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Multi-modal Optimisation for Road-space in Europe

Periodic Reporting for period 1 - MORE (Multi-modal Optimisation for Road-space in Europe)

Okres sprawozdawczy: 2018-09-01 do 2020-02-29

As detailed in the Grant Agreement Annex 1, the aim of MORE is to develop and implement procedures for the comprehensive co-design of urban main radial roads feeding the European TEN-T network, to accommodate their current and future multi-modal and multi-functional requirements; and to address problems of congestion, sustainability, noise, air pollution, safety, security, etc., in situations where building new roads is not an option. And to enable city authorities to make the best use of available road-space, by optimally allocating the available capacity dynamically, in space and time; taking advantage of advances in big data and digital eco-systems, and in new vehicle technologies and operating systems, in materials and construction technologies, and in dynamic traffic signing and lane marking capabilities.
This aim is achieved by comprehensively assessing the needs of all road user groups - and of those who live, work and visit the area – drawing on existing knowledge and extensive stakeholder engagement, to develop radical designs.
Key performance indicators will be developed to measure the degree to which a road is operating satisfactorily, and to set out design requirements when performance is sub-standard. Four tools will be developed to assist in the road-space reallocation design process, covering: option generation, stakeholder engagement, micro-simulation of road user behaviour, and a comprehensive, multi-modal appraisal tool. The project will test these tools and procedures through the detailed development of street design packages at test sites (feeder route corridors) in five partner cities on different TEN-T networks, and on- and off-road trials will be carried out to test some of the components. Based on these various outputs, MORE will develop new guidelines for optimal urban road-space allocation and disseminate and exploit them and the design tools, widely throughout Europe.
WP1: All deliverables were submitted. An online survey was completed, collecting data on current road user needs. A workshop was organised with stakeholders to gain further insights. A review of road function classification, guidelines on urban road design, objectives, and performance indicators was completed. A questionnaire was sent to all WP1 partners asking for specific information concerning their city, country, or user group. Further material was provided by the MORE technical partners (e.g. ECF, IFP, PTV) on their perspectives and practices.
WP2: All deliverables were submitted. These deliverables explore the institutional, organizational and political aspects of roadspace allocation, the existing types of traffic regulation, and identify new demands for road use. Workshops were held in the five cities and interviews with key stakeholders were conducted. Site visits and internal technical workshops were organised.
WP3: All deliverables were submitted. These deliverables analyse the trends and challenges of new technologies, investigate demographic trends and demand patterns that will impact physical & digital transport infrastructure, and analyse future needs from transport infrastructure. A workshop with stakeholders was organised.
WP4: All deliverables were submitted. The four sets of tools were completed and are ready for trialling in the MORE cities. The developed tools assist practitioners to generate options for road design, engage with stakeholders, and simulate and appraise the impacts of the options.
WP5: Deliverable 5.1 was submitted. The MORE feeder routes and stress sections have been defined in the five cities. Key stakeholders have been identified and engaged, and priorities for redesigns and user needs established. Additional surveys and road traffic and pedestrian counts have taken place. City partners have mobilised internal teams to start building models for simulation of road designs. Preparations were made for Technology and Design Trials. Action plans were prepared for the co-creation of design options in collaboration with stakeholders (Focus Groups) and local community (Design Days). The process evaluation framework established Key Performance Indicators that have been selected in each site, setting out the overall objectives from improved design work.
WP6: D6.1 and 6.2 were submitted. An exploitation strategy was completed, identifying the exploitation activities to be performed to achieve the during-project and after-project desired impacts, setting out the exploitable results, the target groups to be engaged, examples of the key messages to be used, how the markets will be monitored, and an action plan with short and long term actions.
WP7: D7.1 D7.3 and D7.4 were submitted. A Dissemination and Engagement Strategy was developed, setting out key target groups, messages and appropriate communication channels. The MORE project logo, graphic charter, deliverable and presentation templates, project leaflet, and roll-up banner were developed. The first issue of the MORE e-newsletter was sent. The MORE website was developed and has been updated. A Twitter account and LinkedIn group were set up. A launch event, two TEN-T workshops, and a meeting of the MORE Exchange Forum were organised. Clustering activities were developed with another project (Vital Nodes).
WP8: D8.1 8.2 8.3 8.6 8.7 8.9 and 8.10 were submitted. The Consortium Agreement was negotiated and signed and the Project Handbook produced. UCL has facilitated communication among partners. Two amendments were presented to the European Commission. Various project management tools were established. Regular meetings have been organised. The partners’ progress and budget use was monitored closely by the Coordinator using internal reports. The first and second editions of the Data Management Plan were produced. Internal guidance on ethics compliance was delivered.
WP9: D9.1 was submitted, with contributions from all partners, and covered issues on data collection and processing and the role of the Ethics Review Board.
The greatest intellectual advance provide by MORE is the introduction of the notion of dynamic roadspace management, enabling cities to get more out of the available space/capacity, in real time.
The practical design tools provide cities with the opportunity to address street redesign in a much more comprehensive and rigorous manner than has previously been possible, through (i) systematic street element option generation and road layout combination testing, (ii) comprehensive engagement in street co-design with stakeholders and local communities, using innovative physical and web-based tools, (iii) adding kerbside and street activities to simulation software (which currently focuses on movement activities) and (iv) by providing scientific rigour (through formal appraisal) to decisions on roadspace allocation that hitherto have been done on an ad-hoc basis.
City partners have collated extensive datasets (additional surveys, traffic and pedestrians counts) that have given them the greatest ever insights into the current uses of streets, and an empirical basis on which to improve the efficiency of roadspace allocation.
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