Traffic Safety on Bus Corridors

Traffic Safety on Bus Corridors
Lessons from EMBARQ projects in Latin America and Asia
Nicolae Duduta, Transport Planner, EMBARQ
CODATU XV – October 25, 2012 – Addis Ababa
Overview
Background: The EMBARQ Network, and our work in traffic safety
The potential safety benefits from well designed mass transport corridors
Safety issues on bus corridors in Latin American and Asian cities
Our approach: example of Metrobus Line 4, Mexico City
Mexico City’s 95 km BRT and bus system (Metrobus)
Our role
Helped set up Metrobus
Planning and operations
Road safety audits
The impact
4 lines, 95 kilometers
700,000 daily passengers
Model for Mexico
Traffic Safety on Bus Corridors
In cities, the majority of crashes happen on urban arterials, where major
mass transport routes are also located
Implementing a mass transit system is an excellent opportunity to gain
significant safety benefits
How safe is a BRT? Case study: Macrobus, Guadalajara
How safe is a BRT? Case study: Macrobus, Guadalajara
Blocked off intersections
Turning restrictions
Reduction in the number of
lanes
Shorter
pedestrian
crossings
Central
median
How safe is a BRT? Case study: Macrobus, Guadalajara
250
5000
Before BRT
During BRT construction
After start of operations
4500
Citywide crashes
200
4000
3500
150
3000
2500
100
2000
1500
50
Crashes on the
BRT corridor
1000
500
0
0
How bus agencies currently address safety:
TransOeste, Rio de Janeiro
How bus agencies currently address safety:
TransOeste, Rio de Janeiro
How bus agencies currently address safety:
TransOeste, Rio de Janeiro
TransOeste, Rio de Janeiro
TransOeste, Rio de Janeiro
Our global research on traffic safety and bus systems
Fatalities on bus corridors by type of road user
The safest place to be on a bus corridor is inside the bus
And the most dangerous: walking to and from the bus station
Bicyclists
5%
Other
8%
Motorcyclists
10%
Car occupants
23%
Pedestrians
54%
Infrastructure issues
TransMilenio, Bogota
Janmarg BRT, Ahmedabad
Problems at the periphery of cities: high speed roads, few intersections
Usually former highways that have now attracted development around them
Conflicts between buses and pedestrians near stations
Av. Caracas, TransMilenio
Av. Caracas, TransMilenio
Metrobus Line 2, Mexico City
Implementation: Metrobus Line 4, Mexico City
1. Site visit and analysis of project drawings
2. Workshop with Metrobus on the project drawings
Results: Metrobus Line 4 before and after
Road safety audit report 2011:
“4.5.1. Pedestrians waiting in the median are particularly vulnerable in case vehicles using the
adjacent lanes accidentally run over the pedestrian refuge island.
The designers should also ensure that pedestrians waiting in [median refuge islands] are
protected from traffic. This can usually be achieved by placing bollards along the edges of the
islands […] or other types of security devices [such as kerbs].”
Before (2011): Unprotected pedestrian refuge island
After (2012): Well protected island
Results: Metrobus Line 4 before and after
Road safety audit report 2011:
“5.64. This section features many informal vendors occupying the sidewalks, which may also
result in pedestrians walking in the roadway […] From a safety perspective, it is important to
provide adequate space for pedestrians on the sidewalks, to ensure that they do not end up
walking in the bus lanes.”
Before (2011): Sidewalks completely taken over by
street vendors on General Miguel Aleman
After (2012): 500 meters of sidewalks were recovered
for pedestrian use on General Miguel Aleman.
Results: Metrobus Line 4 before and after
Road safety audit report 2011:
“5.1. Many passengers are expected to transfer [at Terminal Buenavista] to other Metrobus or
Metro lines. This will create many conflicts […] It should be considered to close Jesus
Garcia to vehicle traffic on this section.
Before (2011): Rendering showing access to Terminal
Buenavista across two lanes of traffic on Jesus Garcia.
After (2012): Entrance to Terminal Buenavista from a
pedestrian plaza, closed to vehicle access.
Results: Metrobus Line 4 before and after
Road safety audit report 2011:
“5.53. The pedestrian crossing should be made a raised area or protected by a gentle [speed]
hump. “
Before (2011): Signalized mid-block crossing on Eje
2 Oriente, with no traffic calming. Vehicles did not
stop for pedestrians.
After (2012): Speed hump installed before the
pedestrian crossing, slowing traffic down and
allowing pedestrian to cross safely.
Example: TransOeste BRT, Rio de Janeiro
All crashes
Speed (km/h)
Travel time (min)
Capacity (pphpd)
Baseline
n/a
32.8
71
18,800
All safety recommendations
n/a
31.05
74
18,800
Change
- 30%
-1.75 kmh
+ 3 min
No impact
Source
Consia Consultants
Microsimulation
Microsimulation
Formulas from Hidalgo et al. 2011
Next steps
Guidelines for integrating traffic safety
into the planning of bus corridors
released in 2012
Pilot version, to be tested in 2012,
before a final version is released in
2013
[email protected]