RE: [NewMobilityCafe] reducing interests in vehicular travel by g etting rid of the fun in the driving
- In London we have removed 20% of the traffic from Trafalgar Square by
pedestrianising the Northern part allowing pedestrians to now walk from the
Square to the National gallery and continue up to Leicester Square - all
without crossing a road.
Cars have been removed from Oxford Street for many years but we still have
taxis and buses.
Dave Wetzel; Vice-Chair; Transport for London.
From: Behalf Of Sanjay Rana [mailto:Behalf Of Sanjay Rana]
Sent: 27 November 2004 12:37
Subject: [NewMobilityCafe] reducing interests in vehicular travel by getting
rid of the fun in the driving
Sent: Saturday, November 27, 2004 10:05 AM
I get the overwhelming feeling that in any new transport plans, cost and
inconvenience will be a big factor in old (and expensive) cities like
London, which in my humble opinion even to this day, are trying to arrange
21st century transport systems (& demography) in Roman and Victorian city
plans. Sadly, I can neither fully appreciate the Roman or Victorian
architecture nor the modern day transport systems completely as the streets
are crowded with people and traffic. I think that the amount of people on
the narrow Oxford Street (London) pedestrian paths and entrance/exits at
underground tube stations on a weekend during a holiday season is a health
and safety risk.
Some years ago, in another old city Delhi (India), on certain days
(weekend?) the main city centre (Connaught Place - inner circle) was
off-limits to vehicles. It was such a delight to be able to walk freely and
enjoy Lutyens Greek/Roman architectural styles. People either used to take
the public buses that dropped them off just outside the city centre or leave
the car in the car park.
At a certain level, transport networks planning especially if it affects the
vehicle usage seems a rather devious issue as potentially it also influences
the earnings of many other important players e.g. automobile industry, road
construction industry, government revenues, travel industry and so on.
- Yes, traffic flow (the number of vehicles traveling past a point during a
given time period) is maximized at 30-50 miles-per-hour (50-80
kilometers-per-hour). A somewhat higher value sometimes occurs on
grade-separated highways with minimum lane changing, and a lower value on
surface streets with traffic control signals. Above this maximum point the
"shy distance" required between vehicles in the traffic stream increases
significantly. For more information see discussion in the "Traffic
Congestion" chapter of "Transportation Cost and Benefit Analysis"
(http://www.vtpi.org/tca/tca0505.pdf), or the "speed flow" curves in
traffic engineering manuals.
This means that there is a traffic engineering justification for traffic
speed management as a congestion reduction strategy, particularly on urban
By the way, another good source of information on the safety impacts of
speed management is the Australian study, C.N. Kloeden, A.J. McLean, V.M.
Moore and G. Ponte, "Travelling Speed and the Risk of Crash Involvement,"
Federal Office of Road Safety, CR 172
(http://www.atsb.gov.au/road/pdf/cr172.zip), 1997, and thir more recent
study of rural road safety impacts at
At 06:30 PM 12/11/2004 -0500, Tramsol@... wrote:
>Todd you might also comment that regulated speeds can dramatically increasespeeds
>The German Transport Miinistry produced Stadtverkher im Wandlung (changing
>traffic in towns?) This included an interesting diagram depicting how at
>speed drivers require a smaller dynamic envelope for safe vehicle spacing,
>and a number of other factors such as lane changing etc show that when
>are reduced with good observance of the limit, road capacity increases, andon
>multi-lane roads an additional lane can often be added.enforced
>The UK has also delivered this in a practical form on the M25 where
>variable speed limits have kept traffic moving and improved the flow ratesby
>geting all vehicles conforming to the same speed profile.detail
>A similar detail can, I believe deliver some interesting potential for bus
>services at a regional centre. By terminating local services from the
>hinterland at peripheral Park & Ride sites and changing bus (the P&R site
>almost instant connection in to town and waiting facilities for the local
>service outbound) Then the service pattern of buses travelling along a
>corridor becomes standardised in vehicle type and stopping pattern and low
>factor rural services no longer require road space, and more important bus
>stances at the journey's end. We are seriously in need of this type of
>in Glasgow, where the streets are clogged with half full buses which eitherwould
>run-in or pass through the centre on 2-4 core streets. Many travellers
>gain from outer cross-river services which simply shuttled between the coreit.
>corridors North & South of the river - MVR 1 or 2 vehicles with transfer
>as it is the core soaks up vehicles through the delays in getting through
>But that is slightly OT uless you note that with a 20mph blanket speedlimit,
>the traffic might actually flow through the city more freely.Sincerely,
Todd Litman, Director
Victoria Transport Policy Institute
"Efficiency - Equity - Clarity"
1250 Rudlin Street
Victoria, BC, V8V 3R7, Canada
Phone & Fax: 250-360-1560