Post on 22-Dec-2015
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Traffic Safety in Public TransportMadhav PaiSeptember 7th, 2012DirectorEMBARQ India
1.3 million traffic deaths per year
Source: OMS
Road traffic injuries are projected to be the 5th leading cause of death globally by 2030
2004(actual)
2030(projected)
Road traffic crashes currently cause more than 1.2 million deaths a year – but by 2030 will kill an estimated 2.4 million people per year
The importance of considering road safety in public transport
Road safety on BRT and Busway corridors – EMBARQ research
Overview
The importance of considering road safety in public transportPT routes located on main arterials – streets with highest crash volume
Location of crashes in New York CitySource: New York City Pedestrian Safety Study
Technical Supplement. Viola et al. 2010
Location of crashes in Benito Juarez, Mexico CitySource: Diagnostico espacial de los accidentes de transito
En el Distrito Federal.. Chias Becerril et al. 2008
New York City:
Streets with bus routes have consistently higher crash rates than all other streets. Viola et al. 2010
Porto Alegre, Brazil:
Locations with Busway stations have consistently higher crash rates than all other locations. Diogenes and Lindau 2009.
The importance of considering road safety in public transportPT routes located on main arterials – streets with highest crash volume
Mexico CityGuadalajara
BogotaCuritiba
Porto Alegre
DelhiAhmedabad
Vancouver
Brisbane
Belo HorizontePereiraCali
EMBARQ Research:BRT, Busways, and Road Safety
A diverse mix of various bus systems
counter-flow busway
curbside busway
center lane BRT Center lane counter-flow BRT
Center lane buswaymixed traffic bus route
• How does each of these options rank in terms of road safety?
• What are the most frequent types of crashes on each type of bus system?
• How can we make them safer ?
Using the model results:Understanding the safety impact of different bus systems
Preliminary safety comparison, based on Mexico City data:
1. Center lane BRT – safest2. Conventional bus service3. Curbside bus / microbus lane4. Counter-flow bus / microbus lane – most dangerous
Overall safety impact of a BRTCase study: Macrobús, Guadalajara (before)
Overall safety impact of a BRTCase study: Macrobús, Guadalajara (after)
Monthly crashes before and after the implementation of the BRT
Question: What were the impacts beyond the corridor?
Comparison between the bus lanes and the mixed traffic lanes
Main findings: Overall safety impact of a BRT
Av. Caracas, TransMilenio
Main findings: Overall safety impact of a BRT / BuswayNot all systems have had a positive impact on safety
Cristiano Machado Busway, Belo
Horizonte Central Busway Corridor with the highest crash frequency citywide
Av. Alcalde Bus Priority Lane, GuadalajaraCurbside bus priority lane Street with highest crash frequency citywide
Delhi Bus Corridor (2008-2012)
Bad design may result in increase in traffic fatalities – Bus corridor in New Delhi
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Before During Construction During Operations
Data analysis Citywide crash frequency models Analysis of police crash reports
Road safety inspections
Understanding the factors that influence crash frequencies
The global picture of safety on BRT and Busways
Fatalities by road user type
The safest place to be on a bus corridor is inside the bus The most dangerous: walking to the bus station
Very high risk Very high riskVery low risk
Safety issues on center-lane systems
Pedestrians crossing in mid-block
Av. Caracas, TransMilenio Metrobus Line 2, Mexico City
Safety issues on center-lane systems
Pedestrians running to and from stations
Av. Caracas, TransMilenio
Main findingsFactors influencing crash frequencies on bus corridors
Speed
Factors influencing crash frequencies
Street width and intersection size and complexity
Metrobus Line 1, Mexico City
Road width and complexity of intersections were the most important predictors of crash frequencies.
Factors influencing crash frequencies
Center-lane systems tend to be safer that curbside ones
Central median Shorter pedestrian crossings Fewer mixed traffic lanes Some 4-way intersections turned into T junctions
Factors influencing crash frequencies
Counterflow
Counterflow lanes were strongly correlated with higher crash frequencies across all our models (p<0.001)
Main findingsKey recommendations for improving safety on bus systems
Street design Traffic calming Narrow streets, simple intersections Short pedestrian crossings
Configuration of the bus system Closed stations Physical segregation between bus lanes and mixed traffic lanes No counterflow
http://www.embarq.org/en/node/4923
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Abundant property development along the road edgeCars are not the dominant motor-vehicleBicycles are not the only NMT mode Very high pedestrian volume Traffic discipline cannot be taken as a givenStreet vendors and immovable obstacles, like utility boxes, trees, temples, etcAuto-rickshaws as the feeder system to BRT
Safety Guidelines for Indian Cities
Starting point …
www.embarqindia.org 31
India BRT road safety design
guidelines
U-Turns
Minor Street Intersection
Roundabouts
High Street Activity
ACCESSIBILITY & SAFETY INSPECTIONS ON MASS TRANSIT CORRIDORS
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Indore BRT – Reducing Conflict Points
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METRO CORRIDOR ALONG JP ROAD
– Changing land use pattern. Increasing number of high-rises and retail areas
– Un-engineered roads with poor pedestrian infrastructure
Elevated Metro – Line One Mumbai
– Wasted fringe area– Utilities haphazardly placed on footpath or carriageway
Elevated Metro – Line One Mumbai
Consistent width and continuous length for footpath and carriageway
Buffer area to be utilised for provision of bus-stops, parking, waiting area, rickshaws
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2.1 m : Footpath2.5 m : Buffer area
6.0 m : Carriageway
6.0 m : Carriageway
5.7 m : Metro column area
2.5 m : Buffer area
2.7 m : Footpath
10.6 m
11.2 m
Bus Stop Parking / Waiting areaEB TB
Bus Stop Autorick standProperty Access
Vendors
Recommended Design
Elevated Metro – Line One Mumbai
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Elevated Metro – Line One Mumbai
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Elevated Metro – Line One Mumbai