Archive for the ‘Traffic’ Category

The Beauty Point LATM

May 18, 2014

800px-Fietsstrook_Herenweg_OudorpMosman Council and the community tried hard to stop the am rat run through Beauty Point, but they failed. The RMS, which has ultimate power has vetoed the idea.

In what seems to me like a knee jerk reaction to this knock back, Council is now proposing to solve the problem another way – by turning he route into an obstacle race of stop signs, chicanes, speed bumps and other traffic calming measures.

The problem with this ‘solution’ is that for 22 of the 24 hours of weekdays and all day on Saturday and Sunday there is no need for any calming measures as the rat run is closed.

Furthermore, for 22of the 24 hours of weekdays and all day on Saturday and Sunday local residents will be adversely affected:

  • by the loss of parking spaces
  • by the noise associated with vehicles negotiating the obstacles
  • by the inconvenience of negotiating the obstacles themselves
  • by the extreme visual pollution associated with signage

The obstacle course would also increase the travel time, vehicle wear and tear and driver stress of the Mosman Rider

There are many other options for solving the problem of speeding traffic during the rat run hours and/or discouraging traffic from using the rat run that would not make any imposition on local residents and at much less cost to the public purse such as:

  • strict enforcement of existing speed limits and Stop signs
  • a boom gate at the one way stretch in Bay St. This would also control vehicles illegally using the route in the reverse direction 24 hours a day and allow variable length delays to be imposed on traffic during rat run hours. Emergency vehicles could be fitted with a wireless actuator
  • A concerted collaboration by Beauty Point residents to drive through the area at no more than 30 km/h and stopping for a significant time at all stop signs during rat run hours thus slowing down following traffic.
  • Line markings to turn turn the wide sections of Pearl Bay Avenue and Bay St into a single traffic lane to be shared by traffic in both directions. The remainder of the road to be painted green to indicate that the space between kerb and shoulder is intended for cyclists(although according to the road rules vehicles could intrude into it for parking and passing). See attached photo of this type of marking which is used extensively in the Netherlands
  • A roundabout at Cowles//Awaba to give greater priority to traffic turning in and out of Awaba St over traffic coming up Cowles Rd

Council should not give up on having the rat run closed. The LATM is NOT a second best alternative to having the rat run closed. It won’t stop cars using the rat run but it will be a great imposition on residents.

At the very least Council should put on hold implementing the proposed LATM until the issue of ‘what to do now that the RMS has refused to close the rat run’ has been much more widely discussed in the Beauty Point community. This would much better align with Council’s community engagement policy.


Death by a thousand cuts

July 4, 2013

I reproduce here, with permission a letter from long time Mosman resident Damien Stapleton to Mayor Abelson on the topic of he Mosman Rider . It represents my views exactly. It appears that if a service is not useful to the present Council’s very well heeled backers then it is to be scrapped, no matter how vital it is the vulnerable young and elderly. Not immediately of course, given contractural obligations, so it has to be death by a thousand cuts. One can only surmise that the reason they rejected signing up to an attractive five year contract was they wanted to get rid of the service when the current contract expires in two years.

Mayor Abelson in his July occasional letter claims it was a controversial matter in the community with passionate supporters for and against. What he omitted to say was that the against side was made up of his and Cr Bendall’s supporters who loved to hate the previous Council. It appears that this Council is out to white ant and then knock over anything and everything the previous Council set up. What Mayor Abelson also failed to mention was that those in favour of he Rider were users of the service -either because they relied on it, or they shared the previous council’s view that substituting the Rider for a car trip was more fun, more social and good for the environment.

Serving Mosman, Mayor Abelson’s political party, campaigned on a platform of bringing in a new era of a Council that listened to the community. At least he now acknowledges that the community is not of one mind. Does he now accept I wonder that the previous Council did listen to the community , but not to those with the loudest voices, as he has opted to do. Will his thinking evolve to the point of recognising that given there is a diversity of views in the community, Council needs to be not just guided by opinion, but by values.

Here is Damien’s letter

It is most disappointing that Mosman Municipal Council has reduced its very successful initiative, The Mosman Rider community bus service, during winter months.

I regularly use the service and have signed the citizens’ petition presen tly before Council, which protests that reduction. Having not owned an automobile for 24 years and leading the extremely active life I do, I am totally reliant on and aware of the Public Transport options in this area including The Rider, as I pursue my many daily activities.

I have resided in Mosman for 41 years and we are greatly advantaged here by a very good Public Transport system which puts us in contact with linking train, ferry, bus and even air services, to all points of the compass. The Rider is now an integral part of the local Public Transport grid.

It is an invaluable asset to the area servicing many parts of the Municipality hitherto not serviced by any Public Transport eg providing transport for school students from Pearl and Quaker’s Hat Bays, transporting the less mobile to shopping, health care, and entertainment commitments and lessening cars on the road thus contributing to the environment. It is also a beneficial tourist attraction. The Rider service does not compete with, duplicate or militate against any Government Transport in the area. Government bus services are not threatened by the service.

The buses are air conditioned, clean and comfortable and drivers are extremely courteous and jovial and very cooperative and helpful, particularly to elderly passengers and those with young children. It is particularly convenient that passengers may hail the bus in spaces where it is legal to do so and are not limited to conventional bus stops.

The Mosman Rider was the quid pro quo resulting from the decision of Council some years ago to install Parking Meters at Balmoral Beach. It was to be and is funded from revenue from those meters and from infringements arising where

Parking provisions are not complied-with. It functions therefore at no cost to Mosman Ratepayers whose obligation to pay for parking vehicles does not exist, is minimal or results from poor time management. I am reliably informed that such revenue from this source now exceeds $2 million and the present Rider service costs $275,000 and that most of that revenue is derived from motorists who live outside Mosman.

The installation of the meters became necessary to control abuses of free-of-charge parking at the beach including inter alia: long- lunchers parking all afternoon and being too intoxicated to drive so leaving cars overnight for collection the next day, teachers and students from the local private girls’ school parking all day and yachties’ parking their trailer and car for days as they cruise the blue, hogging two parking spaces with no regard for the inconvenience they caused.

These abuses and their ilk had to be remedied and I must point out that one in particular of your fellow Councillors based his expensive presidential and humiliatingly unsuccessful 2012 campaign for control of Mosman Council, on Council’s Parking Meter initiative at Balmoral. It is interesting however that Council now seeks to massively increase revenue from meters at Balmoral Beach by increasing parking charges and expanding the meter culture to Spit Junction while installing a Parking Infringement Review Panel whose only function can be seen to be the overturn of parking fines with the effect of reducing the authority of Council Rangers and being left exposed to claims of cronyism where the infringements of mates are able to be overturned.

I supported and still do, the installation of Parking Meters at Balmoral and its resulting bus initiative and they are an inextricable package. I support any reasonable revenue-raising initiative of any public body including Local Government.

In its decision to reduce the Rider service, Mosman Council is in severe breach of its covenant with its citizens who have been grossly betrayed by Council in this matter. In other words the case is made that the service should in fact not be reduced but increased and Council would still have change.

Our adjoining Councils Willoughby and Manly, operate multiple free-of-charge bus services at Ratepayers’ cost.

Mosman is a wealthy small Council in the most affluent demographic in the Commonwealth of Australia. Its liabilities are minor in proportion to larger Councils with great social problems. To argue that because a service provided at no cost to its ratepayers does not bring a financial return; is a cost to them, is absolute nonsense and an insult to the community intelligence. Using such logic the argument is made that Council services which are totally Ratepayer-funded such as Balmoral Beach, our parks, public toilets, The Art Gallery, Senior’s Centre and Meals on Wheels to name but few, should all henceforth be closed,

The only deficiencies I see in the Rider service are those I suggest should be remedied as I suggest below.

Accordingly I call upon Council to immediately:

• reverse its decision to reduce the Mosman Rider service,
• increase the Mosman Rider service to a half-hourly service
• commencing from Balmoral Beach 0700-1800
• every day and
• embark on an advertising and promotional campaign to make the entire community aware of the service, how it affects their individual neighbourhoods, how best for them to use it, the benefits available to them and the community from using it.

The Mosman Rider is under threat!

April 5, 2013

Picture1At the last Council meeting of 2012, Councillor Bendall was successful in getting the numbers for a resolution instigating a thoroughgoing review of the Council’s free bus service, the Mosman Rider. The Mosman Rider was an initiative of the previous Council and Mayor Abelson and Cr Bendall have made many public statements questioning the value of the service, so this motion comes as no surprise. Supporters of the service see it as the beginning of the end. Cost benefit analyses are a convenient way of justifying ideologically driven decisions. Any desired result can be achieved, depending on how the dollar figure for benefits is calculated. The fundamental problem is that while the costs are very clear and carried by Council, the benefits are distributed across multiple stakeholders over a long period of time and are very difficult to measure.

It is of course absolutely reasonable for the new Council to review whether the Mosman Rider is achieving its objectives in the most cost effective manner. It is also reasonable to ask whether the objectives themselves are worthy, have the support of the community and represent a better option than lower rates or spending on something else.

As one of the councillors who invested a lot of time and passion in getting the service established I am clearly going to be just as biased in favour of the Mosman Rider as Cr’s Abelson and Bendall are against it. This is the response that I would give to in response to Cr Bendall’s request for a review of the service. [The actual report prepared by Council staff is on the agenda for the April meeting. Council staff have done an excellent job comprehensively addressing each of the points in Councillor Bendall’s resolution with extensive data to back up their claims].

What are the objectives of the service

The primary objective has always been to provide a basic minimum level of mobility for Mosman residents who for whatever reason are mobility impaired. Specifically to provide a means of getting from home to the shops, to transport nodes and to foreshore recreation areas for those without a driving licence who and live in parts of Mosman not well served by public transport.

A secondary objective has been to encourage all Mosman residents to use public transport for local trips, since every car left in the garage means less pressure on parking, less congestion, less air pollution, less accidents and less greenhouse gas emissions.

At the time the service was introduced, there was a third objective – that of keeping access to the beach free. In the same way that the London congestion tax was used to subsidise public transport, revenue from parking meters paid for the Mosman Rider. Non-residents could park for free anywhere along the route and thus access the beach for nothing,

Are these legitimate aims

They are aims being very strongly promoted at all levels of government, in Australia and across the world. It is not hard to see why. Very few of us are getting the required 30 minutes of exercise we need a day to stay healthy. All the research shows that incidental exercise, the sort that we get when we use public transport rather than door to door transport in our own car, is the best way of sustaining the required level of physical activity and if the population is healthy the public purse outlays on health are much reduced. The Heart Foundation has published much on the topic. The NSW government through the Premiers Council on Active Living is urging local government to provide incentives and remove barriers to active travel. At the federal level the Department of Infrastructure has just released a discussion paper: ‘Walking, Riding and Access to Public Transport’ and the American Public Health Association is continuously building on the already overwhelming evidence that providing people with an alternative to driving pays
for itself many times over in reduced health care costs, reduced congestion and reduced need for parking infrastructure.

Other areas of government stress the economic value of providing services that allow people to remain independent and living in their own homes as they age. Others again stress the importance of reducing social isolation and ensuring that the elderly can get to medical appointments. Having the independence to meet up with friends where and when you want is highly valued by youth.

I would assume that the current Council agrees with these objectives, but are less convinced about how effectively the current service is achieving them. So let’s look at that.

To what extent is the service achieving its stated objectives

You only need to go for a ride on the Mosman Rider to observe that a lot of elderly people who one suspects are beyond driving use the service. Surveying this demographic of the clientele would show the extent to which having the service was a factor in keeping them independent,

It is also clear that a lot of young people use the service to meet up with each other or go to the beach. Many families with young children use the service to go to the shops, beach or Zoo. Children love it.

There are many regulars: travelling on the bus is quite a social experience, aided by the very friendly drivers. It is not just young people who use the bus for meeting friends for a coffee

So can it be said that each person who uses the bus represents mobility being provided to someone who would otherwise be mobility deprived or a trip that would otherwise be made by car? Certainly some of the passengers do and thus they provide evidence that the service is achieving its objectives. Some do not. For example they may use the bus when otherwise they would have walked or used the services provided by Sydney Buses.

So the question we must now explore is can the benefit of the service be expanded by attracting more passengers who, had it not been for the service, would have used their car or not made the trip at all.

How big is the pool of potential passengers?

The current route of the Mosman Rider was designed so that a large proportion of the population of Mosman is less than a ten minute walk away from the route. What limits its use is that either people don’t know about it, or the service frequency is too low (once per hour) or the journey time is too long (one hour for a complete circuit of Mosman). It is these two latter factors that make the service uncompetitive with driving yourself, even taking into account the hassle of finding a parking spot. Another factor maybe the presumed unreliability – we all know the bus gets delayed in traffic so often it is running well behind its timetable, and who wants to wait at the stop with a suspicion that the bus has already passed through? In fact reliability is not a problem for those in the know, as the mobile phone bus locator system largely overcomes that problem.

Clearly a higher frequency service with a shorter journey time would increase the pool of potential passengers, but it would also cost a lot more to run. Two buses would be needed to provide a half hour service on two different half hour loops.

I believe there is still considerable scope for increasing passenger numbers with the existing service. Mosman has a growing number of both children and retired people. Both groups are under less time pressure than their working counterparts and once you rule out time as an issue there is a lot of attraction in being chauffeured, enjoying the social experience, being dropped at the door, being able to drink and not having to find a parking spot. The Mosman Rider and Sydney Buses services taken in conjunction actually allow you to get from anywhere to anywhere in Mosman and back again with not too much waiting time, particularly, if the mobile phone location services are used and you start your trip only when the bus is due.

Passenger numbers have risen steadily since the service was first introduced. People typically learn about the service from friends. Once they have experienced how convenient it is, it enters their mindset and they become repeat customers. Even without any further promotion passenger numbers and hence the community benefit will grow over time as the message spreads by word of mouth. The benefit to cost ratio will consequently grow. By promoting the service the benefits would grow even faster. A short video of current clients saying how they use the service and why they like it along with details of the route and timing, screened at the Hayden Orpheum would reach the right demographic. It could be also be screened at Council and at Bridgepoint and in local schools.

Other ways to promote the service would be to letterbox drop houses adjacent to the route with timing information for their locality – when the bus passes through their area and how long it takes to get to each key destination. New residents should be taken on a guided tour of Mosman on the Rider once they have been on it and seen how it works it won’t be such a leap of faith to use it for a real trip.

Another potential benefit of the service would be to map out ‘a day in Mosman’ for international tourists staying in the city. It would involve a ferry ride to Taronga Zoo (with or without a Zoo visit), the 238 to Balmoral Beach for lunch, the Mosman Rider for a tour around Balmoral Heights and Beauty Point, a visit to the Art Gallery followed by a stroll down the shopping strip, then a 230 to Mosman Wharf and home on the ferry. Many other itineraries could be invented. The Mosman Rider passes no less than 20 places to have a coffee.

Could the cost of the service be reduced without compromising its quality?

The benefit to cost ratio can be increased by either increasing benefits or lowering costs. In this section I examine various options for reducing the cost while maintaining the same level of service ie an hourly service from most parts of Mosman to the Mosman shopping strip and a half hourly service from the shopping strip to the beach.

Let’s start with the route. The route was painstakingly worked out to meet the following criteria. It needed to be within easy reach of the majority of the Mosman population, it needed to pass close to all of Mosman’s key destinations, it should complement and add value to Sydney Buses services, it should be impacted minimally by congestion, it needed to pass the same spot at the same time each hour, it needed to get people quickly to the beach and shops, but if they stayed on the bus, deliver them to any of Mosman’s key destinations. The route chosen needed to be negotiable by the bus and have plenty of safe places to pick up and drop off passengers.

The route finally arrived at was a figure of eight loop crossing over at Balmoral. By using loops rather than a star pattern duplication of Sydney Buses services is minimised.

An argument has been made that the original mobility objectives could be achieved by expanding community transport – for example providing for the eligible elderly a fixed number of taxi vouchers. Or more ambitiously replacing the Mosman Rider with a computer based bus despatching system that would respond to calls from potential passengers, optimising its route to pick up each passenger and deliver them to their destination. Leaving aside the loss of independence (having to ask for help rather than simply using a service) and the unpredictability of your arrival time with such a service, the major disadvantage is that such services are not scalable, costs rise in proportion to passengers. For the Mosman Rider, benefits increase with passenger numbers, while costs are held constant. There is thus no financial impediment to promoting the service, and consequently reducing greenhouse gas emissions, reducing demand on parking, reducing congestion

The Mosman Rider, now that it is established and growing in popularity has so much potential. It could become very Mosman to do the social and environmental right thing and get around Mosman by a combination of walking cycling, Mosman Rider and Sydney Buses – excepting of course when the weather was bad, or you had lots to carry, or you were short of time. The State government in its Transport Master Plan has argued that Sydney bus services should be restricted to trunk routes with feeder buses providing for micro mobility. Mosman and Manly will be well placed to negotiate a deal with the State government when this happens, having developed experience in running their own services

Another way of reducing the costs would be to charge for the service. This would add to operational costs and also be a disincentive. It would also be unfair as the chief beneficiaries are not the passengers but the community. They benefit from having one less car on the road. In the long term, when the service is fully established with two buses providing a 30 minute service it would be appropriate to charge a fare, provided that at that time the OPAL card is in use across all transport in Sydney, including the Mosman Rider. In the short term sponsorship, or on bus advertising could be considered.

Wouldn’t it be better to scrap the service and lower rates?

This is a matter for political judgement by the councillors. Every Council service could be scrapped and the rates dropped ever lower. The Mosman Rider first, then perhaps the Library, then the sporting venues. Where do you draw the line? I think that the Mosman community is quite comfortable with the mix of services they get in return for their rates, and are generous enough to accept that they are paying for some services that they personally don’t use but are vital for others.. As the population ages, more people live here and fuel prices increase support for the Mosman Rider will grow ever more stronger. Scrapping or even significantly changing the service now would be to squander a four year build-up of passenger good will and three years of fine tuning to optimise the service. It would put a lot of cars back on the road and make a lot of people seriously question whether they could continue independent living. It would make a lot of children who get so excited about riding the ‘Whale Bus’, very sad. It would make me sad too, seeing a great initiative by one Council destroyed by the next. But I guess that is how politics is played these days.

24 hour clearways are not the solution

November 18, 2012

For the Northern Beaches transport corridor, the highest priority should be protecting buses from congestion delays. If we all knew that, if congestion occurred, buses would be given priority over cars, buses would begin to look a much more attractive proposition. Not because on average the journey time was competitive with using a car, but because buses had the shortest worse case journey time.

Giving buses priority wouldn’t just remove the uncertainty from journey time and thus allow us individually to operate on a tighter schedule, it would be very good for our health. By encouraging public transport use more of us would get the recommended 30 minutes a day of walking.

So how could buses be given priority?

There are in fact several distinct time periods, each of which needs a different solution.

In the weekday am and pm peak periods 5 traffic lanes are in operation (3 in the peak direction and 2 in the other). The kerbside lane is a bus or T3 lane. My proposal is to introduce electronic lane reallocation for the entire length of the corridor from Spit Bridge to the Freeway. This would involve overhead gantries as on the Sydney Harbour Bridge indicating which lanes were currently available for each type and direction of traffic. Some embedded lights on the road may also be needed. At pinch points, (but only at pinch points) some parking on the non-peak flow side would need to go in order to accommodate the pop-up bus lanes without further compromising general traffic capacity

The lanes would be dynamically changed to give priority to buses in the event of an incident or just unexpectedly heavy traffic.

This could be implemented in stages over many years, starting with hotspots. The Ourimbah Road Spit Road intersection has already been done. (more…)

Mosman traffic and Infrastructure NSW’s draft plan

November 2, 2012

It seems that our generation has dropped the ball when it comes to public transport infrastructure. 160 stations were opened in Sydney prior to WW2. Just 13 have been opened since despite the population having more than quadrupled. First it was our infatuation with the car, now it is our aversion to borrowing combined with a very narrowly defined approach to cost benefit analysis. We are simply not prepared to make very long term investments. This was not always the case. The passenger numbers on the East Hills line, which was built before there was any development along the line took 50 years before passenger demand began to approach the level of capacity being provided.

This is the great tragedy of the Infrastructure NSW’s draft plan. Where is the thinking that would have argued: the Northern beaches is one of the highest amenity areas of Sydney. Everyone there has access to bush and beach and the climate is pleasant. If we are going to have medium density along a transport corridor in Sydney this is clearly the best place for it. So let’s borrow and build a rail link from Dee Why to the City and pay it back from betterment taxes that will flow as the land along the corridor increases its value.

That, sadly is not what the plan recommends, so we have to live with the lost opportunity and focus instead on what is sensible in the short term.

Here also, what the plan recommends – eliminating parking to make Spit and Military Road into a 24 hour clearway is seriously wrong.

Congestion on any stretch of road can be addressed by either increasing capacity or reducing demand. Increasing capacity by eliminating parking would provide relief in the short term, but it would stimulate demand such at in a few years congestion would be back to existing levels. In the mean time the viability of commercial and retail centres along the corridor would have irreversibly declined and the amenity of the area for pedestrians and local residents would have been seriously
eroded – in effect, for nothing.

A more enlightened approach would be to reallocate the existing capacity in favour of the traffic with greatest economic benefit and manage the demand on the capacity that remains, without any net increase in capacity. (more…)

Pedestrian crossing Ping Pong

September 17, 2012

The smart phone is just the beginning. Imagine a future when the intelligence that is built into your mobile get dispersed to the point that is embedded in all the everyday objects we interact with. Take for example the pedestrian crossing. This example from Germany not only shows you how much green or red time you have left, but while you are waiting it allows you to play a game of ‘skateboard ping pong’ with a stranger waiting to cross on the other side of the road. The benefits? You are less likely to risk crossing against the lights and you make a connection with a total stranger. Watch the video here.

I don’t think we will see crossings like this anytime soon in Mosman but the example does alert us to the enormous potential that embedded ‘smarts’ have tackle safety. manage parking. address congestion and facilitate law enforcement by nudging us to do the right. An encouraging sign is the recognition given in the draft NSW Transport Plan of the value of variable time of day road user charges as a way of tackling congestion and the use by some councils of parking detectors so that drivers can be directed to where a spot is available (as well as alerting rangers to overstayers.) The next generation of parking meters will almsot certainly be mobile phone activated and smart enough to allow a daily allowance of free parking to be split over multiple periods of the day. Maybe the day will come when simple road markings will indicate that parking restrictions apply, with the details coming up, once we request it, on a screen in our car. No more ugly parking signs! As a public tranport user my favourite here-and-now example of embedded smarts is the STA real time bus arrival time prediction service. Just SMS the bus stop number to 0488 898 287 and you will get texted back a the route numbers and wait times for buses expected to arrive at the stop over the next 30 minutes. A similar service is available for the Mosman Rider. Just send any message to 0459 667 616 and you will be texted back its current location.

Reclaiming the street

October 9, 2011

In other parts of the world there is increasing recognition that local streets have a function that extends far beyond providing vehicular access. They are also places where residents and their visitors walk, garden and socialise and where children play, ride bikes, roller skate and skateboard. On occasions they can even be used for street parties. In the UK, for example, a local street can be designated a “Home Zone”. In a Home Zone the road space is shared between drivers and other road users, with the wider needs of residents, including people who walk and cycle, and children), in mind. The aim is to change the way that streets are used and to improve the quality of life in residential streets making them for people, not just traffic. In a Home Zone, changes are made to the layout of the street to emphasise this change of use, so that motorists perceive that they should give informal priority to other road users. Home Zones turn residential streets in valued public spaces, not just a space to service the movement of traffic. They foster a sense of community, reduce social isolation, particularly amongst the elderly, increase opportunities for children’s active and creative play, increase natural surveillance and thus deter casual crime, and encourage walking and cycling within the local area and to nearby destinations.

In Mosman a good start was made 20 years in clearing our local streets of rat runners by judicious road closures and traffic calming measures. In my view the time has come to take the next step and establish Home Zones. Of course not all Mosman Streets are suitable, but that shouldn’t stop us from pressing ahead with the many that are.

It is going to be a long hard slog. In Australia we don’t have any legal recognition of Home Zones, instead we have a dogs breakfast of concepts including “residential speed zone”, “local traffic area”, “shared zone” and “high pedestrian activity area” which are poorly understood. We would do well to replace the first two in the Australian road rules and introduce in their place Home Zones based on the UK legislation (or that of The Netherlands or Germany). Once the road rules have been modified power needs to be given to local councils to declare and configure streets as home zones without the need to gain RTA approval.

At the forthcoming Local Government Association Conference, I will be moving a motion, endorsed by Mosman Council, that councils be give the power to designate at road at the bottom of the RTA hierarchy (ie not an arterial or a collector) as a home zone.

Sign Clutter

September 26, 2011

The UK approach - line marking is enough

Why do we need to have so many signs in our streets telling us what we can and can’t do. They are ugly to look at, add to visual clutter and very expensive for councils to erect and maintain. It is not as though it is an inevitable consequence of our legal system, as other countries, with similar legal systems. have much less obtrusive signage. How lucky for Europe that text signs there are impractical due to the multitude of languages. Symbolic signs can be tiny. As soon as you spell things out in words, as is done in the US and Australia, big signs are needed and they need their own poles. In my dreams I imagine a time when all regulatory signage is removed – in its place some form of indication – using colour or texture – that the adjacent space has regulations governing its use. It would be up to anyone using that space to find out for themselves what the regulations were. These days with GPS enabled smart phones it would not be hard to find out. As a transition, yellow lines, broken single and double could be used to indicate that parking restrictions applied in a particular zone and small embedded in the kerb, or streetlamp poles could spell out the detail of the restriction. (more…)

BRT in Bogota

May 19, 2011

A station on the Bogota BRT

SHOROC’s comprehensive solution to our transport woes includes as one of its components a Bus Rapid Transit system which will run along the Spit Road Military Road corridor. So I was very interested to hear Professor Juan Pablo Bocarejo talk on the Bogota BRT, delivered recently as part of the City of Sydney’s City Conversation Program. I can recommend watching the video of the system. For Bogata, a city of 7 million, BRT was a much more attractive option than a metro in the sense that it has one tenth of the cost yet can move the same volume of people with the same average speed. The buses have their own right of way and stop at “stations” with raised platforms. The buses themselves have doors along the entire side so loading and unloading is very fast. The red BRT buses serve the trunk routes but free green buses circulate in the local neighbourhood of each station to feed passengers into the BRT. As well as using buses as feeders, citizens of Bogota are encouraged to walk and ride their bicycles to the stations. Extensive, free secure bicycle parking is provided at each station. (more…)

$4 Million Scandal

April 13, 2011

The rat run RTA didn't anticipate

The RTA’s tidal flow system at the Ourimbah Road intersection is about to begin operation. It will speed up traffic travelling along Spit Rd and is to be conditionally welcomed. The condition of course is that the “breathing space” thus created is used to plan and construct the infrastructure for a long term solution. SHOROC has articulated in broad terms what this long term solution should look like – major transport infrastructure investment on the Chatswood Dee Why Corridor and a bus rapid transit system from the northern beaches to the city. The new coalition government has committed to fund a study to put flesh onto the SHOROC plan.

The funding that the coalition has promised for the feasibility study – $1 million – is a small fraction of the $ 4 million that the RTA seems intent on wasting on another Spit Rd project: resuming land from St Therese church and introducing a turning bay and 24/7 signalised right hand turn at Central Avenue (more…)