PURPOSES : This study aims to evaluate the traffic safety by collecting and analyzing vehicle speed and conflict frequency data based on the provision of information to vehicle drivers and crosswalk pedestrians under right-turn conditions. METHODS : Two evaluation scales, namely speed of access and number of conflicts, were used to quantitatively evaluate the effects of the new information provision method. Data on access speed and the number of conflicts according to information provision were collected and compared before and after information provision. RESULTS : Analysis of the pre- and post-spot speed reduction rates revealed an overall reduction rate of 32.6%. The conflict ratio was 81.0% before information provision but increased to 83.3% after information provision. CONCLUSIONS : When LED display information was provided, the effect of decelerating the approaching speed of vehicles in the rightturn torpedo section was statistically significant, but the reduction in the conflict ratio was not. Factors such as intersection status, traffic volume and vehicle speed, affect the approach speed and increase or decrease the number of conflicts. Regardless of whether information is provided, the average compliance rate of the Road Traffic Act when turning right in the channelization area is 16.7%, which is significantly different from the average compliance rate of 48.4% immediately after the Road Traffic Act was revised in July 2022.

PURPOSES :In this study, we analyzed the road crossing behavior of older pedestrians on a mid-block signalized crosswalk, and compared it to that of younger pedestrians. In addition, we analyzed the correlation between accidents involving older pedestrians while crossing roads and their behavioral characteristics. Finally, we confirmed the reasons for an increase in accidents involving older pedestrians.METHODS :First, 30 areas with the highest incidence of accidents involving older pedestrians while crossing roads were selected as target areas for analysis. Next, we measured the start-up delay (the time elapsed from the moment the signal turns green to the moment the pedestrian starts walking) and head movement (the number of head turns during crossing a road) of 900 (450 older and 450 younger) pedestrians. The next step was to conduct a survey and confirm the differences in judgment between older and younger pedestrians about approaching vehicles. Finally, we analyzed the correlation between the survey results and traffic accidents.RESULTS :The average start-up delay and head movement of the older pedestrians was 1.58 seconds and 3.15 times, respectively. A definite correlation was obtained between head movement and the frequency of pedestrian traffic accidents. The results of our survey indicate that 17.3% of the older pedestrians and 7.8% of the younger pedestrians have a high crash risk.CONCLUSIONS :Behavioral characteristics of older pedestrians were closely correlated with accidents involving older pedestrians while crossing roads in mid-block signalized crosswalks. Our study indicates that in order to reduce the number of accidents involving older pedestrians, it is necessary to develop an improvement plan including measures such as installation of safety facilities taking the behavioral characteristics of older pedestrians into consideration and their safety education.

An investigation was conducted to evaluate both the time required and the time allowed for persons to cross streets. Currently, the local municipality uses a standardized formula to determine the time allotted for 'WALK' signals to function allowing pedestrian traffic to cross thoroughfares. The formula to determine the 'Theoretical Time(in seconds)' is the width of the street(in meter) divided by 1.2m/s. The basis of the denominator is 'normal' walking speed. Initially, 3 locations were chosen to evaluate the time between the appearance of the 'WALK' signal and the appearance of the 'DON'T WALK'. The interval between the two signals was assumed to allow a person to begin crossing the street at the appearance of the 'WALK' signal and terminate their crossing at the appearance of the 'DON'T WALK' signal. Of the 3 locations, 2 locations(elementary?middle schools and general hospital areas), the duration of the 'WALK' signal were not properly set and therefore need more time for those who use these cross walks. Specific details regarding the crossing locations and validity of the standardized formula were also presented and discussed.