Crosswalk Markings and the Risk of Pedestrian–Motor Vehicle Collisions in Older Pedestrians

Koepsell, Thomas D.; McCloskey, Laura Ann; Wolf, M.; Moudon, Anne Vernez; Buchner, David M.; Kraus, Jess F.; Patterson, Murray

doi:10.1001/jama.288.17.2136

Cited by 144 publications

(72 citation statements)

References 14 publications

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“…However, it is worth noting that previous studies have also observed negative impacts of marked crosswalks on pedestrian safety, 20,21 at unsignalized and uncontrolled locations (no traffic signals or stop signs), 22,24,25 for older pedestrians 24 and on multi-lane roads with high traffic volumes. 25 This result still highlights the fact that marked crosswalks at major urban intersections need complementary measures, such as appropriate medians and pedestrian signals with exclusive phases (e.g., "All red") to really protect crossing pedestrians.…”

Section: Discussionmentioning

confidence: 94%

“…Some studies have suggested that well-marked crosswalks and pedestrian crossing signs may improve pedestrian or motorist behaviour. 18,19 However, marked crosswalks have been associated with more injured pedestrians, [20][21][22][23] including older people 24 as well as those injured on multi-lane roads with high traffic volumes. 12,25 Major roads have been associated with pedestrian injuries for decades, mainly as a proxy of traffic volume.…”

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confidence: 99%

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Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

Martineau

Archambault

Cloutier

et al. 2015

Can J Public Health

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OBJECTIVES:In urban settings, pedestrian fatalities and injuries are concentrated on major roads. This study aims to describe urban intersections with major roads (arterials and collector roads) and explore the association between intersection characteristics and injured pedestrians. METHODS:From a stratified random sampling in Montréal, Quebec, 512 intersections were selected and their characteristics collected. The number of injured pedestrians from 1999 to 2008 was obtained from ambulance services. Binomial negative regression models (including IRR: incidence rate ratios) were calculated to determine associations between intersection characteristics and injured pedestrians: i) at all intersections; ii) at intersections with multi-lane roads and iii) at signalized intersections with available vehicle and pedestrian counts. RESULTS:Major intersections had more traffic lanes (3.8 vs. 1.7, p < 0.01) and longer pedestrian crossings (18.8 m vs. 12.7 m, p < 0.01) than minor intersections. Bus stops were also more frequent at these intersections (75% vs. 6%, p < 0.01). Overall, each additional traffic lane was associated with a 75% increase in the number of injured pedestrians (IRR = 1.75; 95% confidence interval [CI] = 1.41-2.18). At intersections with multi-lane roads, a fourth branch (IRR = 2.40; 95% CI = 1.53-3.77), vehicles parked within 5 m of the intersection (IRR = 2.40; 95% CI = 1.64-3.51), and marked crosswalks (IRR = 1.79; 95% CI = 1.08-2.95) significantly increased the number of injured pedestrians. Raised medians had no significant protective effect. CONCLUSIONS:The results show that besides traffic and pedestrian volumes, intersection characteristics contribute to pedestrian injuries. The reduction of traffic lanes, parking prohibition near intersections and implementation of appropriate pedestrian refuge areas would improve pedestrian safety.KEY WORDS: Injuries; pedestrian; major roads; intersections; urban health La traduction du résumé se trouve à la fin de l'article.

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Section: Discussionmentioning

confidence: 94%

mentioning

confidence: 99%

Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

Martineau

Archambault

Cloutier

et al. 2015

Can J Public Health

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“…Although evidence exists of reduced effectiveness of specific road design features for older adults, this has not been well studied in children. 65 More rigorous study of these features with further spatial analysis is required to better ascertain the safety effects for children.…”

Section: Comparisons Of Findings To Previous Studiesmentioning

confidence: 99%

Motor Vehicle-Pedestrian Collisions and Walking to School: The Role of the Built Environment

Rothman

Macarthur

et al. 2014

Pediatrics

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WHAT'S KNOWN ON THIS SUBJECT:Many studies have demonstrated that the built environment is related to both collision risk and walking to school. However, little research examines the influence of the built environment on the relationship between walking to school and pedestrian collision risk.WHAT THIS STUDY ADDS: Increased walking was not associated with increased pedestrian collision once the effects of the built environment and socioeconomic status were modeled. Safety was related primarily to the built environment and specifically features related to road crossing. abstract OBJECTIVES: Initiatives to increase active school transportation are popular. However, increased walking to school could increase collision risk. The built environment is related to both pedestrian collision risk and walking to school. We examined the influence of the built environment on walking to school and child pedestrian collisions in Toronto, Canada. METHODS:Police-reported pedestrian collision data from 2002 to 2011 for children ages 4 to 12, proportion of children walking to school, and built environment data were mapped onto school attendance boundaries. Collision rates were calculated by using 2006 census populations and modeled by using negative binomial regression.RESULTS: There were 481 collisions with a mean collision rate of 7.4/ 10 000 children per year. The relationship between walking proportion and collision rate was not statistically significant after adjusting for population density and roadway design variables including multifamily dwelling density, traffic light, traffic calming and 1-way street density, school crossing guard presence, and school socioeconomic status.CONCLUSIONS: Pedestrian collisions are more strongly associated with built environment features than with proportions walking. Road design features were related to higher collision rates and warrant further examination for their safety effects for children. Future policy designed to increase children' s active transportation should be developed from evidence that more clearly addresses child pedestrian safety. Pediatrics 2014;133:776-784

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“…(Koepsell et al, 2002). 91 If the accidents are occurring at lower speeds then vehicle occupant fatalities per accident may not increase but pedestrian deaths per accident will.…”

Section: 54c Estimates Of Pedestrian Fatality Equations -No Seatmentioning

confidence: 99%

Traffic fatalities and economic growth

Kopits

Cropper

2005

Accident Analysis & Prevention

385

100

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This dissertation adds to the current understanding of the socioeconomic determinants of traffic fatality rates by examining the variation in road deaths across countries and over time. Chapter two investigates the relationship between road safety and economic development within an Environmental Kuznets Curve framework. Reduced-form models of fatality risk as a function of per capita income are estimated using panel data for over 80 countries. The results confirm an inverted U-shaped relationship with income, with traffic fatality risk (fatalities per population) beginning to decline at incomes similar to those found for several environmental externalities. The turning point is driven by the rate of decline in fatalities per vehicle as income rises, since motorization rates (vehicles per population), while increasing with income at a decreasing rate, never decline with economic growth. This suggests that road safety improvements accompanying income growth depend on policies that reduce fatalities per vehicle rather than on reducing motorization.Projections suggest that the global road death toll will grow by 66% between 2000 and 2020 if historic trends continue. This number, however, reflects divergent rates of change in different parts of the world.Chapter three focuses on factors underlying the decline in fatalities per distance traveled, i.e., the downward sloping part of the road safety Kuznets curve.Formal models of traffic fatalities are developed for vehicle occupants and pedestrians. Reduced-form approximations to these models are estimated using panel data for over 30 high-income countries over 1964-2002. Estimates suggest that demographic changes and road building contributed to declines in both vehicle occupant and non-occupant fatality rates. In addition, increases in the size of the vehicle fleet, as predicted by theory, have increased occupant deaths while decreasing pedestrian deaths per distance driven.Improvements in medical care also played a role in reducing both fatality rates. The results do not offer evidence of a significant increase in demand for risky driving in response to newer, safer vehicles or seatbelt usage. The extent to which alcohol and increases in the elderly population have detrimental effects on fatality rates is found to be twice as large for pedestrians as for vehicle occupants.

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Crosswalk Markings and the Risk of Pedestrian–Motor Vehicle Collisions in Older Pedestrians

Abstract: Crosswalk markings appear associated with increased risk of pedestrian-motor vehicle collision to older pedestrians at sites where no signal or stop sign is present to halt traffic.

Cited by 144 publications

References 14 publications

Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

Major urban road characteristics and injured pedestrians: A representative survey of intersections in Montréal, Quebec

Motor Vehicle-Pedestrian Collisions and Walking to School: The Role of the Built Environment

Traffic fatalities and economic growth

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