Methods to Reduce Traffic Speed in High-Pedestrian Rural Areas

Kamyab, Ali; Andrle, Steve; Kroeger, Dennis; Heyer, David S.

doi:10.3141/1828-04

Cited by 6 publications

(2 citation statements)

References 3 publications

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“…Although the drivers in the Intersection-sign scenario decreased speed earlier, reached lower minimum speeds, had larger deceleration, and approached the intersection with larger speed variations than did the drivers in the Intersection scenario, the differences were not statistically significant, so Hypothesis 2 was not supported. Such results implied that pedestrian warning signs might have reduction effects on overall traffic speed before pedestrian crossings (Kamyab et al, 2003;Gedafa et al, 2014). However, they did not encourage drivers to have lower impact speed behaviors at pedestrian crossings.…”

Section: Speed Behavior At Intersections: Pedestrians Warnings Percementioning

confidence: 93%

“…Warning treatments include traffic signs and pavement markings that give warning messages and ask (or sometimes facilitate) drivers to slow down. For pedestrian-associated warning treatments, placing a yield sign (Cohen's d ¼ 0.25 -1.4 calculated from the published data, 5 of 12 surveyed data sets with large effects; Gedafa, Kaemingk, Mager, Pape, Tupa, & Bohan, 2014) or pedestrian crossing signs (Kamyab, Andrle, Kroeger, & Heyer, 2003) at midblock pedestrian crossings can significantly reduce the overall traffic speed compared to midblock pedestrian crossings without such traffic signs. However, a sign that provided a single-word message ("Slow") failed to lower the overall traffic speed (Kamyab et al, 2003) at midblock pedestrian crossings.…”

Section: Introductionmentioning

confidence: 99%

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Traffic and Environmental Cues and Slow-Down Behaviors in Virtual Driving

Hsu

Chuang

2016

Percept Mot Skills

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This study used a driving simulator to investigate whether the presence of pedestrians and traffic engineering designs that reported to have reduction effects on overall traffic speed at intersections can facilitate drivers adopting lower impact speed behaviors at pedestrian crossings. Twenty-eight men (M age = 39.9 yr., SD = 11.5) with drivers' licenses participated. Nine studied measures were obtained from the speed profiles of each participant. A 14-km virtual road was presented to the participants. It included experimental scenarios of base intersection, pedestrian presence, pedestrian warning sign at intersection and in advance of intersection, and perceptual lane narrowing by hatching lines. Compared to the base intersection, the presence of pedestrians caused drivers to slow down earlier and reach a lower minimum speed before the pedestrian crossing. This speed behavior was not completely evident when adding a pedestrian warning sign at an intersection or having perceptual lane narrowing to the stop line. Additionally, installing pedestrian warning signs in advance of the intersections rather at the intersections was associated with higher impact speeds at pedestrian crossings.

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Section: Speed Behavior At Intersections: Pedestrians Warnings Percementioning

confidence: 93%

Section: Introductionmentioning

confidence: 99%

Traffic and Environmental Cues and Slow-Down Behaviors in Virtual Driving

Hsu

Chuang

2016

Percept Mot Skills

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Effectiveness of road safety interventions: An evidence and gap map

Goel,

Tiwari,

Varghese

et al. 2024

Campbell Systematic Reviews

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BackgroundRoad Traffic injuries (RTI) are among the top ten leading causes of death in the world resulting in 1.35 million deaths every year, about 93% of which occur in low‐ and middle‐income countries (LMICs). Despite several global resolutions to reduce traffic injuries, they have continued to grow in many countries. Many high‐income countries have successfully reduced RTI by using a public health approach and implementing evidence‐based interventions. As many LMICs develop their highway infrastructure, adopting a similar scientific approach towards road safety is crucial. The evidence also needs to be evaluated to assess external validity because measures that have worked in high‐income countries may not translate equally well to other contexts. An evidence gap map for RTI is the first step towards understanding what evidence is available, from where, and the key gaps in knowledge.ObjectivesThe objective of this evidence gap map (EGM) is to identify existing evidence from all effectiveness studies and systematic reviews related to road safety interventions. In addition, the EGM identifies gaps in evidence where new primary studies and systematic reviews could add value. This will help direct future research and discussions based on systematic evidence towards the approaches and interventions which are most effective in the road safety sector. This could enable the generation of evidence for informing policy at global, regional or national levels.Search MethodsThe EGM includes systematic reviews and impact evaluations assessing the effect of interventions for RTI reported in academic databases, organization websites, and grey literature sources. The studies were searched up to December 2019.Selection CriteriaThe interventions were divided into five broad categories: (a) human factors (e.g., enforcement or road user education), (b) road design, infrastructure and traffic control, (c) legal and institutional framework, (d) post‐crash pre‐hospital care, and (e) vehicle factors (except car design for occupant protection) and protective devices. Included studies reported two primary outcomes: fatal crashes and non‐fatal injury crashes; and four intermediate outcomes: change in use of seat belts, change in use of helmets, change in speed, and change in alcohol/drug use. Studies were excluded if they did not report injury or fatality as one of the outcomes.Data Collection and AnalysisThe EGM is presented in the form of a matrix with two primary dimensions: interventions (rows) and outcomes (columns). Additional dimensions are country income groups, region, quality level for systematic reviews, type of study design used (e.g., case‐control), type of road user studied (e.g., pedestrian, cyclists), age groups, and road type. The EGM is available online where the matrix of interventions and outcomes can be filtered by one or more dimensions. The webpage includes a bibliography of the selected studies and titles and abstracts available for preview. Quality appraisal for systematic reviews was conducted using a critical appraisal tool for systematic reviews, AMSTAR 2.Main ResultsThe EGM identified 1859 studies of which 322 were systematic reviews, 7 were protocol studies and 1530 were impact evaluations. Some studies included more than one intervention, outcome, study method, or study region. The studies were distributed among intervention categories as: human factors (n = 771), road design, infrastructure and traffic control (n = 661), legal and institutional framework (n = 424), post‐crash pre‐hospital care (n = 118) and vehicle factors and protective devices (n = 111). Fatal crashes as outcomes were reported in 1414 records and non‐fatal injury crashes in 1252 records. Among the four intermediate outcomes, speed was most commonly reported (n = 298) followed by alcohol (n = 206), use of seatbelts (n = 167), and use of helmets (n = 66). Ninety‐six percent of the studies were reported from high‐income countries (HIC), 4.5% from upper‐middle‐income countries, and only 1.4% from lower‐middle and low‐income countries. There were 25 systematic reviews of high quality, 4 of moderate quality, and 293 of low quality.Authors' ConclusionsThe EGM shows that the distribution of available road safety evidence is skewed across the world. A vast majority of the literature is from HICs. In contrast, only a small fraction of the literature reports on the many LMICs that are fast expanding their road infrastructure, experiencing rapid changes in traffic patterns, and witnessing growth in road injuries. This bias in literature explains why many interventions that are of high importance in the context of LMICs remain poorly studied. Besides, many interventions that have been tested only in HICs may not work equally effectively in LMICs. Another important finding was that a large majority of systematic reviews are of low quality. The scarcity of evidence on many important interventions and lack of good quality evidence‐synthesis have significant implications for future road safety research and practice in LMICs. The EGM presented here will help identify priority areas for researchers, while directing practitioners and policy makers towards proven interventions.

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Comprehensive framework for speed-zone guidelines

Shrestha

2016

Journal of Traffic and Transportation Engineering (English Edit

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Methods to Reduce Traffic Speed in High-Pedestrian Rural Areas

Cited by 6 publications

References 3 publications

Traffic and Environmental Cues and Slow-Down Behaviors in Virtual Driving

Traffic and Environmental Cues and Slow-Down Behaviors in Virtual Driving

Effectiveness of road safety interventions: An evidence and gap map

Comprehensive framework for speed-zone guidelines

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