Wang Chao, Ye Zhirui, Wang Xinyi, Li Wenting
a Jiangsu Key Laboratory of Urban ITS , Southeast University , Nanjing , China.
b Jiangsu Province Collaborative Innovation Center of Modern Urban Traffic Technologies , Southeast University , Nanjing , China.
Traffic Inj Prev. 2017 Oct 3;18(7):774-779. doi: 10.1080/15389588.2017.1287908. Epub 2017 Feb 16.
The primary objective of this study was to evaluate the effects of different speed-control measures on the safety of unsignalized midblock street crossings.
In China, it is quite difficult to obtain traffic crash and conflict data for pedestrians using such crossings, mainly due to the lack of traffic data management and organizational issues. In light of this, the proposed method did not rely on such data, but considered vehicle speed, which is a leading contributing factor of pedestrian safety at mid blocks. To evaluate the speed reduction effects at different locations, the research team utilized the following methods in this study: (1) testing speed differences-on the basis of the collected data, statistical analysis is conducted to test the speed differences between upstream and crosswalk, upstream and downstream, and downstream and crosswalk; and (2) mean distribution deviation-this value is calculated by taking the difference in cumulative speed distributions for the two different samples just mentioned. In order to better understand the variation of speed reduction effects at different distances from speed-control facilities, data were collected from six types of speed-control measures with a visual range of 60 m.
The results showed that speed humps, transverse rumble strips, and speed bumps were effective in reducing vehicle speeds. Among them speed humps performed the best, with reductions of 21.1% and 20.0% from upstream location (25.01 km/h) and downstream location (24.66 km/h) to pedestrian crosswalk (19.73 km/h), respectively. By contrast, the speed reduction effects were minimal for stop and yield signs, flashing yellow lights, and crossings without treatment.
Consequently, in order to reduce vehicle speeds and improve pedestrian safety at mid blocks, several speed-control measures such as speed humps, speed bumps, and transverse rumble strips are recommended to be deployed in the vicinity of pedestrian crosswalks.
本研究的主要目的是评估不同速度控制措施对无信号灯街区人行横道安全性的影响。
在中国，获取使用此类人行横道的行人交通事故和冲突数据非常困难，主要是由于缺乏交通数据管理和组织问题。鉴于此，所提出的方法不依赖此类数据，而是考虑车速，车速是街区人行横道行人安全的主要促成因素。为了评估不同位置的减速效果，研究团队在本研究中采用了以下方法：（1）测试速度差异——根据收集的数据，进行统计分析以测试上游与人行横道之间、上游与下游之间以及下游与人行横道之间的速度差异；（2）平均分布偏差——该值通过计算上述两个不同样本的累积速度分布差异来得出。为了更好地了解距速度控制设施不同距离处减速效果的变化，从六种可视范围为60米的速度控制措施中收集了数据。
结果表明，减速带、横向振动标线和减速丘在降低车速方面是有效的。其中减速带效果最佳，从上游位置（25.01千米/小时）和下游位置（24.66千米/小时）到人行横道（19.73千米/小时）的车速分别降低了21.1%和20.0%。相比之下，停车让行标志、闪烁黄灯和未处理的交叉路口的减速效果最小。
因此，为了降低车速并提高街区人行横道的行人安全性，建议在人行横道附近部署减速带、减速丘和横向振动标线等几种速度控制措施。
