1. Safety benefits of exclusive and concurrent green man traffic signal phasings in Cape Town
Paper by Marion Sinclair and Gladwin Dennysen.
Presented by Louis Roodt.

2. Pedestrian deaths in SA (based on RTMC data 2017)

3. International research
Pedestrians crossing illegally is one of biggest problems in pedestrian deaths worldwide.
Illegal crossing behaviour at intersections increases the risk of collision between vehicle and pedestrian by eight times (King 2009).
Research has also confirmed that pedestrians crossing illegally at signalized intersections occur frequently and that this is one of the most common reasons for vehicle-pedestrian collisions (Wang, Yang et al. 2011). This suggests that preventative measures should be taken to reduce the number of pedestrians who practice unsafe and illegal crossing movements. A study by King et al. (2009) reported that illegal crossing behaviour at intersections increases the risk of collision between vehicle and pedestrian by eight times.

4. Prevalence of illegal crossing
Statistics show that illegal pedestrian crossing accounted for % of all the pedestrian crashes at signalized intersections in New South Wales and Victoria (Austroads, 2000).
In Dublin (2003) a study showed that 35% of all pedestrians entered a signalized crossing illegally.
A similar study found that illegal crossing behaviour and violations by the victim is a leading factor in pedestrian related incidents in Texas, USA (Ashur et al., 2003).

5. Pedestrian behaviour
From Human Factors research we know that pedestrians try to avoid any form of delay or waiting period and cross where it is most convenient (Garder, 1989; Hamed, 2001).

6. Even engineering measures put in place - such have reportedly little to no effect on the illegal crossing behaviour of pedestrians. Reducing illegal pedestrian crossings has to be a priority!
Even engineering measures put in place - such as overpasses and underpasses (Holló et al., 1995) or pedestrian barriers (Kopelias et. al. 2002) – have reportedly little to no effect on the illegal crossing behaviour of pedestrians.

7. Cape Town pedestrian initiatives
Cape Town has recognised that pedestrian crossing behaviour needs to be made safer and has begun a number of initiatives (in the pic is a street performance initiative to raise awareness of pedestrian behaviour).
This study looks at the effectiveness of another initiative, the installation of exclusive green man phase signals at a number of intersections in the CBD.

8. Signal types
Parallel / concurrent phase
Problem
Pedestrian traffic takes same permissions as vehicle traffic.
Turning traffic tends to take right of way, presenting conflict.

9. Signal types Benefit: No conflicts with vehicles = safer. Problem:
Exclusive phase
Pedestrians have dedicated times where NO traffic can move in any direction. Pedestrians can cross at any arm.
Benefit:
No conflicts with vehicles = safer.
Problem:
Longer waiting time for pedestrian phase.

10. Study methodology 1. Observations:
Illegal crossings vs legal crossings
Response to waiting time
2. Conflict study – using videos to identify conflict types and frequencies between pedestrians and vehicles.
3. Survey of pedestrians – to collect opinions and understandings

11. Schematic location of study intersections in Cape Town CBD

12. Location of study intersections in Cape Town CBD

14. Observations: Legal vs Illegal crossings
Intersection
Crossings initiated on green man
Average legal crossing
Flashing red man crossing
Steady red man crossings
Crossings off pedestrian crossing
Average illegal crossing
Off-peak (%)
Peak (%)
Hans Strydom & Long
7.4
16.5
12.0
16.4
11.9
47.1
41.5
29.1
30.1
88.1
Riebeeck & Long
12.9
15.2
14.1
7.6
9.8
66.9
66.6
12.6
8.4
86.0
Strand & Long
29.0
22.5
25.8
18.1
10.7
46.1
56.6
6.8
10.3
74.3
Wales & Bree
15.7
22.3
19.0
6.9
8.0
66.8
57.4
10.6
12.2
81.0
Wales & Buitengracht
24.5
17.4
16.6
18.3
48.3
61.9
9.5
82.6
Riebeeck and Buitengracht
9.6
7.1
20.8
2.2
65.6
79.8
4.0
10.9
91.7
Average
16.1
14.4
10.2
56.8
60.6
12.3
13.6
83.9

15. Observations: Legal vs Illegal crossings
Overall: Only 16.1% pedestrians at these locations crossed legally.
When we add the average number who START crossing on the flashing red man (another 12.2%) the total legal and ‘most likely safe’ are 28.3%.
The vast majority – 60.6% start crossing on SOLID red man.
No noticeable difference based on signal type.

16. Conflicts Exclusive Concurrent Intersection
Intersection
Total number of conflicts at each leg of the intersection
Off-peak
Peak
Exclusive
Hans Strydom & Long
14,8,0,0 = 22
17,14,3,4 = 38
Riebeeck & Long
6,4,3,20 = 33
11,0,10,.7 = 28
Strand & Long
8,22,6,1 = 37
20,9,10,2 = 41
Concurrent
Wales & Bree
1,3,2,2 = 8
2,8,3,4 = 17
Wales & Buitengracht
1,6,2,2 = 11
2,7,5,10 = 24
Riebeeck and Buitengracht
= 22
1,13,1,16 = 31
Slight diff in frequency of conflicts at Strand and long, but not massive.

17. Conflicts
Overall
No noticeable difference in risk taking behaviour between signal types, as pedestrians crossed on red and in front of oncoming traffic in both cases.
The availability of pedestrian refuges – leads to fewer obvious conflicts.

18. Surveys – response to waiting time
% responses at exclusive signals (n/=46)
% responses at concurrent signals (n = 46)
Only experienced a minimal. wait 1% 0%
Wait was considered not long
55%
68%
Wait was considered long
26%
28%
Wait was considered excessively long
18% 4%

19. Surveys – response to waiting time
% responses at exclusive signals (n/=46)
% responses at concurrent signals (n = 46)
Only experienced a minimal. wait 1% 0%
Wait was considered not long
55%
68%
Wait was considered long
26%
28%
Wait was considered excessively long
18% 4%
Only notable difference was that more people found the wait excessively long at exclusive signals.

20. Surveys – understanding of crossing rules
92 pedestrians were asked to explain what the rules of the red man signals were.
Correct rules are:
Green man- Pedestrians are permitted to start crossing.
Flashing Red man– Pedestrians on crossing can carry on at normal pace. No new crossings should start now.
Steady Red man - No pedestrian should cross.

21. Surveys – understanding of crossing rules

22. Conclusions
Almost no differences in behaviour were seen at the 2 signal types, though pedestrians noted more frustration with crossing delays at the exclusive phase. Pedestrians crossed illegally and dangerously at both signal types. There appears to be less potential for conflicts where pedestrian refuges are present. Pedestrians surveyed show poor understanding of crossing rules. Changing crossing behaviour, in light of lack of respect or knowledge of rules, is an enormously difficult task.