{"id":2951,"date":"2021-11-23T04:26:38","date_gmt":"2021-11-22T17:26:38","guid":{"rendered":"https:\/\/wordpress.temp.irap-dev.org\/a-strategy-to-make-roads-safer-3-steps-for-assessing-and-enabling-road-safety-in-transit-oriented-development\/"},"modified":"2026-04-30T12:39:46","modified_gmt":"2026-04-30T02:39:46","slug":"a-strategy-to-make-roads-safer-3-steps-for-assessing-and-enabling-road-safety-in-transit-oriented-development","status":"publish","type":"post","link":"https:\/\/irap.org\/es\/a-strategy-to-make-roads-safer-3-steps-for-assessing-and-enabling-road-safety-in-transit-oriented-development\/","title":{"rendered":"Una estrategia para hacer las carreteras m\u00e1s seguras: 3 pasos para evaluar y fomentar la seguridad vial en el desarrollo orientado al transporte p\u00fablico."},"content":{"rendered":"<p><strong>Reproducido de los blogs del Banco Mundial.<br \/>Art\u00edculo de Gerald Ollivier, Prerna Mehta, Abhishek Behera y Alina Burlacu<\/strong><\/p>\n<blockquote>\n<h5><em><strong>Este blog forma parte de \u201cHablemos de Calles para la Vida\u201d, una serie de blogs sobre desarrollo orientado al transporte p\u00fablico y seguridad vial.<\/strong><\/em><\/h5>\n<\/blockquote>\n<p>Anteriormente en <a href=\"https:\/\/blogs.worldbank.org\/transport\/achieving-sustainable-cities-link-between-transit-oriented-development-road-safety\" target=\"_blank\" rel=\"noopener\">su serie de blogs<\/a>, El Banco Mundial destac\u00f3 la necesidad de integrar sistem\u00e1ticamente la seguridad vial en los proyectos de Desarrollo Orientado al Transporte (DOT) mediante un marco de cinco etapas. Hoy nos centraremos en las etapas de evaluaci\u00f3n y habilitaci\u00f3n de dicho marco.<\/p>\n<p>Cada a\u00f1o, 1,35 millones de personas\u00a0<a href=\"https:\/\/www.who.int\/publications\/i\/item\/9789241565684#:~:text=The%20Global%20status%20report%20on,people%20aged%205%2D29%20years.\" target=\"_blank\" rel=\"noopener\">pierden sus vidas<\/a>\u00a0mientras conducen, andan en bicicleta o caminan por la carretera. Otros 50 millones resultan gravemente heridos y muchos quedan con discapacidades permanentes como resultado. La mayor\u00eda de estas muertes y lesiones de\u00a0<a href=\"https:\/\/www.roadsafetyfacility.org\/publications\/guide-road-safety-opportunities-and-challenges-low-and-middle-income-country-profiles\" target=\"_blank\" rel=\"noopener\">Los accidentes de tr\u00e1fico afectan a la poblaci\u00f3n en edad laboral,<\/a>\u00a0lo cual repercute negativamente tanto en la econom\u00eda como en la demograf\u00eda de la regi\u00f3n.<\/p>\n<p><span class=\"shareable-quote\">El desarrollo orientado al transporte p\u00fablico (TOD, por sus siglas en ingl\u00e9s) desincentiva el uso de veh\u00edculos privados y fomenta caminar, andar en bicicleta y usar el transporte p\u00fablico como modos de transporte preferidos. A largo plazo, este cambio se traduce en menos autom\u00f3viles en las calles.\u00a0<i class=\"fa fa-twitter icon\"><\/i><\/span> A corto plazo, se requieren ajustes en la infraestructura para gestionar la velocidad de los veh\u00edculos y garantizar interacciones seguras entre veh\u00edculos y peatones. \u00bfC\u00f3mo pueden las ciudades apoyar el desarrollo orientado al transporte p\u00fablico (TOD) y prepararse para su implementaci\u00f3n? A continuaci\u00f3n, se presentan tres pasos para evaluar y fomentar la seguridad vial en el contexto del TOD:<\/p>\n<ol>\n<li><span class=\"shareable-quote\">La planificaci\u00f3n de un proyecto de desarrollo orientado al transporte p\u00fablico (TOD) comienza con la evaluaci\u00f3n de las condiciones existentes del lugar: datos demogr\u00e1ficos.\u00a0<i class=\"fa fa-twitter icon\"><\/i><\/span> Esto incluye las condiciones socioecon\u00f3micas, las caracter\u00edsticas urbanas, el sistema y la red de transporte, los datos sobre viajes y accidentes de tr\u00e1fico, las oportunidades laborales y el crecimiento econ\u00f3mico, entre otros. Permite tomar decisiones informadas sobre planificaci\u00f3n y dise\u00f1o, teniendo en cuenta la seguridad tanto en el desarrollo urban\u00edstico como en la ciudad en general.<\/li>\n<li><span class=\"shareable-quote\">En los proyectos de desarrollo orientado al transporte p\u00fablico (TOD, por sus siglas en ingl\u00e9s) es necesario abordar espec\u00edficamente las consideraciones de seguridad vial.\u00a0<i class=\"fa fa-twitter icon\"><\/i><\/span> Por consiguiente, un an\u00e1lisis detallado de los datos de accidentes de tr\u00e1fico resulta fundamental para identificar los desaf\u00edos relacionados con la seguridad vial en la zona en cuesti\u00f3n. Este an\u00e1lisis ayuda a determinar las prioridades del proyecto de desarrollo orientado al transporte p\u00fablico (TOD) previsto y a desarrollar un enfoque para abordar los aspectos de seguridad vial en esa ubicaci\u00f3n espec\u00edfica. Los datos de accidentes de tr\u00e1fico deben analizarse junto con los datos de evaluaci\u00f3n social, de infraestructura f\u00edsica e institucional.<\/li>\n<\/ol>\n<ul>\n<li>La yuxtaposici\u00f3n con la evaluaci\u00f3n social ayuda a determinar si el impacto se siente de manera desproporcionada por ciertos grupos demogr\u00e1ficos: minor\u00edas raciales y\/o religiosas, mujeres, ni\u00f1os, personas mayores o en barrios de bajos ingresos de una ciudad. Esta comparaci\u00f3n ayuda a formular intervenciones espec\u00edficas para los planes de desarrollo orientado al transporte p\u00fablico (TOD). Por ejemplo,\u00a0<a href=\"https:\/\/blogs.worldbank.org\/transport\/who-safer-road-men-or-women?cid=SHR_BlogSiteShare_EN_EXT\">Las mujeres tienen un riesgo 47% mayor de sufrir lesiones graves en un accidente automovil\u00edstico que los hombres, y un riesgo cinco veces mayor de sufrir lesiones por latigazo cervical.<\/a>.<\/li>\n<\/ul>\n<p><img decoding=\"async\" src=\"https:\/\/irap.org\/wp-content\/uploads\/2021\/11\/compressed_women_crossing_busy_road_in_accra.jpg\" alt=\"compressed_women_crossing_busy_road_in_accra\" \/><\/p>\n<p style=\"text-align: center;\"><em>Mujeres cruzando una calle concurrida en Accra, Ghana. Cr\u00e9dito de la foto: Daniel Silva Yoshisato\/Banco Mundial<\/em><\/p>\n<p>&nbsp;<\/p>\n<ul>\n<li>Cuando se analiza junto con la evaluaci\u00f3n de la infraestructura f\u00edsica, la evaluaci\u00f3n de datos de accidentes puede determinar las condiciones que podr\u00edan haber provocado el accidente o que fueron factores que lo causaron. Estas pueden incluir infraestructura que fomenta la velocidad de los autom\u00f3viles, falta de aceras continuas, carriles para bicicletas marcados y separados, y las malas condiciones f\u00edsicas o el estado real de estas instalaciones. Una clasificaci\u00f3n de las instalaciones para diferentes tipos de usuarios utilizando una metodolog\u00eda, como\u00a0<a href=\"https:\/\/irap.org\/es\/\">iRAP<\/a>, permite priorizar las intervenciones para mejorar las caracter\u00edsticas de seguridad vial para cada tipo de usuario. Este enfoque informa los proyectos de mejora de capital y los planes de mantenimiento necesarios en el \u00e1rea de TOD. Un ejemplo de este enfoque se muestra en el\u00a0<a href=\"https:\/\/projects.worldbank.org\/en\/projects-operations\/project-detail\/P148129\" target=\"_blank\" rel=\"noopener\">Proyecto de mejora del transporte urbano de Tianjin<\/a>, donde se analizaron sistem\u00e1ticamente las calles y las condiciones previas a las intervenciones, utilizando un sistema de calificaci\u00f3n para orientar dichas intervenciones.<\/li>\n<\/ul>\n<p><img decoding=\"async\" src=\"https:\/\/irap.org\/wp-content\/uploads\/2021\/11\/sidewalks.jpg\" alt=\"sidewalks\" \/><\/p>\n<p style=\"text-align: center;\"><em>Evaluaci\u00f3n de la seguridad peatonal en las calles del Proyecto de Transporte Urbano de Tianjin | Cr\u00e9dito de la foto: ChinaRAP<\/em><\/p>\n<p><img decoding=\"async\" src=\"https:\/\/irap.org\/wp-content\/uploads\/2021\/11\/tod-3-1.png\" alt=\"tod-3 (1)\" \/><\/p>\n<p style=\"text-align: center;\"><em>Evaluaci\u00f3n de la seguridad peatonal en un corredor de una zona de desarrollo orientado al transporte p\u00fablico (TOD) dentro del Proyecto de Transporte Urbano de Tianjin antes y despu\u00e9s de la intervenci\u00f3n | Cr\u00e9dito de la foto: ChinaRAP<\/em><\/p>\n<p>&nbsp;<\/p>\n<ul>\n<li><span class=\"shareable-quote\">La evaluaci\u00f3n institucional ayuda a comprender c\u00f3mo las instituciones, pol\u00edticas y regulaciones existentes impactan la seguridad vial y respaldan la ejecuci\u00f3n de un proyecto de desarrollo orientado al transporte p\u00fablico (TOD, por sus siglas en ingl\u00e9s).\u00a0<i class=\"fa fa-twitter icon\"><\/i><\/span>\u00a0Esto incluye aspectos como el enfoque del estacionamiento y el control de velocidad o la integraci\u00f3n de pr\u00e1cticas de dise\u00f1o seguro en las normas de circulaci\u00f3n.\u00a0<a href=\"https:\/\/www.roadsafetyfacility.org\/\">Fondo Mundial para la Seguridad Vial (GRSF) del Banco Mundial<\/a>\u00a0directrices elaboradas para emprender una\u00a0<a href=\"https:\/\/www.roadsafetyfacility.org\/publications\/road-safety-management-capacity-reviews-and-safe-system-projects-guidelines\">Revisi\u00f3n de la capacidad de gesti\u00f3n de la seguridad vial<\/a>, que se puede aplicar a un proyecto TOD.<\/li>\n<\/ul>\n<ol start=\"2\">\n<li>Es necesario abordar las deficiencias institucionales que se identifiquen a trav\u00e9s de los procesos de evaluaci\u00f3n para crear un entorno propicio que apoye la creaci\u00f3n de un desarrollo orientado al transporte p\u00fablico seguro. Esto se puede lograr mediante lo siguiente:<\/li>\n<\/ol>\n<ul>\n<li><strong>Desarrollar la estructura organizativa y la capacidad de la agencia implementadora de TOD.\u00a0<\/strong>Para ejecutar un proyecto de desarrollo orientado al transporte (TOD) seguro, las deficiencias de conocimiento o experiencia pueden superarse mediante la contrataci\u00f3n de especialistas, como ingenieros con experiencia en ingenier\u00eda de tr\u00e1fico seguro, expertos en seguridad vial, planificadores urbanos con experiencia en planificaci\u00f3n del transporte y del uso del suelo, dise\u00f1o de calles, etc.<\/li>\n<li><strong>Ajustar las directrices de dise\u00f1o de calles<\/strong>\u00a0para reflejar un enfoque diferente sobre c\u00f3mo compartir el espacio p\u00fablico entre los usuarios, m\u00e1s all\u00e1 de un \u00fanico proyecto de desarrollo orientado al transporte p\u00fablico (TOD). Las zonas TOD ofrecen grandes oportunidades para aplicar estos conceptos, como se muestra en la imagen de Tianjin a continuaci\u00f3n.<\/li>\n<\/ul>\n<p><img decoding=\"async\" src=\"https:\/\/irap.org\/wp-content\/uploads\/2021\/11\/tod4.png\" alt=\"tod4\" \/><\/p>\n<p style=\"text-align: center;\"><em>Mejora del dise\u00f1o para peatones y ciclistas a lo largo de un corredor en una zona de desarrollo orientado al transporte p\u00fablico (TOD) dentro del Proyecto de Transporte Urbano de Tianjin antes y despu\u00e9s de la intervenci\u00f3n | Cr\u00e9dito de la foto: Instituto de Dise\u00f1o de Construcci\u00f3n Urbana de Tianjin<\/em><\/p>\n<p>&nbsp;<\/p>\n<ul>\n<li><strong>Involucre a las partes interesadas.<\/strong>\u00a0A lo largo de los a\u00f1os, se han desarrollado estrategias de participaci\u00f3n innovadoras, seg\u00fan el tipo de interacci\u00f3n. Estas pueden llevarse a cabo con un grupo reducido de representantes de diferentes grupos de inter\u00e9s, personal de diversos departamentos de un gobierno local o estatal, l\u00edderes pol\u00edticos e institucionales, o directamente con el p\u00fablico. Esto no solo contribuye a generar conciencia sobre el plan de desarrollo orientado al transporte p\u00fablico (TOD) y la necesidad de seguridad vial, sino que tambi\u00e9n ayuda a comprender los desaf\u00edos y las preocupaciones de estos grupos, lo que facilita un proceso de toma de decisiones informado.<\/li>\n<\/ul>\n<h4>Recursos clave para impulsar la acci\u00f3n<\/h4>\n<ul>\n<li>La versi\u00f3n actualizada\u00a0<a href=\"https:\/\/openknowledge.worldbank.org\/handle\/10986\/34870\" target=\"_blank\" rel=\"noopener\">Kit de herramientas TOD<\/a>, desarrollado con el apoyo financiero de UK Aid a trav\u00e9s de GRSF, incorpora estas actualizaciones recientes relacionadas con la seguridad vial.<\/li>\n<li>La serie de seminarios web\u00a0<a href=\"https:\/\/www.roadsafetyfacility.org\/events\/elementum-nibh-tellus-molestie-nunc-non-fermentum-posuere-urna-nec-tellus-integer-feugiat\" target=\"_blank\" rel=\"noopener\">\u201cIntegraci\u00f3n de consideraciones de seguridad vial en proyectos de desarrollo orientado al transporte p\u00fablico\u201d<\/a>\u00a0Describi\u00f3 c\u00f3mo integrar sistem\u00e1ticamente la seguridad vial en la planificaci\u00f3n, el dise\u00f1o, la implementaci\u00f3n y la financiaci\u00f3n de programas de TOD, y se bas\u00f3 en la nueva nota del Banco Mundial\/WRI sobre la India llamada\u00a0<a href=\"https:\/\/documents1.worldbank.org\/curated\/en\/721181605154745472\/pdf\/Integration-of-Road-Safety-Considerations-in-Transit-Oriented-Development-projects-Good-Practice-Note.pdf\">Nota sobre buenas pr\u00e1cticas: Integraci\u00f3n de consideraciones de seguridad vial en proyectos de desarrollo orientados al transporte p\u00fablico.<\/a>.<\/li>\n<\/ul>","protected":false},"excerpt":{"rendered":"<p>Reproduced from World Bank Blogs.Article by Gerald Ollivier, Prerna Mehta, Abhishek Behera and Alina Burlacu This blog is part of \u201cLet&#8217;s talk about Streets for Life\u201d \u2013 a blog series on Transit-Oriented Development and Road Safety. Previously in its blog series, World Bank flagged the need to embed road safety systematically in a Transit-Oriented Development [&hellip;]<\/p>\n","protected":false},"author":10,"featured_media":2952,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"inline_featured_image":false,"footnotes":""},"categories":[28,114],"tags":[383,448,449,46],"class_list":["post-2951","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-global-news","category-star-rating-for-designs","tag-design","tag-tod","tag-transit-oriented-design","tag-world-bank"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO Premium plugin v27.8 (Yoast SEO v28.2) - https:\/\/yoast.com\/product\/yoast-seo-premium-wordpress\/ -->\n<title>A strategy to make roads safer: 3 steps for assessing and enabling road safety in transit oriented development - iRAP<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/irap.org\/es\/a-strategy-to-make-roads-safer-3-steps-for-assessing-and-enabling-road-safety-in-transit-oriented-development\/\" \/>\n<meta property=\"og:locale\" content=\"es_ES\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"A strategy to make roads safer: 3 steps for assessing and enabling road safety in transit oriented development\" \/>\n<meta property=\"og:description\" content=\"Reproduced from World Bank Blogs.Article by Gerald Ollivier, Prerna Mehta, Abhishek Behera and Alina Burlacu This blog is part of \u201cLet&#8217;s talk about Streets for Life\u201d \u2013 a blog series on Transit-Oriented Development and Road Safety. 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