UTG-9 (1991) Guidelines for the Transportation System Management Process

Draft U7-G 9, pp f - 104, Pretoria, South

Published in 1991 by The Department of Transport PO Box 415 PRETORIA 0001 South Africa

on behalf of ITTEE OF URBAN TRANSPORT AUTHORITIES

Printed in the Republic of South Africa by Scientia Printers

Guidelines for the Transportation System Management Process Draft UTG 9, Pretoria, South Africa 1991

urnent is voor erei met die oog o n vervoerplanne ooreenko

ie vervoerstelsel bestuurprosedures van 'n

lines, management systems, urban trans ort area, core city, monitoring, irnplerne

Guidelines for the Transportation System Management Process Draf? UTG 9, Pretoria, South Africa 1991

INTRODUCTION TO TR NSPORTATION SYSTEM 1 Introduction 1 .O Elements of Transportation System Management 1 .1 Transportation Infrastructure Element of TSM 1.2 Transportation Modes Element of TSM 1.3 Land Use Element of TSM 1.4 Human Fador Element of TSM

PROCEDURES FOR TRA SPORTATION SYSTEM MANAGEMENT 2.0 The Seven Stages of TSM 2.1 Public Communication of Improvement Needs & Potential 2.2 Problem Definition 2.3 Generation of Alternative Solutions 2.4 Analysis of Alternative Solutions 2.5 Evaluation and Selection of the Most Appropriate Alternative 2.6 Implementation 2.7 Monitoring

CASE STUDIES - A HYPOTHETICAL INTRODUCTION TO TSM 3.0 Introduction to TSM 3.1 Public Communication of improvement Needs and Potential 3.2 Problem Definition 3.3 Generation of Alternative Solutions 3.4 Analysis of Alternative Solutions 3.5 Evaluation and Selection of the Most Appropriate Alternative 3.6 Implementation 3.7 Monitoring

OUTPUT TOWN Operating Environments TOWN Aggregated and Prioritised TSM Element Importance Ratings

Output C : TSMTOW Problem Form for Problem No. 1 Output D : TSMTOW Project No. 1 PERT Chart

Project No. 1 GANTT Chart

APPENDICES

Appendix C : Appendix D :

Appendix H : Appendix I :

Composition of the Professional Team and Three Groups

Directory of Problems, Goals and Objectives Appropriate to Recommended Questionnaire Determination of Problem Type Operating Environments Checklist Checklist of Potential TSM Constraint Areas Schedule of Strategies, Tactics and Actions Checklist of Measures of Effectiveness Compatibility and Compliance Checks


ackey Consultin Transportation Engineer.


Guideiines for the Transportation System Management Process Draft UTG 9, Pretoria, South Africa 1991

The finition of Trans as fo

t is the process of co-ordinating the individual through inves

nd servicing policies efficiency and productivity for the

essential part of the

A transprQtim syst is characterised by its four e1

tion infrastructure; 2. transportation V

o Planning o Organising o Directing (or leading) o Co-ordinating o Controlling (or

mst be recognised and applied Lo the TW process.

o Iransprbtion Syst nt is a short-term planning process in which transportation in an area is considered as one unitary sy

o The organising of the variars mdes of pedestrian, bus, c wxi , car and rail to mke the best use of existing facilities is a pr o b ~ ~ t i v e of TSM .

o on order to direct the TSM process the careful evaluation and selection of the mst efficient, investment, regulatory, monitoring, pricing, operating and servicing

o Using we19 pr edures co-ordination can be ensured by native solution will have on the systm

o Controlling the T W process requires careful ring of the most critical system indicators before, during and after i

The key attributes of TSM are:

1, pub1 ic participation thrwgbut the process; tibility of short-term planning with long-range planning ation and analysis of more than three alternative solutions;

4 integrated approach to the transportation sy$m through the co-ordination of the functims of transportation agencies;

5. application of a step by step systematic process which takes into account area-wide network systm effects;

6 . m x i m utilisation of existing resources; 7. consideration of the inpact of multiple solutions on neighbouring

transportation facilities and controls; 8, implmntation of projects and low cost surs in mrticular; 9, monitoring of iplmntation and its system eff~ts.


and t r a f f i c expertise i n

f i c signals and t r a f f i c off icer cmtro ls .

0 car o r a i l

incorparates present Land-Use zoni n t o f Land Use requir

future Land Use proposals.

e o f the study, the T m canvasses

mni'cors the effects of had authorised the process,

P W ~ S i n the TSM proce e: ision-makers, i .e . n i t y Leaders, representatives of

authorit ies, such as the C i t y Cxmcil , Regional Services Councils, the Province and t h e Department of Transport.

i i Those act ively involved i n transportation, i .e. various municipal deparWnls, public transport and f re ight operators.

iii Those affected by transportation, i . e . transport users and traders who serve them.

iu Special interest associations and the General Public.

The function of these groups i s t o provide i r ~ fo rm t i on on system deficiencies, negotiate and approve the goals and objectives of the project, select the solution for i p ~ l w w k a t i o n and promote, market and support the project.

Guidelines for the Transportation System Management Process Draft UTG 9, Pretoria. South Africa 1991

ELEXIENTS OF TRANSPORTATIOY SYSJ-EV MANAGEMENT

FACIOR

Guidelines far the Transportation System Management Process Draft UTG 9, Pretoria, Soulh Africa 1991

F r r city, W lack of c i t y , in the var a w s l inks of the

for e i r

of traffic si

asset is directly use

Gu~del~nes for the Transportation System Management Process Draft UTG 9, Pretoria, South Africa 1991

ELEMENTS OF T71ANS2'OfZTATIOS SYSrWI MANAGEhIFYT

I


An essential requir t of TW is that for every idmt solutions using the altermtive m of walking, bus, c taxi, car or train are exmined in respect of investment, regulatory, monitoring, pricing, operating and servicing pslicim.

Et is necessary Lo r r that all trips begin and end on foot. Altbugh walking m y be a healthy exercise, it together

is invariably the least pupular vmr must therefore be made to acc

and special facilities for pedestrians must be provided.

Buses, taxi i-taxis and cars all use the s m road network h g i ves these f transport the opportunity Lo provide door to r. service for rs, shoppers and all other travelers.

The degree Lo which this opportunity for flexibility is used varies frm fixed route, fixed time schedules for buses to a c letely free choice for cars.

This f r ~ ~ of mov nt accounts for the popularity of the car. Nevertheless there are ecomic restraints to car use and the overall costs to the cmnity resulting from selfish excessive car use highlights the necessity tc, encourage the use of i -tax i s and ~LISE?S.

The following table illustrates the order of vehicle and person capacity for the various mdes of transport:

I l E l l l I

1 HEAVY RA IL

1

VEHICLES /HR/L-ANE

It can therefore be understood why transit services rely upon the need for a main line trunk service. Trunk services require either trip destinations in close proximity to railway stations or well planned bus or

i-taxi feeder services.

Transportation System Bnagmnt has been defined as a process of co-ordinating to achieve maximum efficiency.

To achieve this co-ordinated transportation efficiency it is essential that whenever the TSM process is applied ALL four mdes of transportation are considered and their uses optimised.


ELEtMEhTS OF TRANSPCPRTATIOS SYSIFM MANAGEMENT

l


ELEMENTS OF TRAKSPORTATION SYSTEM MANAGEMENT


t of the TEN planning process nd problm of the tra

eration in the application of inves regulatory, monitoring, pricing, operating and servicing policies for the propwed TSM solutions.

Activities during the initial stage of the TSM process aim at selecting agencies and people responsible for and willing to contribute towards the success of T W , securing their support and developing mechanisms for the exchange of information and hision-mking.

In order to achieve this, the Local Authority or Core City initiating the T process should identify the authority that will ultimtely be responsible for TSM and list potential candidates who can assist the ISM process. Their interest in the concept mst be aroused. The benefits that can be derived from ISM wst be conveyed to these parties and their role and duties in the process outlined.

The groups to be motivated ar-e 1.4.1 cmnity leaders and the body of decision-makers in the areas 1 , 4 . 2 local transport officials and those involved in transportation 4.4.3 leaders from the business and mnufacturing sectors together

with residents and ratepayers r-epr-esentatives who are affected by transportation

1.4.4 interested ers of the general public

Each of the groups will have different interests and a different role to play. For exwple, the body of decision-makers will most likely be interested in the consp i c~lous benefits of TSM and special funding that can be obtained for TSM projects; their role is to approve and support TSM throughout the process. On the other hand, the cmnity is likely to be interested in the operational, environmnbl and %safety aspects of the transportation system; they give information on the deficiencies and express opinions on the social acceptability of the TSM projects. Co-ordination of the interests of the four groups should be carried out by a multi-disciplinary professional team.

One way of selling the TSM concept to the above bodies has been successfully proved3. Audio-visual presentations have been used to convey the necessary informtion. Several such presentations, catering for various audiences, have been prepared and are available from the Department of T r a n s p ~ ~ t ~ . ~ ~ S m audiences, however, prefer to be addressed by a speaker, although a combination of the presentation with a speaker is preferable.



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The

2.1

analysis of a trans lays the seven-stage syst

The first stage is uring this sta is initiated, usua 1 authority's or p lann i ng dqar vant authorities and funding sources (e.g. Council, Province) is secured, and the procedures for co-operation between the concerned parties established. The boundaries of the system, for the purpose of the study, are defined. Itnformtion m deficiencies of the systm is collected frm a variety of sources and verified, resulting in the form1 list of systm deficiencies.

In the second stage, Problq-Definjtion, the theoretical framework for the study is prepared. The tasks include setting Goals and Objectives, selecting measures of effectiveness (M3E9s) for future monitoring, identifying constraints and proposed strategies to attain the objectives. The need for consistency of the objectives of short-term and long-range planning was highlighted by Sweet5 and mdified by Ormt-nd Mnng to accmdate the TSM process.

The distinction between the "operational" and "strategic" measures can becm blurred, or else two disassociated processes m y result. There has to be good liaison between the forward planning and transport planning sections in order to avoid the implementation of conflicting programmes. The liaison would ensure that a c m n set of goals/ objectives is used and that alternative solutions do not produce a conflict.

The th i rd stage covers the @merat jon of -8 l tscna&i-ye So lu&ions which address the objectives set i n the previous stage, and take into account existing constraints and planned strategies.

The proposed alternative solutions are analysed in the fourth stage. The purpose of the analysis is to determine, for each proposed alternative, values of WE9s that are likely to be achieved by the imp1 ntation of the s~ecific alternative.

The results of the analysis of the alternative solutions are compared and evaluated in the fifth stage. The writs of ~cfi alternative are assessed and the most appropriate solution is selected for iwlmntation.

The selected solution is implemented in the sixth stage,

The performance of the systm is monitored in the seventh stage and the results compared with the results of the analysis. The discrepancies between the twc, have P;o be studied and explained. After a period of time, the results of monitoring should be input to the first stage and the process repeated.


The Pirst stage of the TSM pracess includes the following steps: o developing procedures for co-operation between the parties; o defining boundaries of the system under study; o identifying sources of information; o creating a database containing system's inventory, and o creating a database containing system's deficiencies. It is desirable for the TSN concept to apply to a whole local authority. However in a city somewhat smaller areas will have to be considered. An example would be one urban zone, with its population, activities, transportation infrastructure and traffic.

Activities during the initial stage of the TSM process aim at selecting agencies and people responsible for and willing to contribute towards the success of TSM. In order to achieve this, the Local Authority or Core City initiating the TSM process should list potential candidates8. Their interest in the concept must be aroused. The benefits that can be derived from TSM must be conveyed to these parties and their role and contributions in the process outlined.

The key role in the process is assumed by the organisation having direct authority over the area concerned. This organisation appoints the core of the Co-ordinating Team, recruited from the local officials, and consisting of, preferably, a town/transportation planner, public transport operator, law enforcement officer, and traffic engineer. Other members of the Team should have expertise in financial/administrative matters and personnel/public relations. Higher level transport authority, e.g. the DOT or Province should also be represented.

From its inception, the Co-ordinating Team is responsible for the management of the T3M process. During the course of the study, the Team canvasses support, negotiates, co-ordinates and executes the process; it provides channels of communication between the authority and the participants; it oversees the implementation of the project, monitors the effects of implementation and reports back to the bodies which had authorised the process, the participants and the public.

The other groups in the TSM process are: i) Decision-makers, i.e. representatives of the various levels of authority and community leaders,

if) Those actively involved in transportation, i.e. various municipal departments, public transport and freight operators,

iii) Those affected by transportation, i.e. transport users and those who serve them, the general public and special interest associations.

The function of these groups is to provide information on system deficiencies, negotiate and approve the goals and objectives of the project, endorse the solution for implementation and promote, market and support the project.

Once the area under study is defined the information collected can facilitate the establishment of two essential databases :

i) the inventory of infrastructure and facilities, network geometry and traffic data, and ii) the list of system deficiencies, including accident records.

TSM is a short-term planning process. The need for consistency of the objectives of short-term and long-range planning was hi ghl ighted by sweet5 and subsequent1 y modified by t4ann7 to accommodate the TSM process.

There has to be good liaison between the forward planning and transport planning sections i n order to avoid the implementation of conflicting programmes. The liaison would ensure that a common set o f goaIs/objectives is used and that alternative solutions do not produce a conflict.


Guidelines for the Transportation System Management Process Draft UTG 9, Pretoria, South Africa '1991

The first of the data-bases described in the preceding section needs no Further explanation. The processing of system deficiencies, on the other hand, is quite camplex.

A public participation exerci must be carried out to obtain information on t h e system ORWET achieved

be treated as reasonably accurate and unity, however may at efcsre be somewhat bia prw@ss of verification.

T M prwosed procedure allows For the classification and priorltisation of the sy The raw Sist of dePiciencies is checked For duplicaticma and accuracy of 1 deCiciency i s duplicated i.e. mentioned by a number oF diCf%rent parties many &i indication that t h e matter warrants priority attention. Verification of the dsQiciency sn site allows for the making of rough esti e of costs of the deficiency to the (g. g. the queue length and duration of $M congested peri Id yield the time lost and improvements can reduce or even eliminate t d i@~rovement has to be estimated, as well as the proportions ime period during

improvement would be valid. Professio tml which can be u values and to decide upon

a the problem type (%. Major/Minar/Receiving Attention as Outside Council Authority) o the operating enviro ent and possible constraints.

teriwd nrodel PITS has te deFiciencies OF similar nature m according to their benefit/cost ratio.

In the Pr of the TSM process the theoretical background of the study i s prepared by the Co-ordinating Team.

The previous stage yielded a list of verified deficiencies of the system. On the basis o f these the problem i s defined.

As a result of the discussions with the three Groups, the Team sets a goal (or goals) and objectives for the TSM project.

Two aspects of setting objectives are discussed separately: in Clause 2.1.4. the compatibility of TSM objectives with those of the long-range planning for the area is discussed; Clause 2.5.2 introduces negotiation techniques, the application of which i s o f ten essential for reaching agreement between negotiating parties.

Various proposed actions and tactics may lead to the attainment o f the objectives. These actions/ tactics have to be identified and listed. 3imultaneously, compelling or repressive Porces which can influence the course a? the project (constraints) must also be identified. In view o f these constraints, the feasibility of the proposed actions/tactics is assessed.

Two suggestions on the nature of the constraints are offered by Cape Town9. Fi rstl y , that some constraints are inflexibls (e.g. Table Mountain) while others are negotiable (e.g. shortage of funds). Secondly, and of oq l importance, that "potential assets", e.g. advanced expertise in a specific area or sophisticated facilities, can be exploited to counteract the effgct s f the constraints.

Once the Feasible actions/tactics have been selected, they are used to formulate alternative strategies which will result in the attainment of the established objectives.



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As part of the CePneration of Alternative Solutions, various potentially suitable sctions/tactics are listed and alternative strategies prop0 d. Alternative solutions are developed on the basis of this work.

In order to collect data on system performance and characteristics needed for alternative solutions, Pull scale "BEFORE" surveys may have to be Performed. proposed strategies may possibly have to be modified, because Some of the actions may not be feasible in view of the Full data collected. It i s also alternative strategy may be developed. This stage produces:

the devel opmsnt OF the One or more previously tsntatively accepted possible that a n e w

o data collected for the "BEFORE" study and the analysis stage; o the formulation of the Final set of alternative solutions.

TSM actions can be divided into two groups: physical or operational changes. Physical chngss involve geometric design, traffic signalisation, provision of new parking areas, etc. Operational changes involve regulations, scheduling, pricing, etc.

Another classification of TSM actions is based on the aims they attempt to achieve: efficient use o f the existing road space, reduction of vehicle use in congested areas, and improvements of public transport service. l0

In order to improve the system as a whole most effectively, the actions considered may cover a wide scope, ranging from traffic management, through public transport, geometric design, operational measures such as flexible working hours, etc. Several solutions, containing a variety of such actions, are proposed during the Generation of Alternative Solutions stage.

An essential part 07 the Generation of Alternative Solutions is a compatibility check. The following checks are performed:

Goals/Objectives/Measures of effectiveness, Each proposed solution has to address the objectives set in the Problem Definition stage. Thu analysis of each solution must produce results capable of being expressed in terms of the predetermined measures of effectiveness (MOE's)

Constraints. Constraints and "potential assets" were discussed in Clause 2.2.4. The proposed solutions havs to

relevant constraints, and similarly, make a maximum use of the potential assets.

Act ions /Tac t i cs /S t ra teg ies . Actions, tactics and strategies proposed For the alternative solutions have to be realistic, i.e. not only account for the well defined constraints, but also recognise other, less tangible factors, for instance, potential resistance of employers to staggered work hours.

A combination of actions constitute a tactic. A tactic should be develmed in such a way that it is associated with one department or agency. One tactic, or a combination of tactics, forms a strategy.

Cost Im~lications. Cost implications other than the maximum overall cost, which was checked earlier under constra~nts, have to be tentatively assessed here. Each proposed alternative solution has to be both financially and economically realistic.

Adjacent system effects. The final check concerns the adjacent system effects. A proposed solution may offer considerable improvement of the local system but adversely affect a neighbouring system. An example of t h t c could be the banning of through-goods movement from the area.

T h e alternative solutions which are found incompatible in sane of the above aspects have to be modified or rejected.


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Guidelines for the 'Transportation System Management Process Draft U1-G 9, Pretoria, South Africa 1991

The purpose of this sta

the existing syst after the applicatim 04 each of the

ents can be done only i results of the a

The system is analysed as a network of links and nodes, W re no event can happen in isolation, but its implications are distributed throughout the syste plexity of network

puter methods may in s

The input to the analysis is provided by th system inventory and any nsces ry "BEFORE" surveys. Typical inputs are traffic volumes, origin/ stination matrices, travel tim , saturation flows, public transport occupancy, etc. As a esult or the analysis, the set of val

s is produced for each alternative solution.

The

0

0

0

0

0

0

The for

The the

work at this stags consists of:

selection of appropriate, c patible techniquss for each alternative; preparation of the input;

system using the selected process or model; paring the survey results with the results

ernative solutions; each alternative.

results of the analy S go to the next stage, where one of the strategies is finally selected implementation.

choice of appropriate analytical methods depends on the specifics of the problem and size of system. Limited data bases, planning budgets, time, staff availability, experience and access

to computers, all place restrictions on the selection of the method to be used.

The analysis of the system can often be very effectively carried out by using the professional judgment obtained from a multi-disciplinary team. Expertise from a multi-disciplinary team with local knowledge can frequently be more economic, more realistic and more effective than standard

puter packages with no 'feel' for the local condition.

4s a general rule, large systems shoul lysgd by computer, while calculations could apply For smaller systems. Data concerning bicycle facilities, parking pricing, staggered and flexible work hours, and various public transport manually i f computer urn is es

For the analysis of very large systems, sophisticated transportation planning computer packages, such as EMME2 can be used. However, traffic management models such as CONTRAM or SATURN, constitute useful analytical t PASSER 11 is suitable for arterials. Lar

es may frequently TRA, PICADY, ARCADY

packages1' have been tested in South APrica and the expertise is avai lablc locally.


Guidelines for the Transportation System Management Process Draft UTG 9, Pretoria: South Africa 1991

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Transportation System Manag9raent i s a m % i t s ( o l f i c i e n c d p roduc t i v i t y ) f a r the syst

w i n g two atraps -(n the procgsa:

There are two types o f c o n l l i c t techn iq i) structured, where the m w t i a t i n g p es f o l l ow prescr ibsd rout ines, and ii) unstructured, where there i s no f a c i l i t a t o r helps t o achieve t

t i n g ' s object ives.

A n example o f a s t ruc ture hnique, where parCiclpants i n i nd i v i dua l l y and i ndepen d r a t e prc%@!?~l8 of' other pa Other s t ruc tured techni k I 3 and others 1 5 9 j6. A typi-7 unstructured approach i s Car? Roger ' S i n t e B par t i c i pan ts informal l y d i scuss relevant 3ssuss i n a relaxed a t sphsrp. Work on c o n f l i c t negot ia t ions dorw, by ORMET i s reported by po tg ie te r l 8 .

~ a n n h e i a r ' ~ def ined evaluat ion as the a c t i v i t y o f examining the availab'le ac t ions i n the l i g h t of the goals, as8essing the r e l a t i v e d e s i r a b i l i t y of each ac t ion , and su~~mar i s i ng the key issues t o be considered by in teres ted p a r t i e s i n reaching the decis ion.

The evaluat ion o f TSM studies i s more c p l i t ta ted than t h a t o f the other t ranspor ta t ion studies, because o f : o c o n f l i c t i n g object ives; o e mix o f tang ib le and i n tang ib le var iab les ; m d o a l t e rna t i ve s t ra teg ies resu l t i ng i n d iP fe r i ng improv n t s f o r s p e c i f i c Heasurss of

EfPect i veness.

TWO types o f evaluat ion appl icable t o the TSM process are e c o m i c analyses and r a t i n g 5chews.

Econoraic ana lys is techniq s are bassd cm simple p r i n c i p l e s of f i s c a l theory: interest ; r a te , present worth fac tor and cap i t a l recovery f ac to r . The techniques recommended by RTAC'' are net present worth, bensf i t /cos t r a t i o and i n te rna l r a t e o f re turn .

The nrat present worth method produces r e a d i l y understandable resu l t s . The betw$it /coat r a t i o thod i s a r b i t r a r y w i th regard t o W tr'aer cost reduct ions o r savings st-muld be c a l l o d bene f i t s or

negative costs. The ra te o f r e tu rn method appears t o be c pu ta t i ona l l y tedious i n cases when th@ studied a l t e rna t i ves have d i f f e r e n t service l i v e s .

A common weakness o f the e c o m i c analysis eva luat ion i s t h a t i t Is poor ly equipped t o dsslal wi th i n tang ib le var iables. Rating sche S are b e t t e r su i ted t o address t h i s p rob lm .

s are based on a combination o f the f o l l ow ing s l m e n t s : a set o f WE'S, weights ( u t i l i t y values), ef?ectiveness values (p robab i l i t y t ha t a p a r t i c u l a r ob jec t ive i s s a t i s f i e d ) , aggregate measure o f t o t a l achieve thod of r e l a t i n g t h i s aggregate

For the rap id evaluat ion o f a l t e rna t i ve so lu t i ons t is suggssted; the indices are subject ive r a t i n g f o r mf jt/cos2: r a t i 0 , sacci-nt rates

u n i t y value. For the evaluat ion o f la rge ent as rammended b y Mackey and sweet16 o r Polus and T

Another approach combining econoatic ana lys is and r a t i n g procedures w i t h u t i l i t y analysis techniques has been developed by Mackey 2 3 t o give e f f e c t i v e resu l t s .

Guidelines for the Transportation System Management Process Draft UTG 9, Pretoria, South Afr~ca l991

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The end p roduc t o f the TS nc ia ted , wel l -p lanned lementat ion. The imple

s o l u t i o n has t o be conducted i n such a way t h a t i t does n o t dev ia te from t h e chosen o b j e c t i v e s . The p r a c t i c a l l o g i c o f t he s o l u t i o n was ensured, i n general terms, e a r l i e r i n t h e process (see Clause 2 . 3 . 2 ) . A t t h i s s tage t h e s o l u t i o n has t o be examined i n d e t a i l . The implementat ion i nvo l ves bo th ~ h y s i c a l changes and ope ra t i ona l change; o f t h e system, thus severa l departments a re invo lved . The co -o rd i na t i on o f p lann ing between these departments i s a f u n c t i o n o f t h e Co-ord inat ing Team.

The var ious measures decided upon have t o be designed and t h e i r r espec t i ve commencing and f i n i s h i n g t imes i d e n t i f i e d . Th i s can, advantageously, be f a c i l i t a t e d by t he use o f one o f t h e p r o j e c t management techniques, such as PERT o r GANTT c h a r t s , C r i t i c a l Path Ana lys is , o r r e a d i l y - a v a i l a b l e computer packages (e . g. Super P r o j e c t ) . A f t e r p lann ing and design a r e completed, t h e implementat ion o f t h e r e s u l t i n g TSM p r o j e c t w i l l commence.


A n u n d e r l y i n g f e a t u r e o f t h e TSM process i s i t s c o n t i n u i t y . The n a t u r a l tendency o f a changed system i s t o r e v e r t t o i t s o r i g i n a l s t a t e . As t h i s i s

h l y undes i rab le , t h e performance o f t h e system has t o be moni tored i n o rde r t o d e t e c t t h e symptoms o f d e t e r i o r a t i o n . D i r e c t e f f e c t s o f changes t o any element o f t h e system a r e seen as changes t o t r a v e l p a t t e r n s and i n d i r e c t consequence t h e r e o f , e .g . r e d u c t i o n o r i nc rease o f congest ion, c o l l i s i o n , a i r p o l l u t i o n , ope ra t i ng cos t s , p u b l i c t r a n s p o r t revenue, e t c .

2 . 7 . 2 The mon i t o r i ng process s t a r t s w i t h t h e rev iew o f t he system performance be fo re t h e implementat ion o f changes. The source o f i n f o r m a t i o n i s t h e "BEFORE" surveys (see Clause 2 . 3 . 2 ) . Next, i n view o f t h e goa ls , o b j e c t i v e s and OE's, t h e r e s u l t s o f t he a n a l y s i s (see Clause 2 . 3 . 4 ) a r e examined.

2 . 7 . 3 The nex t s t ep i s t o p l a n and execute "AFTER" surveys - these surveys a re v i r t u a l l y a r e p e t i t i o n o f t h e "BEFORE" surveys, i . e . t h e same v a r i a b l e s , i n t h e same areas, on t h e same rou tes a re observed.

2 . 7 . The r e s u l t s o f t h e surveys a re compared w i t h the r e s u l t s o f t h e a n a l y s i s and t h e achieved performance i s compared w i t h t h e expected performance. L a r g e d i sc repanc ies must be exp la i ned and, i f t h e improvement i s u n s a t i s f a c t o r y , c o r r e c t i v e measures m u s t be in t roduced .

2 . 7 - 5 I n o rde r t o ma in ta i n a des i r ed q u a l i t y o f t h e system performance, t h e m o n i t o r i n g process shou ld be repeated p e r i o d i c a l l y . The assessment o f t h e system and comparison o f t h e achieved w i t h t h e des i r ed s t a t e w i l l r e s u l t i n t h e recommendations o f f u r t h e r improvements o r m o d i f i c a t i o n s o f t h e adopted s o l u t i o n .


P=

Guidelines for the Transportation System Managernenf Process Drai l UTS 9, Pretoria, South Africa 1991

A HYPOTH=CAL. INTRODUCTION TO TRANSPORTATION -- -

SYSTEM MANAGEMENT -- - --- --

I n t h i s elementary introduction we w i l l use simple Flow Charts and a hypothetical example t o i laus t ra te the TSM process. On the l e f t hand page i S a flow chart showi ng the seven etages o f the T9M process. Printed on each o f the Pollowing Beven l e f t hand pages are flow charts showi'ng the steps wi th in each stage. On the r i g h t hand page opposite the flow chart f o r a par t icu lar stage a descript ion o f the steps f o r a hypothetical example w i l l be given.

The hypothetical ex p le w i l l be f o r the town cal led TSMTOWN wi th a population o f 100 000. Reference w i l l be made t o the attached appendices t o i l l u s t r a t e t he i r appl icat ion 4n the TSM process. Output Prom the d i f fe ren t stages o f the process f o r TSMTOWN w i l l be given a t the end o f the hypothetical case study.

Note that it i s not the purpose o f t h i s elementary introduction t o cover a l l aspects o f the TSM process and should more detai led information be required, the 'Guidelines f o r the Transportation System Management Process' - document PG3/88, sold by the Department o f Transport, shoul d be studied.

rnAC7XCAL EXAP1PLES OF A C C ( & L _ L B B B L W T H I Q & SYSTEM MANAGEMENT PROJECTS

Guidelines for t he Transportat~on System Management Process Draft UTG 9, Pretoria, South Africa 1991

The Town Engineer o f TSMT obtained approval from the Town Council for the application of TSM and R50 000,OO was mads available art of t h Cons61 i dated Metropol i tan Transport Fund and Council funds for the study.

The Municipal boundaries are used to determine the extent of the study area. A map o f TSMT showing the different operating environments i s attached as Output A.

The following existing data together with other similar data was available Prom the Town Engineer's Department.

o TSM Arterial/Fi rst Street Intersection Traffic Count: Date : 7 June 1989 Time : 07h00 to 08h00

LEFT RIGHT TURN STRAIGHT TURN

TSM ARTERIAL (North West Bound) 102 64 7 1 TSM ARTERIAL (South East Bound) 55 189 289

FIRST STREET (North East Bound) 24 145 16 FIRST STREET (South West Bound) 38 565 78

The Professional Team and three groups (Those Involved, Those Affected and Decision-makers) were established comprising as many of the representatives listed in Appendix A as was possib7e and relevant. Meetings for each of these groups were convened at which the members were requested to complete the questionnaire in Appendix B.

3 . 1 . 8 Town Council files were studied and all complaints were scheduled according to problem location, problelsr description, and problem category. The public were also invited by mans of the TSMTOWN Newsletter to either telephone in or post any complaints they had with the transportation eystem. These complaints were also scheduled as before.

Each problem or need statement made by a questionnaire respondent or complainant was input into a computer data base. In each case the respondent/complainant's code, their problem nwuber, problem location, problem description and problem importance rating was input.

MO. OF NO. OF EL

MAIRES STATE-

Guidelines for the Transportation System Management Process Draft ClTG 9, Pretoria, South Africa 1991

rtmw ratings for- a41 the m i P e r e a m - n t s a g g r g ~ t e d f a r

each TSM element and p r i o r i t i personal c rwnp~er . The resu'lts o f t h i s are

rs tabled a t a subwqw~4nl ng of t tbg Prof~m~i~ggla4 YBWD. &t th48

he d i roc tary of GoaSs m d Objectives (see Wpwndix C) Por the @l category of t r a l P i c congestion W e To9 lw.iisa3 ob, jwt ives wers chosen ?or TSMYOWN.

o Increase the capac i % y of thm road. ve the funct ion o f in tersect ions .

~ t a t e m n t s made by quest+ mnaf P@ respondent0 and casnplai n m t s Were t k n aggregated using the personal computer by f i r s t categor is ing statements together as shown i n L W f i r s t column o f the tab le belaw and t h m glacing a1 l statements meeting t h e sectand condi t i s n oP tb tab le below on the same problem P s r m .

CATEGORY GF PROBLEM AGGREGATED ON QME PROBLEMS PROBLEM FORM W E N :

1 . Street Along same s t ree t and between lengths same s t reets

2. In tersect ions A t in tersect ion o f same streets 3 . General Belong t o the same TSM element

An example o f a problem form, OF which Part 1 'Prob'3em Aggregation' could be completed a t t h i s stage, i s given i n Output C. This p r o b l m i s f o r the problem a t the in tersect ion o f the TT%M A r t e r i a l and F i r s t Street which we w i l l r e fe r t o as problem no. 1. For even a small urban community such as TSKr i t can be ant ic ipa ted tha t mare than a t h o v ~ c f 'problem and need' statements w i l l b i & n t i f ied. In these cl rcumstances the prrpbl and needs which are m l y report& ance or % w i m can be pigeon-holed unless circumstances a f a t a l accident warrants special i nvos t i Part 2 o f the problem form 'Problem DePi

o Determining the problem type i n accor w i th App~ndix D.

o Choosing the operating ensi romewt m d const ra in ts P r m the l i s t i n Appendix E and F respect ively.

o Using the T ra f f i c Depar'ment 'S accident s t a t i s t i c s t o obtain relevant ex t rac ts .

0 Checking whether deFic ienc~es were linked or had system implications. By marking problem locat ions on a map i t becme apparent t ha t th@ problsm a t tb in tersect ion o f 1 9 M A r t s r i e l ana F l r a t Street was linked t o chat o f t h e ~ n t s r - sect ion o f TSM Ar temal and M a ~ n Street .

A l l informat ion co l lsc tad and deduced was scheAul@d and re f l ec ted on the Problem forms ?o r s t u d y by the Profess r ona l Taan.


o a v e ? g e trsrrue& z 2 . w 4cu ca*a Qnca b u . 6 ~ be4wzer1 a&&ed p- on Lee S*ee;t cbnd 16re Cm d w m g bbeci: W pea&? b m ~ $04 U a d & AM peak p m d QC% b u w ;

Q &.~cjucuccy 04 4 u v - i c e on bucs #oU-LU 4w.u.i.n~ Lee s&%x-t c o w 4 clvA4ng At4 peQk pe&Wd;

Q lfAad&c WO- duun6. CtM W bw OPX a d e c - t e d U;

0 t.u.tm2 w e n g u - k c g o m Q ; t R u o n bucs mu-tes 4cucving LQCZ S-t-ea(2f C-S. ciuwn~ AM peak pawd..

The W p ~ p o s e d .inc&&d &he &-Q: o & ' 1 C i P ~ v e ixccl m b be op&.kbkt-ing cdu.&g lkLe p e a h

pe-+b&? and t o b e cxaaakd by aeat.ciping the . .

c*;ebb-tcn5/ -ipteo &we tma; o c2xp - .~&ICV.GI tO b e irx-t-mcducbzd on &W W ; o pa&z-aPbd-~-icPe &o be kn the

v-y sd W W e x p s - u .cw?u.

The TranspoPeatien Infrastructur~ - Oparsltiwral Strategy was identified to be applicable to problem no. 1.

By using t h schedule of strategies, tactics and actions in Appendix G the following three tactics were chosen:

o Reduce travel delays by adding capacity. o Reduce travel delays through more eQ$ec-

tive use of existing capacity. a Reduce travel delays by encouraging

travellers to use public transport.

The problem site at the intersection of the TSM Arterial and First Street was inspected.

the inspection the foll~wing three possible solutions, together with relevant Measures of EfYectiveness from Appendix H were identified:

3.3.4 o Provide new turn lanes. o Accidents

3.3.5 o Provide traffic lights. o Traffic volumes including turning move-

ment s 3.3.6 o Providebuslanes.

o Queue lengths.

3.3.7 As no further solutions were considered necessary Part 3 of the problem form (Output C) was now completed.

3.3.8 Xt was decided that a sketch design of the intersection layout including new turn lanes should be prepared.

W b n the problems had been scheduled together with their alternative solutions they were ready for study by the ProPessional Team.

Guidelines for the Transportation System Management Process Draft ClTG 9, Pretoria, South Africa 1991

It was

Use was made of the simple scale below to

Low High Low High

The costs were estimated by the transportation consultants for the study as follows:

Solution I : New turn lanes : 3 Solution 2 : Traffic lights : 2 Solution 3 : Bus lanes : I

At a meeting of a working group of the professional team the effectiveness with which problems would be relieved by each of their alternative solutions was discussed. As a result of these discussions a rating on a five- point scale called the "Effectiveness Rating" was dtermined by the group for each of the solutions. The estimate of delays and vol/cap ratios was included in the "Effectiveness Rating". For problem no. 1 these were:

Solution 1 : New turn lanes : 5 Solution2 : Traffic lights : 4 Solution 3 : Bus lanes : 2

Overall Rating for each alternative solution for each problem was calculated using the following formula:

OVERALL RATING = (Fatal AccidentsiO, 5)* ( A 1 1 Accidents/mnth+O,S)*(Effect~vensss rating)* (Times Hent i oned) / (Costcode)

(Note that the above formula is only one of a number of techniques that are available for the evaluation of TSM projects and was chossn because of its simplicity.) (References which give further information in this regard are provided. ) The Compatibility and Cmpliance checks shown in blocks 3 . 4 . 4 , 3 . 4 . 5 , 3.4.6 and 3.4.7 of the flow chart where undertaken. In order to achieve system compatibility it was decided that any improvements to the intersection of TSM Arterial and First Street would also require modifications to the intersection of TSM Arterial and Main Street. In addition it was ascertained that solution No. 3 , bus lanes, was in contradiction to the chosen objective of increasing the capacity of the road. Appendix I can be referred to for further examples of the application of Compatibility and Compliance checks. now possible to complete part 4 of the problem

form (see output C)

The hey p-wcedwLe U& t o anaRyae t h e p&oponed plrchage 04 TSM &zctic% waa ARC'a modal mod&,

This m o d e l i s o f t h e f o r n ( U t ( X t b ) ) B

p t ( X ) : ----------------- (Un ( X i b ) ) B + ( U t [ X i b f ) S

Pn ( X ) I 1 - P t i X j w h e r e : P t ( X ) p r o b a b ~ l i t y o f t a k ~ n g t r a n s i t f o r any

p a r t i c u l a r t r i p P A ( X ) r p r o b a b i l i t y o f t a k i n g a u t o f o r a n y p a r t i -

c u l a r t r i p U t ( X t b ) u t i l i t y f u n c t i o n i n c o r p o r a t i n g a p p r o -

p r i a t e c o s t s X i , o f u s l n g t r a n s i t and t h e coefficient, b i , o f t h e v a r i o u s c o s t s

u ~ ( X t b ) : a n a l o g o u s f u n c t i o n t o U t j X t b ) f o r a u t o B : c o n s t a n t t h a t i s o f t e n v a r i e d f o r

d i f f e r e n t t r i p p u r p o s e s , The. modee 4pCCt m c & d -& bi -modal ancb -Cd CCL-e-ib&&

B e w e 04 ~~y in a c c w a t . & y rrxr;tcking e&-wohed c o n d L t C o m wLth mod&, 2he pxoject team d d v e d o d y t h ~ ,mediated i n MOEa b o r n *e mod&. T h u e nume&& change.5 h HOE4 w e tken to 1977 data ;to d e v e b p pe-acemge c h a n g e . 5 . Pucentage changcx h NOEa w e not deuelaped uhing modet ou-tpu-t LU the b u s . becawe otj t h e Lwb-CeLty 04 t h e mode-& -to accwuztdy u t i m a t e bane yea^ vogum&/J and o- tha 404 a U ~ u b a n e a n .


3 N SELECT


It was necessary to submit a report on the selected solutions for approval by the Groups and the Council.

In order to substantiate this report the Professional Team elected to use the computer programme package PASSER 11. This programme was selected as it is particularly appropriate for an arterial corridor .

The following results were obtained from the PASSER I1 modelling of the three solutions,

ALTERNATIVE SOLUTION

1. New Turn Lanes

2. Synchro- n i sed Traffic Lights

3. Bus Lanes

EFFI- CIENCY

AV. DELAY (SECS/ VEH. )

VOL/ CAP

0,70

0,65 0,94

possible

It is important, as part of the TSM process, to follow up the resolution of problems which are the responsibility of Authorities other than the TSMTOWN Council. Unless this is done respondents will feel that they have wasted giving of their time and effort.

For the same reason it is important that solutions already programmed are pursued for expeditious completion.

Solution no. 2, the provision of traffic lights, was chosen as the alternative to be implemented for problem no. 1 as it was the highest rated solution meeting the compati bi 1 ity and com~liance checks.

Clearly in a full TSM study other identified problems and needs will require simi'lar attention to that given to the chosen example.

As data for one of the Measures of Effectiveness for problem no. 1 queue lengths, was not available arrange- ments were made for field measurements to be undertaken prior to implementation.

T h e No& Rand R& R- rutd Ratepay- be hv.L-ted t.u a mect t ; ing aA wkich &he N O W Gmup Technique 04 con&i.& ~cuo&-tion be uaed -in an endeavow~ to ackieve wmert.su o v w &eeway p w p o & ,

T h e eotabelshment 04 a 8 0 R 4 b u g MU.eL.j-D&ci@e T W and Than*po&ati.on G-mup.


. " ' " . . . " . ' " . . * . * * . ' , , . < * . , ~ ~ . . . , . . * . * . ' ' ~ ~ , , , . * . ' , , * ~ ~ . . , , . , ' , . , , ~ , . . . , ~ ~ * . . . . " . e , ~ * ' . . v * . * . . . . . . . , # # . . * S . . . . . . ' . . . .

. . * . # . . . . , , , . * , % , , ' * , s . , . . ' * . . ~ . . . , . . , b *

. . , . * , . , * . " . . . , . . . . . . . . . . ' . . . ' . . . ~ . . . . , ~ b , . , , , * , ' * . ~ , . ' . . * . . * ' . ' , ' ~ # . ' Z ~ . . , , . ~ ~ . ,


The funds required f o r the prov is ion o f a new t r a f f i c c o n t r o l l e r a t the TSM A r t e r i a l / F i r s t St reet i n te rsec t ion and synchronisation along the a r t e r i a l were approved by the TSMTOWN Counci 7 on 18 December 1989.

PERT and GANTT char ts f o r the implementation o f the p ro jec t were prepared t o enable both the delegat ion o f tasks t o d i f f e r e n t Departments and the management o f t ime and manpower resources. The PERT and GANTT charts can be found i n outputs D and E respect ive ly .

T r a f f i c law enforcement o f f i c e r s assisted w i th the con t ro l o f t r a f f i c during the changing o f roadmarkings and signs and the br ing ing i n t o operat ion o f the t r a f f i c l i g h t s i n off-peak periods t o ensure t h a t the implementation o f the p ro jec t d i d not have a detr imental e f f e c t on t r a f f i c .

It i s an essent ia l requirement o f the TSM process t h a t the e f f i c iency o f the implementation be examined. This i s ca r r ied out by s i t e inspect ions and monitoring.

Comhg a LGhiXe d o a w t o home the picime -impXmnltation phojecrt $ o m t h e S p h y a TSM vtuciy U -the comtwc-t-ion od a m o w &am&a ewe. Th& wa-j Eocated be-tween Sphinya .uL&ay &k&.Lon and t h e d i n w e d Town HaRe and L i b m y , the .&aAAa bu-ieding4 b a n g conve&+ed i&o a 6hopphy p4ecinc-t. By L(-ding the TSM paoce.5a M e coa-t 04 t h i a @ c U L t y wan seduced &torn an ant-icipa-ted R4 m i U o n -to R2,4 r n W o n .


3.7.1/ As par t o f the i n i t i a l stages o f the assessmenl 3.7.2/ of improvement needs and po ten t ia l Tor the TSI 3.7'3 process f o r the fo l lowing year the Measures 01

Effect iveness f o r the TSM A r t e r i a l / F i r s t Streel i n te rsec t ion were measured. It was found thal despite the increase i n t r a f f i c volumes thert had been a reduct ion i n both accidents an( queue lengths. These resu l t s were publ ished i t the TSMTOWN Newsletter together w i t h at i n v i t a t i o n t o the pub l i c t o once again reporl t he i r t ranspor ta t ion problems.

3 . 7 . 4 I f f o r any reason the implementation had prove( t o be inadequate i t would o f course have beer necessary, as p a r t of the TSM process, t o re- invest igate and put r i g h t any problems i n ordet f o r the p u b l i c ' s sa t i s fac t ion t o be obtained.


The a u W a o$ 2Ae appeicwXom o$ t k e TSM pmc-a ;to .the Loa A n g d c u G c a m u m e apeotacLceLu. HappCey # % e Gum- phowed popi&x, e$&cien;t and m art a w&t. The w e od T m p o W o n Sya-tem M a n a g U wa4 v d u i i - &ed .

Aa a ~undamentae b U a pane&, c b a e n h accowfunce wi;th t h e 1985 Cennw aea& boa e e E a t Rand mea dth aegmd -to aye/aex/edu&on/income W d a e c t e d .

Faom thane xesuX.tj -Ct can be deducted &a2 wilth peope4 colzrt.rot and U o&gan-i.Jed pubfic invo&vmen;t, c0-m inpLut pgannirty oh mod& &tanq+z &cLeCtiea can

OUTPUT A : TSMTOWN O p e r a t i n g Env i ronments .

OUTPUT B : TSMTOWN Aggregated and P r i o r t i s e d TSM Element Impor tance R a t i n g s .

OUTPUT C : TSMTOWN Problem Form f o r Problem No. 1 .

OUTPUT D : TSMTOWN P r o j e c t No. 1 PERT C h a r t . OUTPUT E : TSMTOWN P r o j e c t No. 1 GANTT Char t .

Guidelines for the Transportation System Management Process Draft UTG 9, Pretoria, South Afrrca 1991

o=

OUTPUT B

Page

Operationa7 - T r a f f i c Control Operational - C o n g s s t i ~ n

pera t iona l - Sa fe ty Car/Truck Human Factor - Educat ion Human Factor - L w Enforcement Starage - park in and load ing

p ? aces Land use Storage - Transfer Terminus Psdestr i an

TOTAL

Element R a t i n Total

P e r c e n t a g e o f T o t a l

18 15 l l 16 8 7 6

5 4 9 5 4 3 9 5 3,4 2 7 6 2

Guidelines for the Transportation System Management Process Draf? UTG 9, Pretoria, South Africa 1991

ER : F i r s t S t r e e t

i n t e r s e c t i o n e % r i g h t t u r n s

D a n g e r o u s i n t e r s e c t i o n Congestion

DATE REPORTED -1

manpower short .age/Financial AG IES P.A. : 1 ALL INJURIES SY

AUTHORITY TSMT OWN

D A T E 2EPORTED 1/11/89 1/11/89 1/11/89

Add Capacity More e f f e c t i v e Encourage pub- use 9 i c t r a n s p o r t

- Queue lengths

Guidelines for the Transportation System Management Process Draft UTG 9, Pretor~a, South Afrrca 1991

I L l 0 1 1 0 , 5 1 1.c l l 1 0 0 1 I & N I I c a I l 0 0 0 l I - r a m i t c , t I I ( L l f l ) W l I L - 0 I

O a J m J t I - a r o I O O W N l + - - - - - - +

I L 1 1 I @ @ W l I U - - l ( V c m i I 0 Q C O I l O b - W - l

OUTPUT D


OUTPUT E

l 0 1 I c r , I . X . . . . . B . . I ( D 1 ' X . . . . . . . . I m " l . X . S . . . . . . 1 . x . . . . . . S . I L L 1 . X . . . . . . . . I

0 I 0 I ' X . . . . . . . . " 1 . X . . . . S . . .

Z N 1 . X s . . . . . . . .

LIST OF APPENDICES

APPENDIX A : Composi t ion o f t h e Professional Team and Three Groups.

APPENDIX B : TSM Questionnaire.

APPENDIX C : Directory o f Problems, Goals and Objectives Appropri ate to Recommended Quest i onnai re.

APPENDIX D : Determination of Problem Type.

APPENDIX E : Operating Environments Checklist.

APPENDIX F : Check] ist o f Potential TSM Constraint Areas.

APPENDIX G : Schedule o f Strategies, Tactics and Actions.

APPENDIX H : Checklist o f Measures of Effectiveness.

APPENDIX I : Compatibility and Compliance checks.

Guidelines for the Transportation System Management Process Draft UTG 9, Pretoria, South Africa l991

A=

PEWD A

APPENDIX A : COMPOSITION OF THE PROFESSIONAL TEAM AND THREE GROUPS

THE PROFESSIONAL TEAM

As t h e f o u r elements o f t h e T r a n s p o r t a t i o n System a re Land Use, T r a n s p o r t a t i o n I n f r a s t r u c t u r e , T r a n s p o r t a t i o n Modes and Human Fac to r , i t i s d e s i r a b l e t h a t , t h e team shou ld have members who represen t these elements.

Thus t h e team should have w i t h i n t h e i r membership a Town P lanner , a T r a n s p o r t a t i o n P lanner , a P u b l i c T ranspo r t Ope ra to r , a Psycho log i s t and Engineers.

Fu r the r i t c o u l d be cons idered d e s i r a b l e t h a t r e p r e s e n t a t i o n w i t h i n t h e P ro fess iona l Team s h o u l d cover a l l aspec ts enunc ia ted i n t h e TSM d e f i n i t i o n , v i z . I nves tmen t , Regu la to r y , M o n i t o r i n g , P r i c i n g , Opera t ing and S e r v i c i n g .

Th i s i m p l i e s t h e a d d i t i o n o f a man o r men w i t h e x p e r t i s e i n management, f i n a n c i a l and, p o s s i b l y , l e g a l m a t t e r s , p r e f e r a b l y conversant i n t h e problems o f t r a n s p o r t a t i o n . Such m l d t h e Town C l e r k o r Town Sec re ta r y , o r members o f h i s depar tment .

For t h e e f f i c i e n t o p e r a t i o n o f t h e TSM process a marke t i ng man w i t h s p e c i a l e x p e r t i s e m i g h t become i n v a l u a b l e and shou ld be appointed r i g h t f rom the s t a r t o f t h e process.

I t i s g e n e r a l l y cons idered t h a t f o r t h e b e s t performance o f t h e P ro fess iona l Team t h e Chairman s h o u l d p r e f e r a b l y be a Ci ty /Town Engineer, Ch ie f T r a f f i c O f f i c e r o r T r a n s p o r t a t i o n P lanner w i t h t h e f o l l o w ~ n g q u a l i t i e s :

o a b i l i t y t o lead peop le ;

o i m p a r t i a l i t y and openness t o new i deas ;

o be1 i e f i n t h e b e n e f i t s t o be achieved f r om t h e TSM process;

o good understanding o f group behav iour , i n d u c t i v e and deduc t i ve l o g i c p rocesses , a l l l e a d i n g t o t h e a b i l i t y t o handle peop le ; and

o pa t i ence .

Guidelines for the Transportation System Management process Draft UTG 9, Pretoria, South Africa 1991

o Group I : Decision-makers

T h i s g roup s h o u l d L,ornprise r e p r e s e n t a t i v e s f r o m communi t ies and a17 t h r e e l e v e l s o f government :

Commun i t i es - Community Leaders Local author it,^ - The Town/ C i t y C o u n c i l , and con t iguous Town

and Community C o u n c i l s

P rov i n c i a1

Cent ra l

The Management Committee

Heads o f Departments

Regional S e r v i c e s Counc i l

- Members o f t h e E x e c u t i v e Counc i l

Roads Branch

Community Development Branch

- Members of P a r l i a m e n t

Department o f T r a n s p o r t

Department o f P l a n n i n g and P r o v i

Department o f N a t i o n a l Educa t ion

Department o f Loca l Government a A f f a i r s

o Group I1 : I n v o l v e d i n T r a n s p o r t a t i o n

r c i a l A f f a i r s

~d Human

Th i s group c o n s i s t s o f members who a r e a s s o c i a t e d w i t h o r i n v o l v e d i n t he o p e r a t i o n o f a t r a n s p o r t a t i o n mode. Once aga in t h e r e w i l l be rep resen ta t i on f rom m u n i c i p a l depar tments i n v o l v e d i n t r a n s p o r t a t i o n i n a d d i t i o n t o r e p r e s e n t a t i v e s f r om t h e v a r i o u s ope ra to r s i n t h e area.

Mun ic ipa l - Land use

Operators

- Urban development

- Road development

- T r a f f i c Department

- T ranspo r t Department

- T r a f f i c Eng inee r i ng Department

- Spoornet

- P r i v a t e Bus Ope ra to r s

- South A f r i c a n B lack Tax i A s s o c i a t i o n

- P u b l i c C a r r i e r A s s o c i a t i o n

- Local Road T r a n s p o r t a t i o n Board

- P r i v a t e Heavy Haul i e r s Guldellnes for the Transportatron System Management Process Draft UTG 9, Pretoria, South Africa 1991

A-

Group I11 : A f fec ted b y Transpor ta t i on

The t h i r d group c o n s i s t s o f i n s t i t u t i o n s o r i n d i v i d u a l s which are a f f e c t e d by t r a n s p o r t a t i o n e i t h e r by v i r t u e o f l o c a t i o n , use o r a c t i v i t y .

Munic ipal - Town C le rk / Secre tary o f Department and Management Serv ices

- Town T reasu re r ' s Department

- Department o f Community Serv ices : Parks F i r e Br igade L i b r a r y Heal t h

I n s t i t u t i o n s and I n d i v i d u a l s - Black Township Representat ives

- Residents l /Ratepayers ' Assoc ia t ions

- Automobile Assoc ia t i on (Loca l & Reg iona l ) - Commerce/Industry Representat ives

- South A f r i c a n P o l i c e

- I n d i v i d u a l Businesses

- Local A u t h o r i t y I n h a b i t a n t s

- Community o r g a n i s a t i o n s such as: Rotary , Round Table, L ions , Woman's Organ isa t i ons , Church and School 0,rgan i s a t i ons

However, i n o rder t o deal w i t h areas o f spec ia l i n t e r e s t , i t may become necessary t o e s t a b l i s h groups w i t h t h e f u n c t i o n t o exp lore the needs and problems i n such areas such as:

o the Centra l Business D i s t r i c t ;

o i n d i v i d u a l schools o r 'Educat ion ' as a s u b j e c t ; o environmental p r o t e c t i o n ;

o noise l i m i t a t i o n i n s e n s i t i v e areas;

o harbour developments, e t c .

I n a d d i t i o n , i t i s necessary t o canvass l o c a l o p i n i o n by way o f sample i n d i v i d u a l i n t e r v i e w s .


APPENDIX B : TSM QUESTIONNAIRE

Laca l Authority D/IIAjP Nusber 1 I I I I

-.,-------

D a t e : ---

Y e a r ; H o n t h ; D a y . I I I t f I ( (

TRANSPORTATION SYSTEM MANAGEMENT - QUESTIONNAIRE

I D E N T I F I C A T I O N OF I M P R O Y E H E H T N E E D S AND P O T E N T I A L

P L E A S E ANSVER THE Q U E S T I O t i S WHICH ARE A F P L I C A B L E TO THE T R A N S P O R T F A C I L I T I E S A I D HODES U S E , YOU ARE

R E Q U E S T E D TO G I Y E Y I E t ON HOW YOU E X P E R I E N C E THE T R k N S P G R T A T I O N SYSTEM.

C o m m e n t s u p o n t r a n s p o r t f a c i l i t i ~ s a n d m o d e s w h i c h you d o n o t u s e r e g u l a r l y a r e w e l c o m e b u t s h o u l d b e i d e n t i f i e d ,


TABLE OF CONTENTS

1 . TRANSPORT INFRASTRUCTURE

1 . 1 OPERATIONAL

1 . 1 . 1 C o n g e s t i o n 1 . 1 . 2 S a f e t y 1 . 1 . 3 T r a f f i c C o n t r o l

1 . 2 STORAGE

1 . 2 . 1 T r a n s f e r T e r m i n u s 1 . 2 . 2 P a r k i n g and L o a d i n g P laces

2 . TRANSPORT MODES

2 . 2 BUS

2 . 3 T R A I N

2 . 4 T A X I

2 . 5 B I C Y C L E

2 . 6 PEDESTRIAN

3 . LAND USE

4 . THE HUMAN FACTOR

4 . 1 EDUCATION

4 . 2 LAW ENFORCEMENT

5 . PERSONAL INFORMATION

Gu~deirnes for the Transportat~on System Management Process Draft UTG 9, Pretoria, South Africa 1991

Your t i t l e p l ease (De le t e which a r e inapp l i cab le ) : Prof /Dr/Hr/l(rs/Hiss

9

2 , I n i t i a l s and surnane

Home address

Home telephone number

York address

- - - - -

York te lephone nuaber -

Tick the a p p l i c a b l e age block

Under 15 15 -24 2 5 - 3 4 3 5 - 4 4 4 5 - 5 4 5 5 - 6 4 6 5 - 7 4 1st

Tick h ighes t educat ion l eve l

In which incone group do you f a l l ?

Yhat i s your occupat ion and i n which s e c t o r d o you work?

Vhich mode o f t r a n s p o r t d o you use the a o s t ?


m-

APPENDIX C: DIRECTORY OF PROBLEMS, GOALS AND OBJECTIVES APPROPRIATE TO

G O A L O B J E C T I V E

1. T r a f f i c c o n g e s t i o n

V e h i c l e s o r pedestrian

1. To e l i m i n a t e c r a f f i c c o n g e s t i o n

1.

la.

2 .

I n c r e a s e ehe c a p a c i t y o f t h e r o a d .

I d e n t i f y a n d u s e s p a r e c a p a c i ~ y .

Improve t h e f u n c c i o n o f i n t e r s e c t i o n s a n d i n t e r - c h a n g e s .

( l . f . 1 Congestion)

Reduce t h e amount o f t h r o u g h t r a f f i c .

Reduce p e r i o d o f c o n g e s t i o n .

I n c r e a s e v e h i c l e o c c u p a n c y .

S u p e r v i s e conveyance o f h a z a r d o u s m a t e r i a l s .

D i s t r i b u t e peak p e r i o d t r a f f i c volumes more e v e n l y .

P r o v i d e a d e q u a c e s i d e w a l k c a p a c i t y .

Improve t r a n s i t c r i i v e l t ln;es.

Improve c a r t r a v e l c i n e s

U t i l i s e one -vay r o u t i n g s y s t e m .

I n c r e a s e v e h i c l e s p e e d s .

D e c r e a s e number o f i n c e r - m e d i a t e s c o p s .

D e c r e a s e e x c e s s d i s t a n c e .

I n c r e a s e t h e f r e q u e n c y o f s e r v i c e .

D e c r e a s e s t o p p i n g t i m e .

Reduce p u b l i c t r a n s p o r i f a r e s .

I n c r e a s e u s e r c o n v e n i e n c e and c o m f o r t .

P r o v i d e c o n s t r u c t i o n o f By-Pass R o u t e s .


G O A L

2 . S a f e t y ( 1 . 1 . 2 S a f e t y )

1. To a c h i e v e t h e f u l l s a f e t y o f t h e c r a n s p o r t a c i o n s y s t e m u s e r s .

3 . Law E n f o r c e - 1. To a c h i e v e t h e menc. f u l l l e v e l o f

( 1 . 1 . 3 T r a f f i c Control ) l a w e n f o r c e m e n t ,


O B J E C T I V E

A c q u a i n t u s e r s v i t h t h e r o u t e s and s a r v i c e s n v a i l - a b l e .

Improve s c h e d u l e s t o s c h i e v e b e t t e r c o n n e c t i o n s .

Improve t h e reliability o f t h e s e r v i c e .

P r o v i d e b e t t e r c o l l e c ~ i o n / - d i s t r i b u t i o n a n d i n t e r n a l c i r c u l a t i o n s e r v i c e i n l o w - d e n s i t y a r e a s - i d e n r i f y s l d w - a n d f a s L-moving v e h i c l e s .

Improve u n s a f e g e o m e t r i c l a y o u t s .

Reduce t h e o c c u r r e n c e o f t r a f f i c a c c i d e n t s .

H i n i m i s e i n t e r n a l c o n f l i c t .

Improve t h e p h y s i c a l c o n d i - t i o n s o f t h e r o a d s and pavenentrs .

P r o v i d e a d e q u a c e lighting.

Improve t h e s t r e e r f u r n i t u r e i n g e n e r a l .

I ~ p r o v e a c c e s s b e c v e e n l a n d u s e a n d t r a n s 2 o r c a ~ i o n s y s cem.

Improve t h e p e r s o n a l secu- r i t y o f a l l Urban t r a v e l - l e r s .

I n c r e a s e l e v e l o f r o a d s a f e t y k n o v l e d g e b y Educa- ' c i o n .

I q r o v e s k i d r e s i s t a n c e o f s l i p p e r y r o a d s .

To min imise t h e . n u m b e r o f d r i v e r s u n d e r t h e i n f l u e n c e o f a l c o h o l a n d o t h e r d r u g s .

To r e d u c e t h e number o f d r i v e r s n o t b i d i n g by c r a f f i c r e g u l a t i o n s .

Improve t h e education o f a l l p e o p l e w i t h r e g a r d t o t h e u s e o f t r a n s p o r i a t i o n f a c i l i t i e s .

GOAL

L . Poor q u a l i t y 1. Top q u a l i t y o f t r a c s f e r t r a n s f e r f a c i l i t i e s . f a c i l i t i e s .

( 1 . 2 . 1 T r a n s f e r T e r m i n u s )

5 a . I n a d e q * ~ z t e 1. F u l l p r o v i s i o n znd pocr o f p a r k i n g p r o v i s i o n o f facilities. ~ z r k i n g f a c i l i t i e s .

( 1 . 2 . 2 P a r k i n g a n d L o a d i n g )

O B J E C T I V E

To improve t h e q u c l i c y o f s e r v i c e on m a i n t r c n s p o r t s - t i o n L i n k s .

To e n s u r e v a l i d i t y o f a l l d r i v e r s ' l i c e n c e s .

T o e n s u r e r o a d u o r t h i n s s s o f a 1 1 v e h i c l e s .

T o e n s u r e t h a t t h e lay is v a l i d a n d q p r o p r i a c e .

P r o v i d e o f f i c e r s on p o i n c - d u t y a n d t r a f f i c s i g n a l s a s a p p r o p r i a i e .

P r o v i d e s e c u r i r y m e a s u r e s a t a l l f a c i l i t i e s .

Improve t h e l o c a t i o n s o f t h e f a c i l i c i e s .

Improve t h e q u a l i c y o f a m e n i z i e s o f t r a n s f e r f a c i l i c l e s .

Improve t h e managenen t o f t r a n s f e r f s c i l i t i e s .

E n c o u r a ~ e c o r r e c t u s s g e o f a p 7 r o p r l a t e c r z n s p o t c Heavy R a l l / L F ~ h t R a i l / S u s / - Combi -Tax i /Tax i /P r ivz :e c a r .

P r o v i s i o n o f enough p a r k i n g t o s a t i s f y t h e demand : o n - s t r e e t and o f f - s t r e e t .


P z o v i d e p a r k i n g a t more c o n v e n i e n t l o c a t i o n s .

Improve t k e a c c e s s i b i l i t y o f p a r k i n g l o t s a n d g a r t g e s . P r o v i d e a d e q u a t e p a r k i n g

P r o v i d e p a r k i n t e r m u s e r s .

P r o v i d e a d e q u a t e s i z e , a n g l e d and e f f i c i e n t l y l a i d - o u t p a r k i n g b a y s .

P a r k i n g c h a r g e s C O b e c o r r e c t l y p r i c e d relatively. Res t r i c c p a r k i n g -w-hen n e c e s s a r y .

PR0BLEf.I - GOAL

5b . I n a d e q u a t e l . Proper p r o - and poor v i s i o n o f p r o v i s i o n o f l o a d i n g l o a d i n g f a c i l i t i e s . f a c i l i s i e s .

( 1 . 2 . 2 P a r k i n g and Loading)

OBJECTIVE

1. E f f i c i e n t u s e o f s t r e e t v i d t h s f o r p a r k i n g and l o a d i n g .

2 . Kaximirm u s e o f o f f - s c r e e c l o a d i n g r e l a t i v e t o o n - s t r e e c L o a d i n g .


D

APPENDIX D: DETERMINATION OF PROBLEM TYPE

VERIFIED

I V

VITHIN LA'S RES?OFSIBILITY ES PONS I BILITY

I

I CORREL~TION OF ALTi i tVATIVE SOLUTIONS /


ND

D I X E: OPERATING ENVIRONMENTS CHECKLIST

G COKHERCIAL CENTRES Cormerc ia l e s t z b l i s h n e n t p l a n n e d , d e v e l o p e d , o m e d and managed as a n o p e r a t i n g u n i t , e . g . Menlyn ( ~ r e t o r i a ) , S a n d t o n C i t y .

lit4308 EMPLOYHENT CENTRES I n d u s t r i a l , r e s e a r c h o r o f f i c e f a c i l i t i e s , grouped i n t o a s i n g l e g e o g r a p h i c l o c a t i o n ; a i ip le

p a r k i n g , homogeneous l a n d u s e , a c c e s s t o f r e e w a y .

iK4JOR INSTITUTIONAL CENTRES Institutional l a n d u s e s s u c h a s u n i v e r s i t i e s , h o s p i t a l s , s p o r t s t a d i a ; s i n g l e a d m i n i s t r a t i o n .

MODAL TRJWSFEX CENTRES F a c i l i t i e s p r o v i d i n g t h e means o f t r a n s f e r r i n g from one node of t r a v e l t o a n o t h e r , o r o f c h a s i n g r o u t e s v i t h i n t h e sane. mode.

NZIG22OLri;?&OOD i i iZ3.S I d e n - i f i a b i e a r e a s o f r e s i d e n t i a l d e v e l o p n e n t ~ i t h v h i c h r e s i d e a t s h a v e a f e e l i n g cf i d e n t i t y .

CENT3.I BCSISZSS DISTRICTS Tze focal y o i n t o f a c t i v i t y i n a n u r b a n a r e a ; suburban c e n t r e s a r e a l s o i n c l u d e d .

U T E 3 I I j L CD?~IlZXlij;S I n c l u d e w a t e r s h e d o f t r i p s on t h e a r ~ e r i a l and t h e c o l l e c t o r and l o c a l s t r e e t s v i t h i n i t .

i3ETGA.Y COR2IDORS I n c l u d e f reeway znG p a r a l l e l and t r a n s v e r s e a r t e r i a l s ; p u b l i c t r a n s p o r t o p e r a t i n g on them.

P u b l i c t r a n s p o r t ( r a i l , b u s , cornbi t a x i ) s e r v i n g d e f i n e d c o m u t e r r o u t e , i n c l u d i n g t e m i n a l and z long t h e r o u t e f a c i l i t i e s .

E G I O X A L '4R.E.G t a p h i c a r e a t h a t h a s been Q e s i

m r p o s e o f d e v e l o i c g c o - o r d i n a t e d l o n g r a n g e p l a n s ; u n d e r t h e j u r i s d i c t i o n o f o n e a u t h o r i t y .

NOTE: O p e r a t i n g Envi ronments a r e g e n e r a l l y i d e n t i f i e d by t h e i r f u n c t i o n a l b o u n d a r i e s , e i t h e r g e o g r a p h i c o r t o p o g r a p h i c . However, i t c o u l d be d e s i r a b l e t a s u b d i v i d e i n r o s m a l l e r a r e a s on e n v i r o n - menta l o r o t h e r c o n s i d e r a t i o n s and t h i s i s p e r f e c t l y a c c e p t a b l e . The Q p e r a t i n g Environinent boundary e x t e n t u i l l g e n e r a l l y o f n e c e s - s i t y v a r y w i t h t h e s i z e and magni tude o f t h e s t u d y a r e a .


APPENDIX F: CHECKLIST OF POTENTIAL T S M CONSTRAINT A R E A S

1 9 . CC5ST?,l.iYiS UNIQUE IN THE TSH STUDY F-P.EA


PPENDIX G : SCBPDW OF STRATEGIES, TACTICS AWD ACTIONS

CONGESTION

ACTIONS APPLIED IN ACTIONS APPLIED ALONG ACTIONS APPLIED THROUGH- TACTIC OR NEAR CENTER OUT URBAN AREA

Traffrc Con~estion on Freeways or other Yalor Fac~lrties (such as Bridges and Tunnels) A. Reduce travel delays -

by adding capacity to facility

B. Reduce travel delays - through more effec- - tive use of existing capacity

New lanes reserved for buses and carpoals Differential Tolls Few reversible lanes Extended ramps and merge zones R G V Lanes Van Pools

Ramp Metering Ccntra-flow or I evers lble Lanes ~reierentral/~xclusive Entrance Ramps Ramp closures Travel in breakdown lane during peak

TACTIC ACTIONS APPLIED ALONG ACTIONS APPLIED IN SUBAREAS IN OR NEAR ACTIONS APPLIED THROUGH- CORRIDOR CORRIDORS OUT URBAN AREA

Traffic Congestion on Arterial Streets and Highways A. Reduce travel delays -

by adding capacity in corridor

D . R~ilucptrav~ldela~s - t~rough more effect~ve use of exrstlng capacity Many of the - actrons i~sted nay he - applled on cross streets to allow more green on tne Corridor Artpry (whlle - rnalnt ar-,lrig level of - servxce on the cross - streets)

C. Reduce travel delays - by eviourag~ng travellers to use puh;rc transport and ~arpools

D. Reduce travel delays by encouragrng trips to t c made at less congested times

New lanes New segments paralleling or bypassrng congested segments ~nderlover-passes

Peak perlad on-street parking and loading bans Prefrrentral/~xcluslve S~gnal tlning and phases S lgnal CO-ora1r:atlon Modifled rntersection geometry Reversrble laws 2-'way rxght-tnrn lanes Medrans, islands Turn proh~brtrons or rerau: lng Access control Gne-kay parrs B~cyc Le Zanes

Bus ard carpool lanes or bypasses SLgnnl pre-emption Limited-stop or express b u i r s Expandea bus routes Ircreased bus frequency Park/rzde lots

Modified public trans- - Public transport tickets port routes - Bus and carpool infor- Employer pooling pro- mation and marketing gramme Employer subsldy of public transport tickets

- Flexlble working hours - Reduced off-peak or Increased peak parking rate.;;

E. Reduce travel delays - Actions listed under - Geometric and signali- by encouragrng trips Strategies A and B: zation improvements on to use parallel free- Reduce travel delays by access roads ways or Truck Routes adding capacity to free-

ways or through making more effectrve use of their existing capacity

Guidel~nes for the Transportat~on System Management Process Draft UTG 9, Pretoria, South Africa 1991

1.1 TRANSPORTATION IEIPRASTRUC'llJRE - OPERATIOW SrxATEGY (Continued)

--

TACTIC ACTIONS APPLIED IN ACTIONS APPLIED IN OR ACTIONS APPLIED THROUGH- OR NEAR TOWN CENTRE OUT lRBW AiiEA

High Acc:de-it or Insurance Rates A Reduce accident rates - Intersection and - Intersection and segment - Rotary, grade crossing

by improving roadway segment design design and guardrail replacement deslgn and operations - Signals and phases - S~gnals and phases programmes

- Traffic flow management - Revised design signing, - Pedestrian and bicycle striping and signal circuLation improvements standards

B. Reduce accident rates by improving driver behaviour

- Traffic law enforcement - Driver training - Signal co-ordination - Revised signing, striping - Improved warning and and signal standards informational signs - Revised fine structure for

traffic violations

C. Reduce accident rates - Spot inspections - Vehicle inspection pro- by improving vehicle - Increased enforcement cedures safety of vehicle standards - Reduced excise and sales

taxes on new cars - Bus maintenance programme - Increased fines for vehicle violations

ACTIONS APPLIED IN ACTTOEjS APPLIED IN OR ACTIONS APPLIED T TACTIC OR N U R TOWN CENTRE OUT URBAPj AREA

Unsafe or Inadequate Routes for Pedestrians and Cyclists Improve safety of - New sidewalks ana cross- - New sidewalks and cross- - Aid to motorists exlsting routes walks walks

- New srgns and slgnals - New signs and signals - Signal pnase changes - Signal phase changes - Wider sldewalks - Curb parklng restrictions

Inadeq~ate sxght or stopplng distance 1r:crense time avail- - New signals or stop signs - Speed restricEions able for driver - On-street parking res- renctlon trrnl:ig cnanges trlcErons or removal

- Warning devrces - Warning dex~lces


1.1 TRANSPORTATTOW INPRASTRUCTUTiP. - OP T I O W STRATEGY (Continued)

TACTIC ACTIONS APPLIED IN ACTIONS APPLIED ALONG ACTIO

OR N U R CENTER

Traffic Zon~est:on in or near Town Center Reduce travel delays by addlng capacity

Reduce travel delays through more effective use of existing capacity

Reduce traffic delays by reducrng internal circulation trips by auto (including search for parking)

Reduce travel delays through more effective use of exlsting capacity

Increase utilisation of existing spaces

Increase parking capacity

Improve service quality on other modes to encourage their use

- New lanes - New segments - Intersections - Geometry - Install computerised Signal Control System

- Signal Co-ordination - On-street parklng and loading restrictions

- Expanded off-street and on-street parklng and loaarng areas

- Cne-way street systems - Relocated bus stops - Street and intersection geometry

- Turn lanes, signal phases or controls

- Side street and curb cut clos~re

- Parkrng enforcement

- Time limits and increased rates for convenient spaces

- Reduced rates for remote spaces

- New parking lots or garages

- Shuttle publlc transport - Covered walkways - Parcel check and pick-up poxnts

- Street acd intersection geometry

- Signals and phases - Traffic flow management - Access control - Reduced on-street parking - Pbrking enforcement

- Tine limits and lncreased rates for co?venlent spaces

- Trdfflc flob controls to encourage use of remote lots

- Neb or expanded off-street l o t 5 or gsrages

- Slde-street conversion to parkrile

- Eliminate sharp corners - Improve Sight Distance - Improve road surface condition

- Provide adequate street lighting

- Widen narrow roads

- Monitoring and surveillance - Left turn on Red - Reversible streets

- Improve non-auto service - Improve non-auto service - Improve non-auto service quality fram neighbour- quality from neighbour- quality from neighbour- hoods to town cen~er hoods to town center hoods to town center

Guidelines for the Transportat~on System Management Process Draft UTG 9, Pretoria, South Africa 1991

1.1 TRANSPORTATION INFRASTRUCTURE - OPERATIONAL S W = (Continued)

W P I C CONTROL

TACTIC ACTIONS APPLIED AT ACTIONS APPLIED BEWEEN

INTERSECTIONS INTERSECTIONS

Traffic Engineering - New sr - Signals phasrng and trrn~ng changes

- Turn lanes- - Str~ping - Traffic police - Islands painted - Right turn prohibitions - Jug-handles - On-street parking res- trictrons near intersections

- 2-way right-turn lanes - Expanded off-street parking or loading areas

- On-street parking restrictions or removal

- Side street curb cut cLosures

- On-streec parking restrictions or removal

- Expanded off-street parking or loading areas

TACTIC ACTIONS APPLIED IN ACTIONS APPLIED ALONG ACTIONS APPLIED TUROUGH- OR N " M CENTER APPROACH CORRIDORS OUT URBAN AREA

Reduce travel delays - Signal CO-ordination - Improve the level of through more effective - Reversible lanes enforcement use of existing - On-street parking and capacity loading bans

- Turn restrictions - One-way street system

Reduce travel delays - New lanes and segments - Relocating bus stops by adding capacity

Reduce travel delays - Bus/carpool priority by encouraging corn- measures muters to use puolic - Parklng fees and space transnort ana car- ass~gnment pools - Bus pass subsrdy

- Enployer pooling program - Modxf~ed public transport drstrrbutlon routes

Fcducc. travel delays - Staggered or flexible ~y ewouraglng corn- workl~g hours nbters to travel at less congestpc tmes

Reduce ttavel delays - Reversrble lanes by encouraging - One-way street systems through tr:ps to - Signal and tlnlng use utner routes - Street and intersection

geometry

Divert tlrr ougti traffic - Neu segrnencs arld lanes to r e w or rrnproved - Slgnal co-ordination alternatrve routes - Speed control devices

- Street closures - Traf f ic flow management

- Expanded bus service - Public transport tickets - Express bus - Bus/carpool marketing - Bus schedule CO-ordination

- Park/ride lots - Park/pool lots - Bus/carpool priority measures

Guidel~nes for the Transportation System Management Process Draft UTG 9, Pretoria, South Africa 1991

TACTIC ACTIONS APPLIED ALONG IN SUB- ACTIONS APPLIED THROUGH-

CORRIDORS AREAS IN OR NEAR CORRIDORS OUT URBAN AREA

kcllqine, Sales in Town Centres A. Red~ce car travel

time from nerghbour- hoods to center

parking

B. Impro-~e service - Merchant delivery or - Modified bus routes - Reduced public transport

quality of non-car shopper vans - Community public trans- fares for short off-peak access from neighbour- - Merchant public transport port trips hoods to center rebates - Shared-ride taxi - Bus specifications that

- ~ic~cle/moped storage - New walkways and - Waiting shelters crossings

- Bikevays 2 . 1

TACTIC ACTIONS APPLIED ALONG ACTIONS APPLIED IN ACTIONS APPLIED THROUGH- CORRIDORS CORRIDORS OR SUBAREAS OUT URBAN AREA

High Energy Consumption A. Reduce fuel consump-

tion rate (per vehicle kilometre) by improving vehicle efficiency

- Vehicle inspection procedures

- Reduce excise and sales taxes on new cars

- Bus maintenance programme

B. RedLrce fuel consump- - Street geometry - Signal co-ordination - Revised signal location tron rdtc (per vehicle - Revised signal operation - Flow management and operation standards k:!ametre) 5y reducing - Street geometry - Right-turn-on-red traffrc delays - Parking controls standards

- Enforcement

Reduce f u e l constmp- tion rate (pe r passen- ger kz lone r re ) throegh incent~ves to use p u b l r c rranaport and carpools

D. Eeduce fuel cons'iinp- t ~ o r l rate ( r ~ r p;.?sen- # e r krlometre) throngh d-srncentrves to or:vlng alone

Pricing A. Area ltcertsing

B. Vehicle ownership taxac ion

C. Car restricted zones

D. Changeable route maps

- Employer pooling pro- - Carpool matching

- Rus/pool priority fares measures on roadways - Public transport passes

- Carpool toll and parking - Public transport pass

UTG-9 (1991) Guidelines for the Transportation System Management Process

Documents

Transcript of UTG-9 (1991) Guidelines for the Transportation System Management Process