An evaluation of the effectiveness of countermeasures for improving the safety of dilemma zones: A driving simulator study

The main objective of this driving simulator study is to analyze the behavior of the driver at the start of the yellow signal of a signalized rural intersection and identify the most effective countermeasures for tackling the dilemma zone, namely an area on the intersection approach where vehicles at the start of the yellow phase can neither safely stop before the stop line nor cross the intersection. The following countermeasures were tested in the study on a sample of 48 drivers: green signal countdown timers, GSCT (C₁); a new pattern of vertical and horizontal warning signs (C₂); and an advanced on-board driver assistance system based on augmented reality (AR) and connected vehicle technologies (C₃). These countermeasures were tested and compared to a baseline condition (B) where no countermeasures were applied. Based on the results of this study, the C₂ and C₃ countermeasures have proven to be valid tools for reducing driver indecision when approaching signalized intersections at the start of the yellow signal. In fact, using C₂ and C₃, the length of the dilemma zone was equal to 30 m and 36 m, respectively, with a reduction of about 50%, as compared to the baseline condition (B). Moreover, a reduced number of false behaviors was recorded, as well as a greater consistency in driver decision-making behaviors. Conversely, the C₁ countermeasure did not lead to a significant improvement in the dilemma zone: an unnecessary increase in early stop rates was recorded, resulting in reduced intersection efficiency and operations.     

Impact of “Signal Ahead” pavement marking on driver behavior at signalized intersections

When drivers are approaching a signalized intersection at the onset of yellow signal, they may hesitate to decide whether to stop or cross the intersection due to the dilemma zone. As defined in the Traffic Engineering Handbook [Institute of Transportation Engineers (ITE). (1999). Traffic engineering handbook, Washington, DC: Institute of Transportation Engineers], the dilemma zone for an intersection is a specific road segment, prior to the intersection in which a vehicle approaching the intersection during the yellow phase can neither safely clear the intersection, nor stop comfortably at the stop line. In this study, a pavement marking countermeasure is proposed to reduce the dilemma zone and improve traffic safety at signalized intersections. A pavement marking with word message ‘Signal Ahead’ that is placed on the pavement upstream of a signalized intersection may have a potential to assist drivers in stop/go decisions and improve driver performance during the signal change. This paper presents a simulator-based study that was designed to test the impact of the pavement marking countermeasure on driving behaviors, including driver’s stop/go decision, red-light running violation, brake response time, and deceleration rate of the stopping vehicle. The experiment results indicated that the marking had positive effects on drivers’ behaviors at signalized intersections. It was found that the marking can reduce the probabilities of both conservative-stop and risky-go decisions, contribute to a lower red-light running rate, and result in a lower deceleration rate for stopping drivers at higher speed limit intersections. These findings suggest that the marking countermeasure may have a potential to reduce the probabilities of both rear-end and angle crashes.     

The effect of yellow light onset time on older and younger drivers’ perception response time (PRT) and intersection behavior

To understand why older drivers are over-represented in intersection crashes, this study sought to describe the intersection performance of older and younger drivers when traffic lights changed from green to yellow at the last second. Using a moderate-fidelity driving simulator, time to stop line (TSL) at yellow onset was manipulated as drivers approached intersections at 70 km/h (42 mph). Seventy-seven participants, approximately balanced for gender and age group, volunteered from the age categories of 18 to 24, 25 to 35, 55 to 64, and 65+. Driver decisions to stop or go were predicted using a logistic regression model with time to stop line as the single significant predictor. There were no age differences in perception response time (PRT). Older drivers approached intersections at a lower velocity and stopped more accurately than younger drivers. For those drivers who chose to go through the yellow light, speed profiles across the intersection and intersection clearance indicate that older drivers are more likely to be in the intersection when the light changed to red. A PRT of 1.0 s for yellow signal phasing was sufficient for all age groups.     

Analyzing drivers’ crossing decisions at unsignalized intersections in China

In China, when two vehicle drivers encounter at an unsignalized intersection, almost neither of them completely stops the vehicle. Instead, one gradually approaches and dynamically makes a decision to either yield or preempt by gaming with the other vehicle. This process generates traffic conflicts and increases the probability of accidents. In this study, we aimed to study how straight-moving drivers made preemptive/yielding decisions when they encountered other drivers straight-moving across at unsignalized intersections. A total of 150 crossing cases were collected at an unsignalized intersection in Kunming City, China. By using detection program we made, motion parameters of the vehicles were extracted. Classification tree analysis was used to identify the decision moment of drivers and the major motion parameters that affected their decisions. Results showed that for crossing processes at unsignalized intersections in China, straight-moving drivers from the right side made preemptive/yielding decisions from 0.9 s to 1.3 s before reaching the crossing point. However, straight-moving drivers from the left side made decisions from 0.9 s to 1.2 s before reaching the crossing point. The speed difference between the two vehicles was the most important factor that affected a driver’s decision-making. If the vehicle driver from the right side drove significantly slower than that from the left, then most drivers from the right side would yield to those from the left. On the contrary, if the vehicle driver from the right side drove significantly faster than that from the left, then most drivers from the right side would preempt those from the left. The findings of this study will help understand the decision-making patterns of drivers under crossing conditions, and thus provide suggestions to improve drivers’ behavior at unsignalized intersections in China.     

Fuzzy sets to describe driver behavior in the dilemma zone of high-speed signalized intersections

The Type II dilemma zone describes a segment of road on the approach to a signalized intersection where, if occupied by a motorist presented with the circular yellow indication, is likely to result in a motorist having difficulty deciding to stop at the stop line or proceed through the intersection. This phenomenon results in increased frequency of three failure conditions: rear-end collision at the stop line (excessive deceleration rates), the more severe right-angle crashes in the intersections, and left-turn head-on collisions (both resulting from incorrect estimates of clearance time). A more effective boundary definition for Type II dilemma zones could contribute to the safe design of signalized intersections. The prevailing approaches to dilemma zone delineation include the consideration of the vehicle’s travel time to the stop line or the driver’s likelihood of stopping at a particular distance from the stop line. The imprecision of the driver’s perception of speed and distance suggest that fuzzy logic may contribute to the identification of the Type II dilemma zone boundaries. A fuzzy logic (FL) model was constructed and validated from driver’s empirically observed behavior at high-speed signalized intersections. The research resulted in an increased understanding of the phenomenon which, when applied to the timing of signals and the placement of vehicle detection, can improve the overall safety of signalized intersections.     

Illegal crossing behavior of pedestrians at signalized intersections: Factors affecting the gap acceptance

Purpose of designing crosswalks is to allow pedestrians to cross the roads safely avoiding conflicts between pedestrians and motorized vehicles. However, pedestrians do not always comply with the crossing rules, whether it is timing (signalization) and/or location (crossing facility). An observation survey of illegal crossings was conducted at six intersections in Izmir, Turkey to determine the distance and time gap perception of the pedestrians for safe road-crossing within the 25 m of the crosswalk. Each intersection was observed on weekdays during afternoon (12.30–13.30) and evening peak hours (17.00–18.00). Totally, 444 illegal crossings were observed at all intersections. Data were analyzed playing the video recordings in office. All roads were consisted of two lanes. In this study pedestrians’ illegal crossing behavior at signalized intersections depending on the position of the oncoming vehicle is of interest. Safety margins and crossing times of the pedestrians were also reported. Position of the vehicle was determined for the first lane at the instant the pedestrian stepped the lane. Pedestrians’ distance gap perception was categorized into five groups depending on the position of the oncoming vehicle which are; vehicle is within the 25 m of the crosswalk, vehicle is within the 25–50 m of the crosswalk, vehicle is within the 50–75 m of the crosswalk, vehicle is just beyond 75 m, and vehicle is out of field of view. Factors affecting the distance gaps, safety margins and crossing times were analyzed by ANOVA. The most significant effect was the vehicle speed in all analysis. Pedestrians based their decision of crossing on distance rather than time gap.     

Analysing driver’s decision in dilemma zone at signalized intersections under disordered traffic conditions

Delay in the decision-making process of stop or go during the amber phase of the signal cycle often leads to abrupt hard deceleration or red light violations at signalized intersections. The indecisiveness or the dilemma in decision making often results in compromised safety of the road users. The present study attempts to analyze the driver’s behaviour in order to make the decision of stop or go and developed a binary logistic regression model while considering different traffic behaviour parameters exhibited and observed after the onset of the amber phase. Empirical vehicular trajectory data from three signalized intersections covering 121 signal cycles and 1347 vehicles are used in the study. The study presents two dilemma zone identification models based on distance from the stop line, focusing on easy-to-use and static driver assistance and dynamic-realtime driver assistance systems. Both the models are observed to show good fit and prediction accuracy. The models are validated internally and externally for their adaptability in the field. The effect of different traffic parameters on the dilemma zone is explored, and a possible real-time application of the dynamic model as a driver assistance system in decision-making is explored.     

Measurement and comparative analysis of driver’s perception–reaction time to green phase at the intersections with and without a countdown timer

This paper proposes a method based on digital image processing for measuring drivers’ perception–reaction time (PRT) to the green phase. The detection of the onset of a green signal was based on the RGB color model. The detection of the start of the vehicle was based on the frame difference. The driver’s perception–reaction time was equal to the difference between the frame of the onset of the green signal and the frame of the start of the vehicle divided by the video frame rate. Drivers’ PRT with and without a countdown timer were comparatively analyzed. First, the means and variances of drivers’ PRT with a timer and without a timer were compared. Second, Normal, Lognormal, Gamma and Weibull distributions were used to fit the PRT data. Third, the fuzzy c-means clustering was utilized for PRT classification and comparison. The results show that the method for measuring drivers’ PRT based on digital image processing was effective. The drivers’ PRT was decreased from 2.12 s to 1.48 s with countdown signals. Weibull distribution appeared to best fit the PRT with No-Timer and Lognormal distribution appeared to best fit the PRT with Timer. The PRT data were classified into three groups: “Fast”, “Moderate” and “Slow”. Clustering centers without Timer were 1.16 s, 2.47 s and 3.98 s respectively. Clustering centers with Timer were 0.95 s, 1.64 s and 2.70 s respectively. The clustering centers can be regarded as reference values of drivers’ starting response for microscopic traffic simulation software.     

Gap acceptance at stop-controlled T-intersections in a simulated rural environment

A high proportion of road crashes occur at intersections: in Victoria, Australia, 15% of fatal crashes and 25% of serious injury crashes occur at T-intersections, with similar proportions occurring at cross intersections. Many of these crashes can be attributed to drivers’ inappropriate gap selection. The current study used a driving simulator to examine the influence of both the driver’s intended manoeuvre and the gap duration on gap acceptance behaviour at stop-controlled T-intersections. Drivers completed 18 gap acceptance trials, with manoeuvre (turning across traffic, merging with traffic) and gap duration (3–11 s) manipulated within-subjects. There was a trend whereby drivers accepted shorter gaps when turning across traffic compared to merging with traffic, which was significant at longer gaps (⩾9 s) but not at shorter, safety–critical gaps (⩽8 s). In addition, accepted lag times varied with manoeuvre. When merging with traffic drivers demonstrated longer accepted lag times, suggesting that turn strategies differ depending on traffic direction and intended manoeuvre. Overall the results suggest that the drivers’ intended manoeuvre influences gap acceptance, although gap duration remains the most influential factor. Implications of these findings for the development and design of intersection decision support systems are discussed.     

Older drivers’ visual search behaviour at intersections

Previous research has indicated that older drivers are more likely to be involved in collisions in complex traffic scenarios like intersections even if they are not more involved in accidents in general. Moreover, being more vulnerable, the older driver is generally at higher risk of sustaining an injury when involved in a traffic accident. Even though there may be many factors leading to the over-involvement of older drivers in intersection collisions it is clear that the visual capacity and the ability to observe may be one of the possible causes that is of high interest to understand further. The objective of the study is to identify to what degree the visual behaviour could explain older drivers’ involvement in intersection accidents. A 20 km long route composed by intersections in rural and urban environment was selected to collect both driving and eye movement data. Two groups of drivers were compared, one group aged 35–55 years and one aged 75 and above. Apart from the driving data, neck flexibility measurement was performed. The results from the neck flexibility measurement showed a clear age effect, with the older drivers showing less neck flexibility. When it comes to visual behaviour data, a difference was also found concerning the area of interest the drivers looked at; while the older drivers looked more at lines and markings on the road to position themselves in the traffic, the younger drivers looked more at dynamic objects such as other cars representing a possible threat. The difference in the visual behaviour should be used to design safety systems for all drivers to support them when they drive through an intersection.     

Does surrounding traffic benefit from an assisted driver with traffic light assistance system?

Traffic light assistance systems enable drivers more energy and time efficient driving behavior at signalized intersections. However, most vehicles will not be equipped with such systems in the next years. These unequipped vehicles’ drivers (UVDs) may benefit from assisted drivers, if they would adapt their behavior. This paper outlines how UVDs (N = 60) interpreted and reacted to a driver with traffic light assistance system. We used a multi-driver simulator with three drivers driving in a car-following scenario. The lead driver was not a participant, but a confederate who was followed by two UVDs. The confederate was apparently equipped either with or without a traffic light assistance system. The traffic light assistance system consisted of two functionalities: a Green Light Optimal Speed Advisory and a start-up assistance system with two different parametrizations. These functionalities aimed at preventing unnecessary changes in speed and reducing the start-up lost time after signal change. The results showed that UVDs benefited from the driving behavior of the confederate with traffic light assistance system. However, the assisted driving behavior was hardly understood and partly rated as aversive by the UVDs. We discuss how to enhance behavioral adaptation of UVDs. We also outline which negative consequences may result from encounters of driver with systems and UVDs. We assume that how UVDs react towards drivers with systems may be one factor contributing to a successful launch of such systems.     

Concept evaluation of intersection decision support (IDS) system interfaces to support drivers’ gap acceptance decisions at rural stop-controlled intersections

Rural stop-controlled intersections pose a crash risk for drivers turning or crossing the intersection from the minor road. In particular, elderly drivers are at the highest risk of a collision in this situation. Errors made during gap detection, perception and acceptance are the main factors that influence crashes at this type of intersection. This study investigated young (20–40 years) and old (55–75 years) drivers’ gap acceptance performance in simulated day and night driving conditions in a Baseline condition (STOP sign only) and four intersection decision support (IDS) conditions. The four IDS conditions were initial infrastructure-based design concepts that provided varying levels of dynamic information about traffic conditions on the major road to crossing minor-road drivers. Signs that provided detailed gap information (i.e., time-to-arrival values, warning levels for gaps) as well as advisory information about unsafe conditions resulted in the best performance among old and young drivers in comparison to signs that did not provide specific gap-related information (i.e., detected vehicles approaching, but not size of gap or safety of gap). Comprehension, acceptance and usability ratings of the IDS signs were also highest for signs providing detailed gap and advisory information on the same sign. Recommendations for further design and development of the IDS system interface based on driver performance and acceptance of the technology is discussed.     

Effect of auditory in-vehicle warning information on drivers’ brake response time to red-light running vehicles during collision avoidance

There is usually a high red-light running (RLR) collision rate at signalized intersections because of the unpredictability of dangerous RLR vehicles traversing intersections illegally. The RLR collision warning systems can help drivers be aware of the red-light running (RLR) vehicles and take collision avoidance actions timely. The objective of this paper is to evaluate the effects of auditory warning information on brake response time (RT) to red-light running vehicles during the collision avoidance process based on a driving simulator experiment. Warning status (e.g., warning vs. no warning), warning lead time (3 s vs. 5 s) and warning content (directional information vs. undirectional information) were considered to examine the effectiveness of the RLR collision warning system under different conditions. The experiment results showed that the auditory warning information can effectively reduce brake RT and collision occurrence rate and RT is the most influential variable on the collision occurrence. Although early warning is more effective than late warning in reducing brake RT and collision rate, the late warning can still lower the collision rate by 37%. However, the directional warning information did not have apparent advantages over the undirectional warning information. The findings of this study are helpful for the designers of RLR collision warning systems to enhance the effectiveness of the systems’ application on traffic safety.     

Analyzing driver's response to the yellow onset at signalized intersections

Intersections are critical points within the highway system at which the risk of crashes increases. This study seeks to better understand drivers’ behavior at an intersection by examining the relationship between their observed driving behavior, psychological attributes and decision to proceed through an intersection. A driving simulator and self-report questionnaire were used to understand driver decision-making at the onset of the yellow phase across several signalized intersections. The simulator measured driving outcomes such as speed, braking, and throttle as drivers cross through four increasingly difficult intersections. The questionnaires measured demographics, psychological traits including mindfulness and impulsiveness along with self-reported driving behaviors. A total of 102 participants completed the questionnaire as well as the driving simulator experiment. Hierarchical clustering served to classify drivers into four groups on the basis of their observed driving in the simulator: the safest drivers, safe drivers, speed demons, and aggressive drivers. These driving styles moderated the relationship between the drivers’ psychological traits and their decision to stop or proceed at each intersection. Results showed that mindfulness was highly related to the safest drivers’ decision to stop at the first intersection, while impulsiveness and anxiety were related to the speed demons’ decision to stop at the third intersection. These findings lay a strong foundation for developing progressive educational campaigns incorporating driver psychology in their methodology. Findings also provide support for research linking driving performance and psychological traits with implications for intersection design.     

The influence of attention allocation and age on intersection accidents

Many severe accidents occur in urban areas. As part of the research project UR:BAN, this study investigated the causes of driver errors (e.g., inadequate attention allocation) in urban areas when turning left at intersections. As intersection accidents are especially difficult for older drivers, differences between older and younger drivers were examined as well. In a first step, accident protocols of left turn crashes with pedestrians and bicyclists were analysed in detail, since they are the most dangerous ones. Characteristics of the oncoming traffic and the location of crossing bicyclists and pedestrians were identified as possible causes. Accordingly, critical scenarios were implemented in a static driving simulator, varying the characteristics of the oncoming traffic, the direction and location of crossing vulnerable road users. These factors were examined in a within-subject design, with two different aged groups of participants (12 aged 20–35 y, 12 aged 65+ y; between-subjects factor).The results revealed that the presence of the oncoming traffic, which was assumed to capture the drivers’ attention, did not lead to more accidents with vulnerable road users. However, this may be because many drivers waited until the oncoming traffic had passed. Unexpectedly, older drivers had fewer accidents. This may be explained by the more cautious behaviour of older drivers, who drove significantly slower and waited significantly longer at the stop line before turning. Further analyses showed that a more cautious behaviour, independently of the age, predicted accident avoidance better than attention allocation. From these results, warning systems for younger and older drivers, especially for those not driving cautious, need to be developed. This idea will be tested in future studies introducing different warning concepts.     

Are novice drivers overconfident? A comparison of self-assessed and examiner-assessed driver competences in a Finnish and Swedish sample

Studies of subjective driving skill have usually assessed perceived driving skill in relation to the skills of the average driver. In order to examine whether novice drivers are overconfident with respect to their actual skills, a different method was used in the present study, where specific aspects of perceived driver competence were compared with assessments made by a driver examiner. A Finnish (n = 2847) and a Swedish (n = 805) sample of driving test candidates completed self-assessments and took a practical driving test; the instruments differed between the countries. The results indicated that about 50 percent of the Finnish and between 25 and 35 percent of the Swedish candidates made realistic assessments of their competence in the areas Vehicle manoeuvring, Economical driving and Traffic safety. The proportion of those who overestimated their competence was greater among the Swedish candidates than the Finnish candidates. This might be explained by greater possibilities of practicing self-assessment in the Finnish driver education. Furthermore, the results indicate that males are not overconfident to a greater extent than females. In conclusion, when perceived competence is related to actual competence instead of the skills of the average driver, the majority of drivers are no longer found to overestimate their skills.     

Quantifying drivers’ comfort-zone and dread-zone boundaries in left turn across path/opposite direction (LTAP/OD) scenarios

The aim of this study is to quantify drivers’ comfort- and dread-zone boundaries in left-turn-across-path/opposite-direction (LTAP/OD) scenarios. These scenarios account for a large fraction of traffic fatalities world-wide. The comfort zone is a dynamic spatiotemporal envelope surrounding the vehicle, within which drivers feel comfortable and safe. The dread zone, a novel concept, describes a zone with a smaller safety margin that drivers will not voluntarily enter, but can push themselves into when conditions provide additional motivation (e.g., when hurried). Quantifying comfort- and dread-zone boundaries in the context of turning left before or after an oncoming vehicle has the potential to inform and improve both the design and driver acceptance of advanced driver assistance systems (ADAS) and autonomous vehicles.Using a within-subject design, a test-track experiment was conducted with drivers turning an instrumented vehicle left across the path of an oncoming vehicle. The oncoming vehicle was a self-propelled full-sized computer-controlled balloon vehicle going straight at a constant speed (50 km/h). The driver assumed full control of the instrumented vehicle approximately 20 m before the intersection and had to make the decision to turn left before or after the oncoming balloon vehicle. There were two experimental conditions, comfortable driving and hurried driving. Measures for each turn included post-encroachment time (PET), lateral acceleration, and self-reports of comfort and risk. Drivers consistently accepted shorter time gaps and higher lateral accelerations when hurried. We interpret these findings to suggest that drivers invoke two dynamic, contextually-defined safety margins. The first is the comfort-zone boundary, a limit which drivers do not voluntarily cross without extra motives. The second is the dread-zone boundary, a more distant limit which drivers do not voluntarily cross even with extra motives. Grouping the responses (high/low) to the driver behavior questionnaire (DBQ) improved the ability to predict the dread-zone boundary PET given the comfort-zone boundary PET.     

The psychosocial purpose of driving and its relationship with the risky driving behaviour of young novice drivers

BackgroundThe overrepresentation of young drivers in road crashes, injuries and fatalities around the world has resulted in a breadth of injury prevention efforts including education, enforcement, engineering, and exposure control. Despite multifaceted intervention, the young driver problem remains a challenge for injury prevention researchers, practitioners and policy-makers. The intractable nature of young driver crash risks suggests that a deeper understanding of their car use – that is, the purpose of their driving – is required to inform the design of more effective young driver countermeasures.AimsThis research examined the driving purpose reported by young drivers, including the relationship with self-reported risky driving behaviours including offences.MethodsYoung drivers with a Learner or Provisional licence participated in three online surveys (N1 = 656, 17–20 years; N2 = 1051, 17–20 years; N3 = 351, 17–21 years) as part of a larger state-wide project in Queensland, Australia.ResultsA driving purpose scale was developed (the PsychoSocial Purpose Driving Scale, PSPDS), revealing that young drivers drove for psychosocial reasons such as for a sense of freedom and to feel independent. Drivers who reported the greatest psychosocial purpose for driving were more likely to be male and to report more risky driving behaviours such as speeding. Drivers who deliberately avoided on-road police presence and reported a prior driving-related offence had significantly greater PSPDS scores, and higher reporting of psychosocial driving purposes was found over time as drivers transitioned from the supervised Learner licence phase to the independent Provisional (intermediate) licence phase.Discussion and conclusionsThe psychosocial needs met by driving suggest that effective intervention to prevent young driver injury requires further consideration of their driving purpose. Enforcement, education, and engineering efforts which consider the psychosocial purpose of the driving are likely to be more efficacious than those which presently do not. Road safety countermeasures could reduce the young driver’s exposure to risk through such mechanisms as encouraging the use of public transport.     

Field study on the behavior of right-turning vehicles in Malaysia and their contribution on the safety of unsignalized intersections

Behavior of right turning vehicles in the context of safety is characterized by their use of turning indicators and compliance with the stop rule. They are influence by the width of the carriageway and the variation in volume on the major road with respect to the traffic moving in the near and far side direction. Other factors affecting the behavior are the speed and spacing between vehicles moving on the major road. Lack of adequate past knowledge on the effect of geometric variation in terms of road width and directional variation in volume on the safety of unsignalized intersections have provided the motivation for this study. This paper focuses on the many factors that affect the behavior of right-turning vehicles resulting into conflicts. A brief account of the unique indigenous maneuver termed as the “Weaving Merging Right Turn” (WMRT) is provided and its effectiveness with respect to conventional right turn is evaluated. Data of 39,016 vehicles collected on 10 sites between January and June 2014 was analyzed. Multiple accidents were observed only on sites which had near side traffic volume greater than far side traffic volume. This result remains consistent with sites having single as well as multiple lanes per direction on the major roads. The number of conflicts for vehicles performing the WMRT was 2.5 times less as compared to the conventional right turn. Moreover WMRT was found to be the maneuver of choice for right turning motorcyclists with 60% of them opting for it over the conventional right turn on intersections having major road width less than 9 m. None of the motorcyclists, which were involved in a traffic conflict, were observed to use their turning indicator. Moreover none of the motorcyclists, which experienced a traffic conflict, were found to comply with the stopping rule at sites with major road width less than 9 m. On sites with major road width greater than 9 m, 45% of motorcyclists, involved in a traffic conflict, complied with the stopping rule as compared to 79% by vehicles other than motorcycles.     

The influence of a pedestrian countdown display on pedestrian behavior at signalized pedestrian crossings

Pedestrian behavior has been a subject of surveys carried out at two signalized pedestrian crossings, in the city of Doboj (BIH, Republic of Srpska). The analysis is made on the basis of video recordings, and includes behavior at pedestrian crossings, in various conditions (two locations, different vehicle flows, with or without a countdown display). The analysis also includes the distribution of illegal crossings (at the pedestrian red light) of different categories of pedestrians (gender, age), before and after the installation of a pedestrian countdown display, at two different pedestrian crossings. The results of the study have shown that a countdown display reduces statistically significantly the total number of violators, regardless of its location and traffic flow. However, this reduction is not the same at various categories of pedestrians (male, female, elderly, young people). The influence of the display has been particularly dominant at the pedestrian crossing located outside the centre of the city, with the smaller intensity of traffic. Children pedestrians do not accept the behavior in accordance with the countdown display in case of a reduced intensity of traffic, at a pedestrian crossing located in the backstreet. A countdown display does not statistically significantly change the distribution form of the number of offences during the red light for pedestrians, regardless of the pedestrian environment. However, there is a statistically significant difference in certain intervals (during the first and last 4 s) in the total distribution, as well as in the categories (female pedestrians, children). A countdown display does not reduce the overall number of “slow” pedestrians, but the impact on certain categories of “slow” pedestrians (gender/children), as well as on pedestrian violators, per age categories, varies depending on the location and traffic flow at an intersection.