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[Inforgaphic] The Mustafa Al-Nahhas Corridor


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Using bus rapid transit system (BRT) baselines and benchmarks to enhance functionality.

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[Inforgaphic] The Mustafa Al-Nahhas Corridor

  1. 1. The Mostafa Al-Nahhes project has an electronic system to control tratfic lights and prohibited U-tums in many places yet the intersections were a great challenge and traffic was often snarled. These challenges are mostly due to allowing left turns by surrounding traffic, compromising its speed and efficiency. Using the central strip of the corridor, as in Mostafa Al-Nahhas Street, is ideal and can make an efficient base for a BRT. The Mostafa Al-Nahhas Project has already created a dedicated bus lane, segregated from the traffic by fences on both sides. But its exclusive use by buses is not always enforced on the fringes. The width of the sidewalks in Mostafa Al-Nahhas doesn't allow for proper bus stations that need to be at least 3 meters wide in order to perform efficiently. There have been many accidents in the current design and little enforcement of the new traffic rules. Moreover, raising the level of sidewalk to prohibit driving over it caused a problem for pedestrians trying to ‘climb’ the high side walk and hindered the movement of senior citizens and the disabled. TADAMUN: The Cairo Urban Solidarity lnitiatiie WWW. iadallltlll, lllf0 THE MOSTAFA AL-NAHHAS PROJECT USING BUS RAPID TRANSIT SYSTEM (BRT) BASELINES AND BENCHMARKS TO ENHANCE FUNCTIONALITY BUS TO BRT? A Bus Rapid Transit System (BRT) is a high-capacity surface-level bus system that mimics the speed and efficiency of a metro (or superlram) with capital costs 4-20 fimes lower than light rail systems (or superlrams) and 10-100 times lower than metro systems, BRTs achieve this speed and capacity by using bi- or , '%l—lT ‘ i— l i w. ~ l iri-articulated buses that can hold up to 200 passengers that ride on dedicated bus lanes on major transportation corridors, bypassing all other traffic. The system utilizes aspects of universal design standards to achieve speed, predictability, and convenience at relatively low cost. No left turn: Prohibiting most, half, or even some left turns can make a great difference particularly when enhanced by transit signal priority techniques. A possible improvement to the current design suggests merging the two sidewalks (currently surrounding the bus lane) and re-locating them to the middle of the bus corridor in order to create a central island. This will make enough space to accommodate bus stations - that must be three meters wide - and can also provide some green space in the median strip where there are no bus stations. Dedicated lanes can be maintained using light barriers as opposed to the current pennanent fences. This provide the system with the flexibility for experiments and pemieability in case a bus breaks down and blocks the buswey. Bus stations where passengers can enter and exit buses quickly and safely helps to Improve the overall speed and effectiveness of the system. The optimal distance between stations is around 450 meters and should be located at least 26 meters -but ideally 40 meters - from intersections. This would suggest that there should be 18-20 stations along the Mostafa Al-Nahhas corridor, Commuters can benefit from a shaded station that can organize their movement providing off-board fare collection and raised boarding platform, level with the bus floon Secure pedestrian crossings preferably at grade level with signalized crosswalks is essential, particularly if the buses need to cross more than two lanes, as is the case of the Mostafa Al-Nahhas project. Footpaths should remain level and continuous, using drop curbs, for example, which are also more appropnate for disabled citizens, For more infoniriation, please consult TADAMUN’s article: “The Mustala Al-Nahhas Corridor Development Project: A Lost Opportunity? " http: /lwww. tadamun. inio/2015/04/01/mustala-al-nahhas-corri dor—developiiient-project-lostoppoitunilyl? lang= enlf, VdoGi: t NgSU