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PTAAssessmentofMotorcycleuseof

BusLanes:

BeaufortStreet&SouthStreet

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Table of Contents

1. Introduction 3

1.1 Background 3

1.2 Case Studies 3

2. Bus Lane Users - Consultation 5

2.1 TransPerth – Bus Operations 9

2.2 Motorcycle Riders Association – Motorcycle Users 9

2.3 Taxi Council of WA – Taxis Operators 9

2.4 Western Australian Bicycle Network, Implementation Reference Group –

Bicycle Users 9

3. Assessment of Usage and Road Crash Analysis 11

3.1 Assessment of Usage 11

3.2 Road Crash Analysis 11

4. Summary 12

4.1 Summary of findings 12

4.2 Implementation 12

5. Recommendation 14

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1. Introduction

Motorcycles were added to the authorised vehicles sign allowing them to utilise the Beaufort

Street and South Street bus lanes in March 2015. This was on a trial basis, to be monitored

and assessed after the first 12months of its implementation. This report summarises the high

level analysis undertaken to assess the impact of motorcycles using the bus lanes during this

trial, with a view to allowing motorcycles to use other bus lanes, as appropriate, if deemed

successful.

Motorcycles are increasingly being recognised as a mode of travel worthy of prioritising due to

their ability to reduce overall congestion, offering a cheaper alternative to the car, and shorter

journey times in congestion. To provide priority many City’s, both nationally and

internationally, are allowing motorcyclists to use bus lanes. Motorcycles have the capacity to

operate at the same speed as buses, however, it is known that the frequent stopping of buses

can cause motorcyclists to lane weave, causing a potential road safety risk.

The trial for Beaufort Street and South Street to allow motorcycles to utilise bus lanes is to

provide this mode of transport the benefits of reduced journey times, whilst reducing carbon

dioxide emissions and helping to smooth traffic flow.

Research shows that there are more motorcycles sold than registered licensed riders,

indicating a number of people have motorcycles at home but are not using them. Affording

motorcycles safer, faster and more reliable journey times through the use of priority

infrastructure (coupled with the benefits of lower cost parking rates) may attract more people

to use their motorcycle instead of their private motor vehicles, resulting in reduced peak hour

congestion.

1.1 Background

Peak period bus lanes (in operation between 6.30am and 9.00am and 4pm and 6.30pm) have

been constructed along Beaufort Street, between Salisbury Street and Roe Street and South

Street, between the Mitchell Freeway and Vahland Avenue. Previous approvals have been

given to allow cyclists and taxis use of the bus lanes, so consultation with all users of the bus

lanes has been undertaken to understand the impacts of adding another mode to the lanes.

1.2 Case Studies

In 2002 Transport for London (TfL) trialled allowing motorcycles in bus lanes. The objectives of

the trials were:

i To facilitate the safe, efficient and effective movement of motorcyclists, without an

adverse effect on other traffic;

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ii To fully assess the impact on all traffic, in particular cyclists, this will facilitate an

informed decision about whether to permanently allow motorcyclists to use bus

lanes;

iii To fully consider and respond to representations made by road user representatives,

groups representing people with disabilities, statutory and other key stakeholders

and members of the public.

Before the trial, a survey was conducted, which showed that illegal use of bus lanes was as

high as 35% of all motorcyclists. After the trial the number of motorcyclists using bus lanes

increased to an average of 51%, with results as high as 80% at some sites. The number of

motorcycles using the lane did not have a negative impact on the cyclists also using the lane.

The introduction did not adversely impact bus speeds. However, it was noted that there were

a number of adverse impacts related to the trial, including an increase in motorcyclist speeds

and an increase in the number of accidents involving motorcyclists. It may be that the

increased number of accidents was related to the increased number of motorcyclists using the

route. Furthermore, the increase in accidents was linked to cars turning left into and out of

side roads.

Another study conducted in Marseille, France found that motorcyclists riding in bus lanes are

3.25 times more likely to be involved in a crash. This research also concluded that cars turning

into and out of bus lanes without looking for motorcyclists were a large contributor to this

increased rate (Clabaux, Fournier and Michel, 2014). In 2009 TfL officially allowed motorcycles

on all of their bus lanes (580kms of road).

The City of Melbourne also trialled permitting motorcyclists in bus lanes on Hoddle Street. The

trial commenced in 2011 and was originally intended to last 6 months. Up to 85% of

motorcyclists chose to use the bus lane. A median travel time saving of 90 seconds for

motorcyclists was achieved, with less variability in travel times. There were no observed

instances of motorcyclists delaying buses, and the trial remains ongoing (Sinclair, Knight, Merz

2012).

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Users - Consultation

1.3 TransPerth – Bus Operations

Through consultation with TransPerth it is noted that during the 12 months the trial has been

in operation, the bus drivers have not reported any issues associated with Motorcycle Riders

within the bus lanes. There have been no road crash incidents or near misses reported and

travel times appear to be unaffected.

1.4 Motorcycle Riders Association – Motorcycle Users

The Motorcycle Riders Association (MRA) provided feedback from their members on this trial

noting that riders felt safer in the bus lanes as there is much less traffic that they may come

into conflict with, their daily travel times have improved and they feel less stressed when using

the bus lane.

The MRA request that the use of priority bus lanes by Motorcycle riders be extended to all bus

lanes in the future (as appropriate) as a result of this trials success, as making riding to work

safer will encourage more people to use their motorcycles rather than their cars which will

assist in reducing congestion on our roads.

1.5 Taxi Council of WA – Taxis Operators

There is very little research into the use of bus lanes by taxis. Allowing taxis to use bus lanes is

based on how the transport planning authority for a city views the use of taxis. For those that

allow taxis to use bus lanes, taxis are seen to function as a ‘gap filler,’ by allowing people who

do not have a private car to travel between locations that are not well serviced by public

transport. Others view taxis as no different to a private car, and in some cases worse as they

are often driving with no passengers either looking for a fare or to pick someone up, hence

completing a trip that would otherwise be unnecessary.

The Department of Transport’s On Demand Transport Industry Development Team and the

Education and Compliance Team sought the views of industry stakeholders and reported that

no issues have been noted.

1.6 Western Australian Bicycle Network, Implementation

Reference Group – Bicycle Users

The subject of permitting bicycles to use bus lanes is a much debated topic between transport

planners and engineers, with no one view point accepted as best practice. The differing

viewpoints are based on how successfully the two modes can function within the lane without

adversely affecting the other. There is one school of thought that sees the two modes as

compatible because over a longer distance, the two modes average around the same speed.

The other school of thought is that the modes are fundamentally incompatible as the travel

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patterns are different- cyclists travel at a constant speed while buses stop regularly to pick up

passengers , possibly resulting in dangerous ‘leapfrogging’. The alternative to allowing cyclists

to use the bus lane is to require them to travel to the right of the bus lane in general traffic. In

this scenario the cyclist is in an extremely unsafe position between two lanes of faster moving

traffic. Internationally it appears that major cities are also divided on whether to allow cyclists

to ride in bus lanes. Those cities that do not allow cyclists in bus lanes generally attempt to

provide segregated, off road bicycle lanes to facilitate the movement of cyclists along bus

roads. It is accepted that cyclists desire to ride along bus routes as they are perceived as more

direct and have shorter travel times. Whether this is facilitated by allowing cyclist to ride in bus

lanes or providing dedicated infrastructure varies. Shared-Use (Bus Priority Lanes on City Streets: Case

Studies in Design and Management, MTI, 2012).

BikeWest were consulted and asked if they had noted any reports of issues between cyclists

and motorcyclists along the two trial sites. BikeWest reported that ‘they were not aware of

any reports of specific issues between motorcyclists or cyclists on the Beaufort Street or South

Street bus lanes. However, they noted there does appear to be some general confusion about

the operation of the bus lanes - when they are in use, who is permitted to use them etc. There

may be merit in exploring an education program to increase awareness.

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2. Assessment of Usage and Road Crash

Analysis

2.1 Assessment of Usage

A one-hour traffic count was undertaken during the peak periods of Beaufort Street and South

Street to ascertain a high level indication of the number of motorcycles actually utilising the

bus lanes. The traffic count was untaken at:

� Beaufort Street – at the intersection of Newcastle Street; and

� South Street – at the intersection of Benningfield Road.

There were 13 motorcycles recorded as utilising the bus lanes on Beaufort Street during the

AM and 8 motorcycles during the PM1. On South Street there were 7 motorcycles recorded as

utilising the bus lanes in the AM westbound and 3 motorcycles in the AM eastbound. During

the PM peak period there were 4 motorcycles recorded as using the bus lanes in a westbound

direction and 5 motorcycles heading in the eastbound direction2. The results of the

motorcycle traffic counts are presented in Appendix A.

2.2 Road Crash Analysis

A review of crash data in the Main Roads WA Crash Analysis Reporting System (CARS) for both

Beaufort Street and South Street indicate that:

� There have been 103 crashes involving motorcycles between 2011 and 2015 with 16

of these crashes occurring since motorcycles were allowed to utilise the Beaufort

Street bus lanes (since March 2015), none of these involved collision with a bus or

cyclist. It is unclear if any of the crashes occurred during the peak periods.

� There have been 31 crashes involving motorcycles between 2011 and 2015 with 9 of

these crashes occurring since motorcycles were allowed to utilise the South Street

bus lanes (since March 2015), none of these involved collision with a bus or cyclist. It

is unclear if any of the crashes occurred during the peak periods.

1 Beaufort Street Motorcycle Traffic Count recorded on Wednesday 15th June – in dry conditions

2 South Street Motorcycle Traffic Count recorded on Wednesday 22nd June – in wet conditions

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3. Summary

3.1 Summary of findings

During the trial to allow motorcycles to use the peak period bus lanes along Beaufort Street

and South Street there has been no recorded issues involving motorcycles and the other users

of the bus lanes (buses, cyclists or taxi’s). The crash data does not indicate any recorded

accidents between motorcycles and buses or cyclists and the assessment of usage notes that,

the actual numbers of motorcycles currently traveling along these corridors are not in any

significant numbers (which is reflective of the percentage of motorcycles within the wider

Perth fleet of vehicles). Indeed, what was noted on site was the need for greater enforcement

of the bus lanes, as there was a high number of vehicles noted as travelling within the bus

lanes during these peak periods that were not authorised to do so.

It was also noted that on South Street, the Variable Message Signs need to be updated as they

do not show motorcycles or taxi’ being allowed.

Figure 1-Variable Message Sign on South Street not showing motorcycles usage

3.2 Implementation

From a policy perspective, a number of issues need to be considered if motorcyclists are

permitted into the wider Perth network of bus lanes:

� Visibility: Motorcycles present a relatively small visibility profile compared to buses.

Other vehicles that may be permitted to use the bus lane (such as taxis), and the

presence of vegetation or street furniture may further reduce the visibility of a

motorcyclist. Improving visibility by conducting remedial design work (particularly at

intersections where general traffic is turning into and out of bus lanes) may reduce

the number of accidents involving motorcycles in bus lanes.

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� Cyclists: Cyclists have an even smaller profile than motorcyclists on the road and they

travel at much slower speeds. Education and signage is important to raise

motorcyclists awareness of pedal cyclists presence in bus lanes

� Turning vehicles: vehicles turning into and out of bus lanes may not expect a

motorcyclist to be present within a bus lane and may not take adequate time to look

for non-bus vehicles. Given that studies have shown that accidents involving

motorcyclists in bus lanes often also involve a turning vehicle, this safety issue needs

to be considered.

� Frequent bus stops: Bus stops encourage motorcyclists to make last minute lane

changes. This weaving can cause conflict between general traffic and the

motorcyclists, and as such an assessment of bus stop locations may be needed.

Another consideration is bus stop embayments, and the possible conflict between

motorcyclists and buses pulling out from stops without the driver seeing the smaller

vehicle in the bus lane.

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4. Recommendation

Based on the analysis and discussions presented within this report, the following conclusions

are made:

� Motorcyclists should be signed to allow use of all bus lanes within Perth where

appropriate;

� An assessment for each bus lane should be undertaken, where buses travel into/out

of bus only areas (such as bus stations, layover areas etc) motorcyclists shouldn’t be

allowed (as with Taxis);

� All signage (including Variable Message Signage where used) should clearly show

motorcyclists being allowed to use the bus lanes;

� The Police should be notified of the locations where motorcycles are legally allowed

to use the lanes; and

� Greater enforcement of the bus lanes should be advocated for by state government,

perhaps giving enforcement powers to PTA or local councils enforcement officers.

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Appendix A – Traffic Count Data

Beaufort Street AM Peak Counts – number of motorcycles

recorded

Time In Bus Lane In Traffic Lane (not using the bus

lane)

07.30 – 07.45 4

07.45 – 08.00 3 1

08.00 – 08.15 1 1

08.15 – 08.30 5

Total Motorcycles 13 2

Beaufort Street PM Peak Counts – number of motorcycles

recorded

Time In Bus Lane In Traffic Lane (not using the bus

lane)

16.30 – 16.45 2 1

16.45 – 17.00 4

17.00 – 17.15 1 2

17.15 – 17.30 1

Total Motorcycles 8 3

South Street AM Peak Counts – number of motorcycles

recorded3

Time In Bus Lane In Traffic Lane (not using the bus

lane)

Eastbound Westbound Eastbound Westbound

07.30 – 07.45 2 1

07.45 – 08.00 1 2

08.00 – 08.15 1 2 1

08.15 – 08.30 1 1

Total Motorcycles 3 7 0 2

3 It is noted that there could have been a lower number of motorcycles using the bus lanes than is ‘normal’ due to the wet conditions (some

motorcycle riders may have decided to use alternative modes of transport rather than ride in wet conditions)

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South Street PM Peak Counts – number of motorcycles

recorded

Time In Bus Lane In Traffic Lane (not using the bus

lane)

Eastbound Westbound Eastbound Westbound

16.30 – 16.45 1 1

16.45 – 17.00 1

17.00 – 17.15 2 2

17.15 – 17.30 2 1 1

Total Motorcycles 5 4 0 2