when crossing. The details of these survey can be found in Ratnayake et al. (2000). 4.1 Pedestrian volume counts. Pedestrian crossing volume measurements ...
PEDESTRIAN SAFETY: CURRENT SITUATION AND IMPROVEMENTS by
L L Ratnayake, C. Jayasinghe
ABSTRACT
order to determine any other contributory factors that will need attention. This paper presents two such studies carried out. The results of these have been used to suggest further improvement measures that can be adopted in future for improved pedestrian safety and reducing delays for motorists. Some of these may need extra expenditure, which could be justified on the basis of cost of pedestrian accidents to the national economy.
The pedes trians present an element of sharp conflict with vehicular traffic, resulting in high accident rates and traffic delays, specially in highly developed locations. Therefore, the pedestrian movements characteristics and driver behaviour should be studied for the purpose of minimising pedestrian vehicle conflicts, increasing pedestrian safety and minimising vehicle delays. A detailed pedestrian accident analysis was also carried out to determine the various reasons for the pedestrian accidents. The results of these two studies were used to suggest possible improvements. The total number of pedestrian casualties in 1996 was 6197 out of a total of 18,888 casualties due to road accidents. The cost of such accidents was about Rs 1.32 billion to the Sri Lankan economy for the year 1996. Thus, improving pedestrian safety even at an extra cost can be fully justified.
2.0 OBJECTIVES The main objectives of this research can be identified as: l.
to identify the present behaviour characteristics and driver compliance at pedestrian crossings,
2. to determine the various causes for pedestrian accidents using past accident records, and 3.
1.0 INTRODUCTION According to police records from 1992 to 1996 in Sri Lanka, pedestrians were involved in about 32% fatal accidents, 30% grievous accidents and 39% non grievous accidents. The total number of pedestrian casualties in 1996 was 6197 out of a total of 18,888 road accidents. The total cost of such accidents could be estimated at about Rs 1.5 billion to the Sri Lankan economy in 1996 prices (Ratnayake et al., 1999). This is about 30% of the total accident cost in year 1996. Therefore, there is a strong reason to minimise the pedestrian vehicle conflict, which may need a careful study with additional financing.
to determine the ways and means available to improve the safety of pedestrians.
3.0 METHODOLOGY In order to achieve above objectives, the following methodology was adopted: l.
For the safety of pedestrians, both pedestrians and drivers have to play an important role. Therefore, the present behaviour of pedestrians and drivers at pedestrian crossings is important to determine the areas that will need further improvements. A detailed study into the pedestrian accident records is also necessary in
The present pedestrian behaviour characteristics were determined at uncontrolled pedestrian crossings, push button type crossings and automatic signalized crossings by conducting pedestrian movement surveys. The factors such as the usage of facilities by the pedestrians, behaviour of motorists at pedestrian crossings and pedestrian Prof. L L Ratnayake, Professor, Dept of Civil Engineering, University of Moratuwa. Dr. (Mrs) C. Jayasinghe, Senior Lecturer, Dept of
Civil Engineering, University of Moratuwa. 107
movement characteristics were recorded and analysed. 2.
4.3 Speed of pedestrians when crossing
A detailed study was carried out to analyse the traffic accident records from year 1992 to 1996 in order to determine the various contributory factors for pedestrian accidents.
Average walking speeds of the pedestrians were determined by measuring the time taken to walk a measured course. The average speed was in between 1.0 m/s to 1.2 m/s. It was also observed that pedestrians alter their speed depending upon the distance to the vehicles approaching them. At all locations, the speed for women was lower than that for men.
3. The above two studies were used to suggest various possible measures that could be taken to reduce the involvement of pedestrians in traffic accidents.
5.0 PEDESTRIAN SURVEY DATA AND ANALYSIS
4.0 PEDESTRIAN SURVEY The pedestrian surveys were carried out at three different types of crossings. From each type, two crossings were selected for the surveys. Thus, a total of six pedestrian crossings were studied. Those were uncontrolled pedestrian crossings at Katubedda and Piliyandala, push button type crossings at Wellawatta and MountLavinia courts and automatic pedestrian crossings at Dehiwala and Kirulapane. The measurements taken were the pedestrian volume counts, behaviour of motorists at pedestrian crossings and speed of pedestrians when crossing. The details of these survey can be found in Ratnayake et al. (2000).
The pedestrian survey data and the behaviour characteristics that can be obtained are presented for each pedestrian crossing.
5.1
Pedestrian behaviour: The characteristics of pedestrians were observed during the peak time together with the behaviour of motorists in the peak flow direction. The details are presented in Chart 1. During the morning peak, only about 12% pedestrians used the available cross walk. Majority of them crossed the road close to the Katubedda junction, which is to the left of the crossing as shown in Figure 1. In the afternoon peak also pedestrians hardly used the provided cross walk. During the evening peak, about 43% used the cross walk while the remainder crossed the road at the junction, without walking up to the crossing.
4.1 Pedestrian volume counts Pedestrian crossing volume measurements were taken during peak hours, in 15 minute time periods. The volume of pedestrians who use the provided pedestrian crossing facilities, were recorded. The behaviour of pedestrians while walking on side walks and crossing the road were also observed.
CROSSING BEHAVIOUR OF PEDESTRIAN AT KATUBEOOA UNSIGNALISEO CROSS WALK
4.2 Behaviour of motorists at pedestrian crossings
~!!.
In order to minimise the pedestrian vehicle conflicts, it is vital to monitor the behaviour of motorists at pedestrian crossings to determine whether they respect the pedestrians or not. At the pedestrian crossings, the following measurements were made to monitor the behaviour of motorists:
* *
*
Uncontrolled pedestrian crossing at Katubedda
100
z < Zi: t-
ao
w 0 w
60
(f)
0.
u. 0
w !:>
40
w ,
.!!
m
VEHICLE TYPE \l!l92 D93 C94 1:195
VEHICLE TYPE
•96 1
\l!l92 D93 C94 1:195
Chart-15
Chart-16
113
•96 1
Out of these accidents, every attempt should be made to reduce the fatal and grievous accidents by adopting possible pedestrian safety improvement measures. This could naturally contribute to a reduction in non-grievous pedestrian accidents as well.
measures. The percentage of different types of accidents with different locations on the road are given in Charts 17, 18, 19 and 20. These show that majority of pedestrian accidents ha ve occurred on a straight stretch of a road. Uncontrolled T-junctions are also a potential location for fatal accidents.
6.2 Analysis of pedestrian accidents with location The accident location is very important to determine the possible safety enhancement
CONTRIBUTION OF JUNCTION TYPE IN GRIEVOUS PEDESTRIAN ACCIDENTS FROM 1992 TO 1996
CONTRIBUTION OF JUNCTION TYPE IN FATAL • PEDESTRIAN ACCIDENTS FROM 1992 TO 1996
T-Con
T...Unc
Privt
Cross
Other
Not..J
JUNCTION TYPE T-Con
T·Unc
Cross
Prlvt
Other
Not-J
JUNCTION TYPE
11!192 C93 C94 1:195 •96 1
11!192 C93 C94 1:195 •96 1
Chart -18
Chart - 17 CONTRIBUTION OF JUNCTION TYPE JN TOTAL PEDESTRIAN ACCIDENTS FROM 1992 TO 1996
CONTRIBUTION OF JUNCTION TYPE IN NON GRIEVOUS PEDESTRIAN ACCIDENTS FROM 1992 TO 1996 4500
-
4000 3500
3000 2500
2000 1500
1000 500
·~ ffl1a T-Con
T-Unc
Y-Unc
...,._ i:;ra Crose
Other
T-Con
Not.J
T-Une
Y-Unc
Croaa
Other
JUNCTION TYPE
JUNCTION TYPE
111192 D93 C94 1:195 •961
111192 D93 C94 1:195
Chart· 20
Chart· 19
114
a96 I
Not.J
6.3 Analysis of vehicle action causing accidents
This indicates that the speed of vehicles could be a major contributory factor for the majority of fatal and grievous pedestrian accidents that occur on straight roads. The inability of pedestrians to judge the speed could have contributed to many accidents. Some pedestrians also have the habit of not giving due regard to the vehicles specially when crossing. At T-junctions, the pedestrians are at a risk since the vehicles on the main road generally tend to move fast. This may need special attention.
The loss of control was given as the reason for majority of fatal, grievous and non-grievous pedestrian accidents as shown in Charts 21,22,23 and 24. The police records are not specific enough to find the exact mode of loss of control. However, this generally occu r due to high speed, skidding or taking evasive action to avoid another accident.
CONTRIBUTION OF VEHICLE ACTION IN FATAL PEDESTRIAN ACCIDENTS FROM 1992 TO 1996
CONTRIBUTION OF VEHICLE ACTION IN GRIEVOUS PEDESTRIAN ACCIDENTS FROM 1992 TO 1996
400
350
300 250
200
150
100
50
~ mI~--
0
LossC
WrSde
TFast
Avoid
.,d1._ Skid
LossC
NoAct
WrSde
TFast
VEHICLE ACTION
Avoid
Skid
NoAct
VEHICLE ACTION
ll!l92 D93 094 Cl95 .96
j
ll!l92 D93 094 Cl95
Chart - 21
ass )
Chart - 22
COUNTRIBUTION OF VEHICLE ACTION IN TOTAL PEDESTRIAN ACCIDENTS FROM 1992 TO 1996
CONTRIBUTION VEHICLE ACTION IN NON GRIEVOUS PEDESTRIAN ACCIDENTS FROM 1992 TO 1996 4000
3000
3500 2500 3000 2000
2500
2000
1500
1500
1000 1000 500
500
LossC
- ml WrSde
Tfast
l?t.-.._
r1J-l3a
Avoid
Skid
- ml Lone
NoAct
WrSde
!:!-,.._
r.l]-§a
Avoid
Skid
NoAct
VEHICLE ACTION
VEHICLE ACTION 11!192 D93 CJ94 1:195
TFast
ass
I
I
1!192 D93 CJ94 Cl95
Chart - 24
Chart - 23
115
ass
I
6.4 Analysis of defects in vehicles
6.5 Conclusions of accident analysis
It should be noted that in many accidents,
It can be seen from Charts 17 and 18 tha t
vehicle defects were not identified as a cause for accidents as indicated in Charts 25, 26, 27 and 28. When defects have contributed, defective brakes, lights and tyres could be contributory factors.
majority of (about 80%) fatal and grievous pedestrian accidents have occurred on straight stretches of road. This is not an acceptable situation since serious accidents occur when
CONTRIBUTION OF VEHICLE DEFECTS IN GRIEVOUS PEDESTRIAN ACCIDENTS FROM 1992 TO 1996
CONTRIBUTION OF VEHICLE DEFECTS IN FATAL PEDESTRIAN ACCIDENTS FROM 1992 TO 1996 700
.
1000 900
600 800 500
700 600
400
500 300
400 300
200
200 100 100
r.:l'liil
0
Oload
Ohang
Brake
l~ Tyres
LitFr
~
Oload
NoDef
LShlf
Brake
-
TyrN
UtFr
Noo.f
VEHICLE DEFECTS
VEHICLE DEFECTS
12192 D93 094 1:195 •961
12192 D93 094 1:195 •961
Chart - 26
Chart- 25
COUNTRIBUTION OF VEHILE DEFECTS IN TOTAL PEDESTRIAN ACCIDENT FROM 1992 TO 1996
CONTRIBUTION OF VEHICLE DEFECTS IN NON GRIEVOUS PEDESTRIAN ACCIDENTS FROM 1992 TO 1996 7000
5000 4500
I-
6000
4000 5000
3500 3000
4000
2500 3000
2000 1500
2000
1000 1000 500
~ Oload
Ohang
Brake
l"A'rilll
0
Tyres
LitFr
Oload
NoDef
VEHICLE DEFECTS
Ohang
Brake
Tyres
UtFr
VEHICLE DEFECTS
12192 D93 094 1:195 •96 1
J2192 D93 094 1:195 •96 1
Chart - 28
Chart - 27
116
NoDef
there is best chance to avoid them. This maybe due to lack of anticipation by the drivers about the possible movements of the pedestrians. It could also be due to pedestrians not paying sufficient attention to the vehicles approaching them when crossing the roads. The speed of vehicles also could be a contributory factor since majority of fatal and grievous accidents are caused by fast moving vehicles. Thus, special educational programmes, possibly using national media, for both segments may be appropriate to enhance the pedestrian safety.
behaviour characteristics and the pedestrian accident data. Those are presented under three categories:
It can be seen from Charts 17 and 18 that a certain portion (about 10%) of pedestrian accidents have occurred at T-junctions . Tjunctions have been responsible for many pedestrian accidents even in other countries. For example, an examination of fatal pedestrian accidents in four US -cities have indicated that about 40% have occurred at T-intersections (Retting et.al, 1996). Thus, special attention should be paid to improve the pedestrian safety at T-junctions.
It was shown with pedestrian surveys that the use of pedestrian facilities may not be at a desirable level to minimise the conflict between the pedestrian and the vehicles. Thus, the greater use should be achieved with two strategies. Those are the education and enforcement. It will be necessary to educate the pedestrians continuously by using national media so that they will feel guilty of not using pedestrian facilities that are provided. It will also be necessary to have good pedestrian behaviour as a habit. Thus, it will be important to educate the school children on the importance of using the road in a responsible manner.
1.
Measures to improve the pedestrian behaviour
2.
Measures to improve the driver compliance
3.
General safety improvement measures
7.1 Measures to improve pedestrian behaviour
As can be expected, the fast moving vehicles have caused the majority of fatal and grievous accidents. The light vehicles comprising vans and double cabs have contributed to the majority of them. The number of vans on Sri Lankan roads have increased rapidly in the recent past. Due to better visibility provided in vans, the drivers generally drive without sufficient gap with the vehicles in the front. This gives them less time to avoid an accident. Therefore, driver education on braking and stopping distances could be useful.
The pedestrians also should be educated about the correct way of using the pedestrian crossing. At a properly marked Zebra crossing as shown in Figure 2, it will be undesirable to cross away from the crossing. Also, it will be necessary for the pedestrians to indicate the drivers of their intention to cross the road by keeping one foot on to the crossing. The pedestrian should wait for the drivers to stop before crossing. Then, the pedestrian should cross the road as quickly as possible. In Sri Lanka, some pedestrians have the habit of using the pedestrian crosswalk without giving drivers sufficient time to stop, which could lead to rear end collisions or collisions with the pedestrians.
About 50% of fatal and grievous accidents have been caused by the loss of control. This generally results due to e xcessive sp eed although other factors such as skidding, overloading, etc. can also contribute. The driver education on responsible driving and the need to understand the limitations of the vehicles could be helpful in this respect.
.
Warning sign to redllOC speed
.....---
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Vehicle defects are not reported as a major contributory factor. Encouragement of proper maintenance of vehicle brakes and lights through inspection and enforcement could be useful.
Diamond mart
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FIGURE 2: PROPOSED IMPROVEMENT AT PEDESTRIAN CROSSINGS
On straight stretches of road, the pedestrians have the best chance of avoiding accidents. Unfortunately, the accident records have indicated otherwise. To avoid accidents on straight stretches, the pedestrians should act in a responsible manner. It appears that many
7.0 PROPOSED PEDESTRIAN SAFETY IMPROVEMENT MEASURES The pedestrian safety improvement measures are suggested by considering the pedestrian 117
1.
pedestrians have forgotten the simple rule of "look right, look left, look right" and then cross the road quickly when clear of vehicles. It will be advisable to include even such simple rules in the educational campaigns carried out over national media. Another common mistake of pedestrians is crossing the road in front of stationary vehicles, which givens very little indication to the drivers about the presence of the pedestrians.
Drive carefully and slowly when pedestrians are about, particularl y in crowded streets when a bus has stopped or near a mobile shop . They should be educated to watch out for pedestrians emerging suddenly, for example from behind a parked or stopped vehicle (HMSO, 1979).
2. Many drivers of fast moving vehicles have very little knowledge abou t perception time and braking speeds . For example, a properly maintained vehicle traveling at 80 kmph will travel about 55 m before coming to a halt. This will be only 36 m if traveling at 65 kmph and 23 m if traveling at about 50 kmph (HMSO, 1987). This indicates that restricting the speed to about 50 kmph at pedestrian crossings can be desirable even on straight stretches of road.
Since the enforcement will not be practicable with the physical presence of police at each crossing, it will be necessary to install barriers on either side of a crossing so that pedestrians will be compelled to walk up to the crossing provided. When the cost of pedestrian accidents are considered, the cost o_f such barriers will only be a minute component. This will also be a measure that could be applied at T-junctions in order to direct the pedestrians to the crossings provided.
3. When coming to a zebra crossing, the drivers should be educated to look out for pedestrians waiting to cross the road and to stop and give way for them. It is "'.ery important not to overtake at a pedestrian crossing.
7.2 Measures to improve the driver behaviour The survey on driver compliance indicates that drivers respect pedestrians either when the vehicles move at slow speeds or when they are given a sufficient indication about the presence of the crossing as at signalized crossings. Thus, it will be necessary to improve the drive r compliance at pedestrian crossings at divided and undivided carriageways. For undivided carriageways, this will need strict enforcement at least for some period so that drivers will gradually develop the habit of respecting pedestrians. The use of policemen who are not in uniforms, to catch the drivers who do not respect pedestrians may be useful.
7.3 General safety improvement measures When pedestrian crosswalks are located and used correctly, they can be effective in reducing pedestrian /vehicle conflicts. Therefore, it will be advisable to carry-out pedestrian survey at busy stretches of roads to identify the need for pedestrian crossings. One criteria that is adopted in the United Kingdom is given in Table 2. It will be necessary to verify whether it is strictly applicable to Sri Lanka with further TABLE2
In all roads, it is necessary to give sufficient warning about the presence of the pedestrian crossing to the drivers so that they will be able to reduce speed as they approach the crossing. For this, it will be possible to use a diamond painted on the carriageway (TRRL, 1991) along with a warning sign to reduce the speed about 100 to 150 m away from the pedestrian crossing. These should be followed with educational programmes on national media to change the attitudes of the drivers so that they will feel guilty about not respecting a pedestrian who indicated the need to use the crosswalk.
THE CRITERIA FOR THE SELECTION OF PEDESTRIAN CROSSING TYPE (TRRL, 1991)
pV' Over 108 Over 2 x 108 Over 108 Over 108 Over 2 x HJ" Over 2 x 108
p
D
50 to 1100 50 to 1100 50 to 1100 50 to 1100 50 to 1100 Over 1100
V 300 to 500 400 to 750 Over 500 Over 30 Over 750 Over 400
Recommendation Zebra Divided Zebra Pelican Pelican Divided pelican Divided pelican
- the pedestrian flow (pedestrians / hour) across a 100 m length of road V - the number of vehicles in both directions
It will also be necessary to educate the drivers
about the following: 118
of pedestrian accidents to the national economy is considered, it will be worthwhile to bear the extra cost to implement these measures, specially those of educating the drivers and the pedestrians.
research. When pedestrian crossings are located in divided carriageways, it is important to ensure that the crossings are staggered so that the pedestrians will have to walk facing the on coming traffic at the central refuge before they cross the next half. This will help to get the attention of the pedestrians for the on corning traffic. This arrangement is hardly used in Sri Lanka.
8.0 CONCLUSIONS In Sri Lanka, about 30% of accidents involve pedestrians. Therefore, it will be very important to reduce these accidents if the road safety record of Sri Lankan roads is to be further improved . In order to determine the safety improvement measures, pedestrian and driver behaviour characteristics were determined. The past accident records were also analysed. It is shown that the behaviour of pedestrians and drivers should be further improved with education. The measures that could be taken to enhance usage of pedestrian facilities provided are also highlighted. The special locations that need special attention such as T-junctions and pedestrian crossing in dual carriageways are also identified. The possible measures that can be taken at these locations are also presented.
T-junctions have an undesirable record with respect to pedestrian accidents. T-junctions are generally formed when a minor road meets a major road. These junctions generally have heavy pedestrian traffic because those who arrive from buses on the main road may have to cross to move to the minor road. Thus, action should be taken to provide two pedestrian crossings on either side of T-junctions as shown in Figure 3. These should be arranged in such a way that the motorists will be forced to reduce the speed; raising the crossing by about 50 mm will be desirable in this respect. Sufficient warning signs should be erected to ensure that the drivers on the main road will reduce the
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ACKNOWLEDGMENT:
---
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This research work was carried out for the Research and Monitoring component under the ADB funded project on Road Safety at Road Safety Secretariat. The authors wish to thank the engineers Mr Shirantha Fonseka, Mr W P S Fernando and technician Mr Darnith Dishantha who carried out the surveys and analysed the past accident records.
I
Reduce spec:d sign/
FIGURE 3: THE PEDESTRIAN SAFETY IMPROVEMENT ARRANGEMENT AT A T-JUNCTION
speed sufficiently. At T-junctions, the vehicles turning to the minor road could cause pedestrian accidents when both pedestrians and drivers are not careful. When turning at a road junction, the drivers should be educated to give way to the pedestrians who are crossing the road into which the vehicle is turning. The pedestrians also should be educated to be vigilant so that they will check whether a vehicle on the main road is about to turn to the minor road. In a study carried out in America, it was found useful to install signs such as "PEDESTRIANS: LOOK FOR TURNING VEHICLES" at the junctions. It is also possible to paint on the edge of the walkway "WATCH, TURNING VEHICLES", so that it will remind the pedestrians to be more careful (Britt et.al, 1995).
REFERENCES HMSO (1979), Driving, Her Majesty's Stationary Office, London, 228 p. HMSO (1987), The Highway Code, Her Majesty's Stationary Office, London, 74 p. Britt, J.W., Bergman, A.B., Moffat, J. (1995), "Law enforcement, pedestrian safety and driver compliance with crosswalk laws: Evaluation of a four year campaign in Seattle", Transportation Research Record 1485, USA, pp 160 - 166. Ratnayake, L.L., Jayasinghe, C. (1999), "Research report on accident costs",Report submitted to Road Safety Secretariat, Road Development Authority.
The pedestrian safety improvement measures suggested here are not of comprehensive nature, but will be a good starting point. When the cost
Ratnayake, L.L., Jayasinghe, C. (2000), "Research report on Pedestrian Behaviour", Report 119
submitted to Road Safety Secretariat, Road Development Authority, December, 82 p. Retting, R.A .., Houten, R.V., Malwnfant, L., Houten, J.V., Farmer, C.M., (1996), "Special sign and pavement markings to improve pedestrian safety", ITE Journal, December 1996, USA, pp 28 -35. TRRL (1991), Towards Safer Roads in Developing Countries - A guide for planners and engineers, Transport & Road Research Laboratory, Ross Silcock Partnership, Newcastle upon Tyne, Epgland, 220 p .
120
