IMPROVING THE SAFETY OF NON-MOTORIZED ROAD USERS

Transcription

1 XII International Symposium "ROAD ACCIDENTS PREVENTION 2014" Hotel Jezero, Borsko Jezero, 09 th and 10 th October UDK: IMPROVING THE SAFETY OF NON-MOTORIZED ROAD USERS Aversa Antida a a ACI - Automobile Club of Italy, Via Marsala 8, Rome, Italy Abstract: Every year many vulnerable road users are killed or seriously injured worldwide. In the context of rapid global motorization, roads become more dangerous for road users who use alternative modes of transport. Reducing global road traffic deaths requires that increased attention be paid to the need of pedestrians and cyclists, yet less than one third of all countries have put in place measures to integrate walking and cycling into more sustainable and safer transport systems. In order to provide a contribution to the reduction of non-motorized road users collisions, Automobile Club of Italy (ACI) carries out many initiatives also in collaboration with national and international partners. In partnership with other European Automobile Clubs, ACI leaded the European Pedestrian Crossings Assessment (EPCA) Programme, in order to draw the attention to the urgent need to better protect pedestrians. The aim of the Project was to test the safety and quality level of pedestrian crossings in Europe, to share good practices and disseminate information on safe behaviours among road users. About 800 pedestrian crossings were evaluated, in 44 cities belonging to 23 European countries. The project has highlighted the great possibility of improvement for pedestrian crossings throughout Europe, the huge variety of design solutions, as well as of regulations governing the pedestrian/driver relationship - which may cause confusion and dangerous situations. More recently, ACI has also focused on mobility by bicycle because of the increase in the use of this means of transport and, unfortunately, also of cyclists involved in accidents. Measures to achieve a safer mobility for cyclists include different kind of interventions and collaboration with national institutions / authorities and associations, as also recommended by the International Transport Forum. With ACI project 2 Ruote Sicure, the key issue is then to start with a module dedicated to road safety education to children who use the bicycle not only for fun but also as a means of transport for the first movements. Keywords: non-motorized road users, ACI project 1. INTRODUCTION Non-motorized road users safety represents a global challenge needing special attention worldwide. Every year about 1.24 million people lose their lives on the world s roads and millions sustain injuries (slight and serious) or permanent disabilities 1. Half of all road traffic deaths are among vulnerable road users: motorcyclists (23%), pedestrians (22%) and cyclists (5%). Walking, cycling and the use of motorcycles are important forms of mobility for many people in low- and middle-income countries. This situation is reflected in road traffic fatality trends: on the whole motorcyclists, pedestrians, cyclists account for the highest proportion of 1 World Health Organization (2013). Global Status Report on Road Safety 2013 Supporting a Decade of Actions

2 all road crash deaths in low-income countries (57%), followed by middle-income countries (51%) and by high-income countries (39%). Also in Europe although pedestrian victims tend to decrease since 2001, nevertheless an average of over 7,500 pedestrians have been killed every year in road accidents across the 19 European Union countries, over the period In the last decade in these countries, while the total number of deaths fell more than 42%, pedestrian fatalities decreased by 39%. The proportion of fatalities who were pedestrians is high for children as well as for the elderly. Many of accidents involving pedestrians (1 out of 4) occur on -or close to- a pedestrian crossing, a place intended to provide safe crossing. In 2010, 1,994 people riding bicycles were killed in traffic accidents in the EU-20, equivalent to 6.8% of the total number of road accident fatalities. During the decade the number of bicycle fatalities has declined by 38% in these countries, but cyclist fatalities as a percentage of total number of road accident fatalities, increased from 6.3 in 2001 to 6.8 in In the context of rapid global motorization, roads become more dangerous for road users who use alternative modes of transport. Children and elderly are often overrepresented in traffic fatalities, especially as vulnerable road users. Reducing global road traffic deaths requires that increased attention be paid to the need of pedestrians and cyclists, yet less than one third of all countries have put in place measures to integrate walking and cycling into more sustainable and safer transport systems. Road infrastructure projects are generally associated with increasing the mobility of motorized vehicles. Lack of safe infrastructures for pedestrians and cyclists and inadequate visibility are some of the key risk factors causing road collisions. In order to provide a contribution to the reduction of non-motorized road users collisions, Automobile Club of Italy (ACI) carries out many initiatives also in collaboration with national and international partners. 2. THE SAFETY ASSESSMENT OF PEDESTRIAN CROSSINGS IN EUROPE ACI leaded in partnership with other 18 Automobile Clubs - members of the Fédération Internationale de l'automobile (FIA) - the European Pedestrian Crossings Assessment (EPCA) Programme, co-financed by FIA within the scope of the EuroTest initiative. Pedestrian crossings may have different features and be equipped differently depending on the regulatory framework and the specific local conditions. The aim of the Project was to test the safety and quality level of pedestrian crossings in Europe, to share good practices and disseminate information on safe behaviours among road users. From 2008 to 2010 about 800 pedestrian crossings were evaluated, in 44 cities belonging to 23 European countries (Figure 1). ACI inspectors performed day and nightlight tests for each pedestrian crossing (10 to 15 pedestrian crossings were inspected in each city), checking the presence of positive features, devices and measures aimed at allowing all users access to the pedestrian crossing and safe transit across the street. The teams work was based on checklists to collect all measurements and information needed to evaluate the safety level of single pedestrian crossings, according to its features. The inspectors also took pictures and videos to support the evaluation process. The assessment methodology (developed by ACI and La Sapienza University of Rome) permits to give an overall rating for each pedestrian crossing and a rating to each one of four safety indicators (Table 1).

3 Fig. 1. Cities tested in 2008, 2009 and 2010 and Logo of the European Pedestrian Crossing Assessment Initiative Safety Indicators Crossing system Daylight visibility Night time visibility Accessibility Table 1. The 4 safety indicators Objectives to minimize waiting time of road users needing to cross a road, to ensure sufficient time to cross the road for all categories of road users, to limit exposure of pedestrians to vehicular traffic (reducing the number of vehicle/pedestrian conflict points, segmenting the crossings) to ensure during daytime both a clear understanding by road users of the possible pedestrian / vehicle conflict points and a clear visibility of pedestrian crossings, of the vehicular traffic and of pedestrians by drivers. to ensure a clear understanding of pedestrian / vehicle conflict points and a clear visibility also during night hours. to assess whether the access to pedestrian crossing is free from obstacles and from possible sources of danger for all categories of pedestrians, included those having moving difficulties (i.e. blind people, mothers with pushchairs)

4 The assessment is a quality evaluation, using the following 5 rating classes: Very good (++), Good (+), Acceptable (o), Poor (-) and Very poor (--). Comparative analysis shows that from the first year test (2008) to the last one (2010), a gradually higher number of crossings failed the test: 1 out of 8 in 2008, 1 out of 6 in 2009 and 1 out of 5 in Many deficiencies were detected, like incorrect timing of pedestrian phases at traffic lights; missing pedestrian refuge islands in very long crossing sections; legal or illegal parking of vehicles impairing visibility; poor lighting conditions and road marking visibility at night; limited adoption of advanced technologies (countdown devices, etc.); poor accessibility for the presence of obstacles, included legal or illegal parking of vehicles (Figure 2); poor maintenance of road surface, traffic signs and road markings; lack of ramps / tactile paving, or other devices reducing accessibility for people with disabilities. The evaluation process allowed to highlight strengths and weaknesses of each pedestrian crossing, to suggest which features need to be improved, a priority list of interventions and to recommend some actions. The main recommendations concern the need to ensure: Good reciprocal visibility between pedestrians and other road users, avoiding the presence of obstacles, included legal or illegal parking of vehicles. Good quality of materials, maintenance conditions of road surface, road markings and traffic signs. Well-tuned phase of traffic lights at pedestrian crossings, for giving enough time to all users to safely cross the road, including the most vulnerable users. Good and safe accessibility for all users, removing architectural barriers, taking care of facilities needed by different user groups (sidewalks and pedestrian islands with ground level curbs, tactile paths helping visually impaired, audible/vibrating signals or tactile devices mounted on traffic lights to assist blind people, etc.). Avoidance of potentially dangerous situations (refuge islands at longer crossings, reducing conflicts between pedestrians and other road users, for example between cyclist and pedestrian on sidewalks). Use of advanced technologies and solutions reducing speed of vehicles approaching pedestrian crossings (for example raised pedestrian crossings or speed reducers). The experience of three years testing proved that pedestrian crossings differ a lot across Europe: there is a variety of solutions/rules (road markings, colours, traffic light rules, etc.) in different countries, which may create problems to foreign visitors but also to local citizens and which emphasize the urgent need for increased harmonisation. In some countries, for example, there is no transition phase from green to red at crossings with traffic lights, while somewhere else pedestrians may be warned that the green phase is coming to an end by a flashing green, or a yellow phase or a countdown phase. With regard to road surface markings, not all countries use zebra stripes at crossings equipped with traffic lights, and the stripes are not always painted in white but in orange, which provides good daylight visibility but poor visibility at night-time and in case of bad weather. On the whole the project highlights the great possibility of improvement for pedestrian crossings throughout Europe, the huge variety of design solutions, as well as of regulations governing the pedestrian/driver relationship - which may cause confusion and dangerous situations. In some cities the initiative has concretely fostered the adoption of measures to increase road safety. The Project drew the attention to the urgent need to better protect pedestrians, in line with the priorities set for the protection of vulnerable road users in the Decade of Action for road safety ( ) adopted by United Nations and the initiatives promoted by European Union for the same period.

5 Fig. 2. Illegal parking vehicles and obstacles limiting accessibility The tests results were summarized in a series of reports, like Cities dossiers, full reports of each tested crossing with single assessments and supporting pictures, overall ranking of the tested crossings, recommendations for local, national and European Authorities. All documents are available on the EuroTest website ( Promotional videos containing some footage taken during the tests are available on youtube ( The Walk Safe Awareness Campaign The project also included the development of an awareness campaign, named Walk Safe. In 2008 ACI and its 18 EuroTest partners worked out the Walk Safe leaflet, which contains 3 specific sections targeted to pedestrians, pedestrians crossing the road and drivers. Each section suggests some universal behavioural tips, valid beyond specific national rules of each country. The leaflet also provides an information section ( Did you know? ) on risky situations for pedestrians and some statistics on accidents. In 2009 the project partners also developed a Walk Safe educational video. It shows 7 short cartoons (30 seconds each one) addressed to pedestrians and drivers. The video describes some dangerous situations twice: it first shows the wrong behaviour, then the safe one. Nice audio effects underline each situation. Verbal tips are provided at the end of each safe behaviour scenes. Also in this case there is an information section ( Did you know? ) available. The video was produced in 4 languages (English, Italian, German and French) and delivered through the EuroTest partners' websites Guidelines for safe pedestrian crossings The international comparison of national rules and crossing design standards in Europe, carried out through the project, allowed to identify the best solutions to improve accessibility and safety performance of pedestrian crossings. As a final result of the project, ACI has produced and published the Technical Guidelines for the Planning of Pedestrian Crossings (in cooperation with AIIT - Italian Association for Traffic and Transport Engineering), recommending when, where and how to implement a safe and accessible pedestrian crossing. These Guidelines include the comparison of national rules and crossing design standards of some of the most representative countries in Europe (Italy, France, United Kingdom, Switzerland) and beyond (USA, Australia, New Zealand, India) and highlight location and layout of pedestrian crossings as key elements of a safe pedestrian mobility system within the wider framework of comprehensive urban mobility planning. They point out the need for

6 Authorities to pay particular attention to pedestrians safety requirements and to pedestrians interactions with other mobility components (motorized and not) in order to give adequate solutions to the correct planning of pedestrian crossings. The following are some of the main innovations proposed for improving pedestrian crossing safety. Pedestrian traffic lights. Instead of using 3 colors (green, red and orange), the Guidelines propose to use only 2 colors (red and green) whose duration times are shown thanks to the introduction of the Countdown (this device is still not widespread in Europe). Traffic lights equipped with countdown devices enable pedestrians to take safe decisions whether to cross the road compatibly with remaining time and their own physical performances (walking speed). In order to allow all pedestrians to cross the road safely, including people with slower mobility, it is proposed to increase the duration of the green phase assuming that pedestrians cross the road with an average speed of 0.75 meters per second and not of 1 meter per second as it is at present. It is preferable to adopt an exclusive green phase for pedestrians and - in those cases where simultaneous turning of vehicles should remain - an additional flashing light could warn drivers of the potential presence of pedestrians crossing the road. Traffic light signals. A more widespread use of technological devices could improve safety: i.e. drivers approaching a pedestrian crossing could be alerted by advanced visual warning of automatic sensors detecting the presence of pedestrians. Pedestrian crossings must always be made orthogonal to the sidewalk to facilitate the orientation of the visually impaired and blind people tending to follow a path that is perpendicular to the curb. Road markings. Paint of zebra crossings should be of good quality to ensure long life duration of road markings. The use of coloured stripes should be discouraged; it actually could create confusion and is also much less visible especially at night- compared with the traditional white on black asphalt. White zig zag stripes should be placed ahead and after the crosswalk along the edge of the roadway and the center of the carriageway (Figure 3). This creates greater attention of drivers, shows the presence of the pedestrian crossing and prohibits illegal parking near the crosswalk. In order to increase the visibility of road markings, additional lights or reflective devices can be used. Ramps and steps. The ramp is the link between the level of the sidewalk and that of the carriageway. Ramps should be constructed parallel to the direction of vehicle traffic. This would avoid some risky situations, for example when the wheel of a wheelchair having got out of control occupies part of the carriageway. The width of the ramp must be not less than 1.20 meters with a gradient not exceeding 8% to facilitate the access of wheelchair users. Where possible it is also important to make a step, as this is useful for the visually impaired people. Pedestrian safety islands. Pedestrian safety islands have the function to divide and separate the sections of roadways to be crossed, in order to increase safety and protection of pedestrians. This area reduces in fact the time spent by pedestrians on roadways, where conflicts occur between pedestrian and vehicle. The construction of pedestrian safety islands is recommended in the case of pedestrian crossing with more than three lanes, while it should always be required if lanes to be crossed are more than 5. Bus stops should be placed behind the pedestrian crossing to improve the pedestrian / driver reciprocal visibility. Where there is a cycle crossing as well as a pedestrian one, the latter must be kept separate from the first one. If the bike path is adjacent to the roadway, the pedestrian crossing must begin before the cycle lane. Raised pedestrian crossings. In urban areas and in any case where speed limit is 50 km/h the construction of raised pedestrian crossings can improve road safety. In correspondence of

7 the pedestrian crossing the roadway is raised to the level of the sidewalk strengthening, also from a physical point of view, the priority of pedestrians with respect to the vehicles in transit and also inducing drivers to reduce speed. Lighting. At night and in poor visibility conditions crosswalks must be adequately lit to provide visibility to pedestrians. The surface to be illuminated includes the zebra stripes and a further area of 1 meter on the sidewalk, in order to allow drivers to see pedestrians on the sidewalk who are about to cross the street (Figure 3). To be more visible, the crossing area must have a stronger light than the one illuminating the surrounding road surface. Highly reflective traffic signals, road markings and additional devices designed for improving nighttime visibility (for example flashing lights) should be installed. A greater use of LED based traffic lights should be encouraged, for their better visibility especially at night-time. 3. MAKING CYCLING SAFER Fig. 3. Pedestrian crossings with good visibility. Bicycles are an important component of the urban mobility mix. In low income regions the bicycle offers the only or more common way of transport for many people. In high income urban areas the bicycle is becoming more popular or returning to popularity. The attraction of the bicycle resides in its specific characteristics: it uses no fossil energy, delivers health benefits, improves the liveability of cities, it s as versatile as walking but can cover greater distances at faster speeds, it's can cover a great number of short trips that are typical for urban areas, providing an affordable and seamless door-to-door mobility service. Unfortunately, however cyclists have a high level of vulnerability. The road traffic system is not designed for them or more precisely, has not been designed for mixing well-protected, heavy and high velocity vehicles with unprotected, lightweight and slower road users. Moreover cyclists are often seen as intruders in the road system. If this cheap, convenient and environmentally safe mode of transport is to be encouraged as many cities are doing then cyclists as vulnerable road users deserve special attention. Similarly, cyclists have to obey the traffic laws and signals, keep a lane discipline and not encroach on to the sidewalk. Moreover they have to wear the helmet and equip the bicycle in proper way for moving on the road safely (reflectors, headlights, and braking systems should be fitted and in good working order). Nevertheless, although often there is not a licence system for non-motorised traffic, cyclists must know traffic rules and how to behave and avoid conflicts with motorised vehicles. The behaviour of cyclists can be improved by road safety education.

8 Measures to achieve a safer mobility for cyclists include different kind of interventions (regulatory, technical, of communication, awareness and education), carried out also in partnership with national institutions / authorities and associations, as suggested even by the International Transport Forum (ITF)-OECD, in the following 18 Recommendations2 : 1) Where it does not reduce the quality of cycling networks, bicycle facilities should be located away from road traffic when feasible especially for sections where cars are accelerating (hills, long straights). 2) Insufficient evidence supports causality for the safety in numbers phenomenon policies increasing the number of cyclists should be accompanied by risk-reduction actions. 3) Efforts must be made to harmonise definitions of terminology so as to be able to make reliable international comparisons of cyclist safety. 4) National authorities should set standards for and collect or otherwise facilitate the collection of data on non-fatal cycling crashes based on police reports linked, in either a systematic or periodic way, to hospital records. 5) National authorities should set standards for and collect or otherwise facilitate the collection of accurate, frequent and comparable data on bicycle usage. 6) Authorities seeking to improve cyclists safety should adopt the Safe System approach -- policy should focus on improving the inherent safety of the traffic system, not simply on securing marginal improvements for cyclists in an inherently unsafe system. 7) Authorities should establish top-level plans for cycling and cycling safety and should ensure high-level coordination among relevant government agencies to ensure that cycling grows without aggravating safety performance. 8) Authorities should ensure that all road users receive cycling training covering riding skills and use of both roads and bicycle-specific facilities. This training can be part of a broader safety training programme that many authorities have put in place targeting children and young adults. 9) Speed management acts as hidden infrastructure protecting cyclists and should be included as an integral part of cycle safety strategies. 10) Safety policy should target crashes between heavy goods vehicle and bicycles due to the especially serious consequences of these crashes and their (relative) frequency. 11) Cyclists should not be the only target of cycling safety policies motorists are at least as important to target. 12) Cycle safety policies should pay close attention to junction design visibility, predictability and speed reduction should be incorporated as key design principles. 13) Authorities should match investments in cycle safety to local contexts, including levels of bicycle usage and account for cyclist heterogeneity. 14) Cycle safety plans should address safety improvement and the improvement of perceived safety. 15) The deployment of cycling infrastructure should be accompanied by adequate levels of maintenance and enforcement of access rules. 16) When appropriate, traffic speeds should be limited to less than 30km/hr where bicycles and motorised traffic mix but care should be taken so that speed control devices do not create hazards for cyclists. 17) When speeds cannot be lowered, or where justified by traffic densities, authorities should seek to separate bicycle and motor traffic whenever feasible. 18) Authorities must critically examine bicycle facility junction design and deploy known safety-improving measures to decrease crash risks. 2 ITF-OECD 2013 Cycling, Health and Safety

9 Civitas - the European initiative that support cities in the implementation of an integrated sustainable, clean and energy efficient transport policy - has given some indications on how cities can stimulate the use of bicycles by the following measures: 1. Extension and improvement of the bicycle networks and network connectivity of different sections to make all areas accessible by non-motorised transport modes 2. Improvement in the comfort and safety of bicycle lanes as well as adaptation of road infrastructure (e.g. junctions, crossings) and traffic signs to give cyclists priority and safer journeys 3. Offering additional bicycle services like safe and comfortable parking and transfer facilities, repair shops, rental systems or accommodation on public transport vehicles 4. Stimulating the use of electric bicycles, e.g. by offering information, charging points or special incentives 5. Information and marketing campaigns to influence citizens travel behaviour 6. Offering training courses for safer cycling (in particular addressed to vulnerable persons, such as children and the elderly). More recently, Automobile Club of Italy has also focused on mobility by bicycle considering the increase in the use of this means of transport and, unfortunately, also of cyclists involved in accidents. In Italy, cyclist fatalities show an increase by 10% in the years Over the period , these fatalities have declined only by 21%, while the total number of road fatalities has reduced by 48.5%. Table 2. Cyclists involved in road accidents in Italy. 2010, 2011, 2012 Years Cyclists involved in road of which deaths accidents , , , With the project named 2 Ruote Sicure, Automobile Club of Italy has carried out a teaching module dedicated to road safety education to children, aged 10 to 12, who use the bicycle not only for fun but also as a mean of transport for the first movements on the road. The aim of the project is to provide to children the basic rules and proper behaviour to interact safely with the road. The material for the implementation of the lesson includes also the use of slides, video and a leaflet (Figura 4). At the end of the course children receive from ACI the Diploma of Super Hero of Safety" (Figure 5). At the moment, about 1,000 children have already attended the course. Thanks to local Automobile Clubs, involved in the implementation of the project, the initiative will cover all regions of Italy.

10 Fig. 4 Leaflet of the project 2 Ruote Sicure Fig. 5. Diploma of Super Hero of Safety 4. CONCLUSIONS The safety level for non-motorised road users depends on the infrastructural characteristics. Safer roads reduce crash likelihood and severity. Governments should give more attention to preventing the negative effects of motorization from falling heavily on road users most at risk. Ensuring implementation of a number of safety measures when road infrastructure are designed, constructed or under maintenance, can improve safety for all road users. EPCA project points out that in different cities there is a huge variety of design solutions, as well as of regulations governing the pedestrian/driver relationship - which may cause confusion and dangerous situations especially for foreign visitors. The project also highlights the great possibility of improvement for pedestrian crossings throughout Europe. Anyway the prevention of road traffic crashes needs global measures, which include also education and traffic law enforcement. For this reason the EPCA project combines technical implementations with an awareness campaign. The experience of 3 years test confirms both that Authorities need to give in-depth attention to safety issues concerning pedestrian crossings and that road users need to improve their

11 awareness of the risks involved in sharing part of road infrastructures with other categories of road users and adopt consequent, safer behaviours. If authorities decide to promote cycling, it is essential to also offer training courses to children and young people who have not yet obtained a driving licence. With ACI project 2 Ruote Sicure, the key issue has been to start a module dedicated to road safety education to children because they represent an effective way to reach, through them, also adults. In future ACI will be committed with many other initiatives, concerning the implementation of: 1) an educational module on safe transportation of children on bicycle 3) statistics on the use of the bicycle and on road accidents involving cyclists 4) partnerships with foreign Automobile Clubs and international institutions aimed at promoting initiatives for the safe use of bicycle 5) guidelines for making road infrastructure safer for cyclists In conclusion, planners and decision-makers in urban areas should remember that the whole city can benefit from the support of non-motorised transport modes. 5. REFERENCES [1] CIVITAS ( ) Cycle-friendly cities How cities can stimulate the use of bicycles. [2] Automobile Club d Italia, Università di Roma La Sapienza Centro di Ricerca per il trasporto e la logistica, 2008, Metodologia per la valutazione della sicurezza degli attraversamenti pedonali [3] Automobile Club d Italia, 2011, Linee Guida per la progettazione degli attraversamenti pedonali [4] European Road Safety Observatory, DaCoTa Project (2012). Traffic Safety Basic Facts 2012 Pedestrian [5] European Road Safety Observatory, DaCoTa Project (2012). Traffic Safety Basic Facts 2012 Cyclist EuroTEST, 2008, 2009, 2010, Pedestrian Crossings Assessment: [6] ITF-OECD (2013). Cycling, Health and Safety [7] World Health Organization (2013). Global Status Report on Road Safety 2013 Supporting a Decade of Actions [8] World Health Organization, 2013, Make walking safe A brief overview of pedestrian safety around the world [9] World Health Organization, 2013, Pedestrian Safety A road safety manual for decision makers and practitioners