Improving car accessibility to Nijmegen center towards 2025
description
Transcript of Improving car accessibility to Nijmegen center towards 2025
Improving car accessibility to
Nijmegen center towards 2025
Research of viable solutions
Arjen van DiepenTim van Leeuwen Bernat Goñi Ros
Vikash Mohan 18 May 2010
Outline What problem do we want to solve?
Problem analysis How do we want to solve the problem?
Description of the measures Performance evaluation Combination of measures
Conclusions Recommendations
What problem do we want to solve? The route that gives access to Nijmegen from the north of
the river Waal is severely congested during peak hours, which reduces accessibility to the city center.
PrinsMauritssingel
KeizerKarelplein
Waalbrug route
City center
Waalbrug
New Stadsbrug
Oranjesingel Sint Cansiussingel
KeizerTraianusplein
Gen. James Gavinweg
P&R Ressen
Overbetuwe
Bemmel
Elst
Huissen
Lingewaard
North
Center
East
South
Arnhem
Nijmegen
SouthWest
Waalsprong
Center
New A15
North
Northern zones
Problem analysis Stakeholders and issues:
Province
National governme
ntCity
Region
Local governme
nt
Political parties
Entrepreneurs City Center
Environmental organizations
KvK
Livability Costs
Accessibility
Offensief Bereikbaar
heidcommuters Inhabitants
Problem analysis A new bridge to cross the river (Stadsbrug) is going to be
built in 2013. The Stadsbrug will be used by an important share of the traffic crossing the Waal in the future (45,000 vehicles/day).
Waal crossings
New Stadsbrug
A50 Bridge
Waalbrug
PrinsMauritssingel
KeizerKarelplein
Waalbrug route
City center
Waalbrug
New Stadsbrug
Oranjesingel Sint Cansiussingel
KeizerTraianusplein
Gen. James Gavinweg
P&R Ressen
Problem analysis However, the severity of congestion on the Waalbrug route
is expected to stay high because of the following reasons: The Waalbrug route will remain the most attractive route to travel
between the northern zones and Nijmegen centre, south and east New residential development in the Waalsprong (+20.000 inhabitants
in 2020) Demand autonomous growth
Waalsprong
City center
PrinsMauritssingel
KeizerKarelplein
Waalbrug route
City center
Waalbrug
New Stadsbrug
Oranjesingel Sint Cansiussingel
KeizerTraianusplein
Gen. James Gavinweg
P&R Ressen
Problem analysis The capacity of the Waalbrug route is not sufficient to
accommodate the predicted traffic demand: The Keizer Traianusplein is the main bottleneck The capacity of the Waalbrug is almost fully used The capacity of the Singels is reduced by the high number of conflicts
between traffic flows
950
1350
100
100
350
650
BUS
BUS
BUS
1650
1400
1400
1300
1650
200500
1050
100
100
500 500
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buslane
400
850
650200
250
1450
2500
2300 Waalb
rug
German
y
Graadt van Roggenstraat
Mr. Franckenstraat
Oranj
esin
gel
Center east
1700
2350
2150
TraianuspleinEvening Peak 2020Without measures
Same level crossing with traffic lights
Same level crossing with traffic lights
City center
Traianusplein
How do we want to solve the problem? Reducing the I/C ratios along the Waalbrug
route by: Increasing the capacity of certain road
stretches along the route Measure 1: Infrastructural improvements
Reducing traffic intensities on the route Measure 2: Improvement of the Waalsprinter service Measure 3: Parking policy
Constraints: Livability (air quality, noise, traffic safety) Costs (investment, O&M)
Measure 1: InfrastructureObjectives: Reduce conflicts on Keizer Traianusplein Increase capacity on the Waalbrug
Measure 1: InfrastructureDescription: Left turn on K. Traianusplein (direction
Ubbergseweg) facilitated by lowering the lanes going straight (viaduct)
Extra lane on the Waalbrug in northern direction using the current cycle path. Lane will be dedicated for the first exit after the Waalbrug (direction Waalsprong/Bemmel) This exit is estimated to be used by 700 veh/h in the
evening peak. In southern direction, the current bus lane will be
opened to car drivers going to the city center. This lane will be used by about 350 veh/hour in the
evening peak.
950
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100
350
650
1650
1400
1400
950
1650
200500
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500 500
400
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850
650200
250
1800
1950 Waalbru
g
Ubbe
rgse
weg
(dire
ction
Germ
any)
Graadt van Roggenstraat
Mr. Franckenstraat
Oranj
esin
gel
Center east
950
1600
1400
TraianuspleinEvening Peak 2020
With Measure 1
700
750
350
700
450
700
300
350
100
350
T2
Exi
t ce
nter
eas
t
Waalbrug
400 meter
Bus
lane
Exi
t be
mm
el
Bus
lane
Exi
t B
emm
el
350 meter
Waalbrug
Traianusplein
Exi
t cen
ter e
ast
Exi
t ce
nter
eas
t
Exi
t be
mm
el
Inco
min
g fr
om G
erm
any
DirectionLent
WaalbrugFuture
Situation
Dire
ctio
n L
ent
OverbetuweElst
Bemmel
Huissen
ArnhemCenter
Arnhemnorth
Arnhemsouth
ArnhemEast, Velp
Waalsprong
Nijmegen Center
Lingewaard
Nijmegenwest
Waalsprinter Current situation (peak hours) Access routes to P+R Ressen Waalsprinter route
P+R Ressen
Waalsprinter
6x
2x
8x
Nijmegensouth
8x
2x 6x
Overbetuwe Elst
Bemmel
Huissen
ArnhemCenter
Arnhemnorth
Arnhemsouth
ArnhemEast, Velp
Waalsprong
Nijmegen Center
Lingewaard
Nijmegenwest
3235
25
32530
31
33
33
33 32
32
31
35
35
33
Nijmegensouth
Public transport network Waalsprinter
Measure 2: P&R and Waalsprinter
Measure 2: P&R and Waalsprinter
Background: All northern zones have a public transport connection to
Nijmegen center, but most of them are not competitive with car routes.
Routes using car and Waalsprinter are almost the only routes including use of public transport that are competitive with car routes.
Improving the Waalsprinter service has a high potential of influencing mode choice. The travel time elements that could be improved are:
Penalty for transferring from private vehicle to transit Bus running time in the Waalbrug in direction north
Measure 2: P&R and Waalsprinter
Objectives: Make routes using transit services to cross the river a more
attractive option for travelers, in order to influence their mode choice behavior and reduce the amount of cars on the Waalbrug route.
Measure 2: P&R and Waalsprinter
Description: Making the side lane of the Waalbrug in direction north a
dedicated bus lane for the Waalsprinter bus running time Making several improvements in the Park & Ride facility to
offer a higher level of security and comfort transfer penalty Security:
Higher fences Transfer comfort:
Covered walking paths Escalators Waiting room: comfortable seats, vending machines, TV set,
real-time information about bus departure times P&R entry points (highway): real-time information about
parking availability and bus departure times
Measure 2: P&R and Waalsprinter
550
220
Waiting room
Bus stop
A325
Ovatonde
P+R RessenFuture Situation (2010)
Escalators
Parking: 67
Next bus: 5’
550
220
Waiting room
Bus stop
A325
Ovatonde
P+R RessenFuture Situation (2010)
Escalators
Parking: 67
Next bus: 5’
Parking: 67
Next bus: 5’
550
220
Waitingroom
busstop
A325
Ovatonde
P+R RessenCurrent Situation (2010)
Measure 3: Parking policy
Background: No attractive long-stay
parking alternative for people from North and East on their side of the city center.
No attractive short-stay parking alternative for people from the South on their side of the city center.
Signs Not all parking facilities in PRIS + the signs are not clear in directing people to parking facilities.
This results in conflicts on the Singels (crossings, left turns) and high intensities.
P Wedren
P Centrum
P Centrum zuid
P Wedren
P Centrum west
P Centrum oost
P Centrum zuid
P Centrum oost
P Centrum west
P Wedren
P Centrum
P Centrum
P Centrum oost
P Centrum
P Centrum oost
P Centrum oost
P Centrum west
P Centrum zuid
Routing to parkingsCurrent situation (2010)
P6
P5
P1
P2
P3
P8
P12
P7
P11
P9
P10
P14
CENTRUM OOST
P1 Kelfkensbos (600)P2 Eiermarkt (350)P10 Groene Balkon (26)P14 Passantenhaven (58)CENTRUM ZUID
P3 Marienburg (300)P5 Molenpoortdak (350)P6 Wedren/Julianaplein (300)CENTRUM WEST
P7 Ivensplein (40)P8 Nassausingel (70)P9 Waalkade (58)P11 St. Oude Stad (11)P12 P+R CS station (150)
(underline is parking garage)(red dot: long parking)
Measure 3: Parking policy
Objectives: Direct car users coming from the northern zones and
Nijmegen east to parking spaces on the northeast side of the city center.
Direct car users coming from Nijmegen south to parking spaces on the southern side of the city center.
Measure 3: Parking policy
Description: Changes in policy and parking information system:
Level the day card tariffs of the parking facilities located in the northeast and south of the city center.
Facilitate short stay parking in the south: hourly based parking on Wedren/Julianaplein
Include Wedren/Julianaplein in dynamic parking information system and rename to Centrum Zuid
New information panels on Prins Bernhardstraat directing people to Wedren/Julianaplein
New information panels before Waalbrug and Nieuwe Ubbergseweg to direct people to parking facilities in the northeast of the city center.
P Centrum oost
P Centrum zuid
P Centrum oost
P Centrum oost
P Centrum west
P Centrum zuid
Routing to parkingsFuture situation
P6
P5
P1
P2
P3
Px
P12
P7
P11
P9
P10
P14
CENTRUM OOST
P1 Kelfkensbos (600)P2 Eiermarkt (350)P10 Groene Balkon (26)P14 Passantenhaven (58)CENTRUM ZUID
P3 Marienburg (300)P5 Molenpoortdak (350)P6 Wedren/Julianaplein (300)CENTRUM WEST
P7 Ivensplein (40)P9 Waalkade (58)P11 St. Oude Stad (520)P12 P+R CS station (150)Px S. Mathonsingel (650)
(underline is parking garage)(red dot: long parking)
Parkeren Centrum
dagparkeren en winkelgebied
volg Centrum oost
P Centrum zuid
P Centrum oost
P Centrum west
P Centrum zuid / west
P Centrum oost
P Centrum zuid / west
P Centrum oost
Parkeerroute Centrum zuid
VOL
VRIJVRIJ
Centrum west
Centrumzuid 1
Centrumzuid 2
VOLVRIJ
Parkeerroute Centrum zuid
Performance evaluation
Criteria Infrastructure Measure
Waalsprinter Measure
Parking Policy
Accessibility Generalized Travel Time -2,5% -0,5% -0,4% Travel Time reliability + 0 0 Livability Air Quality 0 0 0 Noise 0 0 0 Traffic Safety + 0 0 Costs Investment Costs (€) 760.000 270.000 200.000 M & O costs (€/yr) 65.400 13.500 20.000 Opposing parties Environmentalists Entrepreneurs -
Combination of measuresM1: I nfrastructure M2: Waalsprinter M3: Parking Policy
WS might experience hindrance of cars using lane in southern direction
Attractive car route could lead to less WS users
Overlapping target groups
Parking policy might have congestion effects on WS lane
M3: Parking Policy
Waalbrug lane in southern direction attracts more car users to center east which supports parking policy
More WS users means less problems finding a parking spot
M1: I nfrastructure
Congestion might occur on lane in southern direction due to extra attraction of car users
M2: Waalsprinter
Waalbrug lane in northern direction can also be used by WS
Timeline
2010 2025
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024
2012Opening Stadsbrug
2018Opening Tramline
Waalsprong-Center-Heijendaal
2020Waalsprong 20.000 Inhabitants
2011Improving Parking Policy (Measure 3)
Improving WaalsprinterService (Measure 2)
2013 - 2014Redesign Traianuspleinand Waalsprinter lane
2013 - 2015Maintenance Waalbrug
Planned activities
Proposedmeasures
Conclusions What problem do we want to solve? The route that gives access to
Nijmegen from the north of the river Waal is severely congested during peak hours, which reduces accessibility to the city center.
How do we want to solve the problem? Reducing the I/C ratios along the Waalbrug route by increasing the capacity of certain road stretches along the route and by reducing traffic intensities on the route; solution constraints are livability and costs.
Three measures are found viable: Measure 1: An infrastructural measure that includes a redesign of the
Keizer Traianusplein and the implementation of extra lanes on the Waalbrug to create more capacity.
Measure 2: A measure consisting of Waalsprinter improvements including the redesign of the P&R to increase safety and transfer comfort and also a bus dedicated lane on the Waalbrug in direction north.
Measure 3: A new parking policy containing a renewed parking information system, signs and pricing policy.
Evaluation: Measure 1 (infrastructure) is the one that improves accessibility the most. However, it also has some disadvantages:
The investment and O&M costs are relatively high Some main stakeholders (such as the environmental groups) might
strongly oppose its implementation.
Recommendations 1. Implement the three proposed measures, after a
careful evaluation of second order effects. 2. Analyze the traffic situation and evaluate the effects of
the proposed measures using a more accurate transportation model.
3. Define with more detail the structural design aspects of the proposed measures.
4. Costs associated to the proposed measures should be determined more in depth, possibly using a cost-benefit analysis approach.
5. Engage the more powerful stakeholders in the design and implementation phases of these measures.
Thank you!
Arjen van Diepen Tim van Leeuwen Bernat Goñi Ros Vikash Mohan
Solution spaceImprove the accessibility of
Nijmegen centre from the North (route using the Waalbrug)
Reducing car intensity on the route
Increasing capacity of the route
Public Transport Demand, traffic and parking policy
Road infrastructure
1. Building new bus/tram lines
2. Improve existing bus/train services2a. Increase commercial speed
2b. Increase frequencies2c. Reduce access times
7. Improve image of PT
4. Improve PT fare system
5. Provide new Park & Ride facilities
11. Provide better parking information and guidance
12. Improve parking fare system
6. Ferry system
3. Improve the Waalsprinter service3a. Increase comfort
3b. Increase frequencies
8. Road pricing
9. Smart pricing
10. Dynamic Traffic Management measures 10a. Route guidance system
10b. Dynamic speed management10c. Traffic lights management
10d. Ramp metering
16. Reduce/remove conflicts between traffic flows
16a. Reduce/remove conflicts on K. Traianusplein16b. Reduce/remove conflicts on the Singels
13. Build a new bridge to cross the river
14. Widen the Waalbrug
15. Open Waalbrug’s side lanes to car traffic