Cycling, one of the Strategies for Vibrant, Liveable, Sustainable, Green Urbanism

 

 

 

Trams

     

Evolving Focus

First, the emphasis was on redistribution of road space for people who were currently cycling.

Then, the priority evolved to quality cycling infrastructure that would induce motorists to cycle instead for their transportation needs.

Now, the focus is shifting towards cycling being one of the strategies for delivering vibrant, liveable urban neighbourhoods that are sustainable in the long term and green, making contributions to improvement in the quality of air, in personal health, in helping reducing the obesity health crisis, and in contributing towards the reduction of health care costs.

 

Velo.Urbanism, Barcelona

Velo.Urbanism, the Blog

     
     
       

Latest News

This website is currently under construction and will change over the upcoming months. Thanks you for your patience while we are trying to make it interesting for people who focus on cycling and its contribution to liveable, vibrant communities.

Articles will be posted periodicaly. Normally, these articles will be highlighted in the Velo.Urbanism blog.

 

Cycling and Combined Mobility - Trams

 

Moving More People During Rush Hours by Replacing Car Lanes with Tramways

Trams

Traffic signals tend to change every 30 to 90 seconds, depending on a city’s policy.

5-second traffic signal phase is all it takes to provide traffic priority for trams.

5 seconds is all it takes for a stopped tram to cross a four-lane intersection. Two trams, one behind the other, on the move can cross an intersection in 5 seconds.

Trams trip times can be reduced with traffic signal priority and control of changing upcoming traffic signals to allow their uninterrupted, seamless passage.

Trams

Trams can carry 20,000 to 40,000 plus people in a normal day.

Trams can carry 3,000 to 5,000 to 7,500 to 15,000 people in one direction per hour depending on size and configuration of tram units.

Traffic Lanes

A traffic lane can carry 1,000 to 2,000 cars per hour or 10,000 to 20,000 per normal day.

Dijon, Fr.

Four and six-lane roads have been reconfigured. Two tramway tracks and wider sidewalks have replaced general traffic lanes. General traffic lanes have been reduced to one or two lanes depending on the street.

Cycling lanes have not been provided on the new streetscapes except for a section of one street where a two-way bike path was provided in the middle of the street between the tramway tracks.

Some of the streets use off-centre and centre line streetscape approaches.

Lyon Fr.

On wide arterial roadways, off-centre streetscape layouts position tramways adjacent to a street sidewalk. Buses also use tramway tracks as part of their routes rather than mix with cars and truck congestion in adjacent general traffic lanes. Separation between the tramway and general traffic lane ranges from boulevard strips to simple curbing.

Nice, Fr.

A wide six-lane street in the downtown core and extending into the suburbs has been rejuvenated into a people mobility street with wide sidewalks and a two-way tramway. General traffic lanes have only been provided for short sections to permit car turns or crossings. On some streets, general traffic lanes are separated from the tramway with a wide boulevard strip.

Cycling has not been accommodated in the new street layout. However, cyclists and trams seem to coexist very well on the tramways. Wider bicycle tires seem to reduce the risk that tramway tracks can provide to the safety of cyclists.

Downtown green space, which could be perceived as parkland within the city core, has been created by replacing usual concrete pavement or pavement stones between tramway tracks with a field of grass.

 

 

 

Nice Fr Tramway

 

 

Unless stated otherwise, photographs are the property of article author(s)
©Photograph by H-JEH Becker, 2013
©H-JEH Becker, Velo.Urbanism.com, 2013