of removing traffic signals: East Barnet Junction
  29. 30. Impact of removing traffic signals: Norwood Road Junction
  30. 31. Impact of removing traffic signals: all junctions
  31. 32. Issues <ul><li>Can we scale up to an all-London total? </li></ul><ul><li>How do we account for </li></ul><ul><ul><li>Safety ? </li></ul></ul><ul><ul><li>Pedestrians ? </li></ul></ul><ul><ul><li>Predicting driver and pedestrian behaviour in partially controlled regime ? </li></ul></ul>
  32. 33. Conclusions & recommendations <ul><li>significant benefits to road users from traffic signals in London </li></ul><ul><li>benefits of removing traffic signals in certain locations and at certain times provided safety is not compromised </li></ul><ul><li>recommend pilot to switch off traffic signals at times when level of traffic does not justify them - subject to a safety audit </li></ul><ul><li>recommend discussions with European traffic authorities to obtain evidence on use of flashing amber signals on safety, vehicle and pedestrian movement </li></ul><ul><li>traffic modelling assumes conventional priority control when signals are removed. Maybe junctions could operate without any regulated traffic controls but this behaviour cannot, at present, be modelled </li></ul><ul><li>need live trials at a variety of sites, results would have the potential of determining how traffic and pedestrians behave in ‘shared space’ </li></ul>

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