Injury Reduction Measures in Areas Hazardous to Pedestrians. Stage 1: Countermeasure Options

Monash University Accident Research Centre – Report #169 - 2000

Authors: B.F. Corben & A. Duarte

Abstract:

Victorians have enjoyed substantial reductions in the annual numbers of pedestrians killed after 1989. However, despite these excellent gains, the overall problem remains a serious community concern with nearly 80 persons killed and over 700 persons seriously injured in 1999. A large part of the savings appears due to a general downward trend in Victoria’s overall road tool after 1989. Pedestrians appeared to have benefited significantly from measures targeted at drivers, such as the introduction of speed cameras and a boost in random breath testing, both of which occurred in 1990. However, pedestrian crashes in high activity/commercial centres still represent a long-standing problem for which few effective solutions have been found. This report addresses the problem of high concentrations of pedestrian casualty crashes in strip shopping centres along Melbourne’s arterial roads. It is suggested that innovative and comprehensive approaches are needed to moderate excessive vehicle speeds to uniformly lower levels in environments where there is high pedestrian activity. An examination of some philosophies and practices in Denmark and The Netherlands was also undertaken. The report concludes with a discussion of the possible application of these philosophies and practices to the Victorian setting as a means of accelerating improvements in pedestrian safety.

Executive Summary

Victorians have enjoyed substantial reductions in the annual numbers of pedestrians killed after 1989. A large part of the savings appears due to a general downward trend in the overall Victorian road toll which occurred after 1989. Pedestrians benefited significantly from measures targeted at drivers, such as the introduction of speed cameras and a boost in random breath testing, both of which occurred in 1990. Despite these excellent gains, pedestrian safety remains a serious community concern with nearly 80 persons killed and some 740 persons seriously injured in 1999.

This project addresses the problem of high concentrations of pedestrian casualty crashes along Melbourne’s arterial roads, either through strip shopping environments of where certain types of land use generate high levels of pedestrian activity. In these common urban situations, opportunities to reduce vehicle or pedestrian volumes, or to reduce road widths, are usually quite limited. Similarly, it is not practicable along many of these arterial roads to provide wide medians on order to reduce pedestrian exposure to crash risk and to simplify the road crossing task. Furthermore, many road and traffic engineering pedestrian crash countermeasures have been considered impractical because they conflict with other transport and commercial objectives.

The two remaining alternatives are, firstly, to control pedestrians so that they are separated from vehicles, either in time or space, and secondly, to moderate vehicle speeds. For many years, measures to separate pedestrians and vehicles have been widely used. For example, traffic signals are used to provide time-separation between pedestrians and vehicles. Other attempts to provide spatial separation include pedestrian bridges or underpasses, or pedestrian precincts above or below street level. These traditional countermeasures, however, have not shown the intended effect of an overall reduction in casualty crashes and have proved to be unsuccessful in terms of assuring safe passage for pedestrians. In other words, we have been unable to design and operate such systems in a manner that safely provides for pedestrians on a consistent basis.

The second alternative is to develop ways of achieving more moderate vehicle speeds in high pedestrian environments. Indeed, past research has identified vehicle speeds excessive for the conditions as a key factor in both the incidence and severity of pedestrian crashes. This project aimed to initially develop practical, new approaches to improving pedestrian safety by moderating vehicle speeds in locations known to be hazardous to pedestrians.

This report draws on the philosophies and practices of two European countries, namely Denmark and the Netherlands, both of which are known for their innovative and enlightened approaches to pedestrian safety and amenity. In the Netherlands, the consistent and systematic application of three key safety principles is vital to achieving sustainable pedestrian safety. These are:

functional use of the road network, by preventing unintended use of roads,
homogeneous use, by preventing large differences in vehicle speed, mass and direction of movement, and
predictable use, thereby avoiding uncertainty among road users.

With sustainability as a fundamental platform, the three following practices have been adopted:

reducing traffic volumes,
reducing road widths, and
reducing vehicle speeds.

The Danish also support strategies which emphasise both sustainability and safety. In Copenhagen, traffic signals are used on a metropolitan scale to moderate and regulate traffic volumes. Measures such as moderating vehicle speeds, reducing road widths, constructing kerb extensions, medians and separators are increasingly favoured. Furthermore, texture and colour of pavement is used to guide traffic and to convey a strong sense of human activity in areas used by pedestrians.

Promising opportunities for adopting Dutch or Danish philosophies are discussed in terms of their applicability to Victoria. Reducing traffic volumes along roads hazardous to pedestrians will decrease pedestrian exposure to crash risk, especially where roads are situated in busy, complex traffic environments. Reductions in road widths can potentially benefit pedestrians. Practices such as widening footpaths, protecting parking lanes and providing fewer traffic lanes result in more uniform traffic flow, reduced vehicle speeds, and reduced exposure for pedestrians on the roadway.

Treatment priorities for Victoria with the potential to moderate vehicle speeds without seriously affecting arterial road travel times were identified in this project. These treatment types are summarised in terms of the ability to meet three main criteria, namely to reduce complexity of the pedestrian crossing task, comprehensively treat a route to improve pedestrian safety, and be compatible with a shopping centre environment. Three options for moderating vehicle speed were highlighted for further evaluation. These were:

50 km/h Speed Zone – supported by enforcement and publicity,
Gateway Treatments – such as road narrowing, changes in pavement texture, roundabouts,
Street-Scape Improvements.

Summary

To reduce pedestrian crash and injury risk, and innovative and more comprehensive approach is needed and that moderating excessive vehicle speeds to uniformly lower levels in environments where there is high pedestrian activity, offers an acceptable potentially cost-effective solution. Three options for moderating vehicle speeds without affecting travel times are proposed for evaluation.

Sponsoring Organisation: Baseline Research Program - Department of Justice, Transport Accident Commission, Royal Automobile Club of Victoria (RACV) Ltd, VicRoads