Traffic safety around Schools and on the Way to School in Austria
M. Mailer, J.M. Schopf
Paper for RoSPA Road Safety Congress 2001: „Child Casualties: Meeting the Target“, Glasgow
TRAFFIC SAFETY AROUND SCHOOLS AND ON WAY TO SCHOOL IN AUSTRIA Markus Mailer, Josef Michael Schopf Institute for Transport Planning and Traffic Engineering at the Vienna University of Technology (TUW-IVV) Gusshausstrasse 30/231, A-1040 Wien, Austria
[email protected],
[email protected]
INTRODUCTION Due to their physical and mental characteristics and abilities children run a particular risk in road traffic. The immediate school environment is a very sensitive area regarding road safety. Here a variety of traffic conflicts takes place between very different road users and under special conditions. Even if accidents statistics do not identify these areas as black spots one may not conclude that they themselves are relatively safe. The enormous effort necessary to achieve the expected safety level may not be overlooked. Not only policemen are in action to protect the children on their way to school every day. Pupils, parents and pensioners are also doing crossing patrol. Parents take care to ensure a safe way to school and back home for their children. Many parents spent considerable time for escorting their offspring. At the schools survival strategies are taught in safety education lessons. But all these efforts give clear evidence for existing safety deficits and highlight the need to design a safer school environment.
CASUALTIES ON THE WAY TO SCHOOL1 In Austria the casualty rate of children in the compulsory school age, i.e. 6 to 15, is nearly 40 % lower than in the total population. Compared to the UK the rate of reported road casualties in the total population is 10 % higher in Austria but for children aged 6 to 14 it is 30 % lower. In both countries there are significantly more casualties in the age group 10 to 14 years than in the 6 to 9 year group (Figure 1). In Austria the rate of killed road users, however, is almost 2 times higher in the total population as well as for children aged 6 to 14 than in the UK (Figure 2).
1
Accidents Statistics Data: Austria: Statistik Österreich (2000), KfV (1999); UK: KfV (2000). Population Statistics Data: Austria: Statistik Österreich (1999); UK: KfV (1999).
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Traffic safety around Schools and on the Way to School in Austria
M. Mailer, J.M. Schopf
644 572
529 468
408
372
364
327
Austria
total population
UK
age 6 to 14
6 to 9
10 to 14
Figure 1 Casualty Rates in Austria and the UK 1998, total population and school age groups
11.9
6.0 4.3
3.6 2.7
2.0
Austria
total population
1.4
2.4
UK
age 6 to 14
6 to 9
10 to 14
Figure 2 Road Deaths Rates in Austria and the UK 1998, Total Population and School Age Groups
Looking at the development of casualties in Austria since 1992 a fairly steady declining trend can be noticed in the casualty rates of both total population and school children (Even if 1999 brought more casualties than the years before, but the figures for the year 2000 will be much lower again). For children aged 6 to 14 the share of casualties happening on the way to school keeps about the same. On average every 5th casualty is reported on the way to school or to a school event (Figure 3). Considering the practice of completing accident reports this has to be addressed as minimum share. Most of the injury accidents happen at junctions (35 %), especially at priority junctions (15 %). Even Zebra-Crossings, which by law give priority even to approaching pedestrians, can not sufficiently protect the school children (19 % of accidents). 10 % of the accidents take place at public transport stops (Figure 4).
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Traffic safety around Schools and on the Way to School in Austria
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M. Mailer, J.M. Schopf
629
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386
86
78
83
70
80
73
64
72
1992
1993
1994
1995
1996
1997
1998
1999
Year total population
age 6 to 14
6 to 14, way to school
Figure 3 Casualty Rates in Austria, 1992 – 1999 by Year, Total Population, Children Aged 6-14 Total and on the Way to School 19% 15% 12% 10%
8%
Non built-up Built-up
PT Stop
Other Junction
Priority Junction
Pavement
Signalised Junction
4%
Zebra Crossing
4%
Bicycle Lane / Path
Traffic Calmed Area
6%
Location (Multiple Specification) Figure 4 Location of Casualties on the Way to School in Austria 1999
Taking into account increasing casualty rates by age the highest share of ‘school run casualties’ can be assigned to the 12 year old children (24 %) with the 7, 10 and 11 year old being also above the average of 19 % (Figure 5). That school beginners aged 6 show the lowest share of casualties on the way to school (13 %) is mainly due to school starting in September resulting in 60 % fewer school journeys. Taking this into account their share of ‘school run casualties’ is by far the highest. A steady decline follows until the age of 9. The sharp rise in casualties at the age of 10 can be explained by changing school (primary to secondary) resulting in usually new and on average 2 times longer routes to school on the one hand. On the other hand at this age children passing a noncompulsory cycling exam are allowed to ride a bicycle without adult escort. Without this exam children are not allowed to cycle on their own before they are 12 years old. So the maximum casualty rate at this age results mainly from increased use of bicycle. Nearly half of the casualties of the 12 year old on the school run are children cycling (Figure 6). The danger for the school children related to cycling becomes even clearer when mode choice is taken into account. The Austrian National Travel Survey in 1995 (Herry, Sammer, 1999) showed that only about 7 % of the children aged 6 to 15 cycle to school. But 28 % of school run casualties refer to this mode. A closer look at Page 3
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the actual cycling school age group (11 to 15 years) shows 12 % going to school by bicycle compared to 44 % of the casualties happening to these pedal cyclists (Figure 7).
489 444 329
43 6
354
354
403
379
346
72
63
54
7
8
9
82
87
10 Age
all casualties
394
11
93 12
80
80
13
14
on the way to school
Figure 5 Casualty Rates in Austria 1999, Children Aged 6 to 14 by Age, Total and on the Way to School
100 80 26%
60
32%
46% 62% 45%
40 86%
20
95% 78%
78%
63%
50%
33%
43% 32%
29%
43%
13
14
15
0 6
7
8
9
10 11 Age
Pedestrian
Bicycle
12
Bus
Car
Figure 6 Casualty Rates in Austria 1999 on the Way to School, Children Aged 6 to 14 by Age and Mode
36%
39%
50%
57% 7%
24% 12%
79% 2%
18%
6 to 10
7% 9%
10%
trips
6%
trips
trips
6 to 15
6%
cas.
14%
44% 54%
cas.
30% 9%
7% 8%
cas.
28%
43%
Pedestrian Pedal Cyclists Bus Car
11 to 15
Age Group Figure 7 Mode Share on the way to School in Casualties (1999) and Trips (1995) in Austria Page 4
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Traffic safety around Schools and on the Way to School in Austria
M. Mailer, J.M. Schopf
TRAFFIC SAFETY AROUND SCHOOLS – A SURVEY Even if the dimension of and the statistics about child casualties on the way to school in Austria are known there was a lack of appropriate data to analyse the causing factors and to derive remedies. In 1994 the relevant authorities (Ministry of Education and Ministry of Transport) arranged a joined project to carry out an extensive survey to learn about objective and subjective safety levels in the immediate school environment and on the children’s way to school. The Institute for Transport Planning and Traffic Engineering at the Vienna University of Technology (TUW-IVV) has been commissioned to carry out interviews and to analyse the data. To get data about the immediate surrounding of the school as well as about the entire school run two sets of questionnaires were developed (School and Pupil Questionnaire). The School Questionnaire was sent to all Austrian Schools, of which 50 % responded (2856 schools). The Pupil Questionnaire was sent to a representative sample of 200 schools. The respond rate was almost 80 % (7815 pupils). The two sets of data draw a comprehensive picture about safety on the school run in Austria (Knoflacher, Schopf, Ripka, 1994).
Analysing the School Environment 40 % of the participating schools stated that traffic safety in the school environment is a current issue, 7 % consider it a matter of the relevant authorities and 53 % evaluate their environment as safe. 82 % of the latter, however, are located on streets with traffic calming, 30 km/h speed limit or low traffic volume. In front of those schools the roads are on average 65 cm narrower and on street parking is by 16 % more seldom. But to look at the area in front of the main entrance of the school means a limited view. The survey revealed a big difference in the traffic situation on the front and on the other sides of the schools. At the main entrance nearly half of the roads are pedestrianised, traffic calmed or have at least a 30 km/h speed limit and further 34 % are only lowly loaded. Only 19 % show high traffic loads calling for safety action. However, on the back and the sides of the schools respectively 42 % of the schools have high traffic loads and in just 15 % traffic calming or 30 km/h speed limits are reported (Figure 8). Traffic Situation at Main Entrance
Back and Side
15% 18% 3% 11% 34% 19%
Pedestrianised
1%
Traffic Calming
3%
30 km/h Signed
2%
30 km/h Built
9%
Low Traffic
43%
High Traffic
42%
Figure 8 Traffic Situation at the Main Entrance as well as at the Back and Side of the Austrian Schools
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M. Mailer, J.M. Schopf
The dimension and design of space dedicated to pedestrians and cyclists in the school environment are decisive for the safety of the pupils. The investigation of distances between entrance and nearest road kerb brought a pleasant result. For just a quarter of the schools it is under 5 metre, but in more than 50 % it is over 10 m. However, having reached the pavement pupils do not find as good conditions any more. Too narrow pavements have been criticized in the interviews frequently. In front of the schools 80 % of the pavements have a width of less than 2 m, 20 % even less than 1 m. For cyclists the situation is even worse. 69 % of the schools have no bicycle infrastructure in their environment. Further 11 % report a distance of more than 200 m to the nearest bicycle path or lane. Only 11 % have access to cycling infrastructure within a distance of 50 metre (Figure 9). Based on findings like that of Meewes (1981) showing that pedestrians are exposed to a four time higher casualty risk when crossing a street with kerb parking than crossing one without, on street parking in front of schools is very often pointed out as safety hazard. This was confirmed by the school interview. When asked to indicate situations causing traffic conflicts in the school environment 25 % of the schools named parking, 21 % junctions, 20 % crossings and 18 % the school driveway (Figure 10). Rather surprisingly, the survey showed that there is no on street parking in front of 45 % of the schools. Only 20 % report kerb parking on both sides of the street (Figure 11). This result is due to schools in outskirts and smaller cities without shortage of parking spaces. But of course the high conflict potential related to the good situation highlights the risk related to kerb parking. Share of Schools 0 to 50 m 50 to 200 m > 200 m
11% 9% 11%
No Bicycle Path
69%
Figure 9 Distance to Nearest Bicycle Path / Lane at Austrian Schools Share of Conflict Situation Crossing
20%
Junction Attraction Point
21% 7%
Parking in front
25%
School Driveway Other
18% 9%
Figure 10 Share of Conflict Situations at Austrian Schools
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Traffic safety around Schools and on the Way to School in Austria
M. Mailer, J.M. Schopf
Share of Schools No Both sides Near School Off School
45% 20% 17% 18%
Figure 11 On Street Parking in Front of the Austrian Schools
To make up for the shortcomings of street design that is not adjusted to the needs of children in the school environment a big effort has to be put in school crossing patrolling. 38 % of the schools investigated have official crossing patrols. At 70 % of them police is protecting the children crossing. Other groups involved are pupils (15 %), parents, pensioners and young men doing alternative service in lieu of military service (Figure 12). Since for police crossing patrol normally only one policeman is put in action but pupil patrol involves 6 persons on average, every day there are nearly as many pupils doing crossing patrol as policemen. Together these groups contribute 86 % of the crossing patrolers.
Analysing the Way to School from the Children’s point of View The pupil interviews show that only about 7 % of all crossings on the way to school are at locations with crossing patrol of either policemen or pupils. 17 % of the crossings are at traffic lights and a third at zebra crossings. Even more, however, take place without any crossing aid (Figure 13). The school children’s safety sensation and well being on the way to school follow a very similar pattern. More than 80 % of the children say that they are feeling well when going to school, 40 % of them even feel very well. Only 4 % do not feel well at all (Figure 14). Introducing a scale of 1 for very well to 4 for not well this results in an average value of 1.88. Detailed analysis shows that well being is closely related to experiences. About 20 % of the interviewed pupils reported to have nearly been involved in at least one accident. Children who have experienced a near miss once evaluate their well being with 2.02 on average. Those having had ‘nearly an accident’ more than once even give an average evaluation of 2.29, compared to 1.82 of those without this bad experience. Well being falls off considerably with age as well. While pupils aged 6 to 10 give an average mark of 1.65, those aged 10 to 14 give 1.93, those older than 14 even 2.11. This result of course has to be seen in the light of changing modes and the increased probability of bad experiences for older children.
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M. Mailer, J.M. Schopf
Share of Involvement 70%
Police Pupils
15%
Parents
4%
Alternative Service
7%
Pensioners
4%
Figure 12 Groups Officially Involved in School Crossing Patrolling at Austrian Schools Share of Crossings Zebra Crossing
33%
Traffic Lights
17%
Pupil Patrol 3% Policeman
4%
No Crossing Aid
43%
Figure 13 Pupil’s Street Crossings on the Way to School in Austria by Crossing Aid Share of Pupils very well (1)
34%
well (2)
47%
less well (3) not well (4)
15% 4%
Figure 14 Pupi l’s Well Being at the Way to School in Austria
CYCLING TO SCHOOL The results of the TUW-IVV survey have recently been backed up by a study of the Austrian Road Safety Board dealing with cycling on the way to school (Robatsch, 1999). A detailed analysis of casualties of children cycling to school proved that cars and lorries are involved in 67 % of these casualties. Further it was pinpointed that 76 % of the accidents happen on roads with neither cycling infrastructure nor traffic calming. Only 5 % take place on roads with traffic calming, 13 % on bicycle paths or lanes and 6 % on footways. Furthermore, as a previous study (Robatsch, Kräutler, 1997) has already shown severity is much higher for casualties on roads without traffic calming and cycling infrastructure (Table 1).
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M. Mailer, J.M. Schopf
Deaths
Seriously Injured
Slightly Injured
Bicycle Path / Lane
0,7 %
23,5 %
75,8 %
Traffic Calming
0,8 %
23,5 %
75,7 %
Footway
0,5 %
24,7 %
74,8 %
No Traffic Calming & No Cycling Infrastructure
1,6 %
31,9 %
66,5 %
Table 1 Casualty Severity by Location Types in Austria 1992-1994 (Robatsch, Kräutler, 1997)
Pupil interviews presented further interesting results. Pupils aged 10 to 15 evaluated cycling as the most attractive mode to go to school (Figure 15). The appreciation of cycling decreases slightly with age while that of going by car, which was evaluated second best, increases. Walking and public transport keep about the same at a significantly lower level of attractiveness. The interviews also proved that children who have done the voluntary cycling exam mentioned earlier have a better knowledge of traffic regulations and feel better on the way to school. Very Good
Fair
Very Bad 10 to 11
12 to 13
14 to 15
Age Bicylcle
Walk
Public Transport
Car
Figure 15 Appreciation of Mode by Austrian Pupils by Age (Robatsch, 1999)
DRIVING THE CHILDREN TO SCHOOL A common concern related to traffic safety of children is car traffic in the school environment. Frequently the vicious circle of parents driving their children to school for safety reasons (traffic or stranger danger) and thus increasing the traffic safety concern of other parents is discussed. Recent studies (Jones, Bradshaw, 2000) suggest that the most effective way to break the circle and to reduce the number of escort trips will come from improving public transport. It is estimated that improved bus services could cut down car trips by 25 % (primary school) and 30 % (secondary). Based on their data the authors could not specify if this shift would result in reduced accident risk overall. In a project funded by the European Commission (DG XVII Energy) TUW-IVV analysed the effects of different traffic measures on energy consumption and mobility (Knoflacher, Mailer, Schopf, 1998). One of the measures investigated is the introduction of a city bus service in an Austrian city. The operator offered low fare for children. The new city bus service resulted in an Page 9
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increase of public transport share in the trips to school of about 12 %. The analysis showed that the increased number of bus trips correlated not only with fewer car trips but with an equal reduction of pupils walking (Figure 16). So positive effects on child safety are to be expected from this measure, which by the way turned out to have no negatives effects on energy consumption.
50% 40% 30% 20% 10% 0% Walk
Bicylcle
Before (1988)
CarPassenger
Bus
After (1992)
Figure 16 Mode Choice on the Way to School before and after the Introduction of a City Bus Service in St. Veit
CONCLUSION The findings of the TUW-IVV survey ‘Traffic Safety around Schools’ and the selected results of the other studies mentioned can be summarizes in the following theses for designing the school environment: w Not only look at the main entrance w Planning for child safety means planning for pedestrians and cyclists, 85 % of the casualties are in these modes w Children like to move and move spontaneously, this needs space that has to be provided w Visibility has to be ensured, hence kerb parking should be avoided w Crossing safety has to be improved, car speeds have to be reduced w Save child cyclists need cycle paths which are separated but not masked by parked cars (danger at driveways and crossing)
MAKING USE OF THE RESULTS The findings of the school survey formed the basis for pilot projects. These projects were sponsored by the Ministry of Education. As follow-up TUW-IVV was commissioned to carry out and supervise Traffic Safety Schemes and to plan traffic safety measures at four schools where major safety problems were identified and which had an interest in the cooperation as well as funding to realise the measures planned. Page 10
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M. Mailer, J.M. Schopf
Another follow-up is a brochure about ‘Traffic Calming around Schools’ briefly presenting the key findings of the survey on the one hand, introducing, evaluating and showing examples of calming measures on the other. The aim is to inform and motivate all relevant parties involved to take actions. It includes a checklist designed for parents, teachers and public authorities concerning the school and its environment, the way to school and information. This brochure is now ready for publication.
REFERENCES Herry, M.; Sammer, G. (1999): Mobilitätsuntersuchung österreichischer Haushalte (Mobility Survey of Austrian Housholds), Forschungsarbeiten aus dem Verkehrswesen, Band 87, Wien. Jones, P.; Bradshaw, R. (2000): The Family and the School Run: What would make a real difference, Foundation for Road Safety Research. KfV -Kuratorium für Verkehrssicherheit – Austrian Road Safety Board (1999): Unfallstatistik 1998 (Accident Statistics), Wien. KfV -Kuratorium für Verkehrssicherheit – Austrian Road Safety Board (2000): Unfallstatistik 1999 (Accident Statistics), Wien. Knoflacher, H.; Mailer, M.; Schopf J.M.; Pfaffenbichler, P. (1998): Effects of Realised Traffic Measures on the Reduction of Energy Consumption in Urban Transport, Project in the EC SAVE-Programme, Final Report. Knoflacher, H.; Schopf, J.M.; Ripka, I. (1994): Verkehrsberuhigung um Schulen (Traffic Calming around Schools), Bundesministerium für öffentliche Wirtschaft und Verkehr, Wien. Meewes, V. (1981), Die Bedeutung des Sichtkontaktes für die Sicherheit im Straßenverkehr (The Importance of Visibility to Road Safety), Köln Robatsch, K. (1999): Radverkehr im Schulumfeld (Cyling in the School Environment), Forschungsarbeiten aus dem Verkehrswesen, Band 86, Wien. Robatsch, K.; Kräutler, Ch. (1997): Radverkehrsunfallsanalyse und daraus resultierende Planungsgrundlagen (Analysis of Cyling Casualties and Resulting Planning Principles), Forschungsarbeiten aus dem Verkehrswesen, Band 71, Wien. Statistik Österreich (1999): Statistisches Jahrbuch (Statistical Yearbook) 1999:2000, Wien. Statistik Österreich (2000): Straßenverkehrsunfälle im Jahre 1999 (Road Accident Statistics), Wien.
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