Contents lists available at ScienceDirect Journal of Public Transportation journal homepage: www.journals.elsevier.com/journal-of-public-transportation Safety performance of selected bus stops in Ibadan Metropolis, Nigeria Folake O. Akintayo⁎, Sonichukwu A. Adibeli Department of Civil Engineering, University of Ibadan, Ibadan, Oyo State, Nigeria A R T I C L E I N F O Keywords: Bus stop Safety Ibadan metropolis Hazardous act Casual factor Analytic Hierarchy Process A B S T R A C T Bus systems cannot be fully explored if issues such as safety of bus passengers on-board or at bus stops are not addressed. This study was aimed at assessing the safety of bus stops in Ibadan metropolis. Twenty bus stops were purposefully selected for this study from the five urban local government areas in Ibadan metropolis. A field survey involving interviews with 50 passengers and direct observations of hazardous acts was carried out at the bus stops. Casual factors of hazardous acts were noted as well. A score survey was conducted with 17 experts (civil engineers and transportation engineering researchers) where they were asked to rate how much each casual factor contributes to its corresponding hazardous act using a scale of 1–4 (1 being ‘not important at all’ and 4 being ‘very important’). Experts were also asked to make pairwise comparisons among hazardous acts and consistent responses were analyzed using Analytic Hierarchy process (AHP). Results from the score survey and AHP were used to model the safety levels of the selected bus stops. With safety levels ranging from 2.38 to 4.83 (10 being the best and 0 being the worst), all bus stops fell short of an acceptable level of safety. Also, Interviews conducted revealed passengers’ dissatisfaction with their user-experience. Recommendations were therefore made based on the findings. Introduction Road transportation is the prevalent mode of transportation in Nigeria (Amamilo and Agbor, 2018). A survey of the transport sector in Lagos, the most populous city in Nigeria, reveals that 40% of the total number of daily trips involve walking. Of the remaining 60%, ‘Danfo’ accounts for 72%, Bus Rapid Transit (BRT) accounts for 3%, conven- tional bus accounts for 2%, automobile accounts for 18%, motorcycle accounts for 2%, truck accounts for 1%, and other modes of transport account for 1% (JICA Japan International Cooperation Agency, 2014). ‘Danfo’ is a mini commercial passenger bus (Aduwo et al., 2019). Minibus services are preferred in Nigeria because they are widespread, accessible, and cheap (Christopher and Adewumi, 2017). The typical ‘Danfo’ minibus has the capacity to carry 14–18 people (Otunola et al., 2019). An important component of road transportation in Nigeria is public transportation. This is because public transportation is the major ap- proach to the mobility of people, goods and services (Christopher and Adewumi, 2017). It is basically the responsibility of a joint group of private and public sector operators in Nigeria, although the private sector owns more than 90% of the urban public transport services (Amamilo and Agbor, 2018). In Ibadan, over 90% of the transport demands are met by individual public transport operators (Christopher and Adewumi, 2017). Public transportation promotes road transportation efficiency and provides means of transporting people in large numbers (Yingjiu et al., 2019). The bus system in particular has the potential of providing transport services to larger proportions of urban commuters, hence, plays a significant role in reducing the number of vehicles on urban roads and consequently reducing traffic chaos in cities (Ali, 2014). For a better bus system, it is necessary to improve the quality of service and the standards of safety. Improving the standards of safety should in- clude improving the safety of passengers on-board and the safety of passengers at bus stops (Cheranchery et al., 2016). The need for safe bus stops is necessitated by the tendency for ve- hicle-pedestrian interactions at bus stops. (Cheranchery et al., 2019). Bus stops are operated by both private and public sectors in Nigeria and studies have shown that bus stops in Ibadan metropolis are largely unorganized. According to Olowosegun and Okoko (2012), bus stops in Ibadan are not properly located. Bus stop locations in Ibadan metropolis leave drivers with no choice than to park along curbs (Fatunmibi, 2018). The availability of basic bus stop facilities is highly un- satisfactory (Christopher and Adewumi, 2017). There are no developed guidelines or manuals for design, location and spacing of bus stops in Journal of Public Transportation 24 (2022) 100003 https://doi.org/10.1016/j.jpubtr.2022.100003 Available online xxxx 1077-291X/© 2022 The Author(s). Published by Elsevier Inc. CC_BY_NC_ND_4.0 ]]]]]]]]]] ⁎ Correspondence to: University of Ibadan, Department of Civil Engineering, U. I. Box 19367, Ibadan, Oyo State, 200005, Nigeria. E-mail addresses: fo.akintayo@ui.edu.ng (FO. Akintayo), soneadibeli@gmail.com (SA. Adibeli). UNIV ERSIT Y O F IB ADAN L IB RARY http://www.sciencedirect.com/science/journal/1077291X https://www.journals.elsevier.com/journal-of-public-transportation https://doi.org/10.1016/j.jpubtr.2022.100003 https://doi.org/10.1016/j.jpubtr.2022.100003 https://doi.org/10.1016/j.jpubtr.2022.100003 http://crossmark.crossref.org/dialog/?doi=10.1016/j.jpubtr.2022.100003&domain=pdf http://crossmark.crossref.org/dialog/?doi=10.1016/j.jpubtr.2022.100003&domain=pdf mailto:fo.akintayo@ui.edu.ng mailto:soneadibeli@gmail.com Ibadan metropolis. Bus stops are not clearly designated and are used for other purposes, causing road users to experience chaotic situations during morning and evening peak hours (Akintayo et al., 2019). This study is therefore aimed at evaluating the safety of bus stops in Ibadan metropolis. The study applies the methodology proposed by Cheranchery et al. (2016), which includes the identification of ha- zardous acts and casual factors at bus stops and the establishment of a model to evaluate the safety levels of bus stops. The methodology provides a rational approach to assess bus stop safety especially in developing countries where reliable accident records are unavailable (Cheranchery et al., 2016). An analysis of the user-experience of pas- sengers is also included in this study since passengers are the pre- dominant users of bus stops. The study starts with an introduction to the safety of bus stops and continues with a literature review on various methods of analyzing bus stop safety, including the Analytic Hierarchy Process (AHP). Section 3 shows the map of the study area. Section 4 presents the bus stops analyzed alongside the method of analysis, and Section 5 continues with the results of the analysis. Section 6 concludes this study by stating the implications of the study and recommending solutions based on findings. Literature review The characteristics and performance of bus stops in Ibadan me- tropolis and Nigeria at large have been generally assessed. However, focusing on the safety performance of bus stops would better address the need for safety improvements. Many studies on bus stop safety have assessed the safety of bus stops using crash data. Srinivas and Vinay (2008) developed a geographic based method of identifying and ranking hazardous bus stops using a vehicle-pedestrian crash data of two years. Long and Sekhar (2011) further presented another Geo- graphic Information System (GIS) method of identifying pedestrian- vehicle conflict spots and ranking unsafe bus stops using crash data. Marco and Tommaso (2012) developed an algorithm for determining the safety levels of bus stops using the geometrical features of bus stops and the data of automobile crashes around bus stops. One disadvantage of using crash data is that it may not necessarily reflect the safety performance of bus stops. Some road locations may have high accident rates but low fatality rates while some may have high no record of fatal accidents but high potential of accident occur- rence. Also, comprehensive crash data may not always be available. Zhirui et al. (2016) applied a method which did not require crash data in China but the method is not flexible enough to be used in Nigeria. However, a more flexible method was developed by Cheranchery et al. (2016) and further expounded by Cheranchery et al. (2019). This method involves the use of Fuzzy Analytic Hierarchy Process (AHP) to analyze the safety levels of bus stops without crash data. Developing countries with bus stop management challenges have been encouraged by Cheranchery et al. (2016) to adopt this method. The Analytic Hierarchy Process (AHP) is one of the Fuzzy Multiple Criteria Decision Making (FMCDM) methods (Oguztimur, 2011). AHP actually reflects how a problem is perceived by the involved stake- holders (Ghorbanzadeh et al., 2018). The process can be generalized as; decomposing a complex situation into individual parts, arranging the parts in a hierarchy, and synthesizing the judgments of experts in order to determine the most important variables that would change the si- tuation when acted upon (Oguztimur, 2011). Prioritization is based on pairwise comparisons (Epigmenio et al., 2012). Pairwise comparisons provide effective means of overcoming the difficulty in comparing various alternatives at a time, allowing the evaluator compare only two alternatives (Brunelli, 2015). Each pair of comparisons is given a relative value estimating the importance of one alternative over the other (Epigmenio et al., 2012). In doing this, a scale is necessary (Damjan et al., 2016, 90–114). Apart from the traditional nine-point scale system developed by Saaty, other scale systems such as the logarithm scale system and power scale system have been used (Epigmenio et al., 2012). However, Saaty’s nine-point scale is the most commonly used scale for pairwise comparisons (Despodov et al., 2011). For pairwise comparisons to be carried out successfully, ques- tionnaires are distributed among a number of experts (Hamed, 2017). Experts make their judgments by completing the questionnaires (Ehsan and Morteza, 2017). The geometrical average of individual judgments forms the group judgment of the AHP (Hamed, 2017). Researchers have indicated that a minimum population of ten experts is required for maximum reliability (Ehsan and Morteza, 2017). Evaluating AHP questionnaires requires a serious mental exercise from the respondents (experts) (Szabolcs 2012). As such, highly qualified experts should be used for consistency of results (Henrikas and Lijana, 2010). AHP ensures that the pairwise comparison judgments are checked before they are used for decision making (Damjan et al., 2016, 90–114). The consistency of priority vectors and pairwise comparisons are checked using the consistency ratio (CR) (Oğuztimur, 2011). If the CR is less than 10%, the judgments are consistent but if the CR is greater than 10%, the judgments are inconsistent (Damjan et al., 2016, 90–114). When CR exceeds 0.1, experts may have to redo the pairwise compar- isons (Ehsan and Morteza, 2017). The consistency ratio is calculated as C.R = C.I/R.I, where R.I is the random index and CI the consistency index (Epigmenio et al., 2012). One advantage of the AHP is its ability to make both quantitative and qualitative comparisons on the same preference scale. Other ad- vantages include its ability to decompose complex problems and verify the consistency of analysis (Ishizaka and Labib, 2009). AHP allows decision makers to be richly involved in the evaluation process (Seyedeh et al., 2009). The method is widely used because of its ease of application (Ishizaka and Labib, 2009). It is easy to combine AHP ef- fectively with other techniques because it is flexible (Vaidya and Kumar, 2006). The Analytic Hierarchy Process has been successfully applied in various fields and disciplines (Epigmenio et al., 2012). Today, AHP has been used by engineers, mathematicians, planners, lawyers, scientists, etc. (Oguztimur, 2011). Vaidya (2014) used AHP to assess the relative performance of 26 public transportation companies in India. Similarly, Boujelbene and Derbel (2015) used AHP to evaluate the performance of public transportation in Tunisia by comparing different public transport operators. Henrikas and Lijana (2010) determined the most significant quality criteria of rail transportation using AHP. Szabolcs et al. (2012) successfully applied AHP in assessing the quality of public bus trans- portation in Yurihonjo, a Japanese city. Pradeep et al. (2013) proposed a method of assessing hazardous road locations using AHP. Table 1 Bus stops and their locations. S/N Bus Stop Location 1 University of Ibadan Ibadan North 2 Living Spring Sango Ibadan North 3 Bodija Market Ibadan North 4 NTA Shopping Complex Ibadan North 5 Honors Filling Station Ibadan North-West 6 Okepadi Ibadan North-West 7 Task Filling Station, Iwo road Ibadan North-East 8 Academy Ibadan-North 9 Honors Filling Station, Orita aperin Ibadan North-East 10 Lister Oil, Beere Ibadan South-East 11 Total Filling Station, Beere Ibadan South-East 12 Iwo Road Interchange Ibadan North-East 13 Abe Bridge, Iwo Road Ibadan North-East 14 Oba Akinyele Ibadan North-East 15 Arisekola, Bestway Road Ibadan North-East 16 Gate Ibadan North 17 Samonda Ibadan North 18 Orita aperin- Iyana beere Ibadan South-West 19 Iyana merin-Ogunpa Ibadan South-West 20 Beere-Orita merin Ibadan South-West F.O. Akintayo and S.A. Adibeli Journal of Public Transportation 24 (2022) 100003 2 UNIV ERSIT Y O F IB ADAN L IB RARY Cheranchery et al. (2016) developed a model which uses AHP to assess the safety levels of bus stops. This study adopts the model developed by Cheranchery et al. (2016). AHP Priority Calculator software is used in this study to ensure accurate evaluation and to make the process easier. Computer software makes AHP quick and precise for decision makers (Oguztimur, 2011). The complexity of some problems require the use of computer appli- cation software to facilitate AHP (Vaidya and Kumar, 2006). Fig. 1. Map of selected bus stops in Ibadan metropolis. F.O. Akintayo and S.A. Adibeli Journal of Public Transportation 24 (2022) 100003 3 UNIV ERSIT Y O F IB ADAN L IB RARY Study area Ibadan is located in the South-Western part of Nigeria, approxi- mately on longitude 3°5 East of the Greenwich Meridian and latitude 7°2 North of the Equator. There are eleven Local Government Areas in Ibadan metropolis consisting of five urban Local Governments and 6 semi-urban or rural Local Government Areas. This study covers the five urban local government areas namely; Ibadan North, Ibadan North- East, Ibadan North-West, Ibadan South-West, and Ibadan South-East. Fig. 2 shows the map of all the bus stops selected for this study. Data and methodology Based on enquiries from Federal Road Safety Corps (FRSC) and Nigeria Traffic Warden Service (TWS), twenty problematic bus stops were selected for evaluation from the five urban Local Government Areas in Ibadan metropolis as shown in Table 1 and Fig. 1. A field survey was conducted at each bus stop to determine the user experience of passengers, as well as to identify hazardous acts carried out at bus stops. The survey involved direct observations of hazardous acts and interviews with 50 passengers. Casual factors contributing to hazardous acts were identified from the field survey and also from literature re- view. Based on evaluations of the hazardous acts and casual factors, the safety level of each bus stop was modeled. The model, proposed by Cheranchery et al. (2016) is expressed as: = × = xS 10(1 w) i i i1 n (1) Where, Fig. 2. Passengers’ perception of access. Fig. 3. Passengers’ perception of comfort. Fig. 4. Passengers’ perception of safety. Fig. 5. Passengers’ overall satisfaction. F.O. Akintayo and S.A. Adibeli Journal of Public Transportation 24 (2022) 100003 4 UNIV ERSIT Y O F IB ADAN L IB RARY S = safety level of a bus stop, n = total number of casual factors, i= total number of hazardous acts, xi =a dummy variable representing the presence (xi = 1) or ab- sence (xi = 0) of a casual factor in a bus stop, and. wi =weightage of the casual factor. Weightage of the casual factor could further be expressed mathe- matically as: wi = cip × dp (2) Where, cip = contribution index, which indicates the relative contribution of ith casual factor to the pth hazardous act, dp = degree of danger associated with the pth hazardous act. Contribution indices and degrees of danger were obtained from a survey with 17 experts (civil engineers and transportation engineering researchers). Questionnaires were administered to the experts where they were asked to rate how much each casual factor contributes to its corresponding hazardous act, using a scale of 1–4 (1 being ‘not im- portant at all’ and 4 being ‘very important’). Geometric averages of scores were obtained, after which the scores were normalized and taken as contribution indices. Experts were also asked to compare one ha- zardous act against another using Saaty’s pairwise comparison 9-point scale for Analytical Hierarchy Process (AHP). Responses obtained were checked for consistency. 16 responses had consistency ratio less than 0.1 and were accepted for AHP analysis. A matrix was formed from the geometric average of the 16 responses and the consistency of the matrix was verified. Thereafter, the matrix was analyzed to generate the de- grees of danger using AHP Online System (AHP-OS) software (Klaus, 2020). Results and discussion Analysis of passengers’ response to interview questions 62% of passengers interviewed indicated low satisfaction with the accessibility of bus stops as 34% were very dissatisfied, and 28% were fairly dissatisfied. 60% of passengers indicated low satisfaction with comfort, and 66% indicated low satisfaction with safety as shown in Figs. 2 to 4. Fig. 5 shows that 76% of the passengers were dissatisfied with the overall condition of bus stops. Analysis of field observations Four hazardous acts were identified from the field survey of the twenty selected bus stops. They include; drivers stopping on the car- riageway (b1), encroachment of passengers and pedestrians to the road (b2), boarding and alighting at filling stations (b3) and lastly, unsafe crossing (b4). Also known as petrol station, a filling station is a place where fuel is sold to road users, often with small shops along the road. Table 2 groups each hazardous act identified with its casual factors. Table 3 provides the matrix formed from the geometric mean of experts’ responses and Fig. 6 shows the degree of danger for each hazardous act. Drivers stopping on the carriageway (b1) Drivers were seen stopping on the carriageway to load or drop passengers at bus stops. None of the bus stops surveyed in this study had a shelter, as such, passengers were seen occupying road areas. The presence of previously parked vehicles due to inadequate berth space also made some vehicles stop on the carriageway. As observed by Akintayo et al. (2019), some bus stops were being used as cab stands and bus parks, reducing the berth space of the bus stops. Many of the bus stops were operated by different kinds of vehicles. Therefore, the casual factors identified with this hazardous act in- clude; (i) Absence of a designated boarding/alighting area (b1c1), (ii) Inadequate berth capacity (b1c2), (iii) Use of bus stops as cab stands or bus parks (b1c3), (iv) Berth occupied by pedestrians and/or passengers (b1c4), (v) Use of bus stop by different vehicles i.e. mixed traffic (b1c5), and (vi) Unruly behavior of drivers (b1c6). Encroachment of passengers and pedestrians to the roadway (b2) Passengers and pedestrians were seen in majority of the bus stops using the roadway. According to Srinivas and Vinay (2008), unsafe pedestrian movements could be the result of lack of pedestrian facil- ities. Cheranchery et al. (2016) gave the predominant reasons for this hazardous act and they include; no or inadequate waiting area, no or inadequate sidewalks, inadequate lighting facility along sidewalks, Table 2 Casual factors and contribution indices. Hazardous act Casual factor Average score Contribution index (Cip pp) b1: Drivers stopping on the Carriageway b1c1 4 0.20 b1c2 3 0.16 b1c3 3 0.16 b1c4 3 0.16 b1c5 3 0.16 b1c6 3 0.16 b2: Encroachment of Passengers and Pedestrians to the Roadway b2c1 3 0.17 b2c2 4 0.21 b2c3 3 0.17 b2c4 3 0.17 b2c5 2 0.11 b2c6 3 0.17 b3: Boarding and Alighting at Filling Stations b3c1 4 0.29 b3c2 3 0.21 b3c3 3 0.21 b3c4 4 0.29 b4: Unsafe Crossing b4c1 3 0.16 b4c2 4 0.20 b4c3 3 0.16 b4c4 3 0.16 b4c5 3 0.16 b4c6 3 0.16 Table 3 Geometric mean of pairwise comparisons. Hazardous acts Drivers stopping on the carriageway Encroachment of passengers and pedestrians to the roadway Boarding and alighting at filling stations Unsafe road crossing Drivers Stopping on the Carriageway 1 1 4 2 Encroachment of Passengers and Pedestrians to the Roadway 1 4 2 Boarding and Alighting at Filling Stations 1 1 Unsafe Road Crossing 1 F.O. Akintayo and S.A. Adibeli Journal of Public Transportation 24 (2022) 100003 5 UNIV ERSIT Y O F IB ADAN L IB RARY unkempt environment, encroachment of sidewalks by parked vehicles, presence of hawkers along sidewalks, and poor drainage facility. In line with (Akintayo et al., 2019), it was observed in this study that only a few bus stops had a walkway. Curbs were occupied by street traders, causing pedestrians to use the carriageway. Some bus stops were lo- cated in front of commercial buildings and at intersections. Therefore, the casual factors identified with this hazardous act in- clude; (i) No or inadequate sidewalk (b2c1), (ii) Sidewalk occupied by traders (b2c2), (iii) No or inadequate waiting area for passengers (b2c3), (iv) Untidy surrounding (c4), (v) Unruly behavior of pedestrians (b2c5) and (vi) Inappropriate location of bus stops (b2c6). Boarding and alighting at filling stations (b3) Vehicles made use of inappropriate stopping points especially filling stations. This may be attributed to lack of bus stop facilities. Improvised bus stops emerge as the need for bus stops arise (Akindele et al., 2014). This act may also be as a result of lack of bus stop design manuals as noted by Akintayo et al. (2019). Therefore, the casual factors identified with this hazardous act in- clude; (i) Inadequate bus stop facilities (b3c1) (ii) Locating bus stops in front of filling stations (b3c2), (iii) Lack of manuals for design and lo- cation of bus stops (b3c3), and (iv) Lack of law enforcements (b3c4). Unsafe crossing (b4) Many pedestrians were seen crossing the road from the opposite end directly to the curbs where vehicles stop to load or unload passengers. Some passengers were also seen crossing the road directly in front of a stopped vehicle. Cheranchery et al. (2019) observed the reasons behind unsafe crossing which include; locating bus stops at near-side inter- section, locating crosswalks at far-side intersections, inadequate width of the crosswalk, and locating crosswalk at a long distance from bus stops. The casual factors identified with this hazardous act include; (i) Near-side bus stops (b4c1) (ii) Absence or inadequate provision for Fig. 6. Pairwise comparison matrix using the AHP Online System (AHP-OS) software by Klaus D. Geopel, business performance management (BPMSG). Table 4 Safety level of university of Ibadan bus stop (Ibadan North). Hazardous act Casual factor dp cip pp wi xi wi × xi Hazardous act Casual factor dp cip pp wi xi wi × xi b1 b1c1 0.367 0.2 0.073 1 0.073 b2 b2c6 0.367 0.17 0.062 1 0.062 b1 b1c2 0.367 0.16 0.059 1 0.059 b3 b3c1 0.111 0.29 0.032 1 0.032 b1 b1c3 0.367 0.16 0.059 0 0 b3 b3c2 0.111 0.21 0.023 0 0 b1 b1c4 0.367 0.16 0.059 1 0.059 b3 b3c3 0.111 0.21 0.023 1 0.023 b1 b1c5 0.367 0.16 0.059 1 0.059 b3 b3c4 0.111 0.29 0.032 1 0.032 b1 b1c6 0.367 0.16 0.059 1 0.059 b4 b4c1 0.156 0.16 0.025 0 0 b2 b2c1 0.367 0.17 0.062 1 0.062 b4 b4c2 0.156 0.20 0.031 1 0.031 b2 b2c2 0.367 0.21 0.077 0 0 b4 b4c3 0.156 0.16 0.025 1 0.025 b2 b2c3 0.367 0.17 0.062 1 0.062 b4 b4c4 0.156 0.16 0.025 0 0 b2 b2c4 0.367 0.17 0.062 0 0 b4 b4c5 0.156 0.16 0.025 0 0 b2 b2c5 0.367 0.11 0.040 1 0.040 b4 b4c6 0.156 0.16 0.025 0 0 0.473 + 0.205 Safety level, S = 10(1- (0.473+0.205)) = 3.22 F.O. Akintayo and S.A. Adibeli Journal of Public Transportation 24 (2022) 100003 6 UNIV ERSIT Y O F IB ADAN L IB RARY crossing (b4c2), (iii) Unruly behavior of pedestrians (b4c3), (iv) Inadequate width or absence of crosswalk (b4c4), (v) Locating cross- walk far from bus stops (b4c5), (vi) Poor maintenance of crossing fa- cility (b4c6). From Fig. 6, experts considered b1 and b2 the most dangerous ha- zardous acts, followed by b4, and lastly b3 (dp for b1= 36.7%, dp for b2= 36.7%, dp for b3=11.1% and dp for b4=15.6%). Safety levels of bus stops According to Cheranchery et al. (2016), safety levels of bus stops can be rated from 0 to 10 (10 being the best and 0 being the worst). The safety level of University of Ibadan bus stop was rated 3.22 as shown in Table 4. Table 5, as well as Fig. 1, presents the safety levels of all the bus stops in this study. With safety levels ranging from 2.38 to 4.83, all bus stops fell short of an acceptable level of safety. This is unlike the situation of Cheranchery et al. (2016) where prioritization of bus stops was necessary because some bus stops had high safety levels. Conclusion and recommendations This study applied the method proposed by Cheranchery et al. (2016) in assessing the safety of bus stops in Ibadan metropolis. The method involved the analysis of hazardous acts and casual factors by experts. Further evaluations of experts’ results were done using Analytic Hierarchy Process (AHP). AHP-OS software by Klaus D. Geopel, was particularly used in this study to facilitate the process and to ensure precise evaluations. This study also included the assessment of pas- sengers’ user experience since they are the predominant users of bus stops. Based on the findings, it is recommended that the State Government, the Local Governments, National Union of Road Transport Workers (NURTW), and Road Transportation Employers Association of Nigeria (RTEAN) work together to develop a standard manual for the design and location of bus stops in Ibadan metropolis. They should synergize to develop guidelines for bus stop operation and enforce the use of the guidelines. Improperly located bus stops should be relocated and where unreasonably practicable, totally removed. Bus stop facilities should be adequately provided while considering pedestrian requirements. Overall, this study promotes a rational method of investigating the safety of bus stops especially in locations where comprehensive and reliable accident records are unavailable. The method can be used to study the causes of safety challenges at bus stops and also to determine the perceptions of passengers and experts concerning the challenges. However, experts’ prioritization of hazardous acts may differ from that of passengers. Further research should include a comparison between the safety levels obtained from passengers’ analysis of hazardous acts and those obtained from experts. CRediT authorship contribution statement Folake O. Akintayo (fo.akintayo@ui.edu.ng) is a senior lecturer in the Department of Civil Engineering, University of Ibadan, Ibadan, Nigeria. Her area of specialization is Highway and Transportation Engineering. She holds a doctoral degree from the University of Ibadan, Nigeria. Sonichukwu A. Adibeli (Soneadibeli@gmail.com) is currently undertaking an M.Sc. program in the Department of Civil Engineering, University of Ibadan, Nigeria. Her area of specialization is Highway and Transportation Engineering. She holds a bachelor’s degree in Civil Engineering from Ambrose Alli University, Ekpoma, Nigeria. 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Adibeli Journal of Public Transportation 24 (2022) 100003 8 UNIV ERSIT Y O F IB ADAN L IB RARY http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref18 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref18 https://bpmsg.com/ahp/ahp-calc.php https://bpmsg.com/ahp/ahp-calc.php http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref19 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref19 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref20 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref20 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref20 http://hdl.handle.net/10419/120007 http://hdl.handle.net/10419/120007 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref21 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref21 https://www.theigc.org/wp-content/uploads/2019/10/lagos-BRT-case-study.pdf https://www.theigc.org/wp-content/uploads/2019/10/lagos-BRT-case-study.pdf http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref22 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref22 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref23 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref23 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref23 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref24 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref24 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref25 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref25 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref26 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref26 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref27 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref27 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref28 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref28 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref28 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref29 http://refhub.elsevier.com/S1077-291X(22)00003-0/sbref29 Safety performance of selected bus stops in Ibadan Metropolis, Nigeria Introduction Literature review Study area Data and methodology Results and discussion Analysis of passengers’ response to interview questions Analysis of field observations Drivers stopping on the carriageway (b1) Encroachment of passengers and pedestrians to the roadway (b2) Boarding and alighting at filling stations (b3) Unsafe crossing (b4) Safety levels of bus stops Conclusion and recommendations CRediT authorship contribution statement Declaration of Competing Interest References