Learning from Road Layouts

Here is example 5 showcasing how clear road markings and signage removes conflict, establishes right of way and hence reduces entropy.

ASJ

UK has a clear road typology, this helps planning and implementing layouts and safety measures for the given function of the roads in keeping with vehicle and pedestrian density.

ASJ

Here is the next example where the very clever use of bus lanes has made way for overcoming problems associated with bottle necks when two lanes merge in to one. This example http://better.pune.google... from hammersmith bridge is great, but I have seen this very principle in use in Hounslow as well as M4 (motorway which has a bus lane). Trivia - Hammersmith bridge above was closed for repairs in late 90s, consistently the data shows that traffic had reduced in Hammersmith (and after repairs were over many wanted to keep the bridge closed). ASJ

Imagine we had a road just 8 meters wide. How could we put it to maximum use depending on our need? This series looks at the above and showcases different options depending on need and purpose. This is possible only when road lane width is optimal i.e 2.5 to 2.7 meters - thus an 8-9 meter road can be used as 3 lane (2+1 leane road). Option 1: Option 2: Here is a link http://better.pune.google... to an article where the Pune commissioner is talking about taking firm action against 'jaywalkers'. Sadly, this is yet another anti-pedestrian move in a city which has repeatedly fail to punish drivers driving past red lights. The image below shows how small inner residential routes may never need to have signal controlled crossings, just pedestrian refuges will do, that to at good intervals (300 meters as prescribed by IRC). Jaywalking thus is something that can only apply to dual carriageways or expressways where pedestrians ought to cross only at designated signal controlled points. I hope the commissioner is referring to such locations and not smaller roads. Option 3: Option 4: Option 5: Option 6: Option 7: Option 8: Option 9: Option 10: Option 11: This is a very common layout in use in London where the layout is 2 + 1 lanes with one of the lanes dedicated as a non-segragated bus lane. Traffic typically moves at maximum speed of 30 mph (48 km per hour). Finally, the entire collection above is incomplete without reference to Freeways/Highways and their distinction from city roads - this is detailed here http://bangalore.praja.in... ASJ

IDS is spot on. May I refer others to http://praja.in/pune/disc... In the previous post I did refer to the history of road traffic and the chaos before introduction of highway code in UK (in 1930s). Rome was never built in a day, I am not expecting change overnight, but with the right approach we may see it in our life-time (and our grand kids will benefit for sure). Have we not left behind our bullock carts, have we not accepted the burger and coke, do people not abide by the McDonalds culture of putting their trays away and self-service, did our Nation not take to denim eventually...... In fact if we look at our roads, the chaos is because of hap-hazard and sub-optimal use of road space. The 8-9 meter wide road would be a common place in all our cities, but we use it poorly by letting people park anywhere and however they like. TS a good while ago had also pointed out the anomoly of having very wide lanes which allow a car and a rickshaw to sit beside each other at lights, is it any wonder then that we have entropy on our roads (refer everyone to the lovely post on Entropy by SB). We need a package. Licensing reforms, Municipal corporation taking on a scientific approach to road layouts and markings as well as TDM planning along with driver education campaign on scale of a pulse polio campaign (not some poxy road safety week celebration and cutting of ribbons at hands of celebs). All this has to be supported by law enforcement. Why is the latter not possible elesewhere when in South-Central Mumbai no one dares go past red lights (are Mumbai people any different?). Without the above any hope of a Metro and BRT or other measures will fail. The reason why people in Mumbai do not use cars is simple - all roads have (historically) had reasonable width on their footpaths (other than the suburbs) - effectively there is no FREE parking in the viscinity of work Just placing pedestrians first in terms of priority will make way for bug changes. Do note, that every layout above keeps pedestrians and their safety at the center of the change. Pune has a significantly stronger lobby demanding NMT (cycles) facilities. One of the layouts shows how this can be possible on most average sized of our roads. London has studied this and its now proven the fastest way around for journeys under 5km is the cycle. Most cities in India the commute average is 8km (so a significant number muust be doing 5km or thereabouts). We have had meetings with the different agencies, most focus on mega projects - ORR / Metro etc. I suggest, getting all the players in one room and asking them to look at bvasics first. Useless building a Metro if people can't walk or cycle to the stations. ASJ