1. City of Perth
Cycle Time Study
Nogol Shams-Abadi (Main Roads WA)
Antony Johnstone (Aurecon) July 2018
2. 2
• Perth CBD transforming under major
developments
– Elizabeth Quay, Yagan Square, etc
• City of Perth working on improving
accessibility for all road users
– Two Way Streets, Parallel Walks,
etc
• Keen to investigate other opportunities
to improve walkability
Investigate if lower cycle times in the CBD can reduce pedestrian delays
without having a detrimental impact on other road users in the network
3. 3
• 98 signals in
CBD
• Some sites had
cycle times as
high as 150
seconds
• 50% of sites with
HCL above 120
seconds
4. 4
Stage 1
Feasibility Study &
Modelling Analysis
• Cycle time study
• Network wide
microsimulation
model with SCATSim
• Recommendations
Stage 2
Implementation &
Performance analysis
• SCATS review
• Detailed modelling
• Implementation
• Post-implementation
performance analysis
City of Perth
7. 7
1.Option outputs compared to the SCATS base model to assess
the network performance and identify time savings
Model options involving reduced cycle times (max 120 secs) and
adjustments to the SCATS settings
1.Check and adjust the model calibration and validation
1.Code SCATS into the CBD Paramics model and include network
updates to create a present day model
9. 9
• 120 second cycle times, including double cycling
• Marriage chains
• Intersection coordination/offsets
• Minor SCATS settings
• Other investigations included Auto-Ped
Calls
– Appropriate type of Auto-Ped
– Time of day
– Impact on corridor coordination
10. 10
AM Scenario
Private Vehicle
Mean Speed (kph)
Bus
Mean Speed (kph)
Ped Delay (hrs)
Base 17.1 12.9 438
Do-Minimum 18.7 9% 13.7 6% 347 -21%
Option 3 17.8 13.4 360
Option 4 17.9 13.0 347
PM Scenario
Private Vehicle
Mean Speed (kph)
Bus
Mean Speed (kph)
Ped Delay (hrs)
Base 18.4 10.9 494
Do-Minimum 21.1 15% 13.0 19% 408 -17%
Option 3 21.5 13.3 401
Option 4 21.8 13.5 420
13. 13
The SCATS option model estimated the
following outcomes:
• Increase in average private vehicle
speeds of 12%
• Increase in average bus speeds of
13%
• A reduction in the total pedestrian
delay at signalised intersections of 91
hours in the AM and 86 hours in the PM
17. 17
Period
% sites with
lower CL
Ave. CL
Before
(s)
Ave. CL After
(s)
Change
(s)
% change
AM 73% 98 92 -6 -6%
PM 79% 100 90 -10 -10%
Cycle times were reduced by up to 46% at some sites
20. 20
2018 vs 2017 SCATS DS
AM +15%
PM +17%
AM 2017
AM 2018 PM 2018
PM 2017
21. 21
Model On-Street
Average Cycle Time -19% in AM Peak
-16% in PM Peak
-6% in AM Peak
-10% in PM Peak
Total Travel Time -9% in AM Peak
-15% in PM Peak
(whole network)
-5% in AM Peak
-5% in PM Peak
(selected routes)
Pedestrian Delay (trial sites) -27% in AM Peak
-17% in PM Peak
-11% in AM Peak
-10% in PM Peak
22. 22
• Move towards prioritising movement of
people rather than modes.
• Reducing cycle times benefited pedestrians
with minimal impacts on buses and traffic.
• Similar results for the model and the on-site
implementation.
• New base model being developed for the city
but:
– Building an exact base model for CBD is
quite challenging as it is continuously
changing
• City of Perth working on more measures to
improve walkability in CBD.
• Main Roads WA and City of Perth continue to
work collaboratively to improve the efficiency
of the Perth transport network.
Over the past few years, the City of Perth has seen the Central Business District (CBD) transformed with a number of major developments completed and others in the pipeline and nearing completion.
In parallel with this transformation, the City of Perth has worked towards improving accessibility for road users within the CBD, with pedestrians and other sustainable transport modes being the primary focus for improvements through initiatives in the City’s Transport Strategy such as Two Way Streets projects, the Parallel Walks project and the City of Perth Cycle Plan
45 out of 98 intersections (46%) had HCL above 120s
