BUSES and BUMPS

Publikation 2000:26E
Buses & bumps

Presentation of the results from the research project concerning
Public Transport and Traffic Calming Measures
VBB VIAK Buses & bumps

Trafikplanering May
Public Transport and Traffic 1999
Calming Measures
1
VBB VIAK
The Swedish National Road Administration has a sectoral responsibility for public transport on roads
The Swedish National Road Administration has the overall responsibility for developing an environmentally-sound road transport system which fulfils stringent
requirements concerning road safety while taking into account accessibility and regional balance.
The Swedish National Road Administration shall endeavour in particular to strengthen the competitiveness of public transport and to increase the proportion of
physically disabled persons who can use the public transport system. Sectoral responsibility means that the Road Administration is to play a leading role, and
support and actively promote endeavours within the field of public transport.
One way to exercise sectoral responsibility is to conduct and support research and development projects. This report presents a research project undertaken with
the support of the Swedish National Road Administration. However, the Swedish National Road Administration assumes no responsibility for the opinions,
conclusions or results contained in this publication.
Title: Buses and bumps

Authors: Malin Steen and Charlotte Hageback, VBB VIAK
Contact person: Anders Arvelius, SNRA Public Transport and Commercial Traffic Division
Document designation: Publication 2000:26E
Date of issue: 2000-03
ISSN: 1401-9612
Distribution: Vägverket, Butiken, SE 781 87 Borlänge, Sweden Telephone +46 243- 755 00, telefax +46 243-755 50,
E-mail: vagverket.butiken@vv.se
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Public Transport and Traffic Calming Measures 2
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Summary other kinds of horizontal deflections. The most common kind of speed obstacle
is the traditional hump, which also is the most efficient device for traffic calming.
Public Transport and Traffic Calming Measures is a research project that Unfortunately, a hump is one of the obstacles that has the greatest adverse
was conducted between June 1998 and May 1999. It aimed at providing effect on buses and causes passenger discomfort.
politicians, municipal authorities, public transport operators, transport planners Roundabouts and road narrowing are other examples of common hori-
and others with a tool for better bus traffic planning. The study was financed zontal traffic calming measures. Due to the width of buses, a horizontal measure
by the Swedish National Road Administration through its Public Transport that is traffic calming for cars makes passage difficult for buses. If the width of
and Commercial Traffic Division, and has encountered great interest from the constriction is adapted to accommodate buses, the effect is lost on smaller
beginning to end, which has been very encouraging. vehicles.
Certain traffic calming obstacles are less effective in the winter when
The following four stages of the project are presented in this final report: they are concealed by snow. Examples of such are rumble strips, humps, optical
constrictions and mini-roundabouts.
Compilation of criteria A couple of countries have succeeded quite well in designing traffic
Inventory calming measures that suit bus traffic. Trials involving traffic calming measures
Study visits, field trips and interviews have been implemented for many years in England and Holland. In several
Analyses and recommendations cases, different organisations and authorities in these two countries have
conducted special studies on bus mobility at certain obstacles and have tried to
The Compilation of criteria was based on findings from studying the design obstacles adapted to bus manoeuvrability.
literature. A description is given of all the traffic calming measures studied. Study visits, field trips and interviews were conducted within the frame-
Each obstacle was evaluated on the basis of seven different criteria, and the work of the project. Växjö, Lund and Arvika were the places in Sweden that
advantages and disadvantages for public transport services were assessed un- were chosen for study visits. In Växjö the municipal authorities have co-operated
der each of these. The literature studies constituted the sole basis for the with Länstrafiken Kronoberg [the county bus and coach operator] in designing
compilation; no evaluations of our own have been included. The study of the a road hump which buses can cross without causing too much discomfort to
literature indicated the relevance of this project, as it was discovered that in- the driver and passengers. In Lund, there were several different ideas about
sufficient study has been made of the problems encountered by public trans- how to improve bus passage in traffic. Many of these ideas are being tested in
port as a result of traffic calming measures. It was generally difficult to find different places while some of the ideas are still on the drawing board. In Arvika,
information about the impact on buses. a few bus drivers were keen to inform us about the problems that have arisen
The inventory was carried out with the assistance of municipalities and as a result of the installation of traffic calming obstacles.
public transport operators throughout Sweden and revealed that traffic calming The final stage of the project is covered in the chapter entitled Analyses
measures are very common on bus routes. We found a few cases of good co- and recommendations. This is based on the results presented under chapters
operation between municipalities and public transport operators and where the three to five. A comparative analysis was made between the five most common
solutions arrived at worked well for both parties. However, in most places, traffic calming obstacles and a zero alternative (a straight road on which no
traffic calming measures were experienced as a problem for bus traffic. measures have been taken). The recommendations are suggestions about how
There are many kinds of speed obstacles, both vertical and horizontal. an obstacle could be designed and situated to reduce speeds without either
The former, such as humps, speed cushions and other raised portions of the damaging buses or causing discomfort to passengers.
roadway have a greater traffic calming impact than road width constrictions or A combination of different traffic calming measures is often preferable.
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3 Public Transport and Traffic Calming Measures
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One single physical measure reduces the speed at one point only. A well thought-
out traffic calming scheme suited to the surroundings and prevalent traffic
situation in a residential area enhances road safety and contributes to a more
pleasant living environment.
A CD-ROM containing the entire report, as well as illustrations of various
traffic calming obstacles was produced as a complement to the report.
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Contents 6 Analyses and recommendations 41
6.1 Road narrowing 41
Summary 3
6.2 Roundabouts 42
1 Background and Purpose 6 6.3 Road humps 43
2 Method 6 6.4 Horizontal deflections 43
3 Compilation of criteria 7 6.5 Road cushions 44
3.1 Road narrowing 8 7 Continuation of the work 45
3.2 Different surface materials 10
Appendices 45
3.3 Barrier gates (automatic) 11
3.4 Rumble strips 12
3.5 Roundabouts 13
3.6 Raised junctions at local streets 14
3.7 Road humps 15
3.8 Horizontal deflections 17
3.9 Optical constrictions through landscaping
and contrasting surface materials 18
3.10 Road hollows 20
3.11 Road cushions 21
4 Inventory 22
4.1 County bus and coach operators 22
4.2 Municipalities 25
4.3 International 26
5 Study visits, field trips and interviews 32
5.1 Study visit to Länstrafiken Kronoberg in Växjö 32
5.2 Study visit to Skånetrafiken in Lund 34
5.3 Study visit to Värmlandstrafiken in Arvika 38
5.4 Field trip to Vallentuna 39
5.5 Field trip to Göteborg 40
5.6 Interview in Uppsala 40
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1 Background and Purpose 2 Method
Vision Zero is based on the premise that no one should have to die or suffer A survey and analysis of traffic calming obstacles that affect public transport
serious injury in traffic. It describes a desirable situation within road traffic (bus traffic) have been conducted within the project. This has been implemented
safe traffic. This Vision does not presume that all accidents must be avoided. in four stages: a compilation of criteria; an inventory; study visits, field trips
However, the mistakes we make in traffic should not result in death or serious and interviews; and analyses and recommendations.
injury. The traffic system should be organised so that human error does not The relevant literature was consulted for the compilation of criteria. Each
lead to tragedy. of the traffic calming measures was evaluated on the basis of the same criteria.
Part of the work within Vision Zero involves designing the traffic There are no subjective assessments or personal viewpoints behind the criteria
environment so that it contributes towards good road safety. Community compiled. The facts have all been collected from either Swedish or internatio-
planning, street design, rules and regulations as well as maintenance and ope- nal sources.
rations can all have an impact on the traffic environment. With Vision Zero The inventory was conducted primarily through the help of members of
as the basic concept, many municipal authorities are planning to reduce the Svenska Lokaltrafikföreningen , SLTF [the Swedish Local Traffic Associa-
permitted speed from 50 to 30 km/h. The street design is intended as a means tion]. A letter describing the project was sent to all 34 SLTF members. This
to enforce the posted speed. letter requested information about the traffic calming measures found in each
Traffic calming measures are being implemented in many places within respective municipality and on the roads used by the county bus and coach
the existing road network in order to reduce speeds. The obstacles installed operators. Fourteen replies were received in total (from two municipalities and
are normally adapted to cars and not to buses, which inhibits bus passage and 12 public transport operators). The letter (in Swedish) sent to SLTF members
the attractiveness of public transport. is included as Appendix B to this paper.
The aim of the project was to produce a tool for politicians, municipal Study visits were conducted at a few places that were chosen after having
authorities, public transport principals and others who could benefit from completed the inventory.
learning how different traffic calming measures affect bus traffic. The project The analyses and recommendations concerning the five most common
results could be a significant complement to present-day manuals when planning traffic calming obstacles is based on information gathered during the course of
bus traffic in the future combined with a greater emphasis on road safety the project. The analysis was conducted using a zero alternative as a
concepts, which means more traffic calming schemes on our roads. The idea is comparison; i.e., a straight road without any traffic calming obstacles. The
that the report, complemented by a CD-ROM, shall function as a mini-reference recommendations comprise suggestions on how an obstacle should be desig-
book containing different traffic calming measures and their impact on bus ned and situated to effectively reduce speeds without damaging buses or causing
traffic. discomfort to passengers.
As a complement to the report, a CD-ROM was produced in which
examples and illustrations of traffic calming obstacles are readily accessible,
including a description of their impact on public transport.
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3 Compilation of criteria vehicle emissions. This often depends on the style of driving. Sharp braking
and sudden accelerations cause much more noise, vibration and emissions than
The compilation of criteria presents the parameters characterising the most a more gentle style of driving.
common traffic calming measures that have been installed on roads used by When comparing the positive and negative impact of a traffic calming
buses. The criteria have been taken from the literature studied without being obstacle, the same effect can be both positive and negative. This applies to all
influenced by any subjective evaluations or personal viewpoints. All facts have types of obstacle. For example, a hump in a 30 km/h zone might not necessarily
been extracted from Swedish and international documents. be marked since a zone speed sign at the entrance to the area might have been
A description is given of the traffic calming measures and the criteria that considered sufficient information. A positive aspect of unmarked humps is that
have been defined for the different physical obstacles along scheduled bus drivers must maintain a constant low speed in order not to be caught by surprise.
routes. All the obstacles are described on the basis of the following criteria: A negative effect of an unmarked hump is that it can be driven over at too high
a speed if not observed well enough ahead of time.
Speed reduction effect
Safety aspects
Effect on pedestrians
Effect on cyclists
Construction and maintenance
Winter conditions
Noise, vibration and vehicle emissions
In most cases, the speed reduction effect is different for cars and buses.
A clarification is given of those safety aspects apart from better road
safety, which result from reducing the speed. In many cases this concerns the
safety of bus passengers.
Traffic calming measures also affect other road users such as cyclists and
pedestrians. Cyclists often use the same road space as motorists and are therefore
greatly affected by traffic calming obstacles. Pedestrians are often affected
indirectly in cases where cyclists prefer to cycle on the footway instead of
across an obstacle in the street.
Construction and maintenance is often a question of the cost involved,
but also of the space available in existing environments.
Several traffic calming measures, especially those based on vertical
deflection, have less of an effect under winter conditions when covered by
snow and ice. Many obstacles run a major risk of being destroyed by snow
ploughs.
Traffic calming measures can sometimes cause more noise, vibration and
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3.1 Road narrowing Vehicles approaching from behind must wait for passengers to board or alight
from the bus. The bus driver does not have to worry about traffic overtaking or
approaching him/her after making the stop, which reduces the risk of conflict.
To achieve an even greater traffic calming effect, the waist of the hourglass
can be raised to the same level as the footway. This represents another way to
help keep down speeds past bus stops. One disadvantage of raising the
carriageway is that the bus is then higher up, which can make it more difficult
for the elderly, physically disabled or children to board.
Pedestrian crossing with a central traffic island

Narrowing a stretch at a pedestrian crossing can be done through placing a
traffic island between the traffic lanes. This forces drivers to slow down, while
giving pedestrians a place of refuge in the middle of the road. It also means
Road narrowing entails reducing the width of a traffic lane. An isolated that pedestrians only have to concentrate on crossing one lane of traffic at a
constriction is not effective unless the width is less than 3 m. A bus (or lorry) time. The pedestrian crossing should be at least 2.5 m wide [ref 3].
requires a width of 3.4 m (0.4 + 2.6 + 0.4) [ref 1]. In order to maintain a good
standard on stretches where the speed is 50 km/h, at least 0.4 m is required Nub bus stops
between the side of the bus and the edge of the roadway. Where the standard or Nub bus stops are also called protuberant stops and bulging stops. A
speed is lower (30 km/h), 0.2 m is sufficient [ref 2]. A road narrowing where nub bus stop is a constriction on the one side of the street in contrast to an
two-way traffic is impossible should not be longer than 20 m [ref 1] (as this hourglass bus stop where there are constrictions installed on both sides of the
results in queue formations, racing to reach the constriction first, irritation,
etc.). The narrower a street, the lower the accident risk for crossing pedestrians
and cyclists. It is nonetheless important that sight conditions are examined so
that cyclists, for example, are not crowded off the road.
Road narrowing can be accomplished by at least three means: single build-
outs, double build-outs and central islands [ref 1]. Double horizontal deflections
have a greater traffic calming impact than single ones.
The impact of road narrowing greatly depends on the amount of on-coming
traffic. Where this is low, drivers seldom have to stop where the road narrows.
Hourglass bus stops

A relatively new kind of traffic calming measure that is highly advantageous
for bus traffic is the so-called hourglass bus stop. This entails a narrowing of
the carriageway at a bus stop.
There is only enough room for one bus at the waist of the hourglass.
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street. A nub design bus stop can be described as an inverted bus bay where - lateral movement can cause discomfort to bus passengers and increase the
the footway at the bus stop is widened so that the bus can make its stop with or risk that those standing will lose their balance and fall
without lateral movement. These stops can be designed shorter than normal - a long narrowing of the carriageway and horizontal deflections that prevent
bus stops, which facilitates pulling in and out. Another advantage of nub bus two-way traffic can mean higher speeds and less observant drivers since
stops is that there is space available for weather shelters and bicycle parking their attention is focused on arriving at the constriction first
[ref 5]. - vulnerable road users can be hidden by the trees and bushes planted on
A wide protuberance means that a bus standing at the stop blocks one of chicanes, etc
the traffic lanes. This could mean a higher accident risk if a car driver were to
try to pass the bus by using the opposing lane of traffic. It is not always accep- Effect on pedestrians
table that buses totally block the traffic lane and a shallower build-out could be + it is easier for vulnerable road users to cross the carriageway where the
preferable. It has been found in Stockholm, for example, that 1.0 to 1.5 metres street is narrower and the distance consequently shorter
is enough to increase the accessibility of the bus stop considerably and reduce + lower accident risk for pedestrians at the central island since there is a shorter
the risk of illegally parked cars [ref 4]. Moreover, since these bus stops are distance to cross over, the street is crossed in stages and there is only one
shorter, there is more space available for cars to park, which means that they direction of traffic to take into consideration at a time
do not intrude on bus stops to the same extent [ref 5]. + there is less risk of pedestrians being struck by a car since it is easier for
To facilitate street maintenance, the build-out should be cut off at a right drivers to see them
angle so that it is adapted to snow clearance equipment, for example.
Effect on cyclists
+ cyclists run a lower risk of being hit by a car since it is easier for drivers to
Criteria as regards road narrowing
see them
Speed reduction effect - cars drive closer to cyclists
+ traffic calming impact on both cars and buses, although this applies more to
wide vehicles Construction and maintenance
+ short constrictions using rectangular traffic islands seem to have a better + it is simple to implement road narrowing measures on an existing road
traffic calming impact than semi-circular chicanes [ref 6]
- more difficult passage for buses and other heavy vehicles than for cars Winter conditions
- road narrowing designs that take buses and heavy vehicles into conside- + road narrowing measures work equally well in the winter as in the summer
ration have less of an effect on cars - careless snow ploughing can destroy the kerbs of chicanes, etc.
- long constrictions can cause queues
- long constrictions can encourage cars to speed up to get there first Noise, vibration and vehicle emissions
- semi-circular chicanes can result in higher speeds, since they give an Nothing documented.
obstacle race track impression, which induces car rally behaviour [ref 6]
Safety aspects
+ the carriageway is narrower, making it easier for drivers to notice pedestrians
and cyclists
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3.2 Different surface materials Criteria as regards different surface materials
+ traffic calming impact on both cars and buses, drivers slow down because it
feels uncomfortable / sounds strange while driving there
+ the driver sees a change in the carriageway, which catches his attention and
triggers a reaction to slow down
- the change in the carriageway can be too little to produce an effect
Safety aspects
Nothing documented.
- rough surfacing can make it difficult for the elderly and disabled to cross
the street
Effect on cyclists
- certain types of pavement surfacing can present difficulties for cyclists.

- a rough surface can cause vibration, which in turn can result in damage to
Different surfaces are intended to arouse the attention of the driver (visually) buildings and other structures along the street
and in some cases make it uncomfortable to drive fast. A contrasting surface
material should have the same life span as the other surfacing, it should not be Winter conditions
slippery nor unable to stand up to snow clearance equipment. The use of diffe- - the traffic calming impact decreases under snowy conditions
rent surface materials does not reduce speeds on its own. This technique usually - snow ploughs can destroy a rough surfacing
has to be used in combination with other measures [ref 6].
- a rough surface can create noise that is disturbing to those living and
working along a street or in the vicinity.
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3.3 Barrier gates (automatic) Criteria as regards barrier gates
+ traffic calming impact on buses (cars are barred entrance)
+ prevents others from driving on this stretch, making passage easier for
buses
- the barrier gate can be out of order and impossible to open, forcing the
bus to take another route, which could mean timetable delays
- the gate can be out of order and remain in a raised position over a longer
period of time, meaning that it has lost its purpose
Safety aspects
Nothing documented.
No effect on pedestrians.
Effect on cyclists
- cyclists are unable to use bus streets, which they could otherwise

- the barrier gates are often out of order entailing expensive repairs
An automatic barrier gate is an obstacle past which only buses are permitted.
This gate is normally remote-controlled by the driver from the bus. The bus Winter conditions
speed when passing the gate depends in part on how far ahead the driver can Nothing documented.
activate its opening.
Narrowing the road to one traffic lane is recommended when installing a Noise, vibration and vehicle emissions
barrier gate. The width of the lane should not be less than 3.4 m [ref 1] in order No impact.
to be able to accommodate buses and possibly other heavy vehicles.
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3.4 Rumble strips Criteria as regards rumble strips
+ rumble strips reduce speeds for both cars and buses due to the noise and
vibration created in the vehicle
+ rumble strips make the driver aware of the changes in the street
environment, for example when used ahead of another obstacle such as
a roundabout, an intersection or a residential area
Safety aspects
- rumble strips can add extra wear and tear to vehicles that drive across
them often, for example buses driving on scheduled routes, which can
ultimately cause accidents
- if the rumble strips are too high, the resulting vibration can lengthen the
vehicle braking distance [ref 3]
Rumble strips cause vibration in the vehicle. They are placed perpendicular to
the road alignment and can consist of the white thermoplastic paint used in Effect on cyclists
road markings or of paving stones of different sizes, asphalt or steel. Rumble - rumble strips can entail a risk for cyclists and motorcyclists if they are
strips are effective in reducing speeds where the accident frequency is high inattentive
and where it is not possible to use other obstacles to reduce speeds [ref 6].
They are also used in many places as a warning ahead of other traffic calming Construction and maintenance
measures such as roundabouts or raised pedestrian crossings. Rumble strips + easy and inexpensive to install
can also be used to calm traffic ahead of a posted speed reduction. + easy to maintain if they are painted
- worn down quickly
- rumble strips can add extra wear and tear to vehicles that drive across
them often, for example buses driving on scheduled routes
Winter conditions
- rumble strips are less effective when covered by snow or ice

- rumble strips can entail more noise and vibration disturbance to those
living in the vicinity (especially when driven over at high speeds), and
should therefore not be used closer than 200 m to hospitals and
residential areas [ref 6]
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3.5 Roundabouts + high capacity
- incorrectly designed roundabouts allow vehicles to drive straight through
Safety aspects
+ lower speeds and fewer traffic conflicts in the intersection, resulting in
less serious injuries
+ fewer points of conflict than in a four-way intersection
+ left-hand turns become safer
- a mini-roundabout can create problems for buses. It is narrow and
difficult to navigate, even if it is constructed with edges that can be dri-
ven on, which moreover causes passenger discomfort
- lateral movement in roundabouts can be uncomfortable and potentially
A roundabout is a type of junction that can be used to replace an intersection dangerous for non-seated passengers
with heavy traffic on all approaches. It also functions as a traffic calming
measure. The number of car accidents is reduced when roundabouts replace Effect on pedestrians
other types of junction. A carefully thought-out detailed design for a roundabout + the lower speed makes it easier for pedestrians to cross over
can reduce the number of conflicts by 40-85% [ref 7]. Accidents involving - visually impaired persons find it difficult to tell the direction of an
vulnerable road users are reduced, primarily as far as the degree of severity is approaching vehicle. Whereas at a normal intersection they can localise
concerned. There are both large roundabouts with radii up to 50 m and small vehicles through their sound, this is more complicated in a roundabout.
mini-roundabouts where the radius is 2 m. However, to allow the passage of
buses, mini-roundabouts must be constructed with a central island and edges Effect on cyclists
that can be driven over by buses. A normal roundabout has a radius of between + the lower speeds makes it easier for cyclists to continue on through
10 and 40 m. This design provides easy passage for buses. It is recommended - cyclists can feel insecure when having to enter a roundabout [ref 6]
that the approaches consist of one traffic lane only in order to minimise the
risk of conflict. It is important that the traffic lane be designed for buses. Construction and maintenance
In places where traditional four-way intersections are re-built as + the construction of mini-roundabouts entails only a minor encroachment
roundabouts there is not always enough space to allow for a 10 m diameter. on the road environment
When the diameter is less than 10 m, the roundabout can be designed with - larger roundabouts claim more space
edge strips that can be driven on. A popular method is by embedding large
paving stones at the outside edge which heavier vehicles can use to cut across. Winter conditions
Criteria as regards roundabouts Nothing documented.
Speed reduction effect Noise, vibration and vehicle emissions

+ traffic calming impact on all types of vehicle + less noise and emissions due to smoother flow of traffic at the
+ it is easier to make left-hand turns in roundabouts that at normal four-way intersection
intersections, which improves both the capacity and level of service of - there are studies which show that the level of noise and emissions incre-
the road ase in a roundabout due to vehicle acceleration and deceleration [ref 6]
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3.6 Raised junctions at local streets Criteria as regards raised junctions at local streets
+ traffic calming impact on both cars and buses, heavy vehicles are affected
more and vehicles with passengers even more so
+ acts like an extended road hump. The driver is forced to reduce his speed
to make it more comfortable for passengers.
Safety aspects
- can cause discomfort to bus passengers since it is situated at a street ap-
proach and only one wheel at a time is up on the raised area when the bus
makes the turn
+ since vehicle speeds are low when making the turn, there is less risk of
conflict between vehicles and pedestrians
+ pedestrians are more easily seen by drivers when crossing the street on
the raised area
+ the absence of height differences is beneficial to physically disabled per-
sons
A raised junction at a local street consists of a raised roadway, a raised pedestrian - the lack of a distinguishable kerb makes it more difficult for visually
crossing or through pedestrian and cycle path. It is often located where traffic impaired persons
from a main street feeds into a local street. The raised area can be designed in
the same way as a road hump, but in certain cases the ramps can be replaced by Effect on cyclists
normal kerbstones. In order for the ramps to have a sufficient speed reducing + it is easier for cyclists if the cycle path continues along a raised surface
effect, the height difference should be between 8 and 12 cm [ref 7]. To further + since vehicle speeds are low when making the turn, there is less risk of
increase the effect, the surface of the raised junction area could be different conflict between vehicles and cyclists
than that of the carriageway, but should be the same as on an adjacent pedestrian
and cycle path [ref 7]. Construction and maintenance
- the raised area is often designed with a short ramp which is often deformed
by the weight of heavy vehicles concentrated on a narrow surface
Winter conditions
- less effective when covered by snow or ice

Nothing documented.
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3.7 Road humps Criteria as regards road humps
+ traffic calming impact on all types of vehicle
+ the driver is forced to slow down in order to avoid damaging the vehicle
+ the driver has to drive the vehicle at a low speed to avoid causing
discomfort to fellow passengers (for example bus passengers)
+ maintains and increases the traffic calming impact once drivers have
become used to the measure
- humps have a greater effect on buses than on cars, which means that
buses are hit harder
Safety aspects
- careless driving can cause injury to both passengers and the driver, as
well as vehicle damage
- difficult to notice, especially during bad weather or in the dark, if the
hump is only marked with paint, for example
A road hump is an elevation in the carriageway. Its design is determined by the + safer for pedestrians and easier for drivers to see them due to the lower
reference speed desired on the street as well as by the kind of vehicle using the vehicle speed, which contributes to a more secure environment, makes it
street. Once the reference speed is decided upon, there are three factors that easier to cross the street at designated crossings and easier to judge
determine the effectiveness of the hump: the height, the gradient of the ramp distances
and the distance between two consecutive humps. An extended road hump + pedestrians know that there is a limit to the speed at which vehicles can
with a long vertical radius and thereby long ramps is less traffic calming than drive over the hump (visible obstacle)
when the vertical radius and thus the ramps are shorter. - cyclists can prefer to cycle along the footway to avoid the hump
The two most common types of road hump are the Watts hump based on
a parabolic curve and the plateau hump [ref 8]. The former has a circular top Effect on cyclists
which is designed with a radius of about 20 m. According to VU94 [ref 9] the + preferential treatment is given to cyclists if the hump does not extend all
speed of a car is reduced to 20-25 km/h if the hump is 4 m long and 0.1 m high the way to the shoulder/kerb since they can continue past without having
[ref 9]. The plateau, as the name suggests, is designed with a flat top. According to cycle over the hump
to VU 94 [ref 9] this should be 10 cm high with a ramp length of 1.0 m. - risk of conflict between cyclists and cars if the latter choose to drive past
According to Åtgärdskatalogen [Catalogue of Measures] a hump that is the hump with one wheel in the space between the shoulder/kerb and the
designed for heavy vehicles is 10 cm high (radius 17 m on the top) with a total hump
length of 5 m: 1.5 m (gradient 1:20) + 2 m (radius 17 m) + 1.5 m (gradient - difficult for cyclists to cycle over the hump as it means they lose
1:20) [ref 3]. momentum
- difficult for cyclists to notice, especially during bad weather or in the
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dark, if the hump is only indicated by paint, for example
- a short hump entails a risk for cyclists especially if it has sharp edges
which can rupture the tyre causing the cyclist to fall off [ref 3].

+ easy to install, requires no re-construction of the street
- humps extending across the entire carriageway can cause drainage
problems
Winter conditions
- careless snow clearance makes conditions worse for road users, and can
lead to the hump having no effect at all
- inattentiveness can mean the hump being destroyed by a snow plough

+ less noise, in certain cases a reduction in vehicle emissions as well
- the vehicle emission situation can be worse because of driving in lower
gear and more accelerations
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3.8 Horizontal deflections Criteria as regards horizontal deflections
+ reduces the speed of all vehicles, but has a greater effect on heavy vehicles
+ traffic calming impact since the vehicle must intrude upon the carriageway
intended for on-coming traffic (if horizontal deflections are combined with
narrowing measures)
+ planted trees/bushes on chicanes increases the optical illusion that the road
is becoming narrower
- difficult to notice at dusk due to any planted trees/bushes or parked vehicles
- cramped space for buses and lateral movement causes passenger discomfort
- difficult to have a traffic calming impact on cars while allowing for the
passage of buses and heavy vehicles
- can encourage rally driving behaviour, primarily as far as semi-circular
chicanes are concerned [ref 6]
Safety aspects
- difficult to notice at dusk in the event of planted bushes or parked vehicles
- lateral movement can cause passenger discomfort and the risk of non-seated
A horizontal deflection is used to break the line of vision on straight stretches passengers falling
and thereby has a traffic calming impact. If a street is initially built with horizon-
tal deflections, the road width is maintained. If a horizontal deflection is con- Effect on pedestrians
sidered desirable at a later point in time, this can be done by installing obstacles No effect on pedestrians.
such as concrete blocks, heavy planters or traffic islands or by planting trees
and bushes. In order for the horizontal deflection to be effective, the width of Effect on cyclists
the carriageway on a one-way street should be between 3.0 m and 3.6 m and Minimal effect on cyclists.
between 4.5 m and 6.5 m on a two-way street [ref 6]. Nonetheless, the mini-
mum roadway width for one-way traffic should be at least 3.4 m to permit the Construction and maintenance
passage of buses (good standard). In order to achieve a good standard on + inexpensive to set up, unless it is necessary to re-construct or make changes
stretches with a speed of 50 km/h, the distance between the side of the bus and to the street
the roadway edge should not be less than 0.4 m. Where the standard or the
speed limit is lower (30 km/h), a space of 0.2 m is sufficient between the bus Winter conditions
and the edge of the roadway [ref 2]. The greatest effect of horizontal deflections - can make winter maintenance measures more difficult
is obtained when double deflections are constructed.
Chicanes are physical constrictions, such as bus stop nubs, built at the Noise, vibration and vehicle emissions
edge of the road causing vehicles to move in a serpentine pattern. Three chicanes - studies conducted suggest that noise will be cut down [ref 3]
can be placed in succession with 10 m as a suitable interval. - somewhat higher vehicle emissions [ref 3]
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3.9 Optical constrictions through landscaping and contra- Criteria as regards optical constrictions through landscaping and
sting surface materials contrasting surface materials
Landscaping
+ traffic calming impact on all types of vehicle although less on vehicles
where the driver is seated high up
+ the driver is forced to maintain a lower speed since he/she does not know
what lies behind the next crest or bend
- longitudinal landscaping between the carriageway and the footway can cause
an increase in the speed [ref 6]
Safety aspects
- difficult to notice pedestrians and cyclists behind the trees and bushes. This
is however less of a problem for buses where the driver is seated high up.
- pedestrians can be hidden behind the planted trees and bushes
- worse conditions for visually impaired persons to cross the street when
bushes or branches are in the way [ref 7]
An optical constriction is a perceived narrowing of the width of the carriageway. Effect on cyclists
This can be achieved through a variety of means including landscaping and/or - cyclists can be hidden behind the planted trees/bushes
by using contrasting surface materials. In order for the landscaping to have an
effect during the winter, evergreens are suggested. Construction and maintenance
Vegetation planted close to the carriageway helps make the road seem - demands continuous maintenance to achieve the right effect
more narrow, causing drivers to slow down. The vegetation can also be used to
guide drivers into a roundabout where the access has been shifted to reduce Winter conditions
speeds. - the effect decreases in the winter when leaves fall off trees and bushes
An optical constriction can also be achieved by placing a contrasting
material along the edge of the street, or alternatively in the carriageway itself. Noise, vibration and vehicle emissions
The space between the contrasting materials on each side of the street should + can reduce noise levels and improve the air quality [ref 6]
not be more than 5.5 m. At 6.5 m the traffic calming impact starts to subside as
the feeling of being cramped diminishes. Contrasting surface materials
+ can ensure reduced speeds and create a calming effect on road users while
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still making passage possible for heavy vehicles
- negligible effect on drivers who are familiar with the street
Safety aspects
- uneven surfaces are avoided by cyclists who prefer to use the carriageway
instead, entailing a higher accident risk between motorists and cyclists
+ vehicles drive further away from the footway
- surfaces consisting of small paving stones pose a difficulty for physically
disabled persons
Effect on cyclists
- uneven surfaces are avoided by cyclists who prefer to use the carriageway
where there is a greater risk of being run over

Nothing documented.
Winter conditions
- the traffic calming impact is reduced when the contrasting surface materials
are concealed by snow and ice

+ a carriageway with a rough surface structure causes vibration, jostling and
noise, which is traffic calming in itself
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3.10 Road hollows (inverse road hump) hollow, and heavy vehicles have to take time to align themselves
+ buses can cross more easily and there is insignificant passenger
discomfort on buses that straddle the road hollow
+ a study conducted in Västerås shows that there is no adverse effect on
travel times worth mentioning (buses straddle) [ref 10]
- a raised obstacle in the roadway has a greater impact than a road hollow
[ref 7].
Safety aspects
- can sometimes be difficult to notice
Road hollows can be adapted either to bus traffic or to all kinds of traffic. - cyclists can prefer to use the footway to avoid the road depression
- more difficult to cross over the carriageway
Road hollows straddled by buses
In similarity to a barrier gate, a road hollow is an obstacle that allows passage Effect on cyclists
for buses only. It is located on a bus street. To permit the passage of buses and + preference is given to cyclists if the road hollow does not extend the
other heavy vehicles, it must be 3.6 m long, 9 cm deep and 1.85 m wide [ref 7]. entire way out to the shoulder/kerb so that they can continue past without
The width and depth prohibit passage by normal car. having to cycle down into the hollow
- arduous for cyclists to cycle down into the road hollow as they lose
Road hollows that all vehicles must drive down into (inverted hump) momentum
A road hollow is a vertical change in the roadway. It can either be designed - risk of conflict between cars and cyclists if the former decide to cross the
with a width that buses can straddle or extend across the entire roadway meaning road hollow with one wheel on the shoulder/kerb
that even buses have to drive down into the depression. It has the same function
as a hump, only in reverse. Construction and maintenance
- drainage problems can arise if dirt and other refuge collects at the bottom
Criteria as regards road hollows of the hollow
There are different advantages and disadvantages to this obstacle, depending
on its function and design. The following lists the impact of a road hollow that Winter conditions
can be crossed by all traffic, i.e., one that functions as an inverted hump but + unlike at humps, snowy conditions do not have any mentionable adverse
that can be straddled by heavy vehicles. According to VU94 [ref 9] past effect on the traffic calming impact. If the hollow becomes filled with
experience from such road hollows is good. This is the only type of speed snow, bare wheel tracks are formed relatively quickly [ref 3].
obstacle on bus routes that is acceptable to some public transport operators + road hollows are better than humps as far as snow clearance is concerned
[ref 9]. [ref 6]
Speed reduction effect Noise, vibration and vehicle emissions

+ lower vehicle speeds for all types of vehicle, cars must drive down into the Studies have shown that the noise level is only marginally affected [ref 3].
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3.11 Road cushions Criteria as regards road cushions
+ road cushions have a traffic calming impact on both cars and heavy
vehicles, although cars have to slow down considerably more since the
narrower wheelbase means that they must partially or entirely drive up on
it. Buses straddle the cushion and need only slow down to align
themselves properly.
- cars parked beside a road cushion restrict buses being able to straddle the
cushion
Safety aspects
- can sometimes be difficult to notice
Effect on cyclists
+ cyclists can continue on alongside

Nothing documented.
A road cushion is an elevation of the middle portion of the traffic lane. It is
designed like a hump but does not consume the entire width of the carriageway. Winter conditions
The wider wheelbase on buses means that they can straddle the obstacle without - difficult to plough well
feeling a bump. It is designed and constructed so that cars have to brake in - snow and ice reduce the impact somewhat and make it difficult to see
order to avoid feeling discomfort. The narrower wheelbase on cars means in
part that they have to drive up on the obstacle to get across. One type of cushion Noise, vibration and vehicle emissions
is 3.4 m long, 2.55 m wide and about 7 cm high. The flat, raised plateau top is Nothing documented.
2.0 x 1.15 m.
A study showing the results of using road cushions is being conducted at
the Lund Institute of Technology (M. Towliat).
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4 Inventory
Länstrafiken i Jämtlands län
The inventory was conducted by telephone, e-mail, letters and telefax. A letter
informing about the project was sent to all members of SLTF. SLTF members
comprise those responsible for public transport operations within counties and Regional buses in Jämtland County cross 2 road bumps. Within cities like
primary municipalities. These members were requested to supply information Östersund there are several obstacles in the form of planters and road bumps.
concerning the types of traffic calming measure found on scheduled bus routes. These create such problems as reduced comfort for passengers, irritated driv-
This letter was answered by just less than half of those to whom it was sent. A ers and damage to buses. In the opinion of Länstrafiken i Jämtlands län, there
concise compilation of the information provided is given below. The inventory must be better and safer measures than physical hindrances for ensuring that
is intended as an overview to make it easy to obtain a picture of how common cars respect the speed limit.
different traffic calming measures are in the different municipalities and within
the areas serviced by the county bus and coach operators. Jönköpings Länstrafik
4.1 County bus and coach operators Normal road humps (about 10 in total and of varying heights) occur on three of
the scheduled bus routes. On two of these, road narrowing measures force
The following twelve county bus and coach operators supplied information
drivers to take a slalom course.
concerning the traffic calming measures existing on their routes. Some also
Jönköpings Länstrafik and Jönköping municipality are discussing how
gave their own personal opinion of the obstacles and how they affect buses.
traffic calming measures are to be designed. During the autumn of 1998 a
study trip had been undertaken to Örebro in order to study the traffic calming
Hallandstrafiken measures undertaken there.
Hallandstrafiken operates in Laholm, Hylte, Varberg, Halmstad and Falken-

Länstrafiken Kronoberg
berg.
City routes In Kronoberg county there are a number road humps of various designs on
On the city bus routes, there are 22 road humps and 8 road narrowings in stretches used by buses. Discussions with the municipality (Växjö) resulted in
which obstacles such as planters, etc have been used. a road hump design better adapted to buses. Three stretches, located on three
different bus routes, have already been re-built. The hump has the following
Regional bus routes design:
Buses on inter-city roads encounter 11 road humps, 1 road narrowing with · Flat upper surface, at least 7 m long
obstacles and 1 mini-roundabout. · Maximum gradient of 7 degrees on the ascending and descending ramps
· Ramps at least 2 m long
The height of the hump can vary since the ramp gradient is the same and
therefore no risk that the bus will scrape against it.
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Facts used as a basis for these dimensions are, for example: Länstrafiken Skaraborg
· Most low buses have an overhang at the front and rear
· The bevelling on this overhang is about 7 degrees
· The wheelbase on the buses used seldom exceeds 7 m City routes
· The overhang at the front and back of the bus is a maximum of 2 m The following is a list of the traffic calming measures found on the bus routes
within the following municipalities.
The reconstruction of the humps has meant that the speed of cars has increased
somewhat as compared to when the bumps were shorter and the ramps steeper. Skövde municipality:
narrowing with lateral shifts
raised street intersections
Luleå Lokaltrafik AB road bumps
Lidköping municipality:
roundabouts
Luleå Lokaltrafik AB is owned by the Luleå municipality. The bus network is
horizontal deflections
180 km long with 350 bus stops. There are 62 modern buses, of which 12 are
narrowing at junctions between streets and pedestrian/cycle
low floor/kneeling buses and 12 are articulated buses.
paths
There are 6 road humps on the Luleå Lokaltrafik AB bus routes within
Falköping municipality:
the city of Luleå. During the summer a number of heavy planters are set out,
2 road bumps
which hinder the passage of buses. At two places barrier gates have been
installed past which only buses are allowed.
Rural routes
The following is a list of the traffic calming measures that exist on the rural
Länstrafiken i Malmöhus (Skånetrafiken) bus routes within the respective municipalities.
Skara municipality:
(Länstrafiken Malmöhus and Länstrafiken Kristianstad were amalgamated into 3 road bumps, two of which are ahead of and behind one
Skånetrafiken as of September 1, 1998.) particular bus stop. All three are on the same bus route.
Skövde municipality:
City bus routes in Malmö 2 mini-roundabouts and 1 road narrowing
In Malmö there are only 2 road humps where buses operate, and these had Mullsjö municipality:
been installed prior to the street being used by buses. A few mini-roundabouts total of 6 road bumps, 3 of which are on one stretch
have been constructed in the past few years, but otherwise there are no traffic (500m) and 3 on another (1000m)
calming obstacles on the city bus routes in Malmö. Hjo municipality:
1 mini-roundabout that is difficult for buses to drive through
City bus routes in Eslöv, Landskrona, Trelleborg and Ystad
There are all kinds of obstacles in each of these places and they are a source of According to Skaraborgstrafiken, road narrowing in combination with inverse
irritation to bus drivers. Due to the use of relatively small buses, the problems bus bays (nub stops) are preferable to bumps and makes it obvious that public
that can otherwise arise in connection with mini-roundabouts have been avoided. transport is given priority over private car traffic.
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AB Storstockholms Lokaltrafik designed to suit public transport vehicles. Such obstacles include roundabouts,
road humps, road hollows and road cushions [ref 5].
Roundabouts present difficulties when the wheel path is not designed for
AB Storstockholms Lokaltrafik [Stockholm Transport] operates throughout the buses. To compensate for this, paving stones have been embedded in the cen-
entire Stockholm County. There are 25 municipalities in Stockholm County, tral island which buses can cut across. However, this causes vibration and
12 of which have some kind of traffic calming obstacle on scheduled bus routes. jostling inside the bus, which is a problem for both drivers and older passen-
gers, as it is physically very straining on the back [ref 5].
Stockholm municipality: According to Stockholm Transport, when designing humps it is important
4 places with road cushions to keep the plateau height under 10 cm. This measurement applies to a situa-
4 hydraulic obstacles tion where the ground is flat, something which many fail to observe, and use
4 places with bus rails (car hindrance) the 10 cm measurement irrespective of whether the ground is flat or not. Stock-
4 inverse humps (road hollows) holm Transport has been forced on a few occasions to alter the bus route as a
2 crossings with thresholds result of humps that caused undue problems [ref 5].
1 double bus rail (car hindrance) The road hollow is a very good solution according to Stockholm Trans-
1 hourglass bus stop port bus drivers. One disadvantage is that if it is not properly maintained, the
a number of nub bus stops wheel track sinks down into the depression and does not work as planned.
a number of bollards Maintenance is of high priority with respect to this traffic calming measure
[ref 5].
Other municipalities in Stockholm County: The particular type of road cushion being investigated and tested by M.
5 road narrowings Towliat at the Lund Institute of Technology presents no problem and is accepted
5 places with bus rails (car hindrance) by drivers. Other types of road cushion are unacceptable to Stockholm Trans-
3 bus sieves (obstacles permitting bus passage only) port drivers [ref 5].
2 long humps Several hydraulic bollards have been installed within the Stockholm city
2 long humps combined with width constrictions limits. One such example is found on a bus street in Södermalm, where sensors
6 road cushions in the ground register that a bus is approaching, whereupon the bollard recedes
into the ground, allowing the bus to pass by. As bollards can sometimes be
There are a number of nub bus stops on city trunk routes 3 and 4. These stops difficult to notice, there are plans to equip them with lights in order to prevent
are popular with drivers and passengers alike [ref 5]. They provide space for accidents [ref 5].
weather shelters and make it easier for passengers to board and alight from the
bus since the driver can pull up to the edge. Since these stops are shorter than
normal bus stops, fewer drivers [ref 5] park immediately ahead of or behind Umeå Lokaltrafik AB
the actual bus stop. The first nub stop was built in Stockholm a little more than
In Umeå there are some 20 traffic calming obstacles. There used to be 2 road
ten years ago. One of the oldest of its kind in Sweden is located on
hollows, but these have now been filled in.
Hantverkargatan. The first hourglass stop will be installed in Stockholm in
These obstacles range from road narrowing, serpentine courses and
1999 [ref 5].
mini-roundabouts to plateau and road humps.
There are certain obstacles that are not popular with Stockholm Trans-
There are also proposals for reducing the speed limit to 30 km/h in more
port bus drivers and which they want to avoid as far as possible unless they are
areas, and additional traffic calming schemes are expected.
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Further information about the situation in Umeå can be found in the 4.2 Municipalities
publication entitled Hastighetsklassificering, Umeå tätort [Speed clas-
Two municipalities of the six asked provided information concerning traffic
sification in the city of Umeå] by Eva Wiklund, 1998 and in Kollektivtrafik-
calming measures.
ens framkomlighet i Umeå [Bus passage in Umeå] produced by the Public
Works Department for Umeå and Ultra, 1998 [ref 10].
Göteborg
Värmlandstrafik AB City routes in Göteborg
In Göteborg there are traffic calming obstacles on several scheduled bus routes.
Värmlandstrafik AB does not run public transport itself. However, both the These include road humps, combi-humps, road cushions, hourglass bus stops,
contracted operators and drivers were interested in sharing their points of view raised hourglass bus stops and horizontal deflections.
with us. In Kil there are traffic calming obstacles that have damaged the chassis
of buses as well as a mini-roundabout that has been incorrectly constructed .
In Arvika there also is a problem related to a roundabout that has not been Lund
adapted to bus wheel paths. Some of the traffic calming obstacles in Arvika
Public Works Department in Lund, Public Transport Office
render the use of low floor buses impossible.
In Lund there are road humps with both parabolic and flat tops, completely
Drivers feel that neither the municipality nor other road authorities have
raised street intersections, road narrowing, gates and bus sieves on
taken advantage of their knowledge and experience when planning new or up-
scheduled bus routes.
graded road sections.
Älvsborgstrafiken (now part of Västtrafiken)

Within Älvsborgstrafikens area of operation there are several traffic calming
obstacles in such places as Borås, Trollhättan and Vänersborg. In Borås the
municipality has installed several mini-roundabouts.
AB Östgötatrafiken
Östgötatrafiken operates on several stretches where there are traffic calming
obstacles. There are, however, no road humps as these were removed after
they had damaged the buses. There are different sorts of road narrowing
measures, primarily in Linköping, but in other places as well. These include:
Road width constrictions through installing bus platforms

Raised road sections or bus stops
Irregular siting of islands on straight streets
Other road narrowing
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4.3 International In Denmark there are different kinds of road hump:
Investigations conducted within the project revealed that several countries in The circular hump is circular on the top.
Europe have come a long way in designing different kinds of traffic calming
measure. There are numerous reports, newspaper articles and reference sheets
describing different types of road humps, road narrowing schemes, etc. Any
references to public transport only seem to recommend that traffic calming
obstacles not be installed on bus routes. England and Holland represent the Longitudinal profile Cross section
exception. In these two countries several traffic calming measures have been
implemented on roads where there is bus traffic. Great importance has been The modified circle hump, is also circular on the top but it has a longitudi-
attached to designing the obstacles so that buses can cross without this causing nal profile that is somewhat different than that of the circular hump.
any major discomfort to passengers or wear/damage to the vehicle. Trials
involving road cushions are being carried out in several countries, including
England where this has been under way for a longer period of time.
Longitudinal profile Cross section
Denmark
The trapezium hump is flat on the top.
The Danish National Road Administration is investing heavily in traffic calming
schemes and has come relatively far in this endeavour. A great deal of material
was found on the Internet and gathered through our personal contacts at the
Danish Road Administration. Those traffic calming measures which are used Longitudinal profile Cross section
in Denmark consist primarily of road humps, road narrowing measures and
horizontal deflections. According to the Danish Road Administration, the road
hump is the most effective and least expensive solution. It also feels that pu- The parabolic hump is dish-shaped on top.
blic transport and heavy vehicles are taken into consideration in Denmark when
traffic calming measures are being designed.
Road humps Longitudinal profile Cross section

In Denmark it has been decided that buses and lorries are to cross road humps
at a speed that is 15 km/h lower than the prevailing speed. If drivers abide by
this restriction, and if the hump is correctly designed, the bus driver will not
experience any more discomfort than car drivers [ref 12].
When driving over humps, a few drivers have complained about being
physically affected. This sometimes is due to an incorrect design and in other
cases it is because the driver has crossed it at too high a speed.
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The combi-hump consists of a circular hump that cars drive over and which Narrowing/ramp
buses straddle through driving on special rails that are placed to suit the On roads where the speed limit is 50km/h or less, the Danish Road Administra-
wheelbase of buses. tion uses road narrowings designed as ramps [ref 12]. It is essential that the
driver be made aware of these obstacles. This is accomplished through
carriageway markings, e.g. with different surfaces, or landscaping measures or
by installing bollards on the ramps. These are constructed in pairs, one on each
side of the road. The length of the ramp depends on the desired vehicle speed.
When the vehicle reaches the ramp, it is on a level with the ground, after which
it climbs a few centimetres. There is usually a road hump, e.g. a trapezium
hump, between two ramps.
England
A number of different traffic calming obstacles have been tested and installed
in England during the past few years. The development of these obstacles has
progressed much further in England than in any other European country. Trials
have been underway and are still going on throughout the entire country. Infor-
mation concerning these trials in England, Scotland and Wales are compiled in
leaflets [ref 13] containing a description of the trials, recommendations and
photographs. It is the Charging and Local Transport Division within the De-
partment of Environment, Transport and the Regions (DETR) that finances
these trials. The results are presented in the leaflets and many give an account
of the impact of the traffic calming obstacles on buses.
There are two main reasons for why the Danish Road Administration In England traffic calming measures are common features on roads and
prefers the circular to the trapezium hump on roads used by buses: firstly because streets used by buses. Prior to the installation of a traffic calming measure on
the speed of buses is steadier at circular humps and, secondly because it is such a street, the local authorities/organisations routinely consult public trans-
easier to make a direct connection between the speed desired and the geometrical port operators about how the road hump or other obstacle should be designed.
design in the case of a circular hump as opposed to its trapezoidal counterpart. Traffic calming obstacles are not always particularly popular amongst
There is a law in Denmark that says that the vertical acceleration in a bus drivers in England. There are bus drivers who have incurred back problems
correctly designed hump shall be 0.7 times the acceleration of gravity G ± through their work. There appears to be a connection between this health pro-
0.05G. Approximately 10% of motorists choose to expose themselves to a higher blem and drivers who have driven numerous times over humps, but this is not
acceleration effect than 0.7G when crossing the hump. 1.0G means that the certain.
driver is lifted from his/her seat during the descent. The tolerance of 0.05G
means that drivers always have the same comfort experience when crossing a Narrowing
hump, irrespective of its design [ref 12]. When using narrowing measures, attention is paid to vehicle dimension.
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Humps 1:24. The car ramp is 0.9 m long with a gradient of 1:12. This type of hump is
Humps originated in Denmark. A hump designed in the shape of the letter S designated H due to its appearance [ref 13].
has recently been installed in the town of Fife in Scotland. How well this type
of hump functions is being evaluated. Other types of hump that can be found in S humps
England include the sinusoidal hump and thumps. In order to eliminate the problems caused by H humps on certain streets for
A less steep gradient on ramps is preferable from a comfort point of view certain vehicles, the S hump was designed as an alternative and installed on
but not from a speed perspective. Studies have shown that a gradient of 1:15 is adjacent streets. It is 7.5 cm high with a plateau that is 7 m long. The minimum
markedly more comfortable than one of 1:10 [ref 13]. The more gradual the gradient on the outer ramps is 1:33 with a maximum gradient of 1:8 on the
gradient the greater the comfort, but the speed reduction effect becomes inner ramps. The base of the ramp is designed as a straight line across the
negligible. Hence, 1:15 is preferable and what is normally used. carriageway.
H humps
The H hump was developed in Denmark. Trials showed that it is possible to
design a combined hump for cars and buses. When crossing the H hump,
buses drive up on two longer ramps with a gentle gradient, while the shorter
wheelbase of cars forces them to drive over a shorter ramp with a steeper
gradient. The gentle bus gradient means that buses can drive past the hump at
a higher speed and/or more comfortably than past a normal hump.
The hump is 7.5 cm high and 7 m long, excluding the ramps. The total
length is 10.6 m. The ramp intended for buses is 1.8 m long with a gradient of The trials showed that a traffic calming obstacle in the form of an S
hump is more bus-friendly for long buses (allows higher speeds) than a hump
with either a round top or a standard hump. They also showed that an S
hump is less bus-friendly for long buses than road cushions [ref 13].
The speed of buses across traffic calming obstacles was measured in other
trials. The average speed of buses that drive over an H or an S hump is
about 10 km/h higher than the speed of a bus crossing a 7.5 cm high circular
hump [ref 13].
Sinusiodal humps
Humps with a sinusoidal profile are similar to humps with a round top, but
have less of a gradient. This hump was developed in both Holland and Den-
mark. Cyclists find this hump more comfortable than other kinds of hump.
Investigations have shown that the speed is reduced from 33 mph (53 km/h) to
15.5 mph (25 km/h) when a sinusoidal hump is installed. If there is more than
one hump and they are 100 m apart, the speed between them is reduced to 22
mph (35 km/h) [ref 13].
A comparison has been made between sinusoidal humps and those with
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round tops as far as comfort for drivers and passengers in cars and buses is Road cushion
concerned. This comparison showed that the difference was next to nothing. It A trial involving 34 road cushions has been conducted in England. These have
is only cyclists that find sinusoidal humps more comfortable. been installed by different authorities /organisations. Three different place-
ments of the cushions have been analysed extra closely:
Thumps Simple cushions in combination with road narrowing. Only one lane of
As early as 1990 a traffic calming obstacle referred to as thumps was installed traffic in each direction.
in an area in Wakefield, England. Thumps are humps comprised of Groups of cushions installed in pairs. This works on two-way roads as well
thermoplastics, thus the name. These are 3.7 cm high (adapted to buses) and and is suitable for roads with a high traffic volume.
900 mm wide. The distance between two thumps varies from 35 m to 75 m. One group of cushions, three abreast. These are suited for two-lane roads as
The hump extends across the entire carriageway and has a circular profile on well, are used on wider carriageways and there is no need to widen the
top. The trial was evaluated and showed a speed reduction of 11 km/h on a road.
stretch of road with a 30 mph (48 km/h) speed limit and of 8 km/h on a stretch It is important to design the cushion so that it can be straddled by buses. A
with a speed limit of 34 mph (55 km/h). The only negative result is longer maximum width of between 1000 and 1200 mm is recommended in England
travel times by bus [ref 13]. [ref 10]. Passenger comfort is reduced where buses are unable to straddle the
cushion. This even applies to cushions with flat or round tops. The minimum
width of cushions is 750 mm. They have less of an impact if narrower.
The study of the 34 road cushions showed that public transport operators
were highly positive to the use of cushions. One of these who took part in the
trial pointed out the importance of placing the cushions far enough away from
intersections so that there was enough space for the bus to position itself
correctly in order to be able to straddle the cushion. One problem encountered
involved vehicles parking beside the cushions, making it more difficult for the
Horizontal deflections, Chicanes bus to straddle it.
Combining chicanes and roundabouts is common. In order for this combination Since 1990, Local Authorities in England have been able to apply to the
to be safe and effective the distance between these two obstacles should be Department of Transport for the right to impose 20 mph zones (roughly
relatively short. The chicane should be placed between 40 and 80 m from the equivalent to 30 km/h). If this is granted, the Department of Transport will
roundabout [ref 13]. allow the Local Authority to make the 20 mph limit permanent [ref 13]. If the
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authority is successful in lowering the speed on the stretch on which traffic The Dutch use both positive and negative undulations (road humps and
calming obstacles have been installed, the highway authority will replace the hollows), road width constrictions as well as dividing islands as traffic calming
existing posted speed limit signs for 20 mph signs. obstacles. All these are adapted to buses and other heavy vehicles. There are
The most common traffic calming measure in these 20 mph zones is a two ways in which their design can be adapted by planners; through conside-
road hump with a round top followed by a flat-topped hump. The zones are an ring the width of public transport vehicles and through a series of alternating
average of about 2.5 km long [ref 13]. road humps and road hollows that are as far apart as the wheelbase of the
The study showed that road cushions cause buses less disturbance than public transport vehicles that the city planners intend to slow down.
other traffic calming measures while still having an effective speed reducing
impact on buses. Barrier gates
Barrier gates are found on special bus streets. These are opened by the driver
Finland
through a remote control in the bus. [ref 15].
In Finland traffic calming measures are used primarily on roads with speeds of
30 and 40 km/h. Road humps with either a flat or circular top, road cushions,
horizontal deflections and different types of road width constrictions are the
obstacles that are preferred by the Finnish National Road Administration.
A trial involving road cushions was carried out on a street in Helsinki. In
this trial the Finns tested a narrow, German hump that is 1.7 x 1.7 m and 6 cm
high. Two of these were placed side by side, 1.5 m apart, meaning that buses
were able to straddle them. The results of the trial showed, amongst other
things, that buses had not been disturbed by these road cushions [ref 14]. During
1999 further post-studies will be conducted in Finland.
Roundabouts are the type of traffic calming obstacle to which Finnish
bus drivers object most strongly since they are a contributory factor in time-
table delays.
Holland
In Holland traffic calming obstacles are a common feature on roads and streets Bus locks
used by buses. Information concerning trials involving traffic calming measures A bus lock is a traffic calming obstacle comprising a basin in the street. While
in Holland has been collected from Rikswaterstaat (the Dutch National Road buses can straddle this, cars cannot. There were instances in which car drivers
Administration) and TNO, a research institute in Holland much like the Swe- failed to notice this obstacle and ended up caught in it. This resulted in legal
dish Road and Transport Research Institute (VTI) in Linköping. proceedings and a verdict awarding damage compensation to the driver, which
Holland has come a long way in its investment in public transport. In became a contributory factor to these locks being removed [ref 15].
most cases, public transport has been taken into consideration when designing
traffic calming obstacles, which has meant that city planners think it is very Roundabouts
important to design the obstacles so that they can be crossed by buses without The roundabouts are constructed with islands that can be driven on. These
the risk of vehicle damage. work well according to the Dutch bus drivers [ref 15].
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Intelligent Speed Adaptation system, ISA A video entitled De Kantelweg [ref 17] has been produced by Provincie
According to the Dutch, the ISA system is a very good alternative traffic calming Zeeland in Holland showing how a sinusoidal road is constructed and how it
measure for buses. In Holland this system is based on the vehicle speed being functions for different kinds of vehicle. This video is in Dutch and is not sub-
controlled either via an active acceleration pedal or the fuel pump [ref 16]. titled in English.
These two devices are activated by a signal transmitted from the road shoulder.
The ISA system has been studied in Holland as well as in Sweden where several
Norway
trials involving ISA are under way. However, there is nothing published on
ISA systems especially adapted to buses. According to the Norwegian National Road Administration in Oslo, it is not
engaged in any trial activities involving traffic calming measures [ref 18].
Road bump (road cushion)
In Holland this hump is called a threshold. A while back, the Dutch started
replacing thresholds with bumps, which buses can only barely straddle while Germany
cars are forced to drive over them. In the case of Germany, contact was made with the Heusch Boesefeldt consulting
firm which was unable to provide any information concerning traffic calming
measures for public transport [ref 19].
USA
Traffic calming through the use of chicanes and other measures is highly unusual
in the USA. However, due to the fact that the Federal Highways Administra-
tion recommends such obstacles, it can be assumed that traffic calming sche-
mes will be becoming more and more common.
Up until now, most traffic calming in the USA has been accomplished
with speed bumps. These are now largely being replaced with speed humps.
The difference between bumps and humps is in their length with the former
being shorter, only about 30 cm long, while the latter are about 3.5 m long [ref
20]. Hence, humps are easier for buses to cross. The short bumps can be driven
Sinusoidal road over at high speeds by cars without any feelings of real discomfort, which
In Holland an interesting trial is being conducted involving a sinusoidal road renders them ineffective. Bicycles and motorcycles, unlike cars, find it extremely
for calming traffic. This trial entails the re-construction of entire road sections difficult to drive over bumps.
as sinusoidal roads with varying lateral slopes. A lateral slope on the right- In traffic engineering circles in the USA there appears to be opposition to
hand side is always succeeded by one to the left and vice versa. This has been humps, not due to the difficulties related to bus passage, but first and foremost
tested with different types of vehicle and shown positive results, which has because they are a hindrance for ambulances, fire trucks and police vehicles.
been a contributory factor in several other roads being constructed with such There have also been many complaints about increased noise levels on
an alignment. Motorists driving their vehicle at a normal speed on this road residential streets where humps have been installed. Vehicles accelerate and
section feel no discomfort. On the other hand, those driving above the posted brake sharply, which increases the noise level.
speed limit feel uncomfortable on this curvilinear road.
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5 Study visits, field trips and interviews 5.1 Study visit to Länstrafiken Kronoberg in Växjö
Visits were made to the following county bus and coach operators: Länstrafiken Länstrafiken Kronoberg was established in 1980 and is responsible for local
Kronoberg in Växjö, Skånetrafiken in Lund and Värmlandstrafiken in Arvika. and regional public transport in Kronoberg County. It is jointly owned by the
Field trips were conducted in Vallentuna and Göteborg and an interview was eight municipalities in Kronoberg County and the Kronoberg County Council.
held with a contracted bus operator in Uppsala. Bus traffic in Växjö is quite extensive. There are 25 departure platforms
The reason for visiting Länstrafiken Kronoberg was because of their good at the main bus terminal. Monitors displaying timetables are located in several
working relationship with the Växjö municipal authorities. This resulted in places throughout the terminal and at a few other public places within the city.
their mutually designing a hump with which everyone was satisfied. Due to Most streets within Växjö itself have a 50 km/h speed limit.
the conflict of interests in questions concerning the design of roads and streets, Länstrafiken Kronoberg has been working for some time on designing a
co-operation between county bus and coach operators and the local authorities hump that has a traffic calming impact on both cars and buses, but which is not
in such matters is very unusual. This was apparent in the answers given in all too uncomfortable for bus drivers and passengers and does not cause damage
reply to the letter sent to SLTF members. to vehicles. The discussion on traffic calming obstacles began in connection
For some time now, Skånetrafiken has been thinking about solutions that with the decision to introduce low floor buses in Växjö city traffic. Within
would improve passage for buses. Several original ideas have been put for- Växjö municipality there already were a number of humps of many shapes and
ward, and some have even been tested in different places. Skånetrafiken was
thus contacted so that we could learn more about these ideas and see those that
had been put into practice.
Drivers are those who know most about what is involved in driving a bus
and the difficulties that can arise. Since a few bus drivers in Arvika had contacted
us wishing to present their viewpoints, we visited Värmlandstrafiken in Arvika.
Vallentuna is the first municipality in Stockholm County to have installed
road cushions. A field trip was made to be able to document the construction.
A raised hourglass bus stop has recently been constructed in Göteborg. A
description of this stop has been recorded since such stops have been given
much acclaim.
Telephone contact was made with a contracted bus operator in Uppsala
in reply to a suggestion from a representative of Bussbranschens Riksförbund
[the Swedish Bus and Coach Federation].
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sizes on bus routes. Buses had driven into several of these humps both with is beneficial to the environment.
their noses, rear ends and scraped their undercarriage. In order to come up Roundabouts are very common in Växjö. Länstrafiken Kronoberg has
with a solution to this problem, discussions were initiated on how to design a nothing against these since bus passage has improved. Roundabouts mean fewer
hump that would suit low floor buses and still have a traffic calming impact on stops and starts, but do entail more lateral shifts. Such shifts were previously
cars. The discussions were conducted in a group comprised of representatives not necessary at intersections where the bus route continued on straight ahead.
from Länstrafiken Kronoberg, municipal traffic engineers and drivers. These However, when the intersection is re-built as a roundabout, this situation
discussions ultimately resulted in a proposal for a hump that would suit the changes.
design of buses. Both Länstrafiken Kronoberg and the traffic engineers at Växjö municipal-
Most of the low floor buses used in Växjö city traffic have the same ity feel that they co-operate well together. This is due to the fact that everyone
dimensions and design. This includes an overhang both at the front and the involved is pleased with the solutions produced. This mutual co-operation was
rear, often with a bevelling of about 7 degrees. The wheelbase on these buses the very reason for our originally having contacted Länstrafiken Kronoberg
seldom exceeds 7 m and the overhang is seldom more than 2 m. A hump that is and Växjö municipality. Unfortunately enough, it seems that good co-opera-
designed to suit buses with the foregoing dimensions is as follows: tion between municipal authorities and county bus and coach operators on
such issues is highly unusual.
Flat top, at least 7 m long
Maximum gradient of 7 degrees on the ascending and descending ramps
Ramps at least 2 m long
The height of the hump can vary since the gradient on the ramps is fixed;
i.e., the higher the hump the longer the ramp.
Re-construction works are in progress on all the stretches used by Läns-
trafiken Kronoberg. Up until now these works have been completed on three
bus routes. Bus drivers accept the new hump design and cars are forced to slow
down. The speed has, however, increased slightly. On the other hand, it appears
that a more harmonised traffic rhythm has been achieved on rural routes, which
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5.2 Study visit to Skånetrafiken in Lund
Länstrafiken Malmöhus and Länstrafiken Kristianstad were amalgamated into
Skånetrafiken as of September 1, 1998. The newly established Skånetrafiken
is responsible for all local and regional public transport in Skåne County.
There are numerous humps and raised crossings on the Skånetrafiken bus
routes. However, it is not these obstacles which have been the subject of most
attention. For some time Mats Améen at Skånetrafiken has been interested in
how traffic other than buses can be prevented from using certain road stretches.
He has developed installations aimed at obstructing car traffic at several places
along the routes used by Skånetrafiken, and more are on the drawing board.
Some of Mats ideas have already been put into practice and can be found at
other places in the county while others are still only proposals.
The following describes the different types of obstacle used by Skåne-
trafiken or that are still at the proposal stage. Further information can be obtained
from Mats Améen at Skånetrafiken. car has to crawl along to be able to retain its balance. Unfortunately there is
Private car obstructions à la Veberöd model (also found in nothing preventing this on the opposite side. According to Skånetrafiken this
Klagshamn) obstruction works very well and bus drivers are pleased.
Veberöd is a small municipality located just outside Lund and where public Comments:
transport is operated by Skånetrafiken. A former slip road has been kept as an This is not an obstacle in the sense that it is totally impossible for cars to cross
easier access ramp for buses entering Highway 11 when leaving town, and is over. It is, however unpleasant to drive across in a car since it entails a very
restricted to buses only. In order to keep private cars off this road, or at least rough and uncomfortable ride, and the driver must proceed extremely slowly.
make it extremely uncomfortable for them to use it, an obstruction has been On the other hand, there is no damage to a car trying to cross this obstruction,
developed and placed in the carriageway. It is designed to facilitate bus pas- which can be advantageous from a compensations perspective. If it is desirable
sage due to the wider wheelbase. Two concrete strips laid as wheel-tracks have to prevent cars from driving across this obstruction completely, it is our sug-
been placed 1.6 m apart. This means that vehicles with a narrower track gauge gestion that the obstacle be designed with defined outer dimensions, for example
than this are forced to drive with one set of wheels on a surface between the by erecting another pole on the opposite side or by placing more sharp aggregate
tracks containing silica sharp stones. These sharp stones have been strewed outside the concrete tracks, and not merely between them.
out in sand. The sand is used for drainage and reduces the risk that the obstruction This obstruction has been installed in a place where cars are intended to
will fill up with water. In addition to the two concrete wheel-tracks, a centre use a nearby three-way intersection instead of the somewhat more
beam of concrete has been installed in the middle of the obstruction. This geographically convenient access ramp for buses described in the foregoing.
serves as a surface for resting snow plough blades, and prevents the silica In this particular case, the time savings is so small that there is little risk that
sharp stones from being polished and smoothed. A pole has been erected on car drivers will choose to take the trouble to cross the obstruction. If a similar
one side of the obstruction, making it impossible for a car to balance on the obstruction were to be installed at other places where there is a greater time
centre beam with one set of wheels, with the other set on the opposite side. disadvantage for cars in taking the route intended for them, the proportion of
This is however, not really a problem since the centre beam is so narrow that a traffic using the shortcut could increase.
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Raised centre beam as a car obstacle in Lomma Road narrowing and bus priority in Borgeby, Lomma municipality
In the town of Lomma, the bus departs from the Lomma railway station, runs The Norra Västkustvägen runs through the small community of Borgeby, situated
through town and continues on towards Malmö. At the south end of town, an outside Lund. Due to the fact that most of the traffic on the road is through
obstacle has been installed that completely stops all vehicles other than buses. traffic, it was decided that something had to be done to improve the living
It comprises a beam placed between two raised wheel-tracks. These are placed environment and road safety along this road. As a result, through traffic was
far enough apart that cars cannot cross without slipping off and fastening on prohibited and re-directed. The road through town was then adapted primarily
the beam. to accommodate public transport as well as pedestrians and cyclists. Road
narrowing measures were undertaken on both sides of the road at three places,
two of which function as bus stops. The road is now so narrow at the bus stop
that other vehicles cannot pass by when the bus is standing there. Concrete
bricks with decorative holes were used at the narrowing. Roadside safety posts
with reflectors were set in the bricks. The strip that functions as the bus stop
has been asphalted on a level with the concrete bricks. Cyclists can continue
past the constriction on the inside, away from bus and car traffic.
Comments:
Comments: Generally speaking, road narrowings at bus stops that prevent other vehicles
The raised tracks work so that most larger car models can cross without getting from passing the bus standing at a stop are good. The asphalt strip for those
caught on the centre beam. This does demand some careful balancing, but waiting at the particular bus stop in question is a little too narrow, that is to say
certain cars with high free wheeling can cross even if the wheels do slip down if the basic intention is for people to stand there so as not to obstruct cyclists
off the tracks. However, since most drivers are so apprehensive, the obstacle passing by. If there are very few people waiting, and they have little luggage,
works as a deterrent anyway. The idea of placing a centre beam on which cars the width of the strip is sufficient. The solution is somewhat out of the ordinary,
can fasten is effective, but can mean that the entire road becomes blocked if a since it has been made so narrow, using bricks that give the impression of
car does gets stuck. During heavy snow conditions the beam will be difficult to simply having been put there. Despite this, the solution works well. The safety
see since the plough cannot get at the space between the tracks and the beam. posts mean that the construction is well marked. The line painted between the
extensions should be removed.
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Raised intersection in Lomma Vertical deflections outside the school in Vallkärra, Lund municipality
A four-way intersection in Lomma has been raised and given a new concrete In Vallkärra, three vertical deflections have been constructed on the road by a
slab surface, and trees and bushes have been planted to enforce horizontal school. The surface is composed of paving stones and the speed at the site is 50
deflections. Drivers approaching the intersection automatically slow down km/h. The dimensions on the plateau are sufficient to accommodate both wheel
because the landscaping creates the feeling that something is about to happen. axles on a bus prior to descent. The ramps are between one and one and a half
The ramps are made of asphalt and are relatively steep. metres long, which means an abrupt ascent and descent.
Comments: Comments:
The trees and bushes planted mean that drivers automatically slow down when The steep gradient of the ramps makes it uncomfortable for drivers and passen-
approaching the intersection. The horizontal deflections mean that vehicles gers, even at very low speeds. Another disadvantage to steep ramps is that they
heading straight ahead still must make a lateral shift, although not to the same will be worn down faster under the concentrated pressure. In this case, where
extent as at a roundabout. The ramps are steep which makes it uncomfortable paving stones have been used both in the ramps and on the plateau, the stones
for bus drivers and passengers. This also entails major wear and tear on the will become dislodged, the filler will be swept away, ultimately, exposing the
ramps, which with time means that the asphalt will be worn down under pressure, loose stones. The risk of ramps being destroyed by snow ploughs is also greater
making the ramps even steeper (see the illustration). One gets the impression the steeper they are.
that there originally was only going to be kerbstones without ramps.
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Calming impact of buses on other traffic in Staffanstorp Comments:
Road narrowing measures at bus stops represents a clear way of prioritising
In Staffanstorp municipality, the bus stop outside Konsum [co-operative store] bus traffic, and works very well where the traffic load is moderate. Heavy
has had a calming effect on traffic. When the bus is standing at the stop, other traffic can lead to long queues and irritated drivers. Further, queues create
traffic cannot pass by. When pulling out from the stop, the bus driver does not worse sight conditions for pedestrians when crossing the street. A central island
have to worry about vehicles trying to overtake him/her. Passengers who intend can be extended past the crossing for the convenience of pedestrians.
to cross the street do not have to worry about vehicles passing the bus, but can The idea of prioritising buses lost a little of its purpose when the island
concentrate their attention on on-coming traffic. This was the original idea. was converted to one that could be driven over. The island is composed of a
However, it was subsequently decided to construct the central island so that it different surface material, which means it is visible when the ground is bare,
could be driven over. According to this decision, the island would not be a but not at all in the winter when it is covered with snow or slush. There is a
raised installation with kerbs, but merely consist of a different surface material chance that some drivers will choose to stop behind the bus, while others wont.
in the shape of a traffic island. This decision was based on the fear that there This creates an insecure situation, which increases the risk of an accident
would be an outcry from car drivers who would be forced to wait behind the between two vehicles, between a vehicle and the bus and between vehicles and
bus. There is little traffic at the site in question since there is no through traffic. pedestrians.
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5.3 Study visit to Värmlandstrafiken in Arvika In several places problems are caused by stormwater drains that are located
in the wheel tracks. When the back wheels drive over the drain, there is a great
At Värmlandstrafiken in Arvika we met three drivers who had arranged a risk that the rear end of the bus will hit the hump. This problem could be
tour around Arvika in a bus that was provided courtesy of Värmlandstrafiken. solved if the drains were placed in a better location.
During this tour, we crossed different traffic calming obstacles while the driv- There appears to be problems and the risk of accidents on weekday
ers gave us detailed information concerning both the good and bad aspects,
including what could be improved and how.
In Arvika, the road hump is a very common type of traffic calming measure.
All except two of these humps are found on Värmlandstrafikens bus routes.
The road humps are somewhat different, but all are relatively high, have
short (steep) ramps and are poorly marked in some cases. The short ramps
mean that the ascent is jerky. The ascent with the rear wheels is gentler in
bogie buses (with two rear axle pairs) since the hind wheels soften the jerk that
occurs when the first of these rear wheels hit the ramp.
afternoons in front of the railway station. The bus bay can accommodate three
buses. Three different bus routes with the same departure time are scheduled
on the street outside the station. Passengers have to cross a street running
between the station and the bus stop. Traffic is heavy, there is often congestion
and there is a major risk of a pedestrian being run over. The pedestrian crossing
is located right in front of the station, and in the very middle of the bus stop as
well. Crazy according to the drivers.
One of the drivers suggested converting this to the type of street found in
the courtyards of residential areas with a speed equal to the pace of walking.
Another suggestion was to remove bus traffic from the street and direct it onto
At some places there were rumble strips ahead of a road hump, which a loop of its own.
drivers find extremely noisy. A short stretch alongside the market square on the side closest to the
Sight conditions are poor in many places, primarily because of snow town centre is intended as a bus street. Unfortunately, this is not respected by
embankments in the winter and thick foliage on bushes in the summer. The cars, which park in the way of buses.
drivers have requested mirrors, but these are considered to be too expensive.
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Several of the junctions along the Värmlandstrafiken bus routes in Arvika 5.4 Field trip to Vallentuna
are not designed for buses. One of these junctions is located at the exit from
the bus garage. Kerbstones have been broken and deformed by buses in many
places and bus tyres have been ruined by high, sharp kerbs. Signs and lighting
columns have often been placed too close to the edge of the road, resulting in
damage to both rear-view mirrors and the signs. Pedestrian crossing signs placed
too close to the edge of the road in several places have also been deformed by
the rear-view mirrors on buses.
The bus turning bays have not been properly designed for their purpose
either. This means that drivers must drive with perfect precision if they are not
to be forced to back up. The lack of space means that buses destroy the kerbs
and have to make hazardous backing-up manoeuvres. The following illustrations
show the turning bay outside the hospital in Arvika. It was shown to be impossible
to drive around without backing up because of the signs and kerbs in the way. Road cushion
A newly constructed roundabout and several other intersections have had Vallentuna is the first municipality in Stockholm County to install the tested road
to be re-built since they were not adapted to buses from the outset. cushions.
In the winter, snow embankments along the edges of the road make the The Vallentuna municipality has installed cushions as well as constructed
situation even worse as the width of the road becomes even narrower. raised pedestrian crossings. They have consistently paid careful attention to
Today there is only one low floor bus in Arvika. It has been seriously the areas immediately around the obstacles, which undoubtedly increases pu-
damaged, particularly at the rear end, but it would be pointless to repair it. blic acceptance for the new elements in the roadway.
Five road cushions have been installed. These have been placed adjacent
to one another at two different places in both directions of travel. Judging from
Comments: traffic, they have worked very well speeds are low. The cushions are located
Värmlandstrafikens drivers are well aware of what is needed to facilitate bus on the bus route in Vallentuna that circumvents the centre of town.
traffic in Arvika. Hopefully, the municipal authorities and Värmlandstrafiken Projects involving road cushions are under way under the auspices of the
can work together to find the best possible solutions. Swedish National Road Administration. One study that presents results
concerning the functioning of road cushions is being conducted at the Lund
Institute of Technology (M. Towliat).
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5.5 Field trip to Göteborg 5.6 Interview in Uppsala
Hourglass bus stop Road humps
A raised hourglass bus stop has recently been installed in Göteborg at the Stabbe- Contact was taken with a contracted bus operator in Uppsala that has
torget market square. There is only enough space for one bus at the waist experienced problems with road humps on its scheduled route. There are
and other traffic has to wait for passengers to board and alight. three humps to be crossed on one of the routes, two of which have existed for
about four years. The third and final hump was installed in the summer of
1998. It is this hump that has created, and continues to create, great irritation
amongst bus drivers. It is definitely not comfortable to drive over these three
humps. Drivers were critical when the first two were installed, as they found
the humps irritating. They had gradually grown used to these two until the
third one was installed.
This last one means that buses are forced to brake even more, which has
resulted in cars overtaking the buses either on the hump itself or near it. There
are two bus stops close to the hump.
In the opinion of the bus operator, there should be more hump warning
signs as it is hard for car drivers who have never driven on the road before to
notice the humps. These are, however, relatively easy to see because they have
a different surfacing (slabs) in the middle.
The humps create certain difficulties for buses since they are designed
for cars. Buses in the future will be adapted to disabled persons, which entails
low floor entrances. It will be impossible for these new buses to manage the
humps, without scraping their undercarriage against the ground (hump). This
very problem is already being encountered today.
There is currently no established co-operation between the municipality
and the bus operator concerned. It was a community road association that had
seen to it that the humps were constructed.
Comments: There are schools and day-care centres in the area where the humps have
Bus drivers are not required to butt their way out into traffic after making a been installed. The bus operator thinks that it would be better to remove the
stop, which reduces the risk of conflict. Not only does the narrowing reduce the humps and lower the speed to 30 km/h. It is currently 50 km/h on the stretch of
speed of traffic, but the fact that the carriageway is raised also helps slow road with humps. Another solution would be to install chicanes instead of humps.
down traffic past the bus stop. A traffic calming measure like this one works A third, according to the bus operator, would be to lay down special wheel-
very well for bus traffic when it is located at a bus stop. The bus has to slow tracks that only buses could drive over, i.e., placed too far apart for cars.
down anyway because of the stop and thus neither the lateral shift nor the The day prior to our conversation with the bus operator an accident had
raised carriageway is a problem for drivers or passengers. Further, buses are occurred in Uppsala in which a bus carrying passengers had driven over a
given preference since it is always the rest of traffic that has to wait for buses hump. The bus was driving too fast, resulting in one of the passengers being
and not the other way around. thrown up, hitting his head on the ceiling and suffering internal injury as a
result of the landing.
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6 Analyses and recommendations 6.1 Road narrowing
The analysis is the culmination of the previous stages in the project. Based on Analysis
the knowledge and information we have acquired during the course of the
Narrowing measures reduce bus speeds, thereby avoiding conflicts related to
project, we have analysed the five most common traffic calming obstacles.
high speeds and sharp braking. Other vehicles also travel at lower speeds,
facilitating egress from bus stops. A road narrowing that suits buses, however,
Road narrowing
has less of an impact on other vehicles. The narrower the street, the lower the
Roundabouts
vehicle speed, which means fewer and less serious accidents.
Road humps
Whether bus passage is improved or impeded is dependent on the design
Horizontal deflections
of the narrowing. If this entails lateral movement of the bus, or if the space is
Road cushions
too cramped, passage is inhibited. Speed slowdowns mean loss of time and
consequently timetable delays. Lateral movement causes discomfort to both
The analysis is based upon the facts contained in the compilation of criteria
passengers and the driver. There is less lateral movement in connection with
coupled with our own experience and that of others. It has focused on examining
width constrictions on both sides of the street as opposed to one side only, and
how the most common traffic calming obstacles work seen from the perspective
thus less passenger discomfort.
of buses. In order to be able to evaluate and make objective comparisons between
Constrictions on both sides of the street at a bus stop, the so-called
the different obstacles, we have assumed a zero alternative as the basis of
hourglass design, is a better solution than the zero alternative. This gives
comparison. This consists of a straight street without obstacles.
preferential treatment to buses over other traffic and thus improves bus mobil-
The recommendations specify the most suitable design and location of
ity.
the various obstacles in order to create the best possible situation for buses.
A nub bus stop blocks a traffic lane either entirely or partially, depending
on its depth. When the bus is standing at a stop, it blocks other traffic travelling
in the same direction. In order to prevent cars behind the bus from attempting
to use the opposing traffic lane for passing the bus, a central island can be
installed.
At nub stops, buses do not usually have to pull over to the side of the road
to make their stop, which is beneficial to the comfort of passengers and driver
alike. Since these stops are shorter than regular bus stops, it is easier to drive in
and out.
Recommendation
The width of the narrowing should be suited to the width of buses. If several
consecutive constrictions are placed on one side of the road only, they should
not be placed too closely together. Other recommendations specify a maxi-
mum carriageway width of 3 m in order for the narrowing to be effective. This
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is too narrow for buses, which require at least 3.4 m for a good standard on 6.2 Roundabouts
stretches where the speed is 50 km/h. Where the standard or speed is lower (30
km/h), 0.2 m between the bus and the edge of the road is sufficient [ref 2] and Analysis
the narrowing can then be effective even on bus routes.
If a road narrowing is implemented at a bus stop, an hourglass design Roundabouts differ depending on the length of their radius. A roundabout with
could be a good alternative. This design entails constrictions constructed on a radius more than 10 m claims a large area but functions extremely well for
both sides of the street, preventing other traffic from passing when the bus is heavy lorries, buses and cars alike. Mini-roundabouts with a radius less than or
making its stop. Otherwise, the constriction has a traffic calming impact since equal to 2 m present a problem for the heavier vehicles. If the radius is less
two-way traffic is impossible. Constrictions at bus stops give preferential than 2 m it must be constructed so that heavier vehicles can drive on the central
treatment to public transport while reducing speeds. island to be able to manoeuvre, something that can create confusion for other
It is our recommendation that carriageway width constrictions on a street road users. Roundabouts where the diameter is less than 10 m can be designed
with a bus route be constructed at the bus stops. An hourglass stop is a good with edges that can be driven over. A popular method is through embedding
example. We also recommend that more nub stops be constructed since these large paving stones at the outside edge which heavier vehicles can cut across.
fulfil the demands of both passengers and drivers. There are, however, indications that this is highly irritating to both drivers and
passengers as it entails excessive jostling inside the bus.
Constructing a roundabout at a four-way intersection reduces both the
speed in the intersection as well as the number of conflicts. There are fewer
conflicts at lower speeds.
Recommendation
Roundabouts can function extremely well at intersections on bus routes. They
shall be correctly designed, i.e., either with a central island that can be driven
over, entirely or partially, or have a radius of at least 10 m. The width of the
carriageway within the roundabout should not be less than 6 m. Driving over
the central island can cause discomfort to passengers, particularly to passen-
gers who are standing. There is no real inconvenience if all passengers are
seated. The surface on central islands that can be driven over, or partially dri-
ven over, should preferably be of a material that is smoother than paving stones.
It is our recommendation that a bus test drive a planned roundabout
prior to deciding upon the dimensions. This can be done through setting up
traffic cones that delineate the area that can be driven on. It could be wise to
bear in mind that other kinds of bus, such as articulated buses might use the
roundabout in the future.
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VBB VIAK
6.3 Road humps 6.4 Horizontal deflections
Analysis Analysis
A road hump that is 4 m long and 10 cm high entails a speed of about 15-20 When executing lateral movements, drivers reduce their speed, which thereby
km/h for buses and about 25-30 km/h for cars. The bus speed is usually about increases safety. Too high a speed at lateral shifts creates discomfort for driv-
60% of that of cars at normal road humps [ref 8]. ers and passengers alike.
The design of road humps differs greatly in different places. Generally A horizontal deflection means that vehicles will be intruding on the
speaking, short ramps cause major discomfort to passengers and drivers. The carriageway intended for on-coming traffic. This can result in conflicts, but
gradient of the ramps and height of the hump are also a crucial factor. Bumps also increases the level of attentiveness. Bus drivers have the advantage of
are extremely short humps that are highly uncomfortable to cross for the bus sitting high up and thereby have a good overall view of the road, particularly
driver and passengers alike. Cyclists and motorcyclists represent other road when bushes and trees can hide the view. The driver can then plan his driving
users that are adversely affected by bumps. However, they have little traffic earlier and indicate to on-coming traffic that he/she intends to use the opposite
calming impact on cars, which can cross over at high speeds. carriageway. Approaching traffic notice this and wait for the bus - might is
right.
Traffic calming measures based on lateral movement work well for pu-
Recommendation blic transport, as long as the shift is not too sharp. Unfortunately, the traffic
calming impact on cars is negligible if the deflection is installed in a way that
A road hump that is designed with ramps the length and gradient of which suit
allows buses to maintain a reasonable speed without having to swerve too
the construction of buses can be used advantageously as a traffic calming
much. Horizontal deflections are preferable on streets with a maximum speed
measure. The Watts speed hump can be used if it is designed with longer ramps.
of 30 km/h. In order for buses to be able to manage lateral shifts and to avoid
A hump adapted to buses has less of a traffic calming impact on other traffic
creating passenger discomfort, the movements must be gentle.
than one with steeper ramps. This, however, is something that must be accepted
on bus routes. A conceivable alternative could be the Danish combi-hump which
is designed with short, steep ramps in the middle and more gradual ramps
Recommendation
further out at the bus width.
The hump shall be designed for all types of vehicle, otherwise there is a Horizontal deflections shall force drivers to slow down. The first obstacle
risk of damage. In order to avoid damage to buses, one alternative is to locate encountered by the driver should be located on the right-hand side. If there are
the hump at popular bus stops, where the speed would be lower anyway. An- two in succession, there should be 10 m between them.
other alternative could be to site the bus stop in a bus lane beside the road Any bushes or trees should be planted so as not to conceal children at
hump. Cars would still be forced to drive over the hump, with buses having play or other vulnerable road users.
their own lane (bus bay) without a hump. It is not really suitable to use horizontal deflections on bus streets or
It is our recommendation that best passenger comfort is achieved by where there is heavy traffic.
designing the hump to suit the bus design and to locate it at a bus stop. It is our recommendation that horizontal deflections as a traffic calming
measure on stretches used by buses be designed in a way that permits the
gentle lateral movement of buses. Cones can be used to test bus manoeuvrability
past the deflections.
Buses & bumps
VBB VIAK
6.5 Road cushions
Analysis
A road cushion can be straddled by buses but must be driven over entirely or
partially by cars. Nonetheless, buses are forced to slow down. There are diffe-
rent types of road cushions and some are better than others. Road cushions
must be designed with buses in mind, so as to avoid passenger discomfort as
well as damage to the vehicle.
Road cushions are used in many places in Europe and work well from the
point of view that they reduce speeds and do not cause any mentionable
discomfort to drivers or passengers.
An analysis of the most recently developed type of road cushion is being
conducted at the Lund Institute of Technology.
Recommendation
A road cushion should be designed so that the bus driver can cross it without
any major problem, i.e., through slowing down and straddling the cushion.
Problems can be encountered for buses with double wheels, meaning that the
inside pair of wheels drive up on the cushion in similarity to cars.
It is our recommendation that road cushions be designed according to the
dimensions of the majority of buses. This can vary according to the type of bus
using a particular stretch of road. Otherwise, we would like to make reference
to the investigation currently being conducted by M. Towliat at the Lund Insti-
tute of Technology.
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VBB VIAK
7 Continuation of the work Appendices
Assistance for community planners in the municipalities Appendix A: References
In many places, municipal authorities and county bus and coach operators co-
operate well. Unfortunately, the latter all too often feel run over and feel that Appendix B: Letter to SLTF members (in Swedish)
they have very little influence regarding the installation of traffic calming
obstacles. There are several examples throughout the country showing that
physical measures that had been installed were later removed or altered when
it was discovered that bus passage became impossible.
Interviews conducted with bus drivers revealed that traffic calming
obstacles were not necessarily the greatest hindrance, but that the design of
intersections was the primary source of bus passage problems. The location of
the central island, the height and location of signs and even the position of the
bus shelter result in buses scraping against the kerb, poles and other protruding
objects and even intruding on the opposing lane of traffic.
During the course of the work on this project it became evident that many
municipalities either are poorly informed about the applicable design criteria
for bus passage or else simply forget that buses have different manoeuvring
conditions than cars. It is our proposal that a simple information leaflet be
prepared in order to increase awareness in the municipalities and serve as a
reminder that buses often need more space than cars. This leaflet could be
based on the research project at hand Public Transport and Traffic Calming
Measures , supplemented by further interviews with drivers, and be entitled
How is good passage ensured for buses? The contents shall provide infor-
mation on the means and methods to be employed by the municipalities to
ensure the spatial needs of buses with less focus on rules and dimensions.
International focus
Internationally, and primarily in England and Holland, the work on designing
traffic calming obstacles that suit public transport has come a long way. In-
depth interviews should be conducted with appropriate representatives from
these countries. There is a wealth of information to be gathered, which
unfortunately does not lie within the framework of this project. The contacts
have been established. What is required is more interviews and a couple of
study trips.
There is a lot to be learned from both England and Holland as well as
from other countries. Many of their ideas are tried-and-proven and quite possible Buses & bumps
for use in Sweden. 45 Public Transport and Traffic Calming Measures
VBB VIAK
Appendix A reference 11 Hastighetsklassificering, Umeå tätort
1998 Examensarbete av Eva Wiklund
References reference 12 Nielsen Michael Aakjer, Vejdirektoratet, Danmark

Sorensen Lone, Vejdirektoratet, Danmark
reference 1 Speed-Reducing Devices in Residential Areas
1982 The Swedish Road Safety Office Report No.4 reference 13 Contact: Webster David, TRL, England, Project sheet from
Department of the Environment, Transport and the Regions
reference 2 Spårvägar i befintligt gatunät - Information om planering och based on their research findings:
utformning av spårväg samt hållplatser i gatunät efter år 1990 The Carfax, horsham 20 mph Zone, leaflet 2/92
1997 SL Entry Treatments, leaflet 2/94
Speed Cushions, leaflet 4/94
reference 3 Åtgärdskatalogen Thumps Thermoplastic Road Humps, leaflet 7/94
1996 Svenska Kommunförbundet Traffic Islands for Speed Control, leaflet 7/95
75 mm High Road Humps, leaflet 2/96
reference 4 Bättre busshållplatser Traffic Calming: Traffic and Vehicle Noise, leaflet 6/96
koncept våren/sommaren 1998 Vägverket Highways (road humps) Regulations 1996, leaflet 7/96
Traffic Calming on Major Roads: A49, Craven Arms,
reference 5 Anders Isaksson, SL Stockholm Shropshire, leaflet 2/97
Chicane Schemes, leaflet 12/97
reference 6 Utformning och implementering av trafiklugnande åtgärder Speed Cushion Schemes, leaflet 1/98
i tätortsmiljö Sinusoidal, H & S Road Humps, leaflet 9/98
1998 Examensarbete av Ola Rantatalo och Per-Erik Wikström
reference 14 Saarelainen Jorma, Tiehlaitos, Helsingfors, Finland Leden
reference 7 Lugna Gatan Lars, VTT, Helsingfors, Finland
1998 Svenska Kommunförbundet
reference 15 Bexelius Sten, AVV RWS Ministry of Transport, Rotterdam,
reference 8 Farthinder och busstrafik - Hur hastigheten dämpas på gator Holland
med busstrafik
1:1993 Göteborgs Stad Trafiknämnden reference 16 Pronker Wiebe, TNO, Delft, Holland
reference 9 VU94 reference 17 Video recording from Holland (sent by J: G. M. Bakx):

1994 Sektion Trafik på Vägverket, Borlänge De Kantelweg
1998 Cinelux, Provincie Zeeland.
reference 10 Kollektivtrafikens framkomlighet i Umeå
1998 Tekniska kontoret, Umeå och Ultra reference 18 Hagen Ole, Vegvesen, Oslo, Norge
Bilaga
Buses A& bumps
VBB VIAK
reference 19 Sage Dieter, Heusch Boesefeldt, Tyskland References County bus and coach operators and municipalities
reference 20 Prevedouros Panos, University of Hawaii, USA Jarl arne Leek Hallandstrafiken
Gun Söderberg Luleå Lokaltrafik AB
illustration Gata för människor Anders Jonasson Länstrafiken i Jämtlands län
1998 Svensk Markbetong Thomas Adelöf Jönköpings Länstrafik
Bengt-Olof Söderström Länstrafiken Kronoberg
illustration MATEN VOOR DE BUS Thomas Wieslander Länstrafiken Skaraborg
December 1996, VSN grope, Amsterdam, Holland Klas Sörensson Länstrafiken Malmöhus
Mats Améen Skånetrafiken
miscellaneous Effekter av farthinder i tre bostadsområden - Delstudie Dick Andersson Stadstrafiken i Göteborg
Kvarngärdet i Uppsala Jens Möller Länstrafiken Malmöhus
1983 University of Lund. 1-71-1983. Åke Wijk Tekniska förvaltningen i Lund
Roland Ax Älvsborgstrafiken
Sveriges första miljöprioriterade genomfart Åstorp Kjell Björk Värmlandstrafik AB
1991 Vägverket publ 1991:28 Charles Larsson Östgötatrafiken
Sven Lindström Östgötatrafiken
Traffic Calming and Buses* Rolf Persson Umeå Lokaltrafik AB
1997 CCS, ATCO, cpt
Öffentlicher Personennahverkehr und Verkehrsberuhigung*

1990 Forschungsgesellschaft für Strassen - und Verkehr
swesen (FGSV), Verband Deutscher Verkehrsunternehmen
(VDV)
Traffic Calming on Bus Routes - An Illustrative Guide To

What Is And Is Not Acceptable*
1996 Transport Executive
*literature to which we have not had access during the course of the project
Buses & bumps

VBB VIAK
BILAGA B L Projektet har precis påbörjats och det första som ska göras är en invente-
ring. För att få kontakt med lokaltrafikbolagen ute i landet, har vi utgått från
SLTF:s medlemsmatrikel. För att underlätta inventeringsfasen, skulle vi be-
1998-07-02
höva information från Er om farthinder i Era områden. I det här skedet be-
höver vi veta om Ni trafikerar sträckor där det finns farthinder, om det finns
Fartreducerande hinder i kollektivtrafiken
många farthinder (gärna hur många) och om farthindren är av olika slag. Vi
VBB VIAK Trafikplanering i Stockholm har fått FoU-stöd från Vägverket
tar vidare kontakt när vi fått denna första information.
för att genomföra projektet Fartreducerande hinder i kollektivtrafiken.
Det går bra att skicka e-mail, brev eller fax. Det går även utmärkt att ringa
Nollvisionen har satt fart på många kommuners trafikplanering. Med den
(sem v.29 - v.32). Nummer och adresser finner Ni längst ner på första si-
nya lagen som innebär att kommunerna själva kan besluta om införande av
dan.
30-zoner kommer hastighetsreducerande hinder att bli mer aktuellt än nå-
gonsin. Vad innebär detta för kollektivtrafiken? Tack för hjälpen!
Idag finns ett flertal olika lösningar för att hålla nere hastigheten i 30-zoner.
Åtgärder som tillgrips bygger ofta på fysiska farthinder i vägbanan, såsom Med vänlig hälsning
gupp, minirondeller eller avsmalningar. Yrkestrafiken, framförallt bussar i VBB VIAK AB
linjetrafik har många gånger stora problem med dessa fysiska hinder. De är Trafikplanering
konstruerade för personbilar, vilket orsakar problem för busstrafiken i form
av sämre säkerhet och komfort för passagerarna, irritation hos bussförarna
och fysisk åsamkan på bussarna. Hastighetsreducerande hinder är i många
fall nödvändiga, men finns det några som tjänar sitt syfte att hålla nere farten Malin Steen
utan negativa effekter? Projektledare
Projektet syftar till att sammanställa och analysera olika hastighets-
reducerande åtgärder med avseende på påverkan på kollektivtrafiken.
Bland annat kommer effekter på framkomlighet, komfort, säkerhet och
personalens arbetssituation att studeras.
Resultatet blir en beskrivning och en analys av fartreducerande hinder som
finns representerade i områden med bussar i linjetrafik. Eventuella förslag
på alternativa hastighetsreducerande hinder som uppkommer under projek-
tets gång kommer också att redovisas. Resultatet avses dokumenteras i en
skriftlig rapport och på en CD-rom. Både rapporten och CD-romen kom-
mer att innehålla bilder samt en beskrivning av fartreducerande hinder och
dessutom en analys av dessa.
Buses & bumps

VBB VIAK
SE 781 87 Borlänge, Sweden Telephone +46 243-755 00, telefax +46 243-755 50,
E-mail: vagverket.butiken@vv.se / Internet: www.vv.se
Buses & bumps
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Public Transport and Traffic Calming Measures

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Title: Buses and bumps

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Pedestrian crossing with a central traffic island

Hourglass bus stops

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Construction and maintenance

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Construction and maintenance

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Noise, vibration and vehicle emissions

Speed reduction effect Noise, vibration and vehicle emissions

Noise, vibration and vehicle emissions

Construction and maintenance

Noise, vibration and vehicle emissions

Buses & bumps

Buses & bumps

Construction and maintenance

Noise, vibration and vehicle emissions

Buses & bumps

Speed reduction effect Noise, vibration and vehicle emissions

Construction and maintenance

Buses & bumps

Hallandstrafiken operates in Laholm, Hylte, Varberg, Halmstad and Falken-

Älvsborgstrafiken (now part of Västtrafiken)

 Road width constrictions through installing bus platforms

Road humps Longitudinal profile Cross section

Buses & bumps

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References reference 12 Nielsen Michael Aakjer, Vejdirektoratet, Danmark

reference 9 VU94 reference 17 Video recording from Holland (sent by J: G. M. Bakx):

Öffentlicher Personennahverkehr und Verkehrsberuhigung*

Traffic Calming on Bus Routes - An Illustrative Guide To

Buses & bumps

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