Try then modify approach to traffic change

In late 2020 WSP and The Helen Clark Foundation released The Shared Path, which looked at the benefits Aotearoa would realise by substantially reducing traffic volumes in cities, and outlined what’s needed to deliver this. One of the key recommendations was the introduction of Low Traffic Neighbourhoods (LTN). A powerful tool to successfully deliver LTNs is an Experimental Traffic Order (ETO) deliver this new type of initiative

Essentially, ETOs would require central government legislation and would allow local government to try new traffic measures. It would give a council – or equivalent traffic authority – the power to run a trial for a specified period. During the first six months of the trial public feedback is collected and this, along with data insights captured during the trial, are used to make an informed decision on whether the trial becomes permanent.

For example, it would allow a council to say “for the next two years we’re going to make this piece of road 30km an hour. To make sure we get it right we’ll take on board feedback for first six months, so we can modify the trial, and then keep it in place for 18 months to collect data. Once that’s done we’ll use the data and your feedback to make a decision as to whether it stays or not.”

Legislation in the UK allows for an ETO to run up to 18 months, after which it needs to be abandoned, amended or made permanent. In New Zealand, WSP advocates for a 24-month period.

This will allow councils to invest more money in some of the physical elements that, when done too cheaply, can sometimes appear shabby.

It’s a model that has the potential to work well here. With an ETO you make the project happen and you consult on the success with the data you have. So much of our current consultation process is at the start of a project, which is when success is swayed by consent or opposition. Using an ETO, the consultation is shifted to the other end of the project process, so data driven insights can be demonstrated.

It lets those affected by a proposed change, such as reduced speeds or parking, try before they buy. Research shows that opposition to traffic changes comes from the perceived negative impact that, in fact, often doesn’t eventuate. However – and this is a crucial element – taking on board feedback and being prepared to modify in the first six months is essential.

As with any change, it’s still complex and controversial. In Edinburgh, where ETOs have been in place since May 2020, a Low Traffic Neighbourhood project generated considerable objections, with local interests and councillors urging that it be dropped without testing or subjected to more traditional extensive consultation. On the positive side, stakeholders including the regional cycling campaign were able to identify potential problems or omission prior to implementation that have resulted in easy remedies. For example, a proposed cycle lane was to be unsegregated, but the consultation reversed this before installation.

ETOs have the potential to redefine how we approach traffic change projects. While they aren’t a solution in themselves, there is an opportunity for them to be used as a powerful tool to deliver people-first transport.

About

Dr Fergus Tate is Technical Director - Transport. He is widely acknowledged to be a leading expert in road safety in New Zealand and has applied his expertise to some of the most innovative road safety projects in New Zealand. These include the introduction of the New Zealand Road Assessment Programmes KiwiRAP and road Infrastructure Risk Rating (IRR), as well as Rural Intersection Active Warning Systems (RIAWS) and out of context curves.