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    Crafting Green Waves & Aerial Podcar Warrants
    Crafting Green Waves & Aerial Podcar Warrants
    Crafting Green Waves & Aerial Podcar Warrants
    Ebook150 pages1 hour

    Crafting Green Waves & Aerial Podcar Warrants

    By John Cleeland

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    About this ebook

    Crafting Green Waves - Radical, efficient, cheap, effective ways to prevent congestion and reduce trip time.

    Preventing congestion permits free flow for all, allows signal linking that reduces delay for the bus, is better than a bus lane, and the alternative of a bus lane seriously congests all other traffic without reason.

    Having tu

    LanguageEnglish
    Publisherjohn cleeland
    Release dateAug 13, 2019
    ISBN9781646330461
    Crafting Green Waves & Aerial Podcar Warrants
    Author

    John Cleeland

    John Cleeland has M.Eng.Sc (Monash) in transport. He worked for CRB, VicRoads, Comonwealth Dept.Works, 5 Consultancies, 5 Municipalities, RTA & Austroads. As a traffic engineer, he has sketched, analysed and modelled many intersection improvements within their existing footprints. He initiated the road crash database, 50kph in local streets, & Streamlining Hoddle St.

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      Book preview

      Crafting Green Waves & Aerial Podcar Warrants - John Cleeland

      Crafting Green Waves - Radical, efficient, cheap, effective ways to prevent congestion and reduce trip time - 2021 Edition

      Overview - Free flow, no bus lanes, parallel conflicts, choice of priority, quality operation

      Crafting Green Waves, prevent congestion, install cross-overs, choose queue or toll

      Preventing congestion permits free flow for all, allows signal linking that reduces delay for the bus, is better than a bus lane, and the alternative of a bus lane seriously congests all other traffic without reason.

      Having turn arrows at intersections wastes time for all traffic, creates unsafe driver challenges, and is better replaced by cross-overs before the intersection, that move the turns to service roads. .

      Free entry to congested roads manages demand by queue delay, yet does not prevent giving all traffic the choice of jumping the queue for a toll. Getting most people to jump the queue saves time and keeps the toll as low as possible.

      These things serve the travelling public, nobody does them, but job security should be at risk.

      Method, gate with signals, no turn arrows, 90% jump queue

      Use traffic signals to gate traffic and operate the street in green waves at the speed limit and remove bus lanes. In the counter-peak direction, smooth flow at minor crossings.

      Increase intersection capacity by 70% by processing right turn conflicts on the intersections’ approaches in parallel with running the cross traffic, so averting intersection turn arrows.

      Treat most traffic as a priority by giving them a choice between free entry and a toll. The toll must be set so low as to attract 90%.

      Performance, 1/2 crashes, 5x faster, faster buses

      Crashes would be halved. Emissions would be halved. Exampled trip times would reduce from 40 minutes to 8 minutes. Pedestrian crossing delays would be halved. Bus priority would be improved.

      Conventional intersections are relatively dangerous, risk litigation and should be remodelled at modest cost. Customers hate congestion.

      Map of Example Route.

      The most well-known congestion in Melbourne is at the city end of the Eastern Freeway that terminates at Hoddle St and Alexandra Pde. Hoddle St runs south along the eastern side of the city area and Alexandra Pde runs west across the north side. For clarity, only the southbound traffic in the AM peak period will be discussed in this example yet it is also customary to model traffic for both directions in both peak periods and to consider off-peak traffic.

      The route as mapped from the Eastern Freeway at the Yarra River in Alphington and down the congested Hoddle St - Punt Rd route to the river at Cremorne, now takes 40 minutes in the AM peak period and that duration would grow over time but can be reduced to 8 minutes with no future growth!

      Hoddle St from the Eastern Freeway to Victoria Pde has 4 lanes, drawn as the middle arrow, including a peak hour bus lane. 40 buses per hour from the Doncaster area travel the freeway shoulder, down the Hoddle St bus lane, then to the Melbourne CBD along Victoria Pde. From the north, another 5 buses per hour travel south along all of Hoddle St and Punt Rd, but south of Victoria Pde there are 3 congested lanes with no bus priority.

      Map

      Capacity, 2x volume, 5x speed

      The traffic flow volumes and trip speeds for the Hoddle Street - Punt Road route are far below the desirable standards for the existing road width. The existing road capacity provided is only 44% of what can be achieved within the existing footprint. The existing trip time is 40 minutes when it could be 8 minutes.

      We do not wish to drive in, nor to have the bus in congested traffic. The first step is to constrain flow to below congestion level and to accept that excess demand will readily transfer to the bus. For this, we gate or meter traffic down to practical capacity, reducing flow by only 10%. At practical capacity, we can and would link signals in the peak direction and produce a green wave, that not only gives the bus a free run between intersections, like a bus lane, but linking also reduces bus delay at intersections.

      A bus lane reduces the road capacity by 25%, or 33% depending upon the number of lanes available, but with no extra benefits for the bus, so it should be removed. Does capacity matter? If we reduce capacity by 25%, less traffic will depart the queue at the entry gate and nominally the remaining queue will be delayed for 15 minutes (25% of an hour) for every hour of gating the queue. Bus lanes and the congestion that they cause are installed because the alternative of metering is traditionally an unrewarded effort. Bus lane removal is justified everywhere, gating traffic should be mandatory where there is congestion, and green waves should be a key performance indicator.

      At Victoria St, the practical capacity for a Two-Phase intersection should be 5,240 vph (vehicles per hour), but the existing practical capacity is only 2,289 vph (44%). A Two-Phase (2Pi) intersection has no turn arrows at the intersection, as detailed later. The traffic signals recorded a congested 3,341 vph. Hoddle St is congested north of Victoria St, and queues shuffle back through the signals at Langridge St, Gipps St, Johnston St and the Eastern Freeway, a distance of 2km, and spill back on to the Eastern Freeway for a further 2km from 6.30AM to 9.30AM weekdays. A priority lane is provided on the left hand freeway shoulder for free use by buses and selected government cars to jump the queue.

      Meter

      It is customary to model traffic

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