B
Projects to primarily address 'moving issues'
road space creation
b1
Harbour, Cross City & Lane Cove Tunnels, Sydney
b2
A86 Tunnels, Paris
b3
Clem Jones & M7 Motorway, Brisbane
b4
Fraser River Toll Crossings, Vancouver
b5
Costanera Norte, Santiago
b6
Urban Highways, Mexico City
b7
The Big Dig, Boston
b8
LBJ/I-0365, Dallas
b9
Gota Tunnel, Gothenburg
b10 Hovenring, Eindhoven
road space re-allocation
b11
b12
b13
b14
b15
b16
b17
b18
Cycle Superhighway, Copenhagen
Carrera 7, Bogota
LRT & Pedestrianisation, Strasbourg
Cycling Network & Hire, Strasbourg
Mobilien Bus Network, Paris
Ciclovia & Ciclorutas, Bogota
The Spui, The Hague
Multi-Use Lanes, Barcelona
road space demand management
b19 N-VI HOV Lane, Madrid
b20 Spitscoren, Rotterdam
b21 Pico y Placa, Bogota
b22 INSTANT, Bangalore
b23 Go520, Seattle
Chapter B19 | N-VI HOV/BUS lane, Madrid, Spain
Project: N-VI HOV/BUS lane
Location: Madrid, Spain
Year: Opened in March 1995*
Cost: For the bus/HOV lane alone, €56.6m,
approximately €3.3m per km
Reasons for the project
Short project description
The N-VI HOV/BUS lane aimed to:
The HOV/bus system within the
N-VI highway stretches for just
over 15km between Laz Rozas, a
suburban village, and a multimodal
interchange at Moncloa, a central
urban district of Madrid. For most of
its length the system provides two
concrete-separated high occupancy
vehicle lanes, which are accessible
to both buses and high-occupancy
cars, and switch direction between
the morning and afternoon peaks.
»» Reduce travel times by
reducing congestion, increasing
car occupancy rates and
encourage mode shift to bus.
»» Reduce the environmental
impact of transport into Madrid.
»» Increase the level of service
of transport into Madrid.
For the final 3.8km into Madrid,
there is only a single reversible
separated lane, just for buses.
B19
These lanes were built at the
same time as significant public
transport improvements involving
the extension of Madrid’s metro,
and an upgrade of the interchange
at Moncloa. The scheme has
successfully improved journey
times and reliability for commuters
travelling by bus, and encouraged
a modal shift towards bus travel
along the corridor. The two high
occupancy lanes carry more
passengers per hour in one
direction than the four generalpurpose lanes they run alongside.
figure B19.0
the first 11.2km of
the n-vi highway
figure B19.1
the final 3.8km of
the n-vi highway
* Construction time not known
roads − international case studies
183
Chapter B19 | N-VI HOV/BUS lane, Madrid
city context
Madrid is the capital and largest
city of Spain. The population of the
city is roughly 3.3 million and the
entire population of the Madrid
metropolitan area is calculated to be
6.5 million. It is the third largest city
in the European Union, after London
and Berlin, and its metropolitan area
is the third largest in the European
Union after London and Paris.
The city is located on the Manzanares
river in the centre of both the
country and the Community of
Madrid (which comprises the city
of Madrid, its conurbation and
extended suburbs and villages).
As the capital city of Spain, seat
of government, and residence of
the Spanish monarch, Madrid is
also the political centre of Spain.
The suburbs of Madrid experienced
rapid population growth in the
twenty years before 1995. The urban
sprawl created a recurring road
congestion problem. The problem
was seen to be particularly bad
along the corridor to the northwest
of the city centre, which is served
by the radial N-VI highway.
The project
The HOV/bus system within the N-VI
stretches for just over 15km between
Laz Rozas, a suburban village, and
an interchange at Moncloa, which
is an urban district of Madrid.
The 12.3km stretch of N-VI between
Las Rozas and Puerto del Hiero
comprises four lanes in each
direction for all-purpose traffic,
plus two lanes reserved for high
occupancy vehicles including buses.
These two lanes are reversible
(switching direction to accommodate
the morning and evening commutes).
The lanes are located in the centre
of the road and separated from
other traffic by concrete barriers.
Population density in the N-VI
corridor is lower than in any other
part of the metropolitan area, and
the rate of car ownership is high (0.6
vehicles/person). Options for roadbuilding were severely constrained
by the lack of space not already given
over to residential development, or
made into protected green spaces.
figure B19.2
the length of the hov lane
184
roads − international case studies
In addition to the lanes for generalpurpose traffic between Puerto
del Hiero and Moncloa, there is a
single, 3.8km, concrete-separated
lane reserved for buses only.
At Puerto del Hierro, the NV-I
connects to an orbital motorway.
Users of the high-occupancy lane
can access it at this junction and
at Las Rozas. In addition, the high
occupancy lanes are accessible
via entry and exit ramps which
tunnel under the rest of the road
at three points between Las Rozas
and Puerto del Hierro, allowing
bus operators to place stops along
the route. The bus-only lane from
Puerto del Hiero to Moncloa also
uses ramps and tunnels to avoid
conflicts with other traffic.
Chapter B19 | N-VI HOV/BUS lane, Madrid, Spain
Funding and implementation
Construction of the works took 30
months. Parts of adjacent fields
were acquired by the government
by compulsory purchase, and
this process was the main source
of delay in construction.
For the reversible one-way lanes,
on week days, the lanes are open
to traffic driving towards the city
in the morning, and away from
it in the evening. On weekends
and public holidays, the lanes
carry traffic away from Madrid in
the morning and towards it in the
evening. The operators are able to
change these arrangements as it is
deemed necessary. At times when
there is no congestion, the HOV/bus
lanes are kept closed, to minimise
conflicts associated with vehicles
entering and exiting the lanes.
Electronic variable message signs are
used to inform road users if the lanes
are open or closed. Mobile barriers
and traffic lights are used to secure
access. CCTV and traffic sensors
are used to monitor the lanes. A
control centre for operating the lanes
communicates with these devices.
The construction, maintenance
and operation of the HOV and
bus lanes was entirely funded
through the National Public Budget.
The Department of Roads in the
Ministry of Public Works was given
responsibility for constructing and
maintaining the infrastructure,
while the Department of Traffic
in the Ministry of the Interior has
responsibility for operating the
lanes and enforcing traffic rules.
Traffic police check the occupancy
of cars in the HOV lanes.
A website has been set up to help
match up drivers with car sharers.
transport policy context
Roads leading into Madrid are the
responsibility of the Ministry of
Public Works, while metropolitan
public transport is the responsibility
of local and regional government.
By the time of the N-VI project,
congestion on the corridor had
become a serious enough problem
in the public eye that a shared
sense of urgency helped the various
public bodies work together largely
without conflict. The main point of
contention during planning was
whether double-occupancy cars
should also be banned from the
high-occupancy lane, in addition
to single-occupancy cars.
The introduction of the lanes
coincided with significant public
transport improvements: a new
bus terminal was created at the
interchange point in Moncloa
less than six months after high
occupancy and bus lanes were
opened, and line 6 of the Madrid
Metro was extended from Ciudad
Universitaria to Cuatro, via Moncloa,
to become Madrid’s first orbital
metro line (a second orbital
route, line 12, opened in 2003).
The success of the scheme
encouraged central government
to announce a proposal in 2005,
to create two-way bus lanes on
all radial highways into Madrid,
totalling 100km, at an estimated
cost of €3.3m per km).
figure B19.3
a6 bus lane in operation
roads − international case studies
185
Chapter B19 | N-VI HOV/BUS lane, Madrid
Impacts of the project
an average of 2 passengers in
the HOV lane compared to 1.1
in cars in the standard lanes.
Usage: Figures, from November
2001 show that at am daily peak
(7am-10am) more passengers
(but fewer vehicles) travel in the
two bus and HOV lanes than in
the four other inbound lanes;
27,000 compared to 19,000.
Data from 2005 shows the number
of total passengers (car and bus)
had increased to 32,000 in the
HOV lanes and 20,000 in the
standard lanes. A much greater
growth from the HOV lanes.
Table B19.0 shows that there is
an average of 30 passengers per
bus in the bus lane, compared
to 17 passengers per bus in the
standard lanes. In cars there is
Bus occupancy in the HOV lanes
also increased slightly from
30 in 2001 to 31 in 2005.
table B19.0
analysis of lane usage, nov 2001
hov/bus lane (2)
Total buses
standard lanes (4)
478
Total bus pax
131
14, 110
2,260
29.5
17.3
Total cars
6, 634
15,307
Total car pax
13, 059
16,350
2.0
1.1
Pax per bus
Pax per car
table B19.1
impact of the hov lanes (camparison of 1991 and 2001)
month
hov lane
buses
veh.
pax.
11/1991
conventional lanes
other
veh.
pax.
buses
veh.
pax.
244
6,602
total
other
veh.
pax.
15,810 21,430
veh.
pax.
16,054
28,032
table b19.2
mode split on the corridor 7am-10am
186
1991
2005
Car
56%
48%
Bus
17%
27%
Train
27%
24%
roads − international case studies
Chapter B19 | N-VI HOV/BUS lane, Madrid, Spain
Mode share: The most significant
impact of the HOV and bus lanes
has been modal shift to buses.
Table B19.2 shows that this
increased from 17% of all journeys
to 27%. Car use, by comparison,
has fallen less dramatically.
Journey times: The bus and
HOV lane has decreased journey
times for bus/HOV passengers.
Journey times on non-HOV lanes
have also decreased. In 2001 it
was found that at 8:30am the
same 15km trip took 22 minutes
in the HOV lane, compared to 40
minutes in the standard lanes.
Between 1991 and 1995 (after
the introduction of the lanes)
bus journey times in the am
peak improved by 39% from
26mins to 11mins for a trip
from Las Rozas to Moncloa.
figure B19.4
a6 bus lane
Congestion: Before the introduction
of the HOV and bus lanes the
route reportedly suffered from
chronic congestion. The journey
time savings imply that congestion
has improved on the route.
Pubic realm: The N-VI runs through
parts of the metropolitan area of
Madrid, passing by two protected
green spaces and through a
medium-density suburban area.
In order to widen the road, parts
of the fields adjacent to it had to
be acquired by the government by
compulsory purchase. However,
the reversible design of the
HOV/bus lanes mitigated the
government’s need for additional
land in an area where extensive
road-building was not an option.
roads − international case studies
187
Chapter B20 | SpitsScoren ‘Profit from the peak’, Rotterdam, The Netherlands
Name of project: SpitsScoren ‘Profit from the peak’
Location: Rotterdam, The Netherlands
Year: October 2009 to July 2012
Cost: €10 million (as budgeted)
Reasons for the project
Road pricing was widely discussed
by policy makers prior to 2010.
It was agreed that public support
was crucial to implement a
successful road pricing scheme. As
a result five ‘mobility projects’ were
introduced with the following aims:
»» To reduce peak hour traffic
travelling to the Port of Rotterdam.
»» To encourage modal
shift away from car.
»» To prepare motorists for
the potential introduction
of road pricing.
B20
The scheme started in October
2009 and was due to finish in
July 2012 but has been extended
to December 2012. It is hoped
however, that the behaviour change
achieved will be longer-lasting than
the project, reducing the longterm need to widen the road.
The project is jointly promoted by
the City of Rotterdam, Rotterdam
Metropolitan Region, the DirectorateGeneral for Public Works and
Water Management and the
Port of Rotterdam Authority.
Short project description
The A15 is a 45-kilometre long
motorway that runs through the
Rotterdam port area. The SpitsScoren
project was designed to reduce
peak hour congestion on the
A15 motorway during a period of
roadworks to help minimise delays
to freight traffic accessing the port.
The main mechanism for this is a
financial incentive for drivers regularly
using the A15 at peak hours who are
invited to join the SpitsScoren scheme.
Those who agree to participate
are supplied with a smart phone
programmed to track and provide
daily feedback on their use of the A15.
Each participant receives €5 each day
they avoid driving at peak times.
roads − international case studies
figure B20.0
scheme map
189
Chapter B20 | SpitsScoren ‘Profit from the peak’, Rotterdam, The Netherlands
city context
Rotterdam is the second largest city
in the Netherlands with a population
of 600,000 people. The population
of the wider Rotterdam urban area is
around 1.3 million people. The Port
of Rotterdam is the largest port in
Europe and the second busiest port
in the world, after Shanghai. The
entire port and industrial complex of
Rotterdam covers 10,500 hectares
and is 40 kilometres in length
with 430 million tonnes of cargo
passing through the port annually.
transport policy context
Rotterdam is divided into a
northern and a southern part
by the river Nieuwe Maas and
connected by a series of road and
rail-only tunnels and bridges.
The Project
The SpitsScoren project involves
incentivising drivers who regularly
use the A15 at peak hours to
change their driving behaviours
during an extended period of road
works. The scheme was designed
to minimise congestion on the A15
and the resulting delays to freight
vehicles accessing/exiting the port.
Participants in the project were
selected from a vehicle registration
number database of drivers who
used the A15 over an eight-week
Four main roads make up a ring road
around Rotterdam, the A20 to the
north and the A15 to the south (both
from east to west) and the A4 to the
west and the A16 to the east (both
from north to south). The A15 is a
45-kilometre long motorway that runs
through the Rotterdam port area.
Road pricing was widely discussed by
policy makers prior to 2010, with six
successive ministers proposing road
pricing schemes, each of which were
rejected. It was agreed that public
support was crucial to implement a
successful road pricing scheme. As
a result five ‘mobility projects’ were
introduced with the following aims:
»» To relieve congestion.
»» To prove that road pricing
is effective and stimulates
rush hour avoidance.
»» To make people aware
of the alternatives for
their daily commute.
»» To prepare motorists for
the potential introduction
of road pricing.
figure B20.1
a15 before implementation of the
spitsscoren scheme
The SpitsScoren scheme is one
of these mobility projects.
190
roads − international case studies
period prior to the introduction
of the scheme - captured using
automatic number plate recognition
(ANPR) cameras. Vehicles using
the road more than three days
per week were considered regular
users. These users were contacted
and invited to participate in the
scheme. Participants are paid €5
per day not to drive on the A15
during peak times. Participants are
required to sign up to a two year
contract period with a maximum
payment of €100 per month.
Chapter B20 | SpitsScoren ‘Profit from the peak’, Rotterdam, The Netherlands
Each participant receives a
smartphone programmed to track
their peak time travel using GPS. If
the participant doesn’t travel on the
A15 during rush hour they receive
€5. Participants are encourage
to change the way they travel by
one of the following options:
»» Working from home/
travelling later.
»» Car sharing with a colleague.
»» Car sharing through a
social networking site.
»» Travelling by bicycle or motorcycle.
»» Travelling by public transport.
Participants’ correct participation
in the scheme is checked
through verification by GPS,
mobile phone ID and ANPR.
The project started in October 2009
and will continue until December
2012. A similar scheme Spitsvrij
(Peak Free), which covers an area
rather than a corridor, has been
launched in Utrecht more recently
and has 5,500 participants.
figure B20.2
participants used the
spitsscoren app on a
smartphone to prove they
did not travel in rush hour
figure B20.3
spitsscoren website
roads − international case studies
191
Chapter B20 | SpitsScoren ‘Profit from the peak’, Rotterdam, The Netherlands
Funding and implementation
Impacts of the project
In July 2008 the City of Rotterdam,
Rotterdam Metropolitan Region,
the Directorate-General for Public
Works and Water Management,
and the Port of Rotterdam Authority
established a joint body called De
Verkeersonderneming. In 2009 De
Verkeersonderneming awarded the
contract for delivering the project
to the SpitsScoren consortium
consisting of BNV Mobility
Technolution, Goudappel Coffeng,
Movenience and ABN AMRO.
Usage: Participants in the scheme
increased from around 800 in
the first month to over 1,800 after
seven months and the number of
daily car trips avoided on the A15
increased from 550 in the first month
to almost 800 by month seven.
KPMG reported that the project
requires around €3 million in
annual funding (split between
national and local governments).
Mode share: This scheme has
encouraged individual behaviour
change with an average of 60% of
participants changing their travel
behaviour by reducing travel,
changing mode or re-timing trips.
Congestion: Daily peak time traffic
reduction has varied between 5% and
7.5%, higher than the target of 5.0%.
If the reduction in traffic currently
achieved by the scheme is
maintained, the short to medium
term need to widen the A15 will
be considerably reduced.
Public acceptance/reaction
The monitoring report from the first
stages of the project concluded that
people are more likely to change their
travel behaviour when there is some
form of incentive. It was also found
that people often have a greater range
of alternatives to their current travel
modes than they initially realise.
192
roads − international case studies
Chapter B21 | Pico y Placa and Carrera 7 reversible corridor, Bogotá, Colombia
B21
Name of project: Pico y Placa
Location: Bogotá, Colombia
Year: 1998
Cost: (not available)
Reasons for the project
Short project description
A series of policies were
implemented in Bogotá during the
three year administration (19982000) of Mayor Enrique Peñalosa,
which were intended to transform a
car-centered transport system into
a people-oriented one. The Mayor
had identified the dominance of
the car to be “the worst threat to
the quality of life for the city”.
Pico y Placa was a traffic congestion
mitigation policy set up in 1998 to
help regulate traffic in the city centre
during rush hour periods. The system
operates by restricting vehicles
with certain licence plate numbers
from travelling on the most heavily
congested streets at specific times.
The Pico y Placa scheme was
designed to reduce the number
of cars on the network to free
up space for public transport.
roads − international case studies
193
Chapter B21 | Pico y Placa and Carrera 7 reversible corridor, Bogotá, Colombia
city context
Bogotá is the capital city of Colombia,
with a population of 10.1 million
living in the metropolitan area. In
terms of land area, Bogotá is the
largest city in Colombia, and one
of the biggest in Latin America.
Bogotá has 20 districts, forming an
extensive network of neighborhoods.
The population with higher incomes
are mostly located to the north and
north-east of the city, close to the
foothills of the eastern mountain range.
Poorer neighborhoods are located to
the south and south-west of the city.
The urban layout in the city centre
is a grid system of streets, with
a focal point at a central square.
Outer neighborhoods feature
more modern developments.
transport policy context
In order to reduce the dominance
of cars in the city between 1998
and 2000 the administration
established policies in six areas:
The Project
The Pico y Placa mitigation
policy operates using the
following principles:
»» Vehicles are currently restricted
from entering central areas based
on the last digit of the number
plate. Four numbers are not
permitted each day Mon − Fri
so that each vehicle can enter
freely on 2 days of the week.
»» The prescribed periods are 06.00
to 08.30 and 15.00 to 19.30.
»» The fine for drivers caught
entering the Pico y Placa
zone during exclusion is COP
257,500 (approximately £90).
»» Part of the city is exempt
from the vehicle restrictions shown in blue on Figure 6.0.
»»
»»
»»
»»
Institutional strengthening.
Restraining private car use.
Creation of more public areas.
Creation of mass transit
options (TransMilenio).
»» Encouraging the use of
bicycles and walking trips.
»» Improving the maintenance
of cities streets.
figure B21.0
map of the new “pico y placa”
194
roads − international case studies
Chapter B21 | Pico y Placa and Carrera 7 reversible corridor, Bogotá, Colombia
Funding and implementation
Pico y Placa began in July 1998
and initially restricted vehicles at
peak hours of the day, between
7am and 9am, and between
5.30pm and 7.30pm. Private
vehicles were prohibited from
circulating in the exclusion zone
twice a week. Restrictions were
dependent on the last digit of the
vehicle licence plate number, as
shown in table B21.0. Every six
months the days are rotated.
In August 2001 the policy was
extended to public transportation
vehicles. The restriction prohibited
40% of public vehicles from
travelling in the exclusion zone
for one day of the week. However,
this was quickly modified to
20% of public vehicles between
5.30am to 9.00pm for one day
a week, again based on the last
number of the licence plate.
In July 2003, the duration of each
peak period was extended by an
hour (to 6am -9am and 4pm-7pm).
In 2009, this policy was expanded
to encompass the time between
peak periods, from 6am to 7.30pm.
However, further changes in July
2012 have seen the policy restricted
once again to peak times (6am
− 8.30am, and 3pm − 7.30pm).
Day
License Plate Numbers
permitted
Even days
0, 2, 4, 6, 8
Odd days
1, 3, 5, 7, 9
table B21.0
current licence plate
restrictions
At this time the Bogota transport
authority felt that there was an
oversupply of unregulated public
transport vehicles and so increased
regulation was not believed to have
adversely affected service levels.
roads − international case studies
195
Chapter B21 | Pico y Placa and Carrera 7 reversible corridor, Bogotá, Colombia
Impacts of the project
Congestion: The Pico y Placa
scheme considerably reduced
congestion in peak hours with a
40% reduction in private vehicle
use. However, the restrictions have
resulted in a continual growth in
the number of private vehicles
in Bogotá. This is believed to be
the result of drivers buying an
additional car with a different
licence plate to enable them
to avoid the restrictions. For
example, in 2010, 190,000 vehicles
were registered, compared to
145,000 the previous year.
Air quality/environment:
Though Pico y Placa was a
scheme focused on improving
mobility for public transport
users, there were also a number
of environmental benefits to the
scheme as a result of the reduced
private vehicle use, including a
reduction in fuel consumption
and greenhouse gas emissions.
Economic impact: According to a
survey by Fenalco (representing
businesses), when the restriction
was extended to the full day rather
than just peak periods, the most
affected employment sectors were
workshops, service stations and
tyre retailers. These sectors saw
their sales fall by 29%, followed by
car parks and restaurants that saw
a reduction of 28% on their sales.
According to the same survey,
the only sectors that reported
sales increases were the
motorcycle and vehicle dealers,
both with an increase of 7%.
196
roads − international case studies
Public acceptance/reaction
Initially the Pico y Placa proposals
faced significant opposition, with
much of the population affected by
the scheme. A study undertaken by
La Universidad de los Andes found
that the implementation of the
scheme had resulted in losses of €18
million to the city and its industries.
Chapter B22 | INSTANT, Bangalore, India, 2008-2009
Name of project: INSTANT: An Incentive Mechanism
for Decongesting the Roads
Location: Bangalore, India
Year: 2008-2009
Cost: $1,920 awarded weekly over the 27 week
study period (total of $51,840)*
Reasons for the project
Short project description
The INSTANT project aimed to reduce
the commute time and increase
the travel comfort of the 14,000
commuters to Infosys Technologies,
a large company based 15km
outside of Bangalore. It also aimed
to reduce congestion-related
costs such as pollution and fuel.
The INSTANT project was conducted
in Bangalore, India, and incentivised
a population of commuters to
travel at less congested times with
monetary rewards. The project
ran from October 2008 to April
2009. The project involved 14,000
commuters and succeeded in
incentivising many commuters
to travel at uncongested times,
thereby significantly reducing
their commute times.
B22
figure B22.0
road congestion in
central bangalore
* Set up costs are not available, however they could be expected to be low, relating to mainly stakeholder engagement and participant recruitment.
roads − international case studies
197
Chapter B22 | INSTANT, Bangalore, India, 2008-2009
city context
Bangalore is the capital of the
Indian state of Karnataka. Located
on the Deccan Plateau in the
south-eastern part of Karnataka,
Bangalore is India’s third most
populous city and fifth most
populous urban agglomeration.
Bangalore is well known as a hub
for India’s information technology
sector and is among the top
10 preferred entrepreneurial
locations in the world.
The Information Technology
boom in Bangalore over the last
15 years has seen its population
grow from 4.13 million in 1991 to
about 8.4 million in 2011. This has
corresponded with an increase in
the size of Bangalore from 226sq.
km in 1995 to 741sq. km in 2007.
The Project
This INSTANT project targets one
of the most congested road routes
in Bangalore – Hosur Road, linking
Bangalore to 'Electronics City'
located 15km south of Bangalore.
Electronics City is an industrial
technology hub in the south of
Bangalore. Infosys Technologies is
based at Electronics City and is a
multi-national IT services company.
Of the 14,000 daily commuters to its
premises, around 9,000 commute
by buses chartered by Infosys, 3,000
commute by private automobiles
(cars, motorcycles) and 2,000
by other means (typically, public
transport). Over 200 buses are
used for the morning and evening
commutes. Extensive and detailed
data is maintained by Infosys on
the bus commutes, e.g. commuting
times and occupancy of each bus.
transport policy context
The enormous growth in the
population and the size of Bangalore
has not been accompanied by a
commensurate improvement in
the transportation infrastructure
and has led to a very severe
and persistent congestion.
Traffic accidents are another major
problem in Bangalore and much
is being done to try to reduce the
number of accidents. Building central
barriers to stop pedestrians crossing
busy roads and turning two-way
roads into one-way roads are the
two main approaches to reducing
traffic accidents. There has been a
marked improvement in the number
of road accidents where these
changes have been implemented.
Bangalore's approach to
incentivising travel that reduces
congestion is in contrast with the
current practice to penalise those
who contribute to congestion in
most of the world's major cities.
figure B22.1
route map showing hosur road and infosys
(indicated by red diamond).
198
roads − international case studies
Chapter B22 | INSTANT, Bangalore, India, 2008-2009
To encourage commuters to travel at
less congested times, an incentive
scheme was initiated, called INSTANT
(for the Infosys-Stanford Traffic
project). The scheme awards credits
to users every day depending on
their arrival time. The credits accrued
by a commuter qualifies them for a
monetary reward made at the end of
each week. Reward amounts varied
from Rs. 500 USD$ ($10, assuming
an exchange rate of Rs. 50/$1) to
Rs. 12,000 USD$ ($240) and were
paid out through a raffle mechanism.
The more credit a commuter had,
the higher the reward amount they
could win and the higher the chance
that they win a reward at all.
The scheme awards credits each day
to employees based on their arrival
times. Each week the cumulative
number of credits of each commuter
is used by an algorithm to choose
commuters who will win monetary
rewards. The main feature of the
algorithm is that the more credits
a commuter had earned the higher
the amount of prize money they
could win and the higher the chance
that they could win a prize. The
algorithm has three components:
credit allocation, weekly reward
draws and credit deduction.
Analysis of bus journey time data
showed that buses with a pickup
time of 7.15am were at least half
an hour quicker than buses with a
pickup time of 8.15am. Similarly, a
bus departing at 5pm was found
to be at least half an hour quicker
than a bus departing at 6.15pm or
7.15pm. Typically, the buses with
longer journey times were found
to be operating above capacity
roads − international case studies
(around half of all buses leaving
after 7.15am had more than people
than the 49 person capacity limit,
compared to approximately a
quarter of buses leaving before
7.15am). It was also calculated that
each bus which commutes the extra
time during rush hour consumes
at least one more litre of diesel.
Funding and implementation
A total of Rs. 96,000 USD$ ($1920)
was given out each week to a
total of 66 qualified, randomly
chosen commuters. About 1,900
commuters were rewarded during
the course of the program.
The incentive rewards were funded
by the Infosys bus companies
through fuel savings generated as
a result of quicker journey times.
figure B22.2
reward incentive mechanism
199
Chapter B22 | INSTANT, Bangalore, India, 2008-2009
Impacts of the project
Congestion: Over the duration
of the pilot scheme, the number
of commuters arriving before
8am increased from 1,000 to
2,000, with the number arriving
before 8.30am increasing from
2,000 to 4,000, and the number
arriving before 9am increasing
from 5,000 to nearly 9,000.
Journey times: A steady decrease in
overall average commuter journey
time was observed. At the time
of the pilot launch, the average
journey time was approximately 70
minutes, which fell to 54 minutes
by the end of the pilot, a reduction
of 23%. This equated to an overall
time saving of 2,600 person
hours for each working day.
Public transport overcrowding:
The shift in commute times also
helped to ease the problems of bus
over-crowding, with around 35%
of buses picking up after 7.15am
operating over capacity, compared
with over 50% prior to the trial.
The change also allowed InfoSys to
reduce the size of their commuter
bus fleet by 8 buses as a result of
more evenly spread demand levels.
In total, the company was able
to save approximately Rs 20,000
every day on fuel costs alone.
One further observation
however, was that journey time
increased slightly to 57 minutes
in the 3 months immediately
following the pilot scheme.
Public acceptance/reaction
The scheme was unveiled to
employees of Infosys Technologies
through a series of consultation
meetings to agree on the nature
of the experiment prior to its
commencement. The experiment
was greeted with a mixture of
interest, curiosity and scepticism, but
succeeded in engaging the 14,000
employees based in Bangalore.
A number of local and national
newspapers (Times of India, Daily
News, Deccan Herald) also reported
the positive impacts of the scheme.
figure B22.3
road congestion in central bangalore
200
roads − international case studies
Chapter B23 | Go520 Real Time Ride Sharing Scheme, Seattle, USA
B23
Project: Go520 Real Time Ride Sharing Scheme
Location: Seattle, USA
Year: September 2010 – June 2011*
Cost: US$400,000
Travel time data collected by Metro indicates that actual bus travel
times between NE 51st Street in Redmond and the Montlake
Flyer Stop in Seattle can range from 10 to 40 minutes westbound
in the morning peak period and 10 to 35 minutes eastbound in the
afternoon peak period. These traffic delays make transit less reliable
and less attractive as a travel choice while increasing the cost to
provide the service.
Short project description
Go520 is a real time ride sharing
scheme which aims to offer a more
flexible approach to car sharing
then traditional carpooling clubs.
Drivers and potential passengers
sign up and download an app for
their smartphone and the system
automatically matches people based
on their location and time of travel,
which could vary from day-to-day.
Riders pay a nominal fee at the
Redmond
5
University
District
NE 45th St.
513
WB Outside
3+HOV Lane
UW Medical
Center Stop
Yarrow Point
Hunts
Point
92nd Ave. NE
Freeway Station
405
S. Kirkland
Transit
Center
520
Montlake FreewayStation
Evergreen Point
Freeway Station
SEATTLE
E.
on
dis
Ma
.
St
* as a pilot project, continued June 2011 onwards, private sector operated and funded
202
KING COUNTY
108th Ave. NE
The SR-520 is a key network
connection for major regional
population and employment centres
in Seattle and is one of the highestvolume transit corridors in the region.
Lake
Washington
Overlake
Transit
Center
WB Outside
2+HOV Lane
520
No HOV Lane
Medina
Bellevue
Transit
Center
112th Ave. NE
The pilot was originally timed to
coincide with the introduction
of tolling on the SR 520 state
highway although the tolling
was slightly delayed.
SR 520 corridor
Initially funded bySR
the520
Washington
is one of the highest-volume transit corridors in the region.
Sound Transit, and Community Transit provide 566 daily bus
State Department Metro,
of Transportation
on 23 routes across the SR 520 bridge. On an average
in the pilot stage, trips
the scheme
is
weekday in 2008, Metro and Sound Transit buses carried almost
now wholly operated
by ariders
private
15,000
across the SR 520 Bridge. That figure includes 5,000
people
riding
the bus during the morning peak period (6 to 9 a.m.)
company. During the
pilot,
additional
– equal to a freeway lane operating efficiently for the three-hour
incentives were paid
to riders
and
morning
commute.
drivers to encourage sign up.
Bellevue Way
»» Reduce congestion and CO2
emissions on one of the busiest
corridors in the State.
»» Test the viability and feasibility
of real-time ridesharing.
92nd Ave. NE
The main reasons for
the project are to:
start of the journey and then a set
cost per mile for the journey. The
private operating company collects
a percentage fee for providing
the service with the remainder
going directly to the
driver.
Addressing
transit constraints in the
Evergreen Pt. Rd.
Reasons for the project
EB Outside
2+HOV Lane
Bellevue
Existing Transit and HOV Facilities
figure B23.0Exhibit 1-1
map ofas
the
sr520in
The SR 520 HOV lane system is currently incomplete,
shown
Exhibit 1-1. The eastbound lane runs only from route
124th Avenue NE
to West Lake Sammamish Parkway. The westbound lane begins at
West Lake Sammamish Parkway and terminates before I-405, starts
again at 108th Avenue NE and ends just before the SR 520 bridge,
requiring buses to merge with general-purpose traffic. There is no
eastbound HOV lane between I-5 and I-405, nor is there a
westbound lane between Evergreen Point Road and I-5.
Additionally, the HOV lanes as they exist today are on the outside
of the corridor, requiring other vehicle traffic to weave through HOV
and transit traffic to reach the general-purpose lanes. This weaving
and the intermittent HOV lanes cause increased traffic congestion
as buses, vanpools and carpools merge in and out of
general-purpose traffic.
roads − international case studies
16
201
SR 520 High Capacity Transit Plan
Chapter B23 | Go520 Real Time Ride Sharing Scheme, Seattle, USA
city context
Seattle is the largest city in the
Pacific North West region of North
America with a metropolitan
population of around 3.4 million
inhabitants. The city is home to
the third busiest container port
in the United States serving as a
major gateway for trade with Asia.
The economy is driven by a mix of
more traditional industry, information
technology and biotechnology .
It was recently ranked the No.1
‘smarter city’ in America due to
an increasing focus on green
industries and government policy.
By the year 2030, the Seattle region
is expected to grow by more than
1.3 million people and add 700,000
jobs. Forecasts predict that the
population and employment growth
will increase travel demand across
SR 520 by 40,000 daily trips. Twelve
of the region’s largest growth centres
are located near the SR 520 corridor.
transport policy context
The SR-520 is a key network
connection for major regional
population and employment centres
in downtown Seattle, the University
District, downtown Bellevue,
Overlake, Redmond and Kirkland.
It is one of the highest-volume
transit corridors in the region with
566 daily bus trips on 23 routes
across the SR 520 bridge. On an
average buses carry almost 15,000
riders across the SR 520 Bridge,
including 5,000 people during
the morning peak period. Transit
ridership in the SR 520 corridor has
increased by over 30% in the past
five years. Most of this growth has
been in bus travel to and from the
University District and in commutes
to job centres in downtown Seattle
and on the Eastside... (Cont'd)
The Project
In 2010, the Washington State
Department of Transport (WSDOT)
commissioned AVEGO to coordinate
and manage Go520 as a pilot
project. The aim was to evaluate
the viability and feasibility of real
time ridesharing to complement
existing measures geared to
reducing congestion and CO2
emissions on the SR 520, a highway
linking Redmond, WA to downtown
Seattle. AVEGO was asked to attract
and register 1,000 participants
(250 drivers and 750 riders).
Participants download either the
Driver or Rider application for
their smartphone or sign up to
a personalised website. Drivers
use their app to create their own
routes and points where they would
be willing to collect passengers
whilst riders use their app to book
a ride with a registered driver.
Riders state when and where they
wished to travel and the system
automatically pairs them up with a
driver going in the same direction.
To mitigate potential safety fears,
pickups from residential addresses
are banned, with riders directed to
their nearest collection point from
a list of predetermined locations.
To recruit participants the project
initially focused on engaging with
stakeholders along the SR 520
corridor, including large employers
before moving on to a wider launch
in January 2011 backed by a local
and national PR campaign. At the
pilot stage potential signees were
giving a range of incentives to sign
up including the chance for drivers
to earn $30 in free fuel and riders
$30 of journey credits equating to
approximately 8 one way trips. It
also allowed drivers to speed up
their commute as having passengers
on board made it possible to use
the Multiple Occupancy Vehicles
(MOV) lanes and ramps. At this
stage all journeys were tracked via
GPS and both riders and drivers
were given the opportunity to
provide feedback on their driver.
figure B23.1
the sr520 bridge
202
roads − international case studies
Chapter B23 | Go520 Real Time Ride Sharing Scheme, Seattle, USA
During the pilot stage, there was a
strict screening and approval process
with both riders and drivers asked
to provide their Social Security
Number and date of birth so that
a criminal background check could
be performed. Drivers also had
to provide insurance details and
certify that they conformed to their
car manufacturer’s maintenance
guidelines. Whilst interest was high,
such personal information requests
were seen as disproportionate to
the benefits of joining the scheme
and so many people were dissuaded
from signing up. Despite this, AVEGO
managed to attract 962 drivers and
riders by the end of the pilot period.
Since the pilot stage concluded,
AVEGO has continued to run the
system independently of government
funding but they have made a
number of changes. The process
became more open with the rigorous
screening process dropped along
with the requirement to provide
insurance documentation. Knowing
that to be successful, the service
needs a critical mass of sign ups,
a guaranteed ride service was
established. This provided a steady
stream of available services and
reassurance that should a rider not
find a matching driver they will still
be able to get to their destination.
The service operates 10 times a
day between Capitol Hill and the
Overlake Transit Center, of particular
benefit to Microsoft employees,
whose headquarters are located
in the area. Since the launch of
the 2nd phase, there are now over
1,100 participants, of which 46 are
drivers, with 46% of registered users
returning to make further trips.
roads − international case studies
Soon after the conclusion of the
pilot, another company set up a
competing scheme called Zebigo,
which offered a similar experience
but asked drivers to set up a profile
with photograph to help provide
reassurance for potential passengers.
transport policy
context (cont'd)
Real time ridesharing initiatives
complement on-going state and
local efforts to help manage
congestion and reduce CO2
emissions on the SR 520. Other
measures include commute trip
reduction, vanpooling, incident
response, ramp metering, tolling
and more traditional online
ridesharing. WSDOT have a range
of tools available online to help
commuters plan their journeys.
There is a live journey table which
gives the current journey time
between two destinations and an
average. They also have a journey
reliability calculator to assist
commuters in determining what
time they would need to leave in
order to arrive at their destination
by a certain time. High Occupancy
Vehicle (HOV) lanes have been
in use on the SR 520 since the
late 1980s/early 1990s and are
unusual for North American in that
they are on the right hand side
of the road and have one section
which also requires vehicles to be
occupied by at least three people.
Infrastructure investment in this
corridor is also planned. The SR
520 High Capacity Transit Plan
of 2008 outlines a strategy for
meeting the demand for crossLake Washington. The plan
covers three main elements:
»» Bus rapid transit: shared facilities
HOV lanes and supportive HOV
direct-access ramp investments,
transit bypass lanes, preferential
treatments at intersections,
intelligent transportation systems
and limited stops, greater
efficiency with improved vehicle
design, fare collection systems
and high quality bus stations.
»» Multi-modal interchange
adjacent to the University
of Washington campus.
»» Consideration of Light rail
operation on dedicated facilities.
figure B23.2
smartphone app
sample screen
203
Chapter B23 | Go520 Real Time Ride Sharing Scheme, Seattle, USA
Funding and implementation
In 2010, WSDOT commissioned
AVEGO to coordinate and manage
the pilot project on the SR 520
alongside two local partners from
September 2010. The initial pilot
ran from January 2011 to June 2011
funded by $400,000 from WSDOT.
From June 2011 onwards, the project
became the sole responsibility
of AVEGO with no further funding
from WSDOT though they, and
other local partners, continue
to be involved in the project.
AVEGO charges riders a $1
transaction fee and then 20c per
mile with all transactions handled
through PayPal. They collect 15%
of the total cost with the rest
passed directly to the driver.
Impacts of the project
As a relatively small scale and
new scheme there are no wider
impacts reported. However
AVEGO have reported the
following usage statistics.
Usage:
»» Over 1,100 participants (46%
of which are repeat users).
»» 46 registered drivers.
»» Up to 100 trips per day on the
Capitol Hill and the Overlake
Transit Centre corridor.
»» 13% growth in users since the
beginning of the second phase
(mostly through word of mouth).
»» 49% increase in the number
of real time ridesharing
journeys since the beginning
of the second phase.
Public acceptance/reaction
The pilot consisted of three
consultation exercises: an entrance
survey, an exit survey and focus
groups. Results from the exit surveys
and focus groups contributed to a
change in processes once the pilot
stage ended, specifically reducing
the administrative and procedural
burden on registering drivers.
204
roads − international case studies
Population
Case Study Areas Population
City
Metropolitan population
Seoul, South Korea
23.5 million
Mexico City, Mexico
21.2 million
Paris, France
12.0 million
Bogotá, Colombia
10.1 million
Bangalore, India
8.4 million
Boston, USA
7.6 million
San Francisco, USA
7.6 million
Santiago, Chile
7.0 million
Madrid, Spain
6.5 million
Dallas, USA
6.4 million
Singapore
5.1 million
Barcelona, Spain
5.0 million
Sydney, Australia
4.6 million
Seattle, USA
3.4 million
Brisbane, Australia
3.0 million
Vancouver, Canada
2.3 million
Stockholm, Sweden
2.1 million
Copenhagen, Denmark
1.9 million
Dublin, Ireland
1.8 million
Hamburg, Germany
1.8 million
Oslo, Norway
1.4 million
Rotterdam, The Netherlands
1.3 million
The Hague, Netherlands
1.0 million
Gothenburg, Sweden
0.9 million
Strasbourg, France
0.7 million
Eindhoven, Netherlands
0.3 million
Freiburg, Germany
0.2 million
Assen, Netherlands
0.07 million
Hennef, Germany
0.05 million
roads − international case studies
205
Sources
Sources
a1. hammarby sjöstad
http://www.itdp.org/
documents/092211_ITDP_
NED_Hammarby.pdf
http://www.hammarbysjostad.
se/inenglish/pdf/HS_
miljo_bok_eng_ny.pdf
http://www.aeg7.com/
assets/publications/
hammarby%20sjostad.pdf
Envac’s guide to Hammarby Sjöstad:
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ewer?a=v&q=cache:a4Ah6
1KUUAoJ:www.envacgroup.
com/MediaBinaryLoader.
axd?MediaArchive_
FileID%3Dbeee3af8-d215-469f9e11-e6c86fcdf9b4%26FileName
%3DHammarbySjostad_Brochure_
ENG.pdf%26MediaArchive_
ForceDownload%3DTrue%26Time_St
amp%3D634725632313092000+ha
mmarby+sj%C3%B6stad+constructio
n&hl=en&gl=uk&pid=bl&srcid=ADG
EEShm1-2K0WDXalhj2xyPzCJo2symX
BCeH5sUQNAqCIPmNa8hyV6XsR3wP
3EUQvc2PiKUbj4AxLUi_5tfxB9iI8JQv
inQKvXJDz74hjPB-SwOvSmAfx6fVsL
FvocHM3zl5ho3deYM&sig=AHIEtbS
qZ09_cOTC_MSzC8V91M1Uyd6b-w
http://www.solaripedia.
com/files/720.pdf
http://en.wikipedia.org/
wiki/Envac_Automated_
Waste_Collection_System
roads − international case studies
a2. vauban
http://www.vag-freiburg.de/ Freiburg public transport website
http://www.guardian.co.uk/
environment/2008/mar/23/
freiburg.germany.greenest.city
Guardian article on Freiburg
http://www.nytimes.
com/2009/05/12/science/
earth/12suburb.html New
York Times report
http://www.stevemelia.co.uk/
vauban.htm - Report on
Vauban before and after
http://www.istp.murdoch.edu.
au/ISTP/publications/jscheurer/
carfree/carfree.html and
http://library.witpress.com/pages/
PaperInfo.asp?PaperID=1979
a3. a7 autobahn green
roof canopy
http://hamburggreencapital.eu/
http://inhabitat.com/hamburg-isbuilding-a-giant-green-roof-coverover-sections-of-the-a7-motorway/
http://hamburgerdeckel.
hamburg.de/
http://www.dailymail.co.uk/
news/article-2068659/Theunderground-motorway-Germansplan-cover-Europes-longestautobahns-giant-PARK.html
207
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a4. boulevard périphérique.
Overcoming the failure of the
ring-road - http://www.semavip.fr/
nos-projets/les-projets-en-cours/
porte-des-lilas/surmonter-lacoupure-du-boulevard-peripherique
Covering the Périphérique: a project
begins - http://www.bruit.fr/boitea-outils-des-acteurs-du-bruit/
bruit-des-transports-terrestres/bruitdes-transports-routiers/couverturedu-peripherique-parisien-demarragedun-nouveau-chantier.html
Blog of Parisian Councillor Isabelle
Gachet (17th arrondissement) http://isabellegachet.unblog.
fr/amenagements-17e/
couverture-du-peripherique/#
Architect’s page detailing their
section of the Périphérique –
http://www.arcadis.com/Projects/
Le_Boulevard_Peripherique.aspx
Synthesis of current knowledge on
the noise generated by the ring-road http://www.bruitparif.fr/
sites/default/files/synthese_
peripherique_sept_2012.pdf
Syndicat des transports d'Île-deFrance (STIF) 2012 edition of the
Paris transportation survey http://www.stif.info/IMG/pdf/
Enquete_globale_transport_BD.pdf
a5. dublin port tunnel
Dublin Port Tunnel website
(www.dublinporttunnel.ie)
Dublin Port Company website
(www.dublinport.ie/)
National Roads Authority
website (http://www.nra.
ie/RoadSchemeActivity/
DublinCityCouncil/
M50DublinPortTunnel/
SchemeName,16534,en.html)
“Heavy Goods Vehicle Management
Strategy, Six-Month Review”, Report
to the Chairman and Members
of the Traffic and Transportation
Strategic Policy Committee, Dublin
City Council, November 2007
Shared mobility, shared
spaces: Parisian examples -
“HGV Management Strategy Review
2009”, Report to the Chairman and
Members of the Transportation and
Traffic Strategic Policy Committee,
Dublin City Council, November 2007
http://www.impacts.org/
euroconference/Paris2012/
presentations/1_Paris.pdf
Greater Dublin Area, Draft Transport
Strategy, 2011-2030, National
Transport Authority (Ireland)
http://fr.wikipedia.org/wiki/
Boulevard_p%C3%A9riph%
C3%A9rique_de_Paris
Annual Report 2011 & Programme
for 2012, National Roads Authority
http://fr.wikipedia.org/wiki/
Contrat_de_projets_%C3%89tatr%C3%A9gion
Interior and Transport Ministry
report on national strategy for
safety in road tunnels –
http://www.vie-publique.
208
fr/documents-vp/
circulaire_25-08-2000-1.pdf
roads − international case studies
Transforming Ireland, A Better
Quality of Life for All, National
Development Plan, 2007-2013.
With thanks to:
Brendan O'Brien, Head of Technical
Services (Traffic), Dublin City Council.
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a6 . bjørvika tunnel
Fjord City Plan, City of Oslo Agency
for Planning and Building Services,
Department of Urban Development,
Oslo Waterfront Planning Office
a7. madrid calle m30
http://www.roadtraffic-technology.
com/projects/m30_madrid
Norwegian Public Roads
Administration website (http://
www.vegvesen.no/Vegprosjekter/
Bjørvika/In+English/Key+Facts)
(http://www.madrid.es/portales/
munimadrid/es/Inicio/Ayuntamiento/
Urbanismo-e-Infraestructuras, http://
www.mambiente.munimadrid.
es/opencms/opencms/calaire/
contAcustica/antecedentes.html)
http://www.cowi.com/menu/service/
BridgeTunnelandMarineStructures/
Documents/021-1700-020e10b_TunnelEngineering.pdf
“Clearing the way for the
new waterfront”, Norwegian
Public Roads Administration
(http://www.vegvesen.no/_
attachment/63874/binary/20602)
“The City of Oslo: Urban
Development”, City of Oslo Agency
for Planning and Building Services,
Department of Urban Development,
Oslo Waterfront Planning Office
http://www.skyscrapercity.com/
showthread.php?t=102067
City of Oslo, Fjordcity project:
http://www.prosjekt-fjordbyen.
oslo.kommune.no/delomrader/
article18820-5743.html
City of Madrid website
Urbanscraper website (http://www.
urbanscraper.com/search/label/M30
Madrid Calle 30 website
(http://www.mc30.es/)
a8. paris urban street design
http://www.rungismarket.com/
documents/en/entretiens2009/
session2/3.Levifve_EN.pdf freight policy presentation
http://www.nxtbook.fr/newpress/
Mairie-de-paris-direction-voiriedeplacements/Paris_transport_
and_travel_2007_report/index.
php?startid=10#/34 Paris 2007
Transport and Travel report
http://www.transweb.sjsu.edu/PDFs/
research/2606-shared-use-buspriority-lanes-city-streets.pdf Paris
case study on bus lane scheme
City of Oslo, Planning department
reports: “Bjørvikabrosjyre” (Bjørvika
brochure) & “Fjordbyplan –vedtak”
(Fjordcity plan -approved)
http://www.itdp.org/documents/
European_Parking_U-Turn.pdf
Paris parking policy review
FjordCity – Transportanalysis Report
a9. frankfurter strasse,
hennef, germany
http://www.hennef.de/
With thanks to:
Carl Christian Gabrielsen, E18 Bjørvika
Informationcentre, Staten Vegvesen
(Norwegian National Roads Authority)
roads − international case studies
Mairie de France –Mobilien factsheet
http://www.pps.org/great_public_
spaces/one?public_place_id=389
Chippenham: Streetscape Design
& Management Principles (Report),
209
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www.thechippenhamvision.co.uk/
uploads/Town%20Centre%20
Public%20Realm%20Study.pdf
http://infopedia.nl.sg/articles/
SIP_1386_2009-01-05.html
(Electronic road pricing :
developments after phase I)
Designs for life: Learning from Best
Practice Streetscape Design
http://app-stg.stb.gov.sg/Data/
news/1/788b4ac1e172d8e520
c2b9461c0a3d35/090428%20
fact%20sheet%20-%20about%20
orchard%20road.pdf Singapore
Tourism Board note on Orchard Road
Charlotte Marceau, Dr Annabel
Bradbury, Robin Hickman,
Halcrow, Ben Hamilton-Baillie,
Hamilton-Baillie Associates
http://acocksgreenfocusgroup.org.
uk/wp-content/uploads/2010/08/
Ben-Hamilton-Baillie-et-alDesigns-for-life-learni2.pdf
http://www.vcs-sgap.ch/dossiers/
Hauptstrassen/Henef.html
a11. street re-design, assen
http://www.assen.nl/
a10. electronic road pricing
and orchard road public
realm redevelopment
http://www.lta.gov.sg/content/
ltaweb/en/roads-and-motoring/
managing-traffic-and-congestion/
electronic-road-pricing-erp.
html (LTA Annual reports)
Google maps (https://maps.google.
co.uk/maps?hl=en&q=assen,+n
etherlands&ie=UTF-8&hq=&hne
ar=0x47c824c1cf7ae1b1:0xc350e
413be5175c3,Assen,+The+Nether
lands&gl=uk&ei=5iuFUOHGJquR
0QXpsoGIBQ&ved=0CJIBELYD)
http://www.lta.gov.sg/content/
ltaweb/en/roads-and-motoring/
managing-traffic-and-congestion/
electronic-road-pricing-erp.html
http://www.lta.gov.sg/content/
ltaweb/en/publications-andresearch.html (LTA Masterplan
and other research)
http://ltaacademy.lta.gov.sg/
Tech_Papers.htm (C.K. Keong
and A.P.G.Menon 2004 ‘ERP in
Singapore - what’s been learnt
from 5 years of operation’)
http://international.fhwa.dot.gov/
pubs/pl10030/pl10030.pdf (US
Department of Transportation report
‘Reducing Congestion and Funding
Transportation Using Road Pricing
in Europe and Singapore’ 2010)
210
http://www.wildsingapore.com/
news/20070910/071030-1.htm
(collation of Singaporean new
reports on the then proposed
public realm redevelopment)
roads − international case studies
http://www.cyclestreets.
net/galleries/37/
B. Otter and M. Hiemink 2008
‘Assen verandert: oude en nieuwe
stadsgezichten’. Friese Press
Boekerij, Publisher Noordboe (Assen
Changes: Old and new cityscapes)
David Hembrow Blog
www.aviewfromthecyclepath.com/
a12. pompidou expressway
Banks of the Seine official
website http://bergesdeseine.
paris.fr/flash/index.html
http://www.paris.fr/parisplages
http://www.paris.fr/politiques/parispolitiques/berges-de-la-seine/p9766
Impacts assessment for Banks
Sources
of the Seine project http://www.
voiessurberges.fr/etude-dimpact-385
Notice of road closures for 2012 Paris
Plages (from Paris Police) http://www.
prefecturedepolice.interieur.gouv.fr/
Circulation/Encombrements-en-courset-a-venir-a-Paris/Voie-GeorgesPompidou-du-souterrain-desTuileries-a-la-Voie-Mazas-Paris-plage
http://www.etcproceedings.org
a13. cheonggye elevated
motorway removal and
waterway restoration
http://worldcongress2006.iclei.
org/uploads/media/K_LEEInKeun_
Seoul_-_River_Project.pdf
http://www.preservenet.com/
freeways/FreewaysCheonggye.html
http://lafoundation.org/research/
landscape-performance-series/
case-studies/case-study/382/
http://blog.euromonitor.
com/2012/01/euromonitorinternationals-top-citydestinations-ranking1-.html
- Tourist destination rankings.
http://www.longfinance.net/
Publications/GFCI%2011.pdf –
Global Financial services Index
http://streetswiki.wikispaces.com/
Embarcadero+Freeway+Removal
http://www.uctc.net/papers/763.pdf
http://www.cityofseattle.net/
transportation/docs/ump/06%20
SEATTLE%20Case%20
studies%20in%20urban%20
freeway%20removal.pdf
http://www.preservenet.com/
freeways/FreewaysEmbarcadero.html
http://www.cnu.org/
highways/sfembarcadero
http://escholarship.org/
uc/item/81r021w2
San Francisco General Plan, City
and County of San Francisco
http://www.globalrestorationnetwork.
org/uploads/files/
LiteratureAttachments/270_
restoring-cheonggyecheon-streamin-the-downtown-seoul.pdf
b1. sydney harbour
tunnel, cross city tunnel
& lane cove tunnel
New South Wales - Roads and
Maritime Services (http://www.rta.
nsw.gov.au/roadprojects/projects)
Kang, C. D., & Cervero, R. (2009).
From elevated freeway to urban
greenway: land value impacts of
the CGC project in Seoul, Korea.
Urban Studies, 46(13), 2771-2794.
Billings, J. E. (2011). The Impacts
of Road Capacity Removal.
www.crosscity.com.au
www.sydneymotorways.
com/about.html)
Sydney Morning Herald
(www.smh.com.au)
http://ltaacademy.gov.sg/doc/J11Novp60PassengerTransportModeSHares.
pdf
b2. paris a86
A86 Duplex official website
(http://www.cofiroute.fr/cofiroute.
nsf/fr/duplex-a86.htm )
a14. san francisco
2010 USA Census population records
Vinci Motorways report 2012
(http://publi.vinci.com/vinci_
roads − international case studies
211
Sources
autoroutes/vinci-autoroutesrapport-activite-2011.pdf )
http://www.roadtraffic-technology.
com/projects/a86/
b3. clem7 tunnel
www.clem7.com.au
www.rivercitymotorway.com.au
Transport Plan for Brisbane
2008-2026 (http://www.
brisbane.qld.gov.au/traffictransport/roads-infrastructurebikeways/transport-plan-forbrisbane-2008-2026/index.htm)
www.couriermail.com.au
www.brisbanetimes.com.au
b4. fraser river toll crossings
Gateway Program (www.
gatewayprogram.bc.ca)
Port Mann Highway 1 Investment
Project (http://www.pmh1project.
com/Pages/default.aspx)
Metro Vancouver website
(http://www.metrovancouver.
org/about/statistics/Pages/
CensusBulletins.aspx)
Port Metro Vancouver website
(http://www.portmetrovancouver.
com/en/Default.aspx)
Translink website (http://buzzer.
translink.ca/index.php/2009/06/
more-details-about-the-golden-earsbridge-celebration-on-june-14/)
212
http://seia.sea.gob.cl/expediente/
expedientesSanciones.
php?modo=ficha&id_expediente=1041
http://www.roadtraffic-technology.
com/projects/constanera/
b6. mexico urban highways
http://www.viaductobicentenario.
com.mx/
http://www.ohlmexico.com.
mx/Plantillas/concesionesdet.
aspx?IdF=107&IdL=108&Fich=
680&idM=177_680&nvl=2
http://www.inegi.org.mx/
http://tvolucion.esmas.com/
foro-tv/hora-21/120363/losbeneficios-autopista-urbana/
http://www.conapo.gob.mx/
El proceso.com.mx 26th July 2012 http://
www.proceso.com.mx/?p=315143
b7. the big dig
Massachusetts Department of
Transportation website (http://
www.massdot.state.ma.us/
highway/TheBigDig.aspx)
http://www.roadtraffic-technology.
com/projects/big_dig/
Deconstructing the “Big Dig”: An
Analysis of the Role of the Attorney
General in the Central Artery/Tunnel
Project Probe, Brigid Crowley
Official Statement The Commonwealth
of Massachusetts, General
Obligation Refunding Bonds 2006
Series A (Delayed Delivery)
b5. santiago costanera
norte toll tunnels
http://www.costaneranorte.cl/
informacion-financiera.html
b8. dallas lbj/i-0365 managed lanes
I-635 Managed HOV Lanes Project,
Texas Department of Transportation
(http://www.newlbj.com/)
http://www.concesiones.
cl/proyectos/Paginas/
detalleExplotacion.aspx?item=72
ENR Texas & Louisiana website
(http://texas.construction.com/
texas_construction_news/2010/0701_
ProjectAhead.asp)
roads − international case studies
Sources
NBCDFW News website (http://
www.nbcdfw.com/news/local/
Construction--167302865.html)
The Dallas Morning News website
(http://www.dallasnews.com/news/
transportation/20110516-hov-lanesclose-on-lbj-freeway-as-5-year-2.7billion-makeover-begins-in-northdallas.ece, (http://www.dallasnews.
com/news/transportation/20110420lbj-headaches-to-begin-fordallas-commuters-as-5-yearproject-gets-under-way-.ece)
http://www.alvstranden.com/hem/
With thanks to:
Knut Hermanson, Manager of the
Göta tunnel project, Vägverket
(Swedish National Roads Authority)
Fredrik Söderberg, City of
Gothenburg, Planning Department
Michael Gallagher, City of
Gothenburg, Traffic Department
b10. hovenring
www.eindhoven.nl
www.bicycledutch.wordpress.com
b9. gota tunnel
http://www.roadtraffic-technology.
com/projects/gota/
Swedish Construction Clients Forum
website (http://www.byggherre.
se/sa/node.asp?node=3010 )
http://publikationswebbutik.
vv.se/upload/4620/89282_
gotatunneln_utvardering_
arkitektur_och_stadsbyggnad.pdf
http://www.panoramio.
com/photo/37619689
City of Gothenburg, Environment
Department, Assessment
of environmental effects of
the Göta tunnel report
City of Gothenburg, Planning
Department, Program for
detailed planning for Södra
Alvstranden development
City of Gothenburg, Traffic Department
Södra Alvstranden development:
roads − international case studies
www.hovenring.com
www.ipvdelft.nl
www.fietsbraad.nl
With thanks to:
Jitske de Vries – ipv Delft
Irmo kaal – Sector
Projectmanagement Gemeente Eindhoven
b11. copenhagen c99
Cycling Embassy of Denmark http://www.cycling-embassy.
dk/2012/06/06/cycle-superhighways-to-generate-more-cyclistsin-greater-copenhagen-area/
Cykel Superstier - http://
www.cykelsuperstier.dk
City of Copenhagen - http://kk.sites.
itera.dk/apps/kk_publikationer/
pdf/823_Bg65v7UH2t.pdf
With thanks to:
Kristine Liljenberg – Kommunikation,
Sekretariat for Cykelsuperstier
b12. carrera 7 reversible
peak hour corridors
Cabrera M., Guerreo J., (2005)
Evaluación de a efectividad
213
Sources
de la medida del pico y
placa en Bogotá D.C.
Ardila A., Menckhoff G., (2002)
Transportation policies in Bogota,
Colombia: Building a transportation
System for the people
http://www.movilidadbogota.gov.co
http://ambientebogota.gov.co
http://www.globalurbandevelopment.
org/Issue1PIMag05/
Montezuma%20PDF.pdf
http://camara.ccb.org.co/
ligera/documentos/9091_
observatorio_movilidad2011.pdf
b13. strasbourg city centre
“Strasbourg: Regaining the public
realm”, The Prince’s Foundation
for the Built Environment, 2008
“What Light Rail can do for Cities:
A Review of the Evidence, Final
Report”, Steer Davies Gleave, 2005
“Reclaiming streets for people:
Chaos or quality of life?”, European
Commission, Directorate-General
for the Environment, 2004
“Strasbourg : European and
International sustainable city”,
Presentation by Communaut
Urbaine de Strasbourg 2009
European Academy of the Urban
Environment, SURBAN - database
on sustainable urban development
in Europe website (http://www.
eaue.de/winuwd/76.htm)
Communaut Urbaine de
Strasbourg website (http://www.
eltis.org/studies/52E.HTM)
b14. strasbourg cycling
network & hire scheme
http://www.en.strasbourg.eu/
214
roads − international case studies
http://www.tfl.gov.uk/
http://www.londoncyclist.
co.uk/cycling-in-strasbourg/
http://www.rue89strasbourg.
com/index.php/2012/09/10/
politique/velhop-un-servicecritique-mais-qui-remplit-samission-de-communication/
http://aseasyasridingabike.
wordpress.com/2012/03/19/
going-dutch-in-strasbourg/
http://alainjund.agat.
net/blog/index.php
http://ec.europa.eu/environment/
archives/cycling/cycling_en.pdf
http://transnord.schilick.
free.fr/pdu/doc/c59.htm
http://www.bas-rhin.pref.gouv.
fr/medias/fichiers/PDU_CUS.pdf
Environmental Assessment of Urban
Mobility Plan, CUS. Environmental
Authority (24 May 2012)
http://www.tfl.gov.uk/
Enquête ménages déplacements
(CUS Travel Survey, 1988 – 1997 2009), February 2010 (http://www.
adeus.org/productions/enquetemenages-deplacements-resultatsessentiels-cus-1988-1997-2009observatoire-des-deplacements)
Unions de Recouvrement des
Cotisations de Sécurité Sociale
et d'Allocations Familiales (
Organizations for the payment of
social security and family benefit
contributions): http://www.urssaf.fr/
images/ref_LCIRC-2011-0000062.pdf
http://strasbourg.angloinfo.com/
information/transport/publictransport/cycling-in-strasbourg/
Sources
http://www.cts-strasbourg.fr
b15. mobilien bus network
http://www.paris.fr/pratique/
transports-en-commun/mobilien/
le-programme-mobilien/rub_7764_
stand_28962_port_17927
http://www.paris.fr/portail/vi
ewmultimediadocument?mult
imediadocument-id=26418
http://connectedcities.eu/
downloads/magazines/
nt_2006_june_eivp.pdf
http://nymag.com/news/
intelligencer/46008/
Mairie de France –Mobilien factsheet
http://www.stif.info/IMG/pdf/
Dp_Mobilien_91-27.pdf
http://www.nxtbook.fr/newpress/
Mairie-de-paris-direction-voiriedeplacements/Paris_transport_
and_travel_2007_report/index.
php?startid=10#/12 -Paris 2007
Transport and Travel report
http://www.denhaag.nl/
en/residents/to/Air-qualityimproves-on-Veerkaden.htm
SWOV road safety report:
http://www.swov.nl/
rapport/R-2010-10.pdf
Regional news report discussing
opposition and support for the VCP:
http://www.omroepwest.nl/
nieuws/31-10-2011/gemeenteheeft-steken-laten-vallen-bij-vcp
National newspaper report
discussing safety in the VCP:
http://www.telegraaf.nl/
binnenland/6870957/___Den_Haag_
niet_veiliger_door_VCP___.html
News report in a public affairs
journal discussing the city council’s
plan to promote the benefits of the
scheme post-implementation
http://www.communicatieonline.
nl/nieuws/bericht/den-haag-gaateffect-vcp-met-campagne-promoten/
b16. ciclovía and cicloruta
Alcaldía Mayor de Bogotá. (2012).
Plan de Desarrollo 2012-2016.
Retrieved from Alcaldía Mayor
de Bogotá: http://www.bogota.
gov.co/portel/libreria/pdf/
National news report discussing
political conflicts within the
city council over the VCP:
b17. the hague traffic
circulation plan - spui street
Impact assessment of the Hague
traffic circulation plan 2011:
With thanks to:
http://www.denhaag.nl/home/
bewoners/de-gemeente-Den-Haag/
Ris/document/Effectmetingverkeerscirculatieplan-2011.htm
b18. miracles, barcelona
Barcelona Mobility Pact: http://
w3.bcn.es/fitxers/mobilitat/
pacte/pactemobilitati.250.pdf
http://www.telegraaf.nl/
binnenland/11399887/__ExPVV_ers_lekken_niet__.html
Inge Molenaar, Traffic Department,
Municipality of The Hague
Press releases from the city council:
http://www.denhaag.nl/en/residents/
to/Spui-now-carfree-1.htm
roads − international case studies
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The Basic Traffic Network of the city of
Barcelona: http://w3.bcn.es/fitxers/
mobilitat/pacte/pacte4i.642.pdf
BESTUFS – Space Management
and Night Delivery: http://www.
bestufs.net/download/conferences/
Warsaw_May07/BESTUFS_Warsaw_
May07_Ramon_Barcelona.pdf
CIVITAS in Europe – A proven
framework for progress in urban
mobility – Provided by Csaba
Mezei, CIVITAS Secretariat
ELTIS – New concepts for the
Distribution of Good in Barcelona:
http://www.eltis.org/index.
php?id=13&study_id=2289
Niches Transport – Innovative Urban
Transport Concepts: http://www.
niches-transport.org/fileadmin/
archive/Deliverables/14277_
transportconcept_1_BAT_low.pdf
OSMOSE – Multi-use lane in
Barcelona (Spain): http://www.
osmose-os.org/cgi-bin/index.
pl?mode=1&ID=19&type=0
OSMOSE – Urban Freight
Management in Barcelona
(Spain): http://www.osmoseos.org/documents/183/
Barcelona_control_enforc.pdf
Pozueta Echavarri, J. (2005)
“Experiencia Espanola en carriles
de alta ocupacion. La Calzada
bus/VAO en la N-VI: Balance
de un ano de funcionamiento,”
in Cuadernos de Investigacion
Urbanistica 16, Escuela Tecnica
Superior de Arquitectura, Madrid.
Barroso, J. (2005) “Fomento construira
120 kilometres de carrilse bus en las
autovias de entrada en la capital,
Madrid’, El Pais, 17th March 2005.
Monzon, A., Puy, J., Pardillo, J. M.,
Cascajo, R., and Mateos, M. (2003)
“Modelizacion y evaluacion de
medidas de gestion en corredores
urbanos.” CICYT Spanish National
R&D Programme, Madrid.
ICARO (1999) Final Report
Pfaffenbichler, P., and Mateos, M.,
(2005) “Location and transport
effects of high occupancy vehicle
and bus lanes in Madrid.” 45th
Congress of the European Regional
Science Association, Amsterdam.
b20. spitsscoren
BNV Mobility, Corporate
Presentation, May 2011
With thanks to:
www.nedmobiel.nl/portfolio/
spitsscoren-a15.html
Csaba Mezei, CIVITAS Secretariat
en.rotterdam.info
b19. n-vi madrid
Jesús Rubio, Jefe del Área de
Planeamiento, Dirección General de
Carreteras, Ministerio de Fomento
(Department of Roads, Ministry of
Public Works, Spanish Government).
http://www.portofrotterdam.com/
en/port/Pages/default.aspx
Geerken, T. (2009) “Madrid’s highoccupancy vehicle lanes”, in Geerken,
T and Borup, M (editors), System
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roadpricing.blogspot.
co.uk/2011/10/opposite-ofcongestion-pricing-and-it.html
http://www.bnvmobility.com/
en/mobility-services/publiekemobiliteitsdiensten.html
http://www.kpmg.com/
global/en/issuesandinsights/
articlespublications/insight-
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tecmagazine, March 2010
Cámara de Comercio de Bogotá Uniandes. (2011, 2010). Observatorio
de Movilidad. Comportamiento
de indicadores de movilidad
de la ciudad. Bogotá.
b21. bogota pico y placa
Cabrera M., Guerreo J., (2005)
Evaluación de a efectividad
de la medida del pico y
placa en Bogotá D.C.
CIUDAD HUMANA. (2004). Informe
Final sobre CAP “Conocimientos,
actitudes y prácticas sobre las
intervenciones en el espacio público
en Bogotá. Retrieved from CIUDAD
HUMANA: http://cicloviarecreativa.
uniandes.edu.co/english/advocacy/
anexos/CicloviaInforme.pdf
Ardila A., Menckhoff G., (2002)
Transportation policies in Bogota,
Colombia: Building a transportation
System for the people
Echeverry, C. A. (2012). Evaluación de
las CicloRutas como política pública
en Bogotá: Estado actual y retos.
Revista Económica Supuestos.
http://www.movilidadbogota.gov.co
http://www.globalurbandevelopment.
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COM: http://www.elespectador.com/
noticias/bogota/galeria-213562ciclovia-de-ayer#ad-image-4
http://camara.ccb.org.co/
ligera/documentos/9091_
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Elespectador.com. (2012,
January 27). La ciclovía sí paga.
ELESPECTADOR.COM.
BOGOTÁ cómovamos. (2012,
Septiembre 13). Blog Concejo
Cómo Vamos. Retrieved from
BOGOTÁ cómovamos: http://www.
bogotacomovamos.org/blog/
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INSTITUTO DISTRITAL DE RECREACIÓN
Y DEPORTE: http://www.idrd.gov.
co/htms/seccion-ciclova_27.html
“Half-yearly report”, Port of
Rotterdam Authority, 2010
http://ambientebogota.gov.co
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Retrieved 2012, from C40CITIES
Climate Leadership Group: http://
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Urbano: http://www.idu.gov.co/
web/guest/espacio_ciclorutas
IDU. (2012). Plan Maestro de
CicloRutas. Retrieved from
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Retrieved from Bogotá gov.co: http://
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Sarmiento, O., Torres, A., Jacoby, E.,
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b22. bangalore incentivising
off-peak travel
Merugu D., Prabhakar B., and
Rama N.S., (2009) “An Incentive
Mechanism for Decongesting
the Roads: A Pilot Program in
Bangalore”, Stanford University
http://simula.stanford.edu/
Incentive_mechanisms/Instant.html
b23. go520 ride sharing scheme
AVEGO Go520: http://go520.
avego.com/st-pilot/
Contra Costa Transportation Authority:
http://www.ccta.net/assets/
documents/Real-Time~Ridesharing/
go520%20Case%20Study%20
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roads − international case studies
Paper%20from%20ITSA.pdf
Presentation by Sean O’Sullivan
of AVEGO to University College
Dublin: http://www.ucd.ie/
t4cms/seanosullivan.pdf
Seattle PI: http://www.seattlepi.
com/local/transportation/
article/xxxx-1458815.php
Sustainable Business: http://www.
sustainablebusiness.com/index.
cfm/go/news.display/id/21786
Washington State Department of
Transportation: http://www.wsdot.
wa.gov/Public/templates/Standard/
DefaultwUpdateBox.aspx?NRMO
DE=Published&NRNODEGUID=%
7BD6670FC6-6CAB-43BD-B427338485C71843%7D&NRORIGINAL
URL=%2FTDM%2Fflexiblecarpoo
ling%2F&NRCACHEHINT=Guest
http://www.wsdot.com/traffic/
seattle/traveltimes/
http://www.wsdot.com/traffic/
seattle/traveltimes/reliability/
SR520 High Capacity Transit
Plan, 2008, Washington State
Department of Transportation
Sources
roads − international case studies
219
Sources
220
roads − international case studies