Road Safety and Bus Rapid Transit Workshop on Quantifying the Environmental, Social and Economic Benefits from Bus Rapid Transit Systems A SPAD Academy & Asia LEDS Partnership Workshop June 24 – 25, 2014 Binoy Mascarenhas , Manager, Urban Transport, EMBARQ India [email protected]
Road Safety and Bus Rapid Transit
Sep 12, 2014
The presentation looks into the BRT-related road safety issue in Asia and safe BRT designs. Binoy Mascarenhas, Manager, Urban Transport, EMBARQ India, led the session in Kuala Lumpur, Malaysia, part of Workshop on Quantifying the Environmental, Social, and Economic Benefits from BRT Systems on June 24 – 25, 2014. The workshop was organized by the Asia LEDS Partnership and hosted by the Malaysia Land Public Transport Commission (SPAD), with additional funding from the USAID and the LEDS Global Partnership Transport Working Group, and support from Clean Air Asia, EMBARQ.
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Road Safety and Bus Rapid Transit!
! Workshop on Quantifying the Environmental, Social and Economic Benefits from Bus Rapid Transit Systems!
A SPAD Academy & Asia LEDS Partnership Workshop!June 24 – 25, 2014!
! Binoy Mascarenhas, Manager, Urban Transport, EMBARQ India!
2
Why BRT? Is it really safer?
India has the highest number of road fatali7es in the world
3
People killed on Indian roads in 2013
Source: NaQonal Crime Records Bureau (2009) “Accidental Deaths & Suicides in India. NCRB
Who are the vulnerable road users?
4
Source: NaQonal Crime Records Bureau (2009) “Accidental Deaths & Suicides in India. NCRB
54%
41%
The “other” vehicle involved:
5
20%
19%
16%
14%
13%
9% 7%
Car / Jeep Two-‐wheeler Bus Unknown Truck Van Autorickshaw Others
Case of Bangalore
In 16% & 23% of pedestrian & motorcyclist fataliQes resp., the impacQng vehicle is a bus
32%
28%
23%
8%
Truck Other 2-‐wheeler Bus Car/Jeep Hit a fixed object Van Tractor Autorickshaw
Motorcyclist fatali7es Pedestrian fatali7es
Source: Bengaluru Road Safety & Injury PrevenQon Programme: Injury snapshots
and acQvity profile – 2009 -‐ NIMHANS
More data on city bus crashes
6
In Mumbai, 2012
In Chennai, 2008
In Bangalore, 2007
ProporQon of fatal crashes that involved a bus
Who is most vulnerable in a bus crash?
7
Pedestrian
Motorcyclist
Bus occupant
Pedestrian
Motorcyclist
Bus occupant
Mode of vicQm in a fatal crash involving a bus
Chennai 2008 – MTC buses Bangalore 2007 – BMTC buses
61% of all fatal crash vicQms in Bangalore and 89% in Chennai are from just these 3 groups!
Overcrowding is a big issue
8
Data Source: Padmanaban J., Rajaraman R., Narayan S., Ramesh B., “Analysis of Fatal Crashes involving MTC buses”, iCRASH Conference, 2010
Which wheel of the bus is most predominantly involved in run-‐over crashes? Case of Chennai
Three main issues • Overcrowded buses
• Lel-‐rear side blind-‐spot • Rear overhang Right
rear Qre: 19%
Lel rear Qre: 63%
Right front Qre: 5%
Lel front Qre: 13%
Lel side: 76%
Rear side: 82%
AcQvity at the Qme of the fatal crash
Pedestrian Motorcyclist
10
Case of Bangalore
Source: Bengaluru Road Safety & Injury PrevenQon Programme: Injury snapshots
and acQvity profile – 2009 -‐ NIMHANS
57% 27%
8%
Crossing the road
Walking on the road
Standing on the road
Working on the road
Playing on the road
Sleeping on the road
Unspecified
40%
15% 13%
12%
7%
Hit from back
Hit from side
Head on collision Skid & fell
Hit a fixed object Nose to tail collision Others
Overturn
Hit a pedestrian
How does BRT make things safer Direct impact on the 3 vulnerable groups • Separates buses from all other motor-‐vehicles
• Moves buses away from the path of pedestrians. BRT median improves safety while crossing
• AutomaQc doors & more frequent services prevent passengers from falling out of the bus
11
Motorcyclist
Pedestrian
Bus occupant
Other corridor impacts • BRT involves a complete re-‐design of the road, which allows for correcQng prior design flaws,
improving road condiQons and introducing traffic calming features • Reduced no. of lanes for mixed traffic induces lower speeds • Moving buses away from the kerbside allows Qghter intersecQon design • Reduces conflict points across minor intersecQons • Beoer managed fleet and beoer trained drivers result in safer driving
City-‐level impact • Affects modal shil away from private transport; reduced motorisaQon results in fewer accidents
The last point explained …
12
R² = 0.69
0
10
20
30
40
0 20 40 60 80 100
Ann
ual t
raffi
c fa
talit
ies
/ 10
0 00
0 po
pula
tion
Daily VKT/ capita (urban roads)
City level impact of BRT through mode shil and reduced motorisaQon
Credit: Nicolae Duduta, EMBARQ
13
PotenQal road fataliQes averted on account of the BRT
Some direct evidence from BRT corridors Case of TransMilenio BRT in Bogota, Colombia
A high quality public transport system can save lives
Credit: Dario Hidalgo, EMBARQ
Further evidence from Macrobus in Guadalajara, Mexico …"
0
500
1000
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5000
0
50
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Jan-‐07
Mar-‐07
May-‐07
Jul-‐0
7
Sep-‐07
Nov-‐07
Jan-‐08
Mar-‐08
May-‐08
Jul-‐0
8
Sep-‐08
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0
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Mon
thly city
wide crashe
s (exclud
ing the BR
T corridor)
Mon
thly crashes on the BR
T corridor
Citywide crashes
Crashes on the BRT corridor
Before BRT During BRT construction During BRT operation
Credit: Nicolae Duduta, EMBARQ and EMBARQ Mexico
… and from Metrobus, Mexico City, Mexico
: 77%
19%
Insurgentes: BRT
66%
32%
E. Molina curbside busway / mixed traffic
Vehicle collisions
Pedestrian accidents
Accident comparison on open bus corridor vs BRT corridor
Credit: Nicolae Duduta, EMBARQ
and EMBARQ Mexico
Counter-‐flow busway
Curbside buslane
Open system
Centre lane BRT
16
SAFEST
LEAST SAFE
Safety impact analysis of different bus systems Case of Mexico
Credit: Nicolae Duduta, EMBARQ and EMBARQ Mexico
17
But how to design the safest BRT system?
We’ve established that BRT improves safety
City Corridor length
Year of audit
Year op began
Alignment of BRT
Sta7on loca7on w.r.t. bus
Ticke7ng Bus restric7on
New Delhi 5.8 km 2011 2008 Median Lel side On bus All kinds of buses
Bhopal 23.4 km 2013 2013 Median & kerbside
Lel side On bus Only BRT bus
Indore 11.6 km 2011 2013 Median Right side At staQon Only BRT bus
Ahmedabad 63.0 km*
2011 2009# Median Right side At staQon Only BRT bus
Surat 33.0 km^
2013 2014^ Median Right side At staQon Only BRT bus
Rajkot 10.5 km 2013 2012 Median Right side At staQon Only BRT bus
18
*As of April 2013 ^ This is the first phase length which partly began operaQons in 2014
# First phase started in the year 2009
Between 2011-‐13, EMBARQ India, through a grant from Bloomberg Philanthropies, conducted road safety audits on Indian BRT corridors in
India’s BRT story has so far been a tryst of two models of BRT
19
• Lel-‐side staQon • Split plaxorms • Bus doors on the lel • Step-‐up boarding • Open staQons • On-‐board QckeQng
• Median staQon • Single plaxorm • Bus doors on the right • Level boarding • Closed staQons • Off-‐board QckeQng
New Delhi Bhopal
Ahmedabad Indore Surat Rajkot
The Delhi & Bhopal BRT model Open, low-‐level staQon plaxorm on lel side of bus docking area
20
21
The Ahmedabad, Indore, Surat & Rajkot BRT model Closed, bus-‐floor-‐level staQon plaxorm on right side of bus docking area
22
So which model is safer?
Safety advantages of Ahmedabad model • Bus drivers (seated on the right) find it easier to dock the bus closer to plaxorm • Level-‐boarding allows for safer access • Closed staQons induce commuters to enter and exit from designated points
• Having only BRT fleet on the bus lanes allows for greater control on driver behaviour – Centrally managed system – Also, less turning movements for the BRT lanes required at intersecQons
However, when planning for an overtaking lane with this model, certain precauQons to be taken…more on the later
23
In our assessment, we found that the Ahmedabad model has some safety advantages over the other kinds of systems
24
Kerbside or Median side Which is a safer loca7on for the BRT lanes?
25
The transiQons from median lane to kerbside lane and vice versa creates safety issues
In Bhopal, the BRT corridor changes from median lane to kerbside lane, and then back again
Designed BRT bus turning path Actual mixed traffic right turning path
Safety disadvantages of kerbside bus lane
• Buses move closer to the path of pedestrians and slow moving traffic
• Frequent breaks may have to be provided for property accesses
• Footpath spill-‐over, street-‐vendors, parking, etc. more likely to encroach kerbside lane than median lane
• IntersecQons will have to be wider to accommodate bus turning (lel turns)
• ComplicaQons at intersecQon as mixed traffic would have to make a lel turn across bus lane. More unsafe than mixed traffic making a right across a BRT lane, because typically, right turns are separated from straight movement through signal phasing.
26
If kerbside bus lane is unavoidable, then we recommend guardrails along the footpath side of the bus lane
27
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
28
Case for a different approach to BRT in Asia
Is the Indian (and perhaps the Asian context) different from globally successfully BRT ci7es?
InternaQonally successful BRT model: Bogota, Colombia
InternaQonally successful BRT model: Istanbul, Turkey
Abundant property development along the road edge
www.embarqindia.org 31
Frequent property gates
High right / U-‐turn demand
High pedestrian volume and
crossing demand
Requirement for parking / waiQng
area
Cars are not the dominant motor-‐vehicle
www.embarqindia.org 32
Motorbikes dominate the mode share
Safety features for cars may not work for
motorbikes
Much higher pedestrian volumes
www.embarqindia.org 33
Traffic discipline cannot be taken as a given
www.embarqindia.org 34
Bicycles are not the only NMT mode
www.embarqindia.org 35
Auto-‐rickshaws as the feeder system to BRT
www.embarqindia.org 36
Inconsistent road width and immovable obstacles
37
38
Designing for safe BRT in this context What needs to be done differently?
The BRT corridor will have multiple uses!
39
Thoroughfare for mixed-‐traffic
Pedestrians & cyclists
Mixed traffic lanes
Footpath
On –street parking / waiQng area
Street uQliQes
Trees
Property
accesses
Turning
lanes
Signals & street lights
BRT movement BRT lanes
Planning for all uses Allocation of road space!
www.embarqindia.org 40
Good design leads to the optimisation of road space!
42 www.embarqindia.org
BRT and pedestrian / NMT movement!§ BRT imposes restrictions on established crossing patterns for pedestrians & NMT "§ If alternatives are not provided, it can lead to safety issues"
Much like a Traffic Impact Assessment study, a Pedestrian/NMT Impact Assessment study should be an essential component of BRT planning"
Refuges need to be disabled friendly"
43
Need for a refuge area and speed humps"
If distance between successive intersections is very large, a mid-block pedestrian crossing should be provided"
www.embarqindia.org 44
Similar design with table-top crossing"
www.embarqindia.org 45
Changing the position of bollards can help resolve the problem of motorcyclists using the pedestrian crossing, and still allow for wheelchair access"
BRT and local MV movement!
www.embarqindia.org 47
§ BRT imposes restrictions on right turns across the median into intersecting side roads and property gates"
§ Motorists are prone to drive in the wrong direction to avoid a lengthy detour or use pedestrian crossings to make turns"
We recommend that a mid-block U-turn opportunity be provided if distance between 2 successive intersections is very large"
U-turns can be provided in conjunction with pedestrian crossing"
www.embarqindia.org 48
The U-turn movement can share the signal phase with the pedestrian crossing"
www.embarqindia.org 49
Extending these features to BRT station design"
www.embarqindia.org 50
BRT station generates a high volume of pedestriansA wide refuge is an essential component of station design"
www.embarqindia.org 51
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
BRT station access!
www.embarqindia.org 52
BRT and minor intersections!
www.embarqindia.org 53
• All BRT intersecQons MUST be signalised if cross movement and right turns are permioed • Wherever possible, we recommend that the BRT segregaQon conQnue through a minor
intersecQon, such that straight / right movement is not possible • But however, the nearest U-‐turn must not be too far.
Restricting right turns across minor intersections"
www.embarqindia.org 54
Restricting right turns across minor intersections"
www.embarqindia.org 55
1 2
3
4
Simplify intersecQon design where possible
The most prevalent crash type at intersecQons is of right turning mixed traffic colliding with straight moving bus
57
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
BRT and major intersecQons
One opQon: Replacing right turns with “around-‐the-‐block” loops
58
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
Retricted right turns: 2 alternaQves
BUT for this to be a safe soluQon, 2 necessary ingredients: • Block sizes are not very large • Traffic discipline is high NOTE: • If right turns are not permioed from both arms of the intersecQon, then a U-‐turn will require
two “around-‐the-‐block” loops • U-‐turns on BRT corridors may typically have high demand on account of the BRT corridor
eliminaQng median cuts. Hence this may not be acceptable
Image credit: Carsten Wass,
CONSIA
OpQon 2: SeparaQng right turns via signal phasing
60
In this opQon, 5 phases in total
OpQon 3: Replacing right turns with aler-‐intersecQon U-‐turns
61
Another major safety issue: Misalignment of lanes!
62 Due to BRT staQons, lane alignment at intersecQons is challenging to design. Care should always be taken to maintain lane alignment
Another major safety issue: Lanes imbalance!
63
Again, due to BRT staQons, on one side of the intersecQon, lane misbalance can happen. There should never be less lanes aler the intersecQon than there are before, vice versa is relaQvely okay.
Image credit: Carsten Wass,
CONSIA
Handling NMT right turns at intersecQons
• If NMT volumes are not very high, then it is beoer for NMT to cross like a pedestrian during the pedestrian signal phase. Thus, NMT makes right turn in 2 successive signal phases
• However, if NMT volumes are high, a separate scramble phase, “red for all MV traffic” may be preferable
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
Designing for safe crossings at intersecQons
65
Safety issues with express stations!
This is a common crash type in some Latin American systems with an overtaking lane, due to the unusual case of overtaking from the left"
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
Designing for express BRT service
A long station length, with adequate taper is absolutely essential
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
IntegraQng feeder bus with BRT terminal
Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
EMBARQ resources on BRT and bus corridor safety
www.embarqindia.org 69
The final version of both these publicaQons will be out later this year, 2014
Thank you!!
! Workshop on Quantifying the Environmental, Social and Economic Benefits from Bus Rapid Transit Systems!
A SPAD Academy & Asia LEDS Partnership Workshop!June 24 – 25, 2014!
! Binoy Mascarenhas, Manager, Urban Transport, EMBARQ India!
! [email protected]!! EMBARQ helps cities make sustainable transport a reality!
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