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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.
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 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
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
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
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