Public Transport

This is the second edition of the resource pack, which provides practical information and guidance on successful bus priority. A useful summary is provided in the overview document at the front of the resource pack. The resource pack comprises a series of leaflets which are updated periodically.

Cyclists in the UK are normally permitted to use with-flow bus lanes and other bus priority facilities because sustainable modes of transport are being encouraged and because cycling in bus lanes is usually safer than riding outside them between moving buses and general traffic. TRL was commissioned by the Department for Transport to examine the issues surrounding cyclists and bus priority in order to: Obtain a better understanding of cyclist and bus interaction in bus lanes; Provide guidance on the practical options available for increasing the safety and convenience for cyclists in bus priority schemes. Surveys and interviews carried out in Edinburgh, Hull, Derby and London found that riding in bus lanes (including contra-flows) was generally very popular with cyclists because it appeared safer and more direct than cycling in general traffic. Wider bus lanes were preferred, and an advisory cycle lane within the bus lane was suggested where space allowed. Few instances of actual conflict or delay were observed, but bus drivers and cyclists appeared to have a generally low opinion of each other, which might be addressed by ensuring sufficient bus lane width and greater mutual awareness.

This study, commissioned by the Department for Transport, assesses the potential for increased risk and severity of injuries to pedestrians involved in collisions with buses fitted with front-mounted bicycle racks. An extensive literature search was conducted to identify any research investigating the impact of bicycle racks, mounted on buses, on pedestrian injuries. A lack of previously published information was found that directly related to the safety implications of folding front mounted bicycle racks on buses. After analysis of the TRL database of police files of fatal accidents involving buses and coaches, and a mathematical modelling exercise, speed and impact points were recommended for impact testing. A bus, a coach and a front-mounted bike rack were selected for testing, and an informal opinion concerning these vehicles fitted with a bike rack was offered by the Vehicle Inspectorate. Adult and child headform and legform impact tests were carried out on the vehicles, with and without the rack, and with and without bikes and the results of testing the various combinations were analysed and compared. The limitations of the impact testing methodology used in revealing the severity of impalement are discussed.

Star trak is an Intelligent Transport System in Leicestershire that monitors buses and provides transport information for passengers. The system is one of a package of measures to provide quality bus services and is designed to encourage commuters to use the bus as an alternative to driving. The system tracks the position of buses using GPS systems, this information is used to predict their time of departure at their respective bus stops and is displayed at selected stops on LED signs. On board the buses, the name of the next stop is displayed on a text screen. In addition, if a bus is running behind timetable a traffic signal priority system is activated to favour the bus.

This leaflet is a study of the InterConnect system; InterConnect is a high quality bus service for the rural communities of Lincolnshire. The service is supported by Intelligent Transport Systems. InterConnect provides modern low-floor buses running at a minimum hourly frequency on routes between the major towns of the county. Rural communities off the main routes are provided with ‘CallConnect’ feeder buses that have flexible routes and have guaranteed connections with InterConnect services at high quality interchange points.

The leaflet provides an introduction to community transport and discusses the role of ITS in this field. Community Transport is the provision of noncommercial passenger transport services and covers both statutory provision of services by local authorities and provision of voluntary services. This leaflet considers how technology can aid the provision of services by local authorities and the integration of local authority and voluntary services. The technology is known as Demand Responsive Transport Systems.

This leaflet provides an overview of ITS schemes using a variety of integrated applications to address the problem of traffic congestion and related issues in Bristol. The measures are being introduced with co-funding from the European Commission supported VIVALDI project.

The Traffic Signs Manual is intended to give advice to traffic authorities and their agents on the correct use of signs and road markings. Mandatory requirements are set out in the current version of the Traffic Signs Regulations and General Directions; nothing in the manual can override these. The advice is given to assist authorities in the discharge of their duties under section 122 of the Road Traffic Regulation Act 1984, but it is for traffic authorities to determine what signing they consider necessary to meet those duties. 1.2 The Traffic Signs Manual is applicable in England, Northern Ireland, Scotland and Wales. References to “the Secretary of State” should therefore be interpreted as referring to the Secretary of State for Transport, the Department for Regional Development (Northern Ireland), the Scottish Executive or the Welsh Assembly Government as appropriate.

A workplace travel plan is a simple idea with a big ambition: to change the way that people travel to work. Cost, convenience, and comfort all influence our decisions about the journeys we take. Travel plans set out to address these factors, re-framing travel choices with major improvements to the bus, cycling and walking routes that serve the work site. Cyclists are welcomed with secure parking and changing facilities. Bus services are adjusted to staff needs. Drivers can find car share partners through a matching service. Discounts, promotional offers and financial incentives make alternatives to solo driving more attractive. Car park restrictions and charges make driving less so. This guide points to key success factors and features of good practice for setting up an effective travel plan. It is based on the experience of 20 UK organisations that have brought about a change in staff travel patterns. These employers include hospitals, councils, major companies, a shopping centre and a university. Results indicate that following their plans on average, there were at least 14 fewer cars arriving per 100 staff, representing a reduction of 18% or more in the proportion of commuter journeys being made as a car driver. The advice given here follows a detailed evaluation of the travel plans adopted by these organisations. The range of reductions they achieved was considerable – from 5% to 66% – making it possible to compare the effectiveness of different travel plan measures and strategies. The guide also draws on the findings of other research in the US and the Netherlands, where travel plans have been in use for much longer.