Lesney Street traffic conclusions

Traffic surveys of Lesney Street, Richmond, identified three different paths for traffic movement through the street. The overall observation shows that the majority of traffic uses Lesney Street as a thoroughfare, compared with arriving at or departing the street.

20141002 lesney traffic conclusions #1

The diagram shows the three different paths of traffic used by cars in Lesney Street, a one way residential street. Route A travels part of the way through Lesney Street and makes a left turn onto Brighton Street; Route B travels along Lesney Street to access Church Street; and Route C arrives into Lesney Street from Brighton Street to access Church Street.

20141002 lesney traffic conclusions #2

This diagram compares the weekday and weekend use of Lesney Street by cars, bicycles, motorcycles and pedestrians (including with prams and pets, and using the pedestrian foot bridge). We can see that the majority of cars take Route C from Brighton Street (71% on weekdays; 87% on weekends). We can also see that the majority of pedestrians take Route B (91% on weekdays; 97% on weekends).

20141002 lesney traffic conclusions #3

This diagram shows the average amount of time each mode of transport spends in Lesney Street and the speed at which they travel.

20141002 lesney traffic conclusions #4
Weekday activities

Based on observations, during weekdays:

  • Majority of pedestrians using Lesney Street are residents who walk alone to and from work in formal attire.
  • In the late evening, pedestrian traffic is significantly heavier heading to and from Church and Swan Streets. Pedestrians walking back are seen carrying their groceries from the nearest Coles supermarket.
  • In off-peak periods, one car journey was observed every 14 seconds travelling at an average speed of 30 km/h.
  • Bicycle usage is low in both peak and off-peak periods.
  • Pedestrian use is consistent throughout the day.

20141002 lesney traffic conclusions #5

During the weekend:

  • Pedestrian are generally in small groups: families and couples.
  • In the late evening, car traffic is significantly heavier for both Route A and Route C.
  • Pedestrian traffic is equally heavy in the morning, afternoon and evening. Pedestrians regularly park their cars along Lesney and Brighton Streets to walk to Church Street for shopping.
  • One car journey was observed every 13 seconds travelling at an average speed of 40 km/h.
  • Bicycle usage increases slightly in the afternoon.
  • Pedestrian use is consistent throughout the day.
  • In the evening, cars speed up significantly and are mostly taxis.

A summary of conclusions that have come from the above analysis is as follows:

  • Lesney Street is subject to light car traffic.
  • Car usage is significantly higher along Route B and Route C. Cars use the street as a thoroughfare from Brighton Street to Church Street.
  • Car speed is approximately 40 km/h, which is fast for a one way, residential street.
  • Cars that arrive into Lesney Street are parked for shopping along Church Street.
  • Pedestrians use the pedestrian bridge predominantly to access Swan Street.
  • Lesney Street is well used by pedestrians throughout the day.

Image sources

  1. Traffic routes, this and subsequent images copyright of author.
  2. Traffic comparison between weekdays and weekends.
  3. Average travel times.
  4. Weekday analysis.
  5. Weekend analysis.

Palmer Street traffic analysis

Traffic Analysis

I observed and counted all traffic passing through Palmer Street during the following periods:

  • Weekday morning peak
  • Weekday evening peak
  • Weekday daytime
  • Weekday night time
  • Weekend daytime
  • Weekend night time

Traffic counted includes:

  • Cars passing through the street (including direction and speed)
  • Bicycles
  • Pedestrians
  • Activities of cars and pedestrians e.g. parking, residential use

The peak period of use of the street is heavily influenced by the school day of Sacred Heart School, located on the corner of Palmer and Nicholson Streets. A large number of parents were observed picking up and dropping off their children. Many students also use the street on foot to walk to and from school.

20141001 palmer street traffic #1

Weekday morning peak
7.30am
Clear, 15km/h wind, 10 degrees

Cars: 87
Bicycles: 7
Pedestrians: 182
Pets and motorbikes: 0

20141001 palmer street traffic #2

Weekday daytime
9.30am
Sunny, 15km/h wind, 17 degrees

Cars: 40
Bicycles: 12
Pedestrians: 60
Pets and motorbikes: 4

20141001 palmer street traffic #3

Weekday afternoon peak
3pm
Sunny, 15km/h wind, 20 degrees

Cars: 80
Bicycles: 6
Pedestrians: 151
Pets and motorbikes: 0

20141001 palmer street traffic #4

Weekday night time
6pm
Light rain, 18km/h wind, 13 degrees

Cars: 38
Bicycles: 2
Pedestrians: 68
Pets and motorbikes: 0

20141001 palmer street traffic #5

Weekend daytime
10am
Sunny, 10km/h wind, 19 degrees

Cars: 20
Bicycles: 3
Pedestrians: 55
Pets and motorbikes: 0

20141001 palmer street traffic #6

Weekend night time
6pm
Clear, 13km/h wind, 14 degrees

Cars: 38
Bicycles: 2
Pedestrians: 68
Pets and motorbikes: 0

A summary of this information is as follows:

Overall

Print

Speed and frequency

20141001 palmer street traffic #8

  • Cars travel at an average speed of 20 km/h.
  • Cars spend on average 13.5 seconds in the street as many of them enter at Nicholson Street and turn off immediately after the school down Royal Lane.
  • Low bicycle use.
  • The dominant use of the street is by pedestrians (large number and more frequently).

20141001 palmer street traffic #9

  • Pedestrians move more quickly during peak periods than off-peak periods.
  • Bicycle speed remain constant across both periods.
  • Car spend more time on the street during peak periods, due to parents finding parking spots to wait for their children.
  • Cars use the street more frequently during peak periods than off-peak periods.

Street usage

20141001 palmer street traffic #10

20141001 palmer street traffic #11

  • The majority of traffic uses the section of the street between Nicholson Street and Royal Lane. This is likely due to the street being used as a shortcut to avoid the Nicholson Street / Victoria Parade intersection to the south.
  • Only 0.01% of traffic originates from Little Fleet Street, considered therefore as a dead end street.

Image sources

  1. Weekday morning peak, this and subsequent images copyright of author.
  2. Weekday daytime.
  3. Weekday afternoon peak.
  4. Weekday night time.
  5. Weekend daytime.
  6. Weekend night time.
  7. Traffic summary.
  8. Speed and frequency.
  9. Peak vs. off-peak.
  10. Pedestrian routes.
  11. Car routes.

Rushall Crescent traffic analysis

The traffic analysis for Rushall Crescent was collated over a one week period and consisted of 6x 1 hour observation sessions, collecting data for Rushall Crescent’s car, bike and pedestrian population.

The infographics are designed to be self-explanatory but overall, the results of the traffic analysis underline one significant detail – that the car population of Rushall Crescent is by and large foreign to its local context. Beyond this, no other major anomalies apply. Simply put, the car population of Rushall Crescent relies on it as a means of travel between Queens Parade and St. Georges Road via Park Street and beyond.

20141001 rushall crescent traffic #1

As expected, the above data clearly highlights the car dominance of the street in proportion to bicycles and pedestrians on all occasions. Rushall Crescent is statistically the cars domain. More or less, there is an even distribution in either direction – red bars pertain to traffic headed toward Queens Parade and grey bars pertain to data headed city bound to Park Street. This means that Rushall Crescent doesn’t particularly service cars from one side any more than it does the other. Furthermore, arrival and departure data emphasises car users’ reliance on Rushall Crescent as a major traffic thoroughfare, as only a small percentage of residential traffic (7% total arrivals or departures) make up the overall traffic statistics.

So what does this mean? Rushall Crescent was initially selected for its asymmetric character, variable cross section and for its generous but underutilised 10.5m nature strip on one side. This nature strip, which represents 42% of the total street makeup, was identified as an opportunity to develop “bad” green space. What the traffic analysis brings to the fore however is that while the nature strip lacks value as green space, it works perfectly well as a nature strip by increasing the distance of pedestrians to the high volume of adjacent car traffic.

20141001 rushall crescent traffic #2

Through extrapolation, this image graphically outlines that the only time when there is no more than a single car occupying Rushall Crescent is during weekday nights. Every other time of the week, at least one car enters before the preceding one departs.

20141001 rushall crescent traffic #3

This final image outlines the average stay for cyclists and pedestrians as well as a detailed cross section of the street. The most telling insight pertains to the nature in which bypassing traffic enters and exits the street. In both directions at every observation time, cars more often than not traverse in packs. This further highlights Rushall Crescent as a transitional linkage street for drivers, who access it in time with nearby traffic lights.

Rushall Crescent is predominantly lined with medium density residential dwellings, aside from the lower density retirement village which conveniently sits behind the large 10.5m nature strip. Besides cars, Rushall Crescent also services bus routes #250 and #251 from the city to La Trobe University and Northland Shopping Centre respectively. It is a major traffic linkage, as its consistent traffic survey results show, rather than a convenient rat run for cars. Whilst asphalt does make up 48% of Rushall Crescent’s street makeup, for these reasons as well as a lack of any true anomalies in traffic analysis, it becomes difficult to justify Rushall Crescent as a suitable street for the Streets Without Cars agenda, despite the initial excitement over its wide streets and nature strip.


Image sources

  1. Traffic mapping, this and subsequent images copyright of author.
  2. Traffic analysis.
  3. Traffic infographic.

Richmond carpark traffic conclusions

The surveys of car, bicycle and pedestrian traffic through the carpark located at 36 Thomas Street, Richmond, revealed some interesting conclusions about the site. The diagram below represents the total data collected across all six observation periods When overlaid, patterns of movement and usage begin to emerge.

20140930 richmond carpark traffic conclusions #1

Comparing the diagrams of traffic usage across the day, we can see that the timeframe with the highest use is the peak evening period. Weekday and weekend daytimes also have higher than average usage. However, total numbers of cars using the carpark across the day would be classified as generally low.

20140930 richmond carpark traffic conclusions #2

Parking

  • Overall, the site has a very low usage as a carpark, with an average of only 14 our 74 car parks in use per hour. The peak period for parking is during the day on weekends, particularly on Saturdays. The lowest usage generally occurs on weeknights.
  • Of the cars that do use the site for parking, an overwhelming majority of 84% use the south end of the carpark closest to shops on Bridge Road, compared to only 16% which used the north side.
  • Observations revealed that customers going to the adjacent Thomas Dux supermarket tend to park as close to the south west corner as possible and most do not pay for parking as they only use the carpark for a short period of time.

Pedestrians

The path of movement which most pedestrians take is from the pedestrian lane (leading to Bridge Road) cutting through the carpark on a diagonal and exiting at the corner of Thomas and Hull Streets.

Durations

The average duration of time spent in the carpark by pedestrians is 43 seconds, compared with 10 seconds for cars.

These conclusions will be used together with the community consultation outcomes to begin to create a masterplan for the site.


Image sources

  1. Total traffic overlay, this and following image copyright of author.
  2. Traffic use by period.

Richmond carpark traffic analysis

In order to gauge the current usage of the Richmond carpark located at 36 Thomas Street, a series of observation sessions were conducted across a variety of timeframes. The sessions each lasted 1 hour and were undertaken over a two week period in September. The numbers of cars, pedestrians, bicycles, pets and prams were counted during each session. More detailed information was also collected, including the locations of parking, and both the directions and durations of movement. The data has been collated below.

20140930 richmond carpark traffic #1

20140930 richmond carpark traffic #2

20140930 richmond carpark traffic #3

20140930 richmond carpark traffic #4

20140930 richmond carpark traffic #5

20140930 richmond carpark traffic #6


Image sources

  1. Weekday morning peak, this and subsequent images copyright of author.
  2. Weekend evening peak.
  3. Weekday daytime.
  4. Weekday night time.
  5. Weekend day time.
  6. Weekend night time.

Railway and Brunswick Streets traffic conclusions

The data collected in my traffic survey sessions was collated to summarise the use of the site by cars, cyclists and pedestrians.

20140929 railway street traffic conclusions #1

  • 1,597 cars use the site per day. There is approximately one car journey every 25 seconds during peak periods and every 40 seconds during off peak periods, driving at an average speed of 43km/hr.
  • 2,412 bicycles use the site per day, on average. There is approximately one bicycle journey every 12 seconds during peak periods and every 35 seconds during off peak periods, riding at an average speed of 19km/hr.
  • 500 pedestrians use the site per day. There is approximately one pedestrian journey every 110 seconds during peak periods and every 100 seconds during off peak periods, either walking or running at an average speed of 8km/hr.
  • In every hour, cars spend 12 minutes driving through the site, each taking 11 seconds to travel from the north end of Brunswick Street to Park Street.
  • In every hour, bicycles spend 17 minutes riding through the site, each taking 10 seconds to travel from the former Casa Elda Vaccari building to the bike crossing at Brunswick Street.
  • In every hour, pedestrians spend 11 minutes walking or running through the site, each taking 33 seconds to travel within the area outlined by Railway, Park and Brunswick Streets.

20140929 railway street traffic conclusions #2

The analysis of journeys that start or finish within the site area, compared with those in transit reveals an extremely low percentage of users actually stopping within the site.

  • 3% of car journeys are arrivals or departures. Approximately 46 arrivals and departures occur per day, of 1,597 cars total.
  • 1% of bicycle journeys are arrivals or departures. Approximately 22 arrivals and departures occur per day, of 2,412 bicycles total.
  • 2% of pedestrian journeys are arrivals or departures. Approximately 11 arrivals and departures occur per day, of 500 pedestrians total.

The broad conclusions from the traffic surveys conducted are:

  • Railway Street is a dead street, in terms of car, bicycle and pedestrian traffic.
  • The bike path perpendicular to Brunswick Street is highly frequented and opportunities lie in channelling this frequency.
  • Bicycle usage during peak periods are significantly higher than off peak periods.
  • The site is almost always used as a thoroughfare.
  • The grassed area is rarely used as a park.

A shortcoming of the data collected is that it fails to recognise the following:

  • The average speed of cars and bicycles does not take into account the fact that journeys through the site are often interrupted by vehicles stopping to give way to other traffic. This is especially prevalent during peak periods.
  • There are typically two types of bicycle speeds: cyclists on a mission (22 – 26 km/hr) and lazy Sunday riders (12-17km/hr).
  • Brunswick street is typically only used by cars.
  • Cars tend to significantly speed up over the 40km/hr speed limit after driving over a speed hump along Brunswick Street.

Image sources

  1. Traffic conclusions, this and following image copyright of author.
  2. Transit vs exit / arrival.

 

Railway and Brunswick Streets traffic analysis

The following traffic survey was compiled through a series of 6x one hour observation and data recording sessions of my selected site: the intersection between Railway Street and Brunswick Street, Fitzroy North.

20140929 railway street traffic #1

Observations and analyses of the site stretched over 2 weeks, at varying times of the day and night and under different weather conditions. Data was recorded on Thursday August 21st and Saturday August 23rd. The collection of data includes: the number of cars, bicycles, pedestrians and any other modes of transport (e.g. scooters or skateboards) as well as the direction travelled and whether they were in transit, exiting from or arriving into the site.

TRAFFIC_DATA A3_FINAL

Weekday morning peak
Total number of journeys = 728

TRAFFIC_DATA A3_FINAL

Weekday day
Total number of journeys = 238

TRAFFIC_DATA A3_FINAL

Weekday evening peak
Total number of journeys = 592

TRAFFIC_DATA A3_FINAL

Weekend day
Total number of journeys = 157

TRAFFIC_DATA A3_FINAL

Weekend night
Total number of journeys = 96


Image sources

  1. Looking south down Brunswick Street, with cycling track running east-west. Photo taken 20th August 2014. This and subsequent images copyright of author.
  2. Weekday morning peak.
  3. Weekday day time.
  4. Weekday evening peak.
  5. Weekday night time.
  6. Weekend day time.
  7. Weekend night time.

Little Charles Street traffic conclusions

According to traffic analysis data, Little Charles Street is a quiet street with a higher number of pedestrians than cars and bicycles. The street is narrow and offers only one way traffic, creating a low speed environment with an average car speed of 30km / hour. Some local residents complained that cars drive too fast in this narrow laneway.

20140929 little charles traffic conclusions #1

20140929 little charles traffic conclusions #2


Image sources

  1. Traffic frequencies, this and following image copyright of author.
  2. Traffic volumes.

Johnston Street traffic conclusions

The traffic surveys of Johnston Street identified a number of patterns in the frequency, usage and movement of cars, bicycles and pedestrians through the street between Hoddle and Gold Streets. The overall observation of the study area shows that Johnston Street functions as a busy arterial road, carrying significant volumes of traffic, especially cars.

20140929 johnston traffic conclusions #1

20140929 johnston traffic conclusions #2

  • 16,240 cars use Johnston Street per day. The frequency of cars along the street is one car journey every 7 seconds, travelling at an average speed of 38km/h during peak times and 44km/h during off-peak times.
  • 1,232 bicycles use the street per day. The frequency of bicycles is one bicycle journey every 62 seconds, travelling at an average speed of 27km/h during peak times and 29km/h during off-peak times.
  • 2,952 pedestrians use the street per day. The frequency of pedestrians is one pedestrian journey every 26 seconds, travelling at an average speed of 9km/h. The average speed of pedestrians remains fairly consistent between peak and off-peak periods.
20140929 johnston traffic conclusions #3
Average speed and time during peak hours
20140929 johnston traffic conclusions #4
Average speed and time during off-peak hours
  • On average, cars spend 32 seconds travelling between Hoddle Street and Gold Street during peak periods and 27 seconds during off-peak periods.
  • During the morning peak, cars travelling west towards the city take 32 seconds to move through the street; while cars travelling in the opposite direction take 27 seconds. This pattern is inverted during the evening peak.

20140929 johnston traffic conclusions #5

  • On average, bicycles spend 45 seconds travelling between Hoddle Street and Gold Street during peak periods and 42 seconds during off-peak periods.
  • On average, pedestrians spend 134 seconds travelling between Hoddle Street and Gold Street during both peak and off-peak periods.

20140929 johnston traffic conclusions #6

The overall observation reveals a substantial difference between peak and off-peak periods.

  • In off-peak periods, the frequency of cars along Johnston Street is one car journey every 10 seconds. In peak periods, the frequency is one car journey every 4 seconds.
  • In off-peak periods, the frequency of bicycles along Johnston Street is bicycle journey every 86 seconds. In peak periods, the frequency is one bicycle journey every 37 seconds.
  • In off-peak periods, the frequency of pedestrians along Johnston Street is one pedestrian journey every 36 seconds. In peak periods, the frequency is one pedestrian journey every 19 seconds.

20140929 johnston traffic conclusions #7

The observations also looked at the number of journeys that arrive into and depart from the subject area. This showed that only a small percentage of cars, bicycles and pedestrian journeys start or finish within the subject area and that most of the traffic along Johnston Street is made up of those that are passing through.

  • 5% of car journeys are arrivals and departures. In peak periods, 40 cars arrive or depart per hour. In off-peak periods, 33 cars arrive of depart per hour. A total of 818 cars arrive into or depart from the subject area per day.
  • 7% of bicycle journeys are arrivals and departures. In peak periods, 11 bicycles arrive or depart per hour. In off-peak periods, 12 bicycles arrive or depart per hour. A total of 284 bicycles arrive into or depart from the subject area per day.
  • 16% of pedestrian journeys are arrivals and departures. In peak periods, 17 pedestrians arrive or depart per hour. In off-peak periods, 23 pedestrians arrive or depart per hour. A total of 460 pedestrians arrive into or depart from the subject area per day.

A summary of conclusions that have come from the traffic surveys are:

  • Johnston Street is a traffic thoroughfare, with a high percentages of traffic (cars, bicycles, pedestrians) passing through as opposed to arriving or departing.
  • The high volume and frequency of cars along the street means that Johnston Street is primarily occupied by vehicle movement.
  • Johnston Street is not as well used by pedestrians and bicycles.
  • The direction and volume of journeys along the street changes over the period of the day. Weekday morning peak periods carry large volumes of traffic towards the city and destinations further along Johnston Street such as Smith Street and Nicholson Street. Weekday evening peak periods carry large volumes of traffic towards Hoddle Street, the Eastern Freeway and Victoria Park Station (especially for pedestrians). Weekday afternoons, weekday nights and weekend afternoons carry higher volumes of pedestrian journeys towards the city and destinations further along Johnston Street such as Smith Street, Brunswick Street and Nicholson Street.
  • Peak periods, as opposed to off-peak periods, yield higher usage of the street by cars, bicycles and pedestrians.

Image sources

  1. Average frequency of journeys, this and subsequent images copyright of author.
  2. Peak and off-peak journeys.
  3. Speed and time during peak hours.
  4. Speed and time during off-peak hours.
  5. Average journey times east and west.
  6. Peak and off-peak frequencies.
  7. Arrivals and departures.

Johnston Street traffic analysis

The following traffic data for Johnston Street was collected over 6x 1 hour observations, undertaken during a two period in August and September. The observations were made during the following periods:

  • Weekday morning peak
  • Weekday afternoon
  • Weekday evening peak
  • Weekday evening
  • Weekend afternoon
  • Weekend evening

As part of the each session, the following observations were collected:

  • Number of cars, bikes and pedestrians (including pedestrians accompanied by prams or dogs) moving through the street.
  • Direction of travel.
  • Number of arrivals into and departures from properties on the street.
  • Average time taken to travel between Hoddle and Gold Streets (and vice versa).

The following graph collates the data collected:

20140929 johnston traffic #1


Image source

  1. Johnston Street traffic data, copyright of author.