Download to read offline
More Related Content
Similar to AITPM Conference Presentation - Andrew Mc_Clurg
AITPM Conference Presentation - Andrew Mc_Clurg
- 2. WHAT IS ASAFE ACTIVE STREET? Local connector to amenities and higher order cycle facilities Family oriented routes catering for short/medium local trips Minimises stops or delays for active travel modes Quiet, low traffic, low speed local street
- 3. DESIGNING A SPACEFOR PEOPLE DESIGN INPUTS • International best practice examples • Prioritise active travel modes in design • Speed reduction, forward visibility, design widths traffic reduction • Fit for local context DESIGN OUTPUTS • Street narrowing • Slow points • Legibility • Continuity • Intersections • Enhanced crossings
- 4. EVALUATION PRE & POSTEVALUATION e.g. Shakespeare Street MIX OF QUANTITATIVE & QUALITATIVE METHODS TO MEASURE: • Vehicle traffic & speed • Cycling & pedestrian activity • On street parking demand • Perceptions and behaviour change
- 5.
- 6. Shakespeare Street Stage1 Nearmap © 2017 Nearmap © 2017 Pre construction Post construction - typical Post construction – slow points
- 7. EVALUATION RESULTS • ShakespeareStreet Stage 1 – Preconstruction Surveys: • June-August 2016 – Construction: • October-November 2016 – Post Construction Surveys: • March 2017, June-July 2017, March-May 2018
- 8. Does the SafeActive Street attract more people to cycle along the route? - Increase in cycling numbers on Saturdays post SAS construction - Inconsistent trends on weekdays post SAS construction Average 65% increase in Saturday cycle trips 26 36 65 72 0 10 20 30 40 50 60 70 80 Jun 2016 Average Mar, July 2017, Mar 2018 North-South Cyclist Volumes on Shakespeare St Green St Hobart St Construction (Nov 2016)
- 9. Does the SafeActive Street attract people of all abilities to cycle? Increase in ‘other’ cyclists on weekdays and weekends Increase in ‘on-road’ cyclists on weekdays and weekends 27% 73% Jun 2016 28% 72% Mar 2017 63% 37% Jun-Aug 2017 Construction (Nov 2016) 78% 22% Jun 2016 87% 13% Mar 2017 94% 6% Jun-Aug 2017 84% 16% Mar 2018
- 10. Are the pilotSAS corridors attracting more people to walk, as local routes for people of all abilities? Inconsistent changes in pedestrian trips on the SAS route Increase in ‘on-road’ pedestrians on weekdays and weekends Construction (Nov 2016) - Pedestrian demand has gone up and down in different survey periods post-construction on weekdays and Saturdays – no clear trends or reasons - There has been an increase in the number of pedestrians observed walking along the road (rather than footpaths) after the SAS changes were implemented 7% 93% Jun 2016 14% 86% Mar 2017 18% 82% Jun-Aug 2017
- 11. - Average (weekday+ weekend) on- road cyclist speeds on roads without SAS intervention = 11km/h - Average (weekday + weekend) on- road cyclist speeds on SAS route = 21.3km/h 21km/h 21km/h 22km/h June-July 2017 11km/h Does the Safe Active Street prioritise and improve the safe movement of active travel modes? 40% increase in on-road cyclist speeds Green St Ellesmere St Hobart St June 2016
- 12. Are the pilotSAS corridors having a ‘low impact’ on local residential and visitor amenity ? On-street parking occupancy has increased, but still ≥40% within each block On-street parking supply decreased from ~200 to 86 Average 92% increase in total parked cars (on-street and verge)
- 13. Are the pilotSAS corridors having a ‘low impact’ on local residential and visitor amenity Average Parking Demand across surveyed periods 6 3 6 3 7 5 14 2 13 6 7 2 5 9 15 4 11 9 10 5 13 13 22 4 0 10 20 30 40 50 60 70 80 Aug-Oct 2016 Jun 2017 Mar 2018 Aug-Oct 2016 Jun 2017 Mar 2018 Aug-Oct 2016 Jun 2017 Mar 2018 Aug-Oct 2016 Jun 2017 Mar 2018 GreenSt- EllesmereSt EllesmereSt- WoodstockSt WoodstockSt- HobartSt HobartSt- Scarborough BeachRd On-road Verge Pre-construction On-Road Supply Post-construction On-Road Supply 62 40 75 31 26 21 28 11
- 14. Have the pilotSAS corridors achieved a 30km/h speed limit and operating environment? Sections with narrow points had almost double the % of speed reduction (32km/h average speed) Average speed reduced from 41 to 34 km/h across SAS route Location Pre SAS (Jun-16) Mar 2017 June- July 2017 Apr-May 2018 Post- SAS average Change Shakespeare - Green Street and Ellesmere Street - - 30 35 32 -21% Shakespeare - Ellesmere Street and Woodstock Street 41 34.8 36 38 36 -12% Shakespeare - Woodstock Street and Hobart Street - - 32 33 32 -21% Shakespeare - Hobart Street and Scarborough Beach Rd - - - 37 37 -10% Shakespeare Street (SAS route) average 41 34 -16% Average parallel local steets 43 44 44 44 44 3% Shakespeare - Green Street and Ellesmere Street - - 33 42 37 -26% Shakespeare - Ellesmere Street and Woodstock Street 50 44 40 46 43 -14% Shakespeare - Woodstock Street and Hobart Street - - 37 41 39 -22% Shakespeare - Hobart Street and Scarborough Beach Rd - - - 45 45 -10% Shakespeare Street (SAS route) average 50 41 -18% Average parallel local steets 51 51 50 51 51 0% Average Traffic Speeds (km/h) Average 85th Percentile Traffic Speeds (km/h)
- 15. DESIGN CONSIDERATIONS • Narrow/slowpoints needed to re-enforce reduced speed limits – maximum spacing of 120 metres from initial evaluation findings • ‘Wide’ carriageway, lack of buffer strip and reliance on parking or low vegetation to add side friction (coupled with low cycling numbers) – lower speed reduction and speed increases over time
- 16. DESIGN CONSIDERATIONS • Provisionfor pedestrians –ensure design include footpath improvements (if missing links / poor condition) or consider designing safe space adjacent to parking lane if preferable option • Consult with residents on alternative use of excess verge or on-street parking spaces – better community uses which fit the ‘Safe Active Street’ logo?
- 17. DESIGN CONSIDERATIONS • Buildit and they will come.. • Future SAS projects funded by DoT require early engagement to be undertaken as part of the project • Recognise the limitations in early stages of the SAS program for achieving significant increases in cycling trips – roll out of the Local Cycle Network over next 5 – 10 as part of WABN
- 18. DESIGN CONSIDERATIONS Considered, welldesigned changes can work - even when they are very ‘radical’ to the community! • Reality has been different - varies by location • The SAS design changes shown on plans raised significant community concern – parking, safety (shared lanes/ narrow one-way point, intersection changes), street being overtaken by cyclists (difficult for local traffic)
Editor's Notes
- #3 -Introduction to SAS program: Very brief overview of where its come from, year started, the pilot projects Definition of a ‘Bike Boulevard’ Local road – reduced to 30km/h Provides connections to local amenities and higher order cycling facilities Maximum vehicle volumes approx. 1,500 per day Catering for short to medium length trips Targeting most ages and most cycling skill levels Minimises stops or delays for active travel modes
- #4 On selected routes, in partnership with LGA’s, we are using the following design principles to implement SAS across Perth. Further to the broader strategic goals (discussed in previous slide), the objective for the Safe Active Street Program is to implement the following principles in design: Design speed of 30km/h, which is self-enforced through: Restricted forward visibility - The trafficable part of the road is narrowed by formalising the on-street parking using different coloured pavement treatment to delineate between the carriageway and parking space, and or and/or landscaping and different line marking; Vehicle traffic is calmed through the use of devices such as slow points, which create horizontal deflection and also reduces forward visibility. Intersections are modified with reduced curb radii and raised plateau treatments Physical barriers are removed to assist active travel modes Continuity - the movement of people on bikes is prioritised at intersections along the route by reversing priority to make the bike boulevard the through route. Where this isn’t possible, such as at major arterial roads, the bike boulevard improves the crossing through the use of wide refuges, pedestrian/bike signals (i.e. pelican crossing) and the provision of off-road paths at difficult intersections; and, Legibility and visibility of the bike boulevard is improved through pavement treatment such as red asphalt, pavement marking and distinctive on-road bicycle symbols and “Safe Active Streets” markings to enhance route wayfinding and increase awareness of the routes for all street users. Active travel modes prioritised Non-local traffic and rat running is discouraged through turn restrictions and closures, whilst allowing full access for people riding and walking. Visibility of bike boulevards A key principle is to ensure that bike boulevards are easily recognisable for people visiting the street or non-local traffic. This relies on a combination of the above mentioned features in conjunction with adopting a naked streets approach. The program encourages minimal use of traffic signs or line Street narrowed to 4.2m – 4.8m; Formalised parking; water sensitive design with street greening a priority – eg: Shakespeare St Slow points to calm traffic and support 30km/h environment; Separation sometimes appropriate eg: Surrey Rd Legibility – Surface treatment & pavement marking eg: Shakespeare St Continuity – SAS route continuity is prioritised through design eg: May St dog leg treatment Intersection treatments to prioritise the SAS route and slow traffic (plateaus and reversed priority) eg: Surrey Rd Enhanced crossings at major intersections eg: Shakespeare St/Green St
- #5 Discussion of what we are monitoring in each project. Critical to determining the affect of the changes to the streets. We are collecting the following data to determine whether Aims in slide 3 are being achieved/if things are progressing, as well as considering the potential impacts of the changes To evaluate the affect of these design measures, we are monitoring the following: Vehicle traffic/speed Active travel usage Change in parking behaviour Perceptions ,behaviour change and economic impact will require a qualitative approach
- #6 Discussion of the broad intentions of introducing bike boulevards or Safe Active Streets
- #7 Use this slide to briefly explain the changes that have been introduced: Green Street to Scarborough Beach Road (900 metres) Reduced speed limit from 50km/h to 30km /h Formalised parking lanes (reduced total supply of unrestricted parking) Added single lane ‘slow points’ in 2 blocks Added red pavement surface, cycling and SAS markings along shared carriageway (trafficable width varied from 4.7m to 5.2m) Change of priority at one intersecting road (to give priority to SAS route) Priority for intersecting road with bus route (Woodstock Street) retained Some traffic restrictions at start and end of route (removed right turn in from Green St, right turn out to Scarborough Beach Rd
- #8 Quick summary of what type of data we collected for these evaluations
- #9 Still too early to determine the impact on WABN goal of doubling overall cycling trips; context of decreasing weekday cycle trips in Perth metro area Surveying one section of a longer route (still waiting on Stage 2) – wait until have data from a number of sites before can get conclusive impacts on volume of cycling trips Weekends (Saturdays) – consistent increase above pre-construction cycle trip numbers, other than final count at one of the sites (Hobart) – consider this to be an anomoly at this stage. Weekdays – not clear what the reason is for decrease, other than overall trend of decreasing commuter / weekday cycling trips on PSP and into Perth CBD routes (may simply be reflecting this broader trend – SAS route not enough to halt this decline on its own – needs large scale cycling campaign as well.
- #10 Breakdown of other/recreational vs commuter/sport - Summed for both weekday and weekend and overall at all sites – supports a greater range of cyclists – this data is subjective - but may help understand the trends in cycling volumes, potentially more for local trips to shops / everyday cycle trips including some commuting / to recreation activities (this trend even more pronounced for weekdays – potentially supporting theory that overall reduction in commuting cyclists) Support for SAS making it a safer on-road environment for all abilities - with a clear increase in the proportion of cyclists choosing to ride on-road after the SAS route was constructed -No pelotons observed: only singles and groups of less than 4. -Observations over gender split. On-road - Average ratios across all sites (both weekday and weekend) Some increase also in pedestrians travelling on road instead of path
- #11 Reasoning for ped increase on –road ; attractiveness of new paving / landscaping on-road? Parked cars across footpath? Uneven footpaths? Not clear – needs to be investigated further to see if trends at other sites, but also an important design consideration
- #12 i.e. without SAS intervention – includes adjacent streets -Fairfield St, Edinboro St, Shakespeare St pre-construction) = 15.3km/h The SAS interventions included Parallel streets average pre-contruction – 19km /hr Edinboro, 16km/hr – Fairfield St
- #13 Decrease in on-street parking supply to match low demand pre SAS construction, however total parked cars (on-street and verge) have increased post SAS construction Average on-street parking occupancy along the route is still ≥40% within each street section at all surveyed periods post- construction (cars also parked on verges) On-street parking within a street block reaches 100% occupancy at only 3 times – and only on 1 side of a block (minimum of 30% of spaces available on other side of road) Considerations for use of on-street parking to add side-friction, and to address community concerns on impact on parking Important to note that initial count of parking was based on available space between driveways – unlikely to be feasible for all parking spaces to be occupied on both sides of road at the same time. Post SAS construction – parking spaces formally marked Most importantly Council hasn’t had a lot of feedback on parking issues post construction – no news is good news. Makes it very difficult to assess longer term parking demand along residential streets – also need to consider how people will adapt parking in response to reduced number of spaces – using angled verge parking as likely to fit more spaces than on-street parking (and closer to their house rather than using available parking on other side of road).
- #14 Increase in parking demand; broad range of factors influencing residential street parking demand Greater number of vehicles parked on verge rather than on-street; potentially allows for 90degree rather than parallel parking supply Minimal feedback / complaints from residents post construction on parking issues (formal surveys still to be undertaken by Council). Influence on vehicle speeds (assumed the parked cars would provide side friction) Sections where 100% occupancy was recorded (total of 3 instances) – those with lowest parking supply: Hobart to Scarborough (2x – Saturday midday, and weekday school PM peak and Ellesmere to Woodstock (weekday PM - 6.00-7.00pm) Surveyed over minimum of 4 periods in 3 survey times - 1pre construction, 2 post-construction (Weekday AM, 6 – 7pm, Weekday school PM peak, 2.30-3.30pm, Weekday evening, 6.00-7.00pm, Saturday Midday 11am-12pm) There wasn’t one survey period which could be identified as the ‘peak’ period; varied between sections at different times and in the final survey (March 2018), similar average demand (85 - 89 parked cars) and average occupancy of on-street spaces (40%) across all sites was recorded for the Weekday AM, weekday School PM and the Saturday midday – only the weekday evening was lower at average of 79 parked cars, and 34% average on-street parking occupancy.
- #15 Overall decrease in traffic speed on SAS route, with average speeds between 32 – 38km/h between post construction (parallel control sites – 3% increase); average 85%ile speed of 41km/h SAS sections with narrow points, achieved lower speed reduction; average speed of 32 km/h, average 85%ile speed of 38km/h Speeds increased in 2018 after the initial decrease in 2017 Users are becoming familiar with the changed road environment (local streets – mostly local users); sections with narrow points still achieve lowest speeds SAS corridor hasn’t (yet) had the large increase in cyclists Consistent with Road calming measures installed on Shakespeare Street have had a positive effect on reducing both the average vehicle speed and 85th percentile vehicle speed Approximate 5km/h decrease in the average speed at the Shakespeare Street south of Ellesmere survey location (35km/h), which is still above the 30km/h speed limit – this section of Shakespeare St doesn’t include the narrow road points. Other locations on Shakespeare St have reduced average vehicle speeds of 30-32km/h Approximate decrease in the 85th percentile vehicle speed of 8km/h and 15km/h for the weekday and weekend speeds respectively. However the 85th percentile speed is above the target 30 km/h speed limit
- #16 Lack of physical barriers will reduce impact of road changes over time – unless have a lot of side friction / cyclists to continually reenforce changes
- #17 Add footpaths where there aren’t any – image is from SAS route under construction on Moorland Street (to be replaced with a still image of pedestrian walking on street for Shakespeare Street corridor).
- #19 Whilst the plans presented seemingly significant changes to the road environment; the actual impact on the community has been minimal – very little feedback to council (no news is good news) Credit to the DoT and City of Vincent for a strong vision, very thorough design process (including design peer review sessions) , consultation and evaluation – assists future roll out of Local street cycling and pedestrian projects