An Examination of the Safety Impacts of Bus Priority Routes in Major Israeli Cities

Gitelman, Victoria; Korchatov, Anna; Elias, Wafa

doi:10.3390/su12208617

Cited by 9 publications

(12 citation statements)

References 32 publications

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“…The efficiency and reliability of the transport system must be evaluated or analyzed according to traffic safety indicators. The general issues and analysis of these indicators under the conditions of priority bus transportation are considered in [16] whose authors describe the positive and negative consequences of using various technical means and engineering measures in different countries. It is believed that a detailed analysis of traffic safety in the public transport system should be based on a significant amount of statistics.…”

Section: Literature Review and Problem Statementmentioning

confidence: 99%

Improvement of methods for assessing the effectiveness of dedicated lanes for public transport

Fornalchyk¹,

Vikovych²,

Royko³

et al. 2021

EEJET

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There are different configurations of street and road networks in cities, which is why those transportation models that determine how effectively a public transport network is operated are different. Along with this, some transport areas may have characteristic features predetermined by the density of a street network, the intensity of individual and public traffic. The special feature of the current study is determining the operational effectiveness of dedicated lanes for public transport given a significant density of the main street and road network. Significant density is characterized by its value for the distance between adjacent intersections in the range of 150‒200 m. With such planning patterns, there is a mutual influence of the conditions of individual and public transport between adjacent intersections. An increase in the distance between intersections disrupts the stability of traffic flow through its disintegration into separate groups based on the dynamic characteristics of vehicles. A characteristic feature of the proposed procedure for evaluating the operational effectiveness of dedicated lanes is that the use of a GPS monitoring system makes it possible to relatively quickly determine the areas of the network where there are the greatest delays in movement in real time. After that, attention is focused on investigating the main factors of influence and their parameters followed by modeling. The reported results would in the future contribute to devising a clear sequence of transport-related research based on a set of their methods in order to acquire representative data and define adequate patterns. An important practical result is the use of not only established normative approaches to the design of dedicated lanes, which are common for all types of street and road networks but taking into consideration the peculiarities characteristic of their individual sections.

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Section: Literature Review and Problem Statementmentioning

confidence: 99%

Improvement of methods for assessing the effectiveness of dedicated lanes for public transport

Fornalchyk¹,

Vikovych²,

Royko³

et al. 2021

EEJET

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“…− after turning on the permissive signal of traffic light, the speed of vehicles which start to pass the intersection and temporary intervals between them are the same, independently from the dynamic features of vehicles. Based on this, to calculate the capacity of one lane, such formula is used [1,[3][4][5][6][11][12]:…”

Section: Analysis Of Recent Research and Publicationsmentioning

confidence: 99%

Capacity increasing of arterial streets with controlled motion

Hrytsun¹,

Bura²

2021

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The problem of capacity increasing of arterial streets with controlled motion is investigated in this paper. For investigation, sections between intersections on the road network of Lviv city were chosen at their different length and roadway width with most saturated traffic. Methods of capacity increasing of arterial streets with controlled motion and factors that have impact on the capacity reduction are analyzed. Capacity of intersections at different volume-capacity ratios is determined. The distribution of average speed for sections between intersections of different length is built. It is established that on sections of medium length between signalized intersections and the high volume-capacity ratio, the speed of traffic flow does not reach maximum values. It is possible to increase the speed and the capacity of sections between intersections by increasing their length, sufficient for flow acceleration to the maximal constant speed and further braking before the intersection. To determinate the recommended speed of movement on arterial directions, road conditions are taken into account, which are formed with simultaneous impact of several factors: volume-capacity ratio of intersection in braking zone, volume-capacity ratio of intersection in acceleration zone, the number of lanes, the length of the section between intersections and the average speed of the traffic flow. It is determined that the average speed of traffic flow on short sections between intersections (the length less than 300 m) is 27 – 33 km/h, on sections of medium length – 35 – 38 km/h/ Such speed will allow to traffic flow reaching the line of constant movement in given road conditions. Conducted research allows taking into account road traffic conditions while justifying the calculating speed of traffic flow, in result of which capacity of arterial streets of controlled motion increases.

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“…Hidalgo et al, 2013;Ingvardson and Nielsen, 2018), the impacts of bus priority systems' and BRT infrastructure changes on traffic safety can be mixed, with a possible increase in traffic injury of other road users, e.g. vehicles and pedestrians (Duduta et al, 2015;Gitelman et al, 2020). One of the reasons for that lies in the fact that the infrastructure settings with an exclusive or priority run of buses are typically more complex than traditional urban settings, thus imposing additional demands on road user behaviours, particularly at intersections.…”

Section: Introductionmentioning

confidence: 99%

“…One of the reasons for that lies in the fact that the infrastructure settings with an exclusive or priority run of buses are typically more complex than traditional urban settings, thus imposing additional demands on road user behaviours, particularly at intersections. However, available evidence on the safety impacts of bus priority systems and BRT infrastructure solutions is not extensive, indicating a need for more empirical research (Vecino-Ortiz and Hyder, 2015;Gitelman et al, 2020).…”

Section: Introductionmentioning

confidence: 99%

Exploring the safety level of a signalized roundabout with crossing BRT: an observational pilot, in Israel

Gitelman¹,

Korchatov²

2022

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Bus rapid transit (BRT) systems promote public transport use in big cities, but their implementation requires substantial changes in urban infrastructure, with impacts on road user behaviours and safety. In Israel, recently, a BRT system called "Matronit" was introduced in the Haifa metropolitan area. The extension of the BRT network included a new setting -a signalized multi-lane roundabout with a bidirectional BRT running through its center and traffic lights for the circular traffic when crossing the BRT route. Such a setting was not familiar to Israeli drivers and thus the initial operation of the roundabout was accompanied by an observational pilot. The study focused on safety-related behaviours of road users, e.g. drivers' compliance to the red-light; vehicle behaviours in the roundabout entrance areas; giving right-of-way to pedestrians. A before-after comparison was not possible, thus, the study aimed to characterize the safety level of the new setting by estimating the rates of risky behaviours observed and comparing them with indicators reported in the literature for similar traffic settings. The data were extracted from video-records of the traffic control center, in four areas of the roundabout, two near the traffic lights and at two entrance areas. The results showed that red-light violations were committed by 14% of the vehicles in one traffic-light area, with no cases in the other. On average, one-two red-light violations can be expected per hour, the frequency comparable with signalized intersections. Furthermore, 86% of the cases occurred during the first two seconds of the red-light, with no "near-collisions" between the vehicle and the BRT. In both entrance areas, when traffic was present inside the roundabout, 10%-20% of entering vehicles did not slow down, and this behaviour was more frequent under the red-lights. However, in most cases, the distance between the interacting vehicles was sufficient, while conflicts (with braking) were rare, in 1% of cases. Pedestrian appearance on the crosswalks was rare, but many of them (38%) were ignored by entering vehicles, while such behaviour is common for multi-lane roundabouts. In summary, the pilot demonstrated that the safety level of the roundabout was comparable to other settings, but risky driver behaviours were present both near the traffic lights and in the entrance areas. The findings seem to be site-specific and further research is needed to better fit infrastructure design solutions to various traffic volumes at roundabouts with crossing BRT.

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An Examination of the Safety Impacts of Bus Priority Routes in Major Israeli Cities

Cited by 9 publications

References 32 publications

Improvement of methods for assessing the effectiveness of dedicated lanes for public transport

Improvement of methods for assessing the effectiveness of dedicated lanes for public transport

Capacity increasing of arterial streets with controlled motion

Exploring the safety level of a signalized roundabout with crossing BRT: an observational pilot, in Israel

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