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Modern Urban Transport Infrastructure Solutions to Improve the Safety of Children as Pedestrians and Cyclists

Modern Urban Transport Infrastructure Solutions to Improve the Safety of Children as Pedestrians... infrastructures Article Modern Urban Transport Infrastructure Solutions to Improve the Safety of Children as Pedestrians and Cyclists Maria Ciesla ´ Department of Transport Systems, Traffic Engineering and Logistics, Faculty of Transport and Aviation Engineering, Silesian University of Technology, 8 Krasinskiego St., 40-019 Katowice, Poland; maria.ciesla@polsl.pl Abstract: This article presents the issues and needs for modern solutions in building urban infrastruc- ture, based on the smart city idea to improve the living standards of residents. Particular attention is paid to one of the most important aspects of life, related to road safety of children as pedestrians and cyclists. Pedestrian sidewalks and bicycle paths with high pedestrian traffic are classified as dangerous areas in many countries. More than 3% of the injuries and fatalities among pedestrian road users that are victims of accidents occur due to crossing the road. Therefore, it is necessary to apply various technical infrastructure solutions to improve the safety of this group of inhabitants. The scientific purpose of this article is the assessment of the safety level of children in pedestrian and bicycle traffic and the analysis of road solutions supporting the maintenance of high-level city safety. The research was based on the analysis of statistical data of accidents and the diagnostic survey method determining the safety of the inhabitants of southern Poland. As a result, an analysis of the level of child safety in urban traffic was developed, as well as key factors affecting the levels of road safety, based on the opinions of respondents. Potential places with the greatest risk of collision with minors have also been identified. There are also proposals for infrastructure solutions aimed at Citation: Ciesla, ´ M. Modern Urban minimising accident risk levels in designated areas. Transport Infrastructure Solutions to Improve the Safety of Children as Keywords: child pedestrian safety; child cyclist safety; infrastructure modern solutions; road safety Pedestrians and Cyclists. Infrastructures 2021, 6, 102. https:// doi.org/10.3390/infrastructures607 1. Introduction Academic Editors: Isam Shahrour The enormous development of the automotive industry has been accompanied by and Pedro Arias-Sánchez many legal, technical, organisational and socio-economic problems. On the other hand, the increase in the number of passenger cars in cities is related to the increase in the number of Received: 30 May 2021 road accidents, which has motivated many scientists and engineers to search for innovative Accepted: 5 July 2021 solutions aimed at increasing the level of road safety. Published: 9 July 2021 The issue raised in this article is relevant and important for several reasons. First, it concerns the significant problem of road transport safety. According to a WHO report, Publisher’s Note: MDPI stays neutral approximately 1.35 million people die each year because of road traffic accidents. Road with regard to jurisdictional claims in traffic injuries are the leading cause of death for children and young adults aged 5–29 years, published maps and institutional affil- and unsafe road infrastructure is listed as one of the key risk factors. iations. Secondly, the article refers to the real problem of preparing minors to participate safely in road traffic, which is the responsibility of adults and should be a social investment. The complexity of this issue is even more difficult as the physiognomy of children and adolescents is complicated. Children perceive traffic in a completely different way than Copyright: © 2021 by the author. adults, mainly due to a lack of ability to apply knowledge about road safety in practice or Licensee MDPI, Basel, Switzerland. proper assessment of the behaviour of other road users, worse concentration and smaller This article is an open access article height. distributed under the terms and In general: conditions of the Creative Commons 0–6-year-old children are not yet aware of the dangers that await them. For the most Attribution (CC BY) license (https:// part, they cannot even judge whether a car is moving or not. They have big problems creativecommons.org/licenses/by/ 4.0/). Infrastructures 2021, 6, 102. https://doi.org/10.3390/infrastructures6070102 https://www.mdpi.com/journal/infrastructures Infrastructures 2021, 6, 102 2 of 17 with divisibility of attention. When they must focus on several things at once, they stop paying attention to traffic. 7–14-year-old children are better at road traffic and can realistically estimate the risk. As a result, they are less likely to create dangerous situations. In this age range, the perception of sounds is fully developed, and the field of view is also increasing. From the age of 11, they have a relatively good spatial orientation. Therefore, people under the age of 14 are much safer in road traffic than the previous group but still react slightly slower than adults. 15–18-year-old youth are the least endangered group of road users, but they create a lot of collisions in bicycle and motor traffic. They can assess traffic situations more realistically than the previous groups but often ignore dangers and try, for example, to run across the road in front of a moving car. Due to the behaviour of individual groups, it is so important that parents and other adult road users pay special attention to children and, where possible, the use of infrastruc- ture solutions to protect them. Thirdly, the conducted research concerns modern infrastructure solutions supporting the visibility of short people and increasing their safety. Pedestrian sidewalks and bicycle paths with high pedestrian traffic are classified as dangerous areas and it is important to improve them. The scientific purpose of this article is the analysis of the safety level of children in pedestrian and bicycle traffic in Poland and multi-criteria evaluation of road solutions supporting the maintenance of high-level city safety. The paper is organised as follows. Section 2 includes a review of the literature on the aspects raised in the article. The problem is discussed with particular emphasis on child pedestrian and cyclist behaviour, especially at crossings, and the impact of it on safety. Section 3 describes the research approach and indicates the applied methods. Section 4 includes an essential part of the article related to the analysis of child safety on roads in Poland, conducted with statistical data analysis of road accidents and a survey of road users on the safety of children and young people. Section 5 presents road infrastructure improvements used for accident prevention. Three groups of infrastructural solutions are shown: increasing the safety of children at school crossings, improving visibility of pedestrian crossings and bicycle pathways and more advanced installations. Final part is devoted to the discussion of the results and conclusions. The overall objective of the paper is to present the possibilities of using different solutions in road infrastructure for improving people’s road safety indicators. 2. Literature Review In order to carry out research analysis related to the purpose of the article, at the beginning, it is necessary to explain the basic issues of road safety and the behaviour of its participants. Road users can be categorised as car, van, lorry, bus and other vehicle drivers, motorcyclists, pedestrians and cyclists. The article focuses on a special group of cyclists and pedestrians (children and underage youths), for whom adult guardians are responsible. Many studies concern the precise behaviour of pedestrians in road traffic, which, as noted in [1], always concerns the dilemma between safety and convenience. Irrational decisions regarding the behaviour of people on the border of risk are presented in [2], indicating that time saving was the main reason for incorrect behaviour. In [3], researchers showed that most pedestrians cross the road during their first attempt and use the shortest path to cross, even if it is a high-speed, six-lane, divided arterial road that runs through a high-density urban area. Additionally, in the analysed age group, the importance of using city bikes in an urban area [4,5] was taken into consideration as well as additional risk factors that need to be addressed [6,7]. The study in [8] tried to understand the preferences of pedestrians towards using different types of road crossing facilities, in terms of pedestrian willingness to walk to access Infrastructures 2021, 6, 102 3 of 17 them. The preference for a particular facility (e.g., straight or staggered signalised crossing, footbridge, underpass) sometimes depends on non-obvious and individual factors, such as habit [9], aesthetics, hygiene aspects [10] and others. Age, gender, physical disabilities [11], whether they were carrying baggage and luggage, as well as their crossing patterns, were examined on pedestrian flow characteristics such as crossing speed and waiting time [12,13]. As claimed in [14], the problems always involve interpenetrating vehicular and pedestrian streams, the consequences of which include variable parameters of vehicle queues emerging in pedestrian crossing-affected areas, delay, difficulties crossing the road by pedestrians, etc. The review of the literature on pedestrian crossing and cyclist behaviour shows a wide variety of methods, including self-completed questionnaires [15], personal interviews [16], experiments [17], pedestrian tracking [18], GIS analysis [19], simulations [20], video-based stated preference surveys [21], videotaped observations [22,23] and revealed preference analysis [24]. Most studies found that long waiting times and elements that decrease safety, accessibility and personal security influence road crossing behaviour, route choice and the propensity to walk. The resulting values of movement speed can be useful during the spatio-temporal analysis carried out by forensic experts into the opinions on road accidents occurring, involving underage pedestrians [25]. Another group of studies are concentrated on the construction of pedestrian crossings. The authors of [26] indicated that there is strong evidence for the positive effect of road measures (traffic lights [27], roundabouts [28–30] and refuge islands), especially on the number of pedestrian-related accidents. Crossings equipped with flashing yellow lights, refuge islands and traffic lights required much more appropriate behaviour from car drivers. The analysis results in [31,32] showed that using pedestrian countdown timers during the Red Man phase led to more violations and running behaviour in children. Risk-taking behaviours listed in [33] related to crossing by riding, with a high probability of crossing on red and of not checking traffic prior to crossing at an un-signalised crosswalk, which was higher for children riding an electric bicycle or kick-scooter. Numerous analyses of the safety condition [34] confirmed that infrastructure elements support children crossing at a crosswalk, the behaviours of which are even more dangerous when walking without the interference of the observers [35]. The unsafe behaviours observed are usually: not stopping at the curb, not looking before crossing, attempting to cross when a car is nearing and running across the road. According to [36], boys may be at greater risk than girls, at least for some age groups. Research in [37] was aimed at studying the effect of roadside distractions (noise, cell phones [38]) on pedestrian road crossing behaviour, focusing on elementary school-aged children, who are less capable of making a safe road crossing decision and are more vulnerable to the effect of distractions. Taking these results into account, additional infrastructure elements for pedestrian crossings (such as protective barriers) may help to avoid a dangerous situation. What is more surprising, according to research, is that children accompanied by an adult committed even more unsafe practices. From these children, more unsafe behaviours were committed amongst those not holding hands with the adult [39]. In [40], researchers proved that children’s acts are influenced by adults and children rely on their parents. Previous research on the topic allows us to draw conclusions that children’s crossing behaviour should be considered when people plan and design the crossing facilities that children may use. The risk-taking attitude of young road users should be considered in the development of injury prevention programmes focusing on child and parent education and training, and by adapting the infrastructure of urban environments to better meet their needs. 3. Materials and Methods The research was conducted in four stages. The initial stage concentrated on the literature and documents (legal acts, educational programmes) review. As a result, the Infrastructures 2021, 6, 102 4 of 17 assumptions and objectives of road safety were developed. Additionally, the basic areas of problems related to this research area and applied improvement methods were defined. The next stage was focused on the statistical data analysis among children as pedestri- ans and cyclists’ safety in Poland, with an emphasis on the causes of accidents resulting from road hazards. This section uses official statistical data, mainly from police data for 2019, considering such information as: the time and place of road accidents, their types, causes, perpetrators and victims of accidents and, in particular, the issues of the safety of pedestrians and other vulnerable traffic participants. Part of the data was also obtained from a special database that maintains the system of recording accidents and collisions in Poland. The search engine is a non-commercial website that allows the search for collisions and road accidents in Poland, and its database uses the data of the Accident and Collision Record System provided by the Police Headquarters in Warsaw. The analysis focused only on road accidents, which, as in other European countries, are classified as incidents involving people. Subsequently, a diagnostic survey method was conducted, to determine the opinions of all road users on the safety of children and adolescents on the road and examine the level of satisfaction of respondents with pavements and bicycle routes in southern Poland. It was based on 7 questions with 217 respondents. The final stage was based on survey results, which made it possible to indicate various infrastructure solutions used to increase the safety of road users, with particular emphasis on children. Further conclusions related to usability of the solutions to improve the safety of children as pedestrians and cyclists among modern urban transport infrastructure were drawn. Additionally, a multi-criteria assessment of infrastructural solutions increasing children’s road safety leading to the ranking of the improvements was prepared. 4. Safety of Children as Pedestrians and Cyclists in Poland The analysis of child safety on roads in Poland was conducted with statistical data analysis of road accidents for the collection of quantitative data. Additionally, a survey on the opinions of road users on the safety of children and young people on the road was prepared, to complete the research with qualitative data. 4.1. Road Accident Statistics Analysis Every day in the European Union, an average of thirty children (0–14 years old) are seriously injured, and every other day, three die in road accidents. During the decade 2009–2018, nearly 7000 children died because of injuries sustained in road accidents across the EU. The safety of children in road traffic has significantly improved in almost all countries of the European Union. This does not change the fact that, in 2018, about 530 children were killed on EU roads [41], and nearly 92,200 were injured, of which about 11,200 were seriously injured. Between 2009 and 2018, the number of child deaths from road accidents decreased by 44% in the EU, while at the same time, the number of fatalities for the rest of the population decreased by only 28%. In Poland, the decline was 56% for child fatalities and 37% for the rest of society, respectively. Thus, Poland recorded a faster improvement in the safety of the youngest road users than many EU countries. In the decade 2010–2019, there were nearly 350,000 road accidents in Poland, almost 15% of which were accidents involving children and adolescents: 32,800 people died in these accidents, including nearly 1600 children and adolescents, i.e., this group accounted for 5% of all deaths. While the total number of fatalities decreased by 26% between 2010 and 2019 (see Figure 1), this decline reached 50% for children and adolescents. The share of the number of child deaths in road accidents decreased from 6% of the total in 2010 to 4% in 2019. The analysis of data on accident victims shows that the age structure of fatalities has changed over the past decade. In 2010, children aged 0–14 accounted for 48% of those road users killed in the age group 0–17, and the remaining 52% were victims among adolescents Infrastructures 2021, 6, 102 5 of 18 for 5% of all deaths. While the total number of fatalities decreased by 26% between 2010 and 2019 (see Figure 1), this decline reached 50% for children and adolescents. The share of the number of child deaths in road accidents decreased from 6% of the total in 2010 to 4% in 2019. The analysis of data on accident victims shows that the age structure of fatal- ities has changed over the past decade. In 2010, children aged 0–14 accounted for 48% of those road users killed in the age group 0–17, and the remaining 52% were victims among adolescents aged 15–17. However, in 2019, these proportions changed and amounted to 58% of deaths among children and 42% of deaths among adolescents. In 2019, 6077 accidents with 64% of fatalities occurred in urban areas, and 644 acci- dents with 36% fatalities occurred in undeveloped areas of Poland. Further statistical anal- Infrastructures 2021, 6, 102 ysis on the safety of children was carried out without the division into the road environ- 5 of 17 ment of the accident. The number of accidents in the southern part of Poland that took place in 2019, mainly in the Silesian Voivodeship, was very high and amounted to 9.8% of over 30,000 accidents. The death rate per 100 accidents was 6.7, which was quite low compared to aged 15–17. However, in 2019, these proportions changed and amounted to 58% of deaths other regions. The indicator of the number of injured per 100 accidents was 120.1, the sec- among children and 42% of deaths among adolescents. ond highest in Poland, after the Mazovian Voivodeship. 102 89 90 80 70 72 68 500 56 57 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Accidents Injured Fatalities Figure 1. Road accidents involving children aged 0–14 in 2010–2019 in Poland. Figure 1. Road accidents involving children aged 0–14 in 2010–2019 in Poland. Th Ine 2019, analys 6077 is of accidents data on road with accident 64%sof in fatalities Poland sho occurr ws that ed chi in ldre urban n (0–14 ar eas, years and old) 644 accidents and adolescents (15–17 years old) are the least endangered groups of road users. with 36% fatalities occurred in undeveloped areas of Poland. Further statistical analysis on The growing independence of children, resulting from their development, means the safety of children was carried out without the division into the road environment of that, as they grow up, this risk increases significantly, and they become more and more the accident. exposed to participation in road accidents. The number of accidents in the southern part of Poland that took place in 2019, mainly The greatest number of accidents involving children and adolescents takes place: in the Silesian Voivodeship, was very high and amounted to 9.8% of over 30,000 accidents. • In the summer months, especially in June, see Figure 2. The death rate per 100 accidents was 6.7, which was quite low compared to other regions. • In the morning and early afternoon on the way to and from school. The indicator of the number of injured per 100 accidents was 120.1, the second highest in • On Fridays, in terms of the number of accidents, while on Saturdays and Wednes- Poland, daysafter , the hthe ighest numb Mazovian er of de Voivodeship. aths among children were recorded, see Figure 3. The analysis of data on road accidents in Poland shows that children (0–14 years old) and adolescents (15–17 years old) are the least endangered groups of road users. The growing independence of children, resulting from their development, means that, as they grow up, this risk increases significantly, and they become more and more exposed to participation in road accidents. The greatest number of accidents involving children and adolescents takes place: In the summer months, especially in June, see Figure 2. In the morning and early afternoon on the way to and from school. On Fridays, in terms of the number of accidents, while on Saturdays and Wednesdays, Infrastructures 2021, 6, 102 6 of 18 the highest number of deaths among children were recorded, see Figure 3. 160 160 120 120 7 6 8 6 4 3 3 1 1 1 Accidents Fatalities Figure 2. Road accidents involving children aged 0–14 in 2019 in Poland. Figure 2. Road accidents involving children aged 0–14 in 2019 in Poland. 450 424 361 361 11 12 11 12 8 8 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Accidents Injured Fatalities Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. The vast majority of all victims among children aged 0–6 were vehicle passengers (as much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves that the youngest are exposed to the risk of losing their life or health primarily due to the mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities were among the drivers and the injured among the passengers. As shown in Figure 4, for the older age group, the level of accidents involving drivers, most often bicycles, increases. 2621 Infrastructures 2021, 6, 102 6 of 18 160 160 120 120 50 18 7 6 6 4 3 3 1 1 1 Accidents Fatalities Infrastructures 2021, 6, 102 6 of 17 Figure 2. Road accidents involving children aged 0–14 in 2019 in Poland. 450 424 361 361 348 346 11 12 11 12 8 8 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Accidents Injured Fatalities Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. The vast majority of all victims among children aged 0–6 were vehicle passengers (as The vast majority of all victims among children aged 0–6 were vehicle passengers (as much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves that the youngest are exposed to the risk of losing their life or health primarily due to the that the youngest are exposed to the risk of losing their life or health primarily due to the mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities Infrastructures 2021, 6, 102 7 of 18 were among the drivers and the injured among the passengers. As shown in Figure 4, for were among the drivers and the injured among the passengers. As shown in Figure 4, for the older age group, the level of accidents involving drivers, most often bicycles, increases. the older age group, the level of accidents involving drivers, most often bicycles, increases. 583 583 200 141 139 17 14 Pedestrian Passenger Driver Pedestrian Passenger Driver 0–6 years 7–14 years Accidents Injured Figure 4. Road accidents by age group and role in 2019 in Poland. Figure 4. Road accidents by age group and role in 2019 in Poland The greatest number of killed and injured children and adolescents is in the group of carTh passengers, e greatest numb followed er of by killed pedestrians, and injure see d child Table ren 1. an Based d ado on lesthe centdata s is in [42 th]e for gro 2019, up of 7005 car pa accidents ssengers, involved followed pedestrians. by pedestrians Unfortunately , see Table 1 , .16% Base occurr d on th ed e data in the [42 0–17 ] for age 2019 gr ,oup. 7005 V acci ictims dent constituted s involved 3% pedestr and t ia he nsinjur . Unfo edrtu 17.3% nately of, all 16% incidents occurred concerning in the 0–17 the ag analysed e group. age Vic- group. Among 1626 accidents involving cyclists in the analysed age group, there were tims constituted 3% and the injured 17.3% of all incidents concerning the analysed age 21.5% of events, including 9% fatalities and 22.2% children injured. group. Among 1626 accidents involving cyclists in the analysed age group, there were 21.5% of events, including 9% fatalities and 22.2% children injured. Table 1. Road accidents with children as pedestrians and cyclists in 2019 in Poland. Pedestrians Cyclists Group Accidents Fatalities Injured Accidents Fatalities Injured 0–6 years 143 4 139 10 0 11 7–14 years 594 11 583 244 7 241 15–17 years 383 9 374 96 5 93 Total 1120 24 1096 350 12 345 Among the factors that have a decisive influence on road safety, in first place is the person. It is the behaviour of particular groups of road users that generally influences the occurrence of road accidents. Other factors, including infrastructural ones, were much less important. In 2019, most accidents in Poland were caused by the fault of: • Drivers (87.6%), due to: failure to give way at a right of way (27.3%), failure to adjust speed to traffic conditions (23.6%), failure to give way to pedestrians at a pedestrian crossing (11.0%), failure to give way to pedestrians in other circumstances (1.5%), in- correct crossing of bicycles (1.0%), failure to give way to a pedestrian when turning into a crossroad (0.8%) and overtaking a vehicle before a pedestrian crossing (0.2%). Of all drivers, 6.1% were cyclists. • Pedestrians (6.2%), mainly due to: entering the road directly in front of a moving ve- hicle (50.1%), crossing the road in a prohibited place (11.6%), entering the road from behind a vehicle, obstacles (10.7%) and entering the road at a red road light (8.2%). • Passengers (0.4%). • Complicity (1.0%). • Other causes (4.8%), for example related to the technical malfunction of the vehicle (lack of tyres, lighting, faults in the braking or steering system), objects and animals on the road and related to the poor condition of the road or traffic organisation. Infrastructures 2021, 6, 102 7 of 17 Table 1. Road accidents with children as pedestrians and cyclists in 2019 in Poland. Pedestrians Cyclists Group Accidents Fatalities Injured Accidents Fatalities Injured 0–6 years 143 4 139 10 0 11 7–14 years 594 11 583 244 7 241 15–17 years 383 9 374 96 5 93 Total 1120 24 1096 350 12 345 Among the factors that have a decisive influence on road safety, in first place is the person. It is the behaviour of particular groups of road users that generally influences the occurrence of road accidents. Other factors, including infrastructural ones, were much less important. In 2019, most accidents in Poland were caused by the fault of: Drivers (87.6%), due to: failure to give way at a right of way (27.3%), failure to adjust speed to traffic conditions (23.6%), failure to give way to pedestrians at a pedestrian crossing (11.0%), failure to give way to pedestrians in other circumstances (1.5%), incorrect crossing of bicycles (1.0%), failure to give way to a pedestrian when turning into a crossroad (0.8%) and overtaking a vehicle before a pedestrian crossing (0.2%). Of all drivers, 6.1% were cyclists. Pedestrians (6.2%), mainly due to: entering the road directly in front of a moving vehicle (50.1%), crossing the road in a prohibited place (11.6%), entering the road from behind a vehicle, obstacles (10.7%) and entering the road at a red road light (8.2%). Passengers (0.4%). Complicity (1.0%). Other causes (4.8%), for example related to the technical malfunction of the vehicle Infrastructures 2021, 6, 102 8 of 18 (lack of tyres, lighting, faults in the braking or steering system), objects and animals on the road and related to the poor condition of the road or traffic organisation. Although most of the accidents occurred in urban areas in 2019, more people died Although most of the accidents occurred in urban areas in 2019, more people died because of accidents in non-built-up areas (one in five accidents, and one in eighteen because of accidents in non-built-up areas (one in five accidents, and one in eighteen in in built-up areas). It is very important to analyse the place where the accidents occur built-up areas). It is very important to analyse the place where the accidents occur (Figure (Figure 5) since it may be a potential place of necessity to modernise the road infrastructure. 5) since it may be a potential place of necessity to modernise the road infrastructure. Most Most accidents (73.8%) take place on the road, but many also belong to other infrastructure accidents (73.8%) take place on the road, but many also belong to other infrastructure places of public use. places of public use. Figure Figure 5.5. Road Road acc accidents idents in 20 in 2019 19 in in Poland Poland by by plac place e of of their their occurr occurr ence. ence. The report [43] also refers to the statistics for 2020. An important factor in road safety The report [43] also refers to the statistics for 2020. An important factor in road safety in 2020 was undoubtedly the coronavirus. COVID-19, despite all its negative effects around in 2020 was undoubtedly the coronavirus. COVID-19, despite all its negative effects the world, has brought with it an unexpected, significant decrease in the number of road around the world, has brought with it an unexpected, significant decrease in the number fatalities in countries where forced isolation has been introduced. of road fatalities in countries where forced isolation has been introduced. 4.2. Road Safety Survey Analysis The survey was aimed at verifying the opinion of road users regarding the safety of children and young people on the road and examining the level of satisfaction of respond- ents with pavements and bicycle paths in their living area. Initially, the research was car- ried out with the use of social media [44], but it was later extended. The research was conducted in the period from May to December 2020 with 217 respondents, located in the southern part of Poland, which is characterised by the highly urbanised area of Silesian Metropolis. The structure of the research sample included 71% women and 29% men, who ex- pressed opinions on children and their safety. The most numerous group (52%) were peo- ple aged 18–30, 19% of the people were aged 31–45, 16% were over 45 and the least nu- merous (13%) were people under 18. In the survey, 199 people out of all respondents admitted that they have minors in their families, broken down as in Figure 6. According to the Central Statistical Office in Poland, out of 38.38 million inhabitants, there are approximately 9.6 million children, of whom people aged from 0 to 6 years old comprise 2.7 million, and 6.9 million minors are from 7 to 17 years old, i.e., 18% of the population of Poland [45]. In the first and largest group, 36.9% of the respondents have children aged 0–6 in their family. It is worth em- phasising the additional responsibility of adults resulting from Polish law, which states that a child under the age of 7 may use the road only under the care of a person who has reached the age of 10 [46]. The second group of respondents (34.1%) indicated that they have young people aged 15–17 in their families. Children aged 7 to 14 live in families of 29.0% of the respondents. Infrastructures 2021, 6, 102 8 of 17 4.2. Road Safety Survey Analysis The survey was aimed at verifying the opinion of road users regarding the safety of children and young people on the road and examining the level of satisfaction of respondents with pavements and bicycle paths in their living area. Initially, the research was carried out with the use of social media [44], but it was later extended. The research was conducted in the period from May to December 2020 with 217 respondents, located in the southern part of Poland, which is characterised by the highly urbanised area of Silesian Metropolis. The structure of the research sample included 71% women and 29% men, who ex- pressed opinions on children and their safety. The most numerous group (52%) were people aged 18–30, 19% of the people were aged 31–45, 16% were over 45 and the least numerous (13%) were people under 18. In the survey, 199 people out of all respondents admitted that they have minors in their families, broken down as in Figure 6. According to the Central Statistical Office in Poland, out of 38.38 million inhabitants, there are approximately 9.6 million children, of whom people aged from 0 to 6 years old comprise 2.7 million, and 6.9 million minors are from 7 to 17 years old, i.e., 18% of the population of Poland [45]. In the first and largest group, 36.9% of the respondents have children aged 0–6 in their family. It is worth emphasising the additional responsibility of adults resulting from Polish law, which states that a child under the age of 7 may use the road only under the care of a person who has reached the age of 10 [46]. The second group of respondents (34.1%) indicated that they have young Infrastructures 2021, 6, 102 9 of 18 people aged 15–17 in their families. Children aged 7 to 14 live in families of 29.0% of the respondents. 0–6 years 7–14 years 15–18 years Figure 6. The number of individual age groups of children and adolescents in the respondents’ families. Figure 6. The number of individual age groups of children and adolescents in the respondents’ fam- ilies. Another survey question concerned the share of respondents in road traffic. The largest group of people represents car drivers (118 people). The next largest group are Another survey question concerned the share of respondents in road traffic. The larg- pedestrians—81 people, which constitute 38% of the total. Only 8% of the respondents est group of people represents car drivers (118 people). The next largest group are pedes- most often participate in road traffic as cyclists (18 people). It should also be noted that trians—81 people, which constitute 38% of the total. Only 8% of the respondents most the greatest number of people who marked this answer were under 18 years of age. The often participate in road traffic as cyclists (18 people). It should also be noted that the next question sounded quite controversial, but the results of the interviewees’ opinions greatest number of people who marked this answer were under 18 years of age. The next are even more shocking: 179 people think that children are often the perpetrators of road question sounded quite controversial, but the results of the interviewees’ opinions are accidents, and only 38 think the opposite. This is clearly an erroneous opinion in the light even more shocking: 179 people think that children are often the perpetrators of road ac- of the statistics presented above, in which the group of the most frequent perpetrators of cidents, and only 38 think the opposite. This is clearly an erroneous opinion in the light of road accidents are people over 60 years of age and not children and adolescents. the statistics presented above, in which the group of the most frequent perpetrators of road accidents are people over 60 years of age and not children and adolescents. Another question in the survey concerned the place where road accidents caused by minors most often occur (see Figure 7). The vast majority indicated pedestrian crossings as most dangerous and roads that predominate in official statistics. Much fewer people consider sidewalks and bicycle paths to be dangerous places. It can therefore be concluded that the respondents intuitively indicated the most dangerous places, not disregarding official statistics, which may also be influenced by information about accidents communi- cated to the public by the mass media. The respondents are aware that minors are often the perpetrators of accidents not only on the road and at pedestrian crossings, but also on sidewalks and bicycle paths. Number of respondents Infrastructures 2021, 6, 102 9 of 17 Another question in the survey concerned the place where road accidents caused by minors most often occur (see Figure 7). The vast majority indicated pedestrian crossings as most dangerous and roads that predominate in official statistics. Much fewer people consider sidewalks and bicycle paths to be dangerous places. It can therefore be concluded that the respondents intuitively indicated the most dangerous places, not disregarding official statistics, which may also be influenced by information about accidents communi- cated to the public by the mass media. The respondents are aware that minors are often Infrastructures 2021, 6, 102 10 of 18 the perpetrators of accidents not only on the road and at pedestrian crossings, but also on sidewalks and bicycle paths. roadway sidewalk bicycle path pedestrian crossing 0 20 40 60 80 100 Number of respondents Figure 7. Place of the occurrence of road accidents according to the respondents. Figure 7. Place of the occurrence of road accidents according to the respondents. In the next part of the study, questions were asked about the elements of road infras- tructur In e th and e next their part impact of thon e study, the residents’ question sense s were of as safety ked abo . Unfortunately ut the element , as many s of road as 77% infra of - struct the resp ure ondents and their believe impact that on ther the eres is ident not enough s’ sense pr of otective safety. equipment Unfortunately, in the as locality many as wher 77% e they live (e.g., protective barriers at sidewalks, additional signage at schools, hospitals, of the respondents believe that there is not enough protective equipment in the locality where etc.). Another they live question (e.g., pro concerned tective barr the iers assessment at sidewalk ofsthe , add quality itional of sign sidewalks age at schoo and ls bicycle , hos- paths. The majority of respondents (129 people) believe that the level of satisfaction with pitals, etc.). Another question concerned the assessment of the quality of sidewalks and the quality of road infrastructure is low. Apart from pedestrians, the right to use sidewalks bicycle paths. The majority of respondents (129 people) believe that the level of satisfac- and pedestrian paths is also allowed for: tion with the quality of road infrastructure is low. Apart from pedestrians, the right to use sidewalks and pedestrian paths is also allowed for: People in a wheelchair, People pushing a bicycle, moped, motorcycle and electric scooter, • People in a wheelchair, People pushing a pram, • People pushing a bicycle, moped, motorcycle and electric scooter, Children up to 10 years of age on a bicycle, under the supervision of an adult. • People pushing a pram, • C In hil addition, dren up t ito 10 should year be s onoted f age o that, n a bicy in special cle, under situations, the superv a cyclist ision may of an adu also be lt. on the pavement, but they must give way to pedestrians. In addition, it should be noted that, in special situations, a cyclist may also be on the The last part of the questionnaire requested suggestions for improving safety in places pavement, but they must give way to pedestrians. where children are most at risk. It was possible to select multiple answers and submit The last part of the questionnaire requested suggestions for improving safety in your own ideas. As can be seen in Figure 8, the majority of 58% believe that infrastructure places where children are most at risk. It was possible to select multiple answers and sub- should be repaired or modernised, for example: adjusted in terms of width, and removing mit your own ideas. As can be seen in Figure 8, the majority of 58% believe that infrastruc- dangerous objects (poles, road signs or advertisements). Some 37% of respondents believe ture should be repaired or modernised, for example: adjusted in terms of width, and re- that sidewalks and bicycle paths should be developed. In the suggestions, which were moving dangerous objects (poles, road signs or advertisements). Some 37% of respond- supplemented by 11 participants in the study, the most frequently mentioned solutions in ents believe that sidewalks and bicycle paths should be developed. In the suggestions, the field of road repair indicated the elimination of defects in the road and ruts. According which were supplemented by 11 participants in the study, the most frequently mentioned to the indications, the problem is also the numerous manholes in residential areas, which solutions in the field of road repair indicated the elimination of defects in the road and are often below the road level and cause trouble for drivers. The last suggestion was ruts. According to the indications, the problem is also the numerous manholes in residen- to increase educational campaigns promoting the correct behaviour of children on the tial areas, which are often below the road level and cause trouble for drivers. The last suggestion was to increase educational campaigns promoting the correct behaviour of children on the roads. Summing up, it can be stated that the modernisation of the road infrastructure may significantly affect the safety level of the inhabitants of the southern part of Poland. Infrastructures 2021, 6, 102 10 of 17 Infrastructures 2021, 6, 102 11 of 18 roads. Summing up, it can be stated that the modernisation of the road infrastructure may significantly affect the safety level of the inhabitants of the southern part of Poland. Figure 8. Suggestions for improving the safety of road infrastructure. Figure 8. Suggestions for improving the safety of road infrastructure. Summarising the research, the survey managed to explain that the respondents are Summarising the research, the survey managed to explain that the respondents are aware that minors are often the perpetrators of road accidents on roads, sidewalks and aware that minors are often the perpetrators of road accidents on roads, sidewalks and bicycle roads. According to the results of the respondents, it was also shown that, in bicycle roads. According to the results of the respondents, it was also shown that, in south- southern Poland, there is an insufficient amount of protective resources for pedestrians ern Poland, there is an insufficient amount of protective resources for pedestrians as well as well as sidewalks and bicycle paths that do not meet the respondents’ expectations. In as sidewalks and bicycle paths that do not meet the respondents’ expectations. In addition, addition, the results showed that the modernisation of the road infrastructure (sidewalks, the results showed that the modernisation of the road infrastructure (sidewalks, crossings crossings and bicycle paths) may significantly affect the level of their satisfaction. It is and bicycle paths) may significantly affect the level of their satisfaction. It is recommended recommended that such surveys are repeated after modernisation, or sequentially, in the that such surveys are repeated after modernisation, or sequentially, in the future to check future to check the level of satisfaction and the development of road infrastructure. the level of satisfaction and the development of road infrastructure. It is hopeful that, in 2020, the Polish government announced the launch of a new It is hopeful that, in 2020, the Polish government announced the launch of a new programme aimed at improving the quality of road infrastructure called ‘Safe Infrastruc- programme aimed at improving the quality of road infrastructure called ‘Safe Infrastruc- ture’. By introducing new investment, it is planned to renovate roads, pavements and ture’. By introducing new investment, it is planned to renovate roads, pavements and bi- bicycle paths. The activities of the programme will also focus on educating children and cycle paths. The activities of the programme will also focus on educating children and adolescents on the rules of the road. All activities included in the programme are to be adolescents on the rules of the road. All activities included in the programme are to be implemented by the end of 2025. implemented by the end of 2025. 5. Road Infrastructure Improvements to Prevent Accidents 5. Road Infrastructure Improvements to Prevent Accidents In this section, the various infrastructure solutions used to increase the safety of road In this section, the various infrastructure solutions used to increase the safety of road users, with particular emphasis on children, will be presented. users, with particular emphasis on children, will be presented. 5.1. Infrastructural Solutions Increasing the Safety of Children at School Crossings 5.1. Infrastructural Solutions Increasing the Safety of Children at School Crossings In Poland, vehicles often drive on roads near primary and secondary schools or kindergartens. This arrangement is very convenient for parents and guardians who can In Poland, vehicles often drive on roads near primary and secondary schools or kin- take their children to school by car before work. On such roads, there are usually special dergartens. This arrangement is very convenient for parents and guardians who can take warning signs for drivers. Many schools also employ a ‘children’s crossing guard’ to help their children to school by car before work. On such roads, there are usually special warn- students walk over the pedestrian crossings during busy hours before and after school, by ing signs for drivers. Many schools also employ a ‘children’s crossing guard’ to help stu- stopping traffic on the road (Figure 9a). Such a solution does not require additional costs dents walk over the pedestrian crossings during busy hours before and after school, by related to infrastructure and is associated only with organisational changes and personnel stopping traffic on the road (Figure 9a). Such a solution does not require additional costs costs. Even though such a solution is very effective when it comes to the safety of children related to infrastructure and is associated only with organisational changes and personnel on the road, not all cities in Poland employ guards because it is quite an expensive way to costs. Even though such a solution is very effective when it comes to the safety of children protect children during the school year. on the road, not all cities in Poland employ guards because it is quite an expensive way to protect children during the school year. Another way is to design special Children Crossing signs with warning flags (Figure 9b) or light signals, ordering drivers to stop when the signal is flashing. Another solution is the positioning of a life-size plaster figure, imitating a child walking through a pedes- trian crossing (Figure 9c), as found in Ukraine, or plastic models, in Russia (Figure 9d). The figures are up to 1.60 m in size and in the shape of not only small children, but also teenagers. Such mannequins are different, and it is hard to find two similar ones. This Infrastructures 2021, 6, 102 12 of 18 caused aggression on the part of some drivers, because they lost extra time every time they stopped at such a crossing. To make matters worse, drivers accustomed to fake chil- dren are not then sufficiently vigilant with real children walking on zebra crossings. De- Infrastructures 2021, 6, 102 11 of 17 spite the fact that, in many cities, it has been decided to eliminate this type of dummy, these unique solutions can still be seen in some places in Russia and Kazakhstan. (a) (b) (d) (c) Figure 9. Exemplary solutions increasing the safety of children at school crossings: (a) Children’s crossing guard. Re- Figure 9. Exemplary solutions increasing the safety of children at school crossings: (a) Children’s crossing guard. Reprinted printed with permission from ref. [47]. Copyright 2017 Urząd Miejski w Wolborzu [47], (b) Children’s crossing. Re- with permission from ref. [47]. Copyright 2017 Urzad ˛ Miejski w Wolborzu [47], (b) Children’s crossing. Reprinted with printed with permission from ref. [48]. Copyright: Simon McGill (Getty Images), (c) A plaster figure imitating a road- permission from ref. [48]. Copyright: Simon McGill (Getty Images), (c) A plaster figure imitating a road-crossing child. crossing child. Reprinted with permission from ref. [49]. Copyright 2017 Depo.ua, (d) Plastic model of a girl crossing the Reprinted with permission from ref. [49]. Copyright 2017 Depo.ua, (d) Plastic model of a girl crossing the road. Reprinted road. Reprinted with permission from ref. [50]. Copyright 2020 Екатерина Романова (Комсомольская правда). with permission from ref. [50]. Copyright 2020 Екaтеринa Рoмaнoвa (Кoмсoмoльскaя прaвдa). 5.2. Infrastructural Solutions Increasing the Visibility of Crossings Another way is to design special Children Crossing signs with warning flags (Figure 9b) An interesting solution to increase the visibility of pedestrian crossings is their mod- or light signals, ordering drivers to stop when the signal is flashing. Another solution ification with special stripe painting, which, since 2017, began to be tested in Scandinavian is the positioning of a life-size plaster figure, imitating a child walking through a pedes- countries and France. Drivers approaching such a 3D transition have the impression that trian crossing (Figure 9c), as found in Ukraine, or plastic models, in Russia (Figure 9d). the lanes are in the form of a three-dimensional solid lying on the street, which forces you The figures are up to 1.60 m in size and in the shape of not only small children, but also to reduce speed. This solution was also used in Poland in 2018 (Figure 10a). Other, even teenagers. Such mannequins are different, and it is hard to find two similar ones. This more artistic designs were also tested around the world, such as those presented in a War- caused aggression on the part of some drivers, because they lost extra time every time they saw pedestrian crosswalk designed in the style of a piano in order to commemorate stopped at such a crossing. To make matters worse, drivers accustomed to fake children Chopin’s 200th birthday (Figure 10b). However, research on the example of a piano/key- are not then sufficiently vigilant with real children walking on zebra crossings. Despite the bo fact arthat, d-style ind many pedest cities, rian it crossi has n been g (3DPK decided crossin to eliminate g) in Chiathis ng M type ai in of Th dummy ailand ,ov the er se a unique period of solutions 12 weeks can show still ed be seen that v in ehicle some spee places ds decre in Russia asedand signif Kazakhstan. icantly after the 3DPK crossing was installed for the first three weeks [51]. After that, the vehicle speeds slightly increased 5.2. Infrastructural Solutions Increasing the Visibility of Crossings back to the same level as before the installation. An interesting solution to increase the visibility of pedestrian crossings is their modifi- cation with special stripe painting, which, since 2017, began to be tested in Scandinavian countries and France. Drivers approaching such a 3D transition have the impression that the lanes are in the form of a three-dimensional solid lying on the street, which forces you to reduce speed. This solution was also used in Poland in 2018 (Figure 10a). Other, even more artistic designs were also tested around the world, such as those presented in a Warsaw Infrastructures 2021, 6, 102 13 of 18 Infrastructures 2021, 6, 102 12 of 17 Another example are crossings with hints for pedestrians (e.g., look left, look right) in the form of additional horizontal markings (Figure 10c). This is to draw attention to pedestrians when crossing the street and may reduce the number of collisions in the area pedestrian crosswalk designed in the style of a piano in order to commemorate Chopin’s of pedestrian crossings. 200th birthday (Figure 10b). However, research on the example of a piano/keyboard-styled Another example of an investment improving visibility is a bicycle path that shines pedestrian crossing (3DPKcrossing) in Chiang Mai in Thailand over a period of 12 weeks at night, which was the first to be put into use in Poland in 2016. It is completely self- showed that vehicle speeds decreased significantly after the 3DPK crossing was installed sufficient and ecological. Its surface includes so-called phosphors. These are synthetic sub- for the first three weeks [51]. After that, the vehicle speeds slightly increased back to the stances that are charged by daylight and then gradually release the stored energy at night, same level as before the installation. glowing blue (Figure 10d). (a) (b) (d) (c) Figure 10. Examples of improving the visibility of pedestrian crossings: (a) Three-dimensional crossing, (b) piano/key- Figure 10. Examples of improving the visibility of pedestrian crossings: (a) Three-dimensional crossing, (b) piano/keyboard- board-styled pedestrian crossing (3DPKcrossing), (c) pedestrian crossings with hints. Reprinted with permission from ref. styled pedestrian crossing (3DPKcrossing), (c) pedestrian crossings with hints. Reprinted with permission from ref. [52]. [52]. Copyright 2020 Lubuska Policja], (d) bicycle road and sidewalk visible at night. Copyright 2020 Lubuska Policja], (d) bicycle road and sidewalk visible at night. 5.3. Advanced Infrastructural Solutions Another example are crossings with hints for pedestrians (e.g., look left, look right) in the Anot form her ofsol additional ution, alre horizontal ady widelmarkings y used in (Figur Poland, e 10 is c). the This use is of to po draw int refl attention ective ele to - men pedestrians ts at ped when estrian crossing crossin the gs,str weet ith and addition mayal reduce use of the mo number tion sensors of collisions (knowin n as the‘cat area ’s eyes of pedestrian ’), typically cr ossings. used in smart cities. A specially mounted motion sensor that reacts to an Another example of an investment improving visibility is a bicycle path that shines at approaching pedestrian or cyclist will activate an increased frequency of pulsing (flash- night, which was the first to be put into use in Poland in 2016. It is completely self-sufficient ing) of the LED diodes (Figure 11). The use of reflective elements and active elements in and ecological. Its surface includes so-called phosphors. These are synthetic substances the form of diodes as an additional light source significantly improves the visibility of that are charged by daylight and then gradually release the stored energy at night, glowing these elements. Active point reflectors have luminous diode elements powered by built- blue (Figure 10d). in batteries or capacitors of high capacity. The use of road markers with narrow lighting angles allows their visibility, even from a distance of 1000 m. The visibility of the marking 5.3. Advanced Infrastructural Solutions from such a large distance allows the driver to react earlier and drive safer. A special Another solution, already widely used in Poland, is the use of point reflective elements chemically hardening mass is used for the assembly of the markers, which ensures their at pedestrian crossings, with additional use of motion sensors (known as ‘cat’s eyes’), typi- perfect fixing. cally used in smart cities. A specially mounted motion sensor that reacts to an approaching The use of an unusual installation from Québec in Canada could turn out to be inno- pedestrian or cyclist will activate an increased frequency of pulsing (flashing) of the LED vative and it consists of yellow panels that imitate the stripes on a pedestrian crossing. diodes (Figure 11). The use of reflective elements and active elements in the form of diodes The panels go up as the car approaches them. Then, the drivers’ eyes will see nearly two- as an additional light source significantly improves the visibility of these elements. Active point reflectors have luminous diode elements powered by built-in batteries or capacitors of high capacity. The use of road markers with narrow lighting angles allows their visibility, Infrastructures 2021, 6, 102 14 of 18 meter high plates [53]. They do not appear on the street permanently, each time they are Infrastructures 2021, 6, 102 13 of 17 lifted by an operator who could assess the safety and legitimacy of lifting the panels with his own eyes. The panels bear the inscription, in French, that the crossings are there to protect pedestrians and they thank any driver who stops in front of them to give way to even from a distance of 1000 m. The visibility of the marking from such a large distance people crossing the road. The design is part of the 2019 campaign to improve road safety allows the driver to react earlier and drive safer. A special chemically hardening mass is by Le société de l’assurance automobile du Québec (SAAQ), which is encouraging drivers used for the assembly of the markers, which ensures their perfect fixing. to be more aware of their responsibilities in keeping pedestrians safe. Figure 11. Advanced design of pedestrian crossings: active crossing equipped with ‘cat’s eyes’. Figure 11. Advanced design of pedestrian crossings: active crossing equipped with ‘cat’s eyes’. The above-mentioned proposals for improvements in the field of road infrastructure The use of an unusual installation from Québec in Canada could turn out to be are aimed at bringing the following safety benefits: innovative and it consists of yellow panels that imitate the stripes on a pedestrian crossing. The panels go up as the car approaches them. Then, the drivers’ eyes will see nearly • Reducing the number of road accidents and fatalities by increasing the visibility of two-meter high plates [53]. They do not appear on the street permanently, each time they road users or reducing the speed of vehicles. are lifted by an operator who could assess the safety and legitimacy of lifting the panels • Reduction of external transport costs, resulting from the necessity of compensation with his own eyes. The panels bear the inscription, in French, that the crossings are there to costs of hospital treatment, rehabilitation of the disabled as well as disability benefits protect pedestrians and they thank any driver who stops in front of them to give way to costs. people crossing the road. The design is part of the 2019 campaign to improve road safety • Improving the sense of security for pedestrians and bicycle users and, therefore, more by Le société de l’assurance automobile du Québec (SAAQ), which is encouraging drivers frequent use of these forms of movement (health and environmental benefits). to be more aware of their responsibilities in keeping pedestrians safe. • Creating a better environment for residents, related to pleasure and comfort, by the The above-mentioned proposals for improvements in the field of road infrastructure design of infrastructural elements, such as road lighting. are aimed at bringing the following safety benefits: Assessment of the road infrastructure solutions for preventing accidents involving Reducing the number of road accidents and fatalities by increasing the visibility of children is a difficult task due to their diversity. Therefore, the following evaluation crite- road users or reducing the speed of vehicles. ria (and assessment weights) were considered for their evaluation, enabling the determi- Reduction of external transport costs, resulting from the necessity of compensation nation of the importance of a given criterion when making decisions regarding the mod- costs of hospital treatment, rehabilitation of the disabled as well as disability benefits ernisation of road infrastructure: costs. a) Implementation cost (0.2), defining investment outlays for the implementation of a Improving the sense of security for pedestrians and bicycle users and, therefore, more new solution for the existing road infrastructure. frequent use of these forms of movement (health and environmental benefits). b) Maintenance cost (0.2), associated with the need to incur additional costs throughout Creating a better environment for residents, related to pleasure and comfort, by the the year of using the solution or taking care not to deteriorate its condition by mod- design of infrastructural elements, such as road lighting. ernising, painting, etc. Assessment of the road infrastructure solutions for preventing accidents involving c) Solution effectiveness (0.2), reflects the effectiveness of the application in the preven- children is a difficult task due to their diversity. Therefore, the following evaluation criteria tion of road accidents. (and assessment weights) were considered for their evaluation, enabling the determination d) Universal application (0.15), related to the use of a given solution in various types of of the importance of a given criterion when making decisions regarding the modernisation roads and buildings. of road infrastructure: e) Solution duration (0.1), characterises the long service life of a given solution. (a) Implementation cost (0.2), defining investment outlays for the implementation of a f) Aesthetic qualities (0.05), reflects the need not to disturb the visual harmony in line new solution for the existing road infrastructure. with the smart city idea. (b) Maintenance cost (0.2), associated with the need to incur additional costs through- All of the above-mentioned infrastructural solutions in the field of improving the out the year of using the solution or taking care not to deteriorate its condition by safety of children were assessed according to the criteria discussed. The weighted assess- modernising, painting, etc. ment method was used, in which the assessment of individual criteria, on a scale of 1–10 (c) Solution effectiveness (0.2), reflects the effectiveness of the application in the preven- (1—lowest, 10—highest), was multiplied by the importance of the criterion. A summary tion of road accidents. of the grades is presented in Table 2. (d) Universal application (0.15), related to the use of a given solution in various types of roads and buildings. (e) Solution duration (0.1), characterises the long service life of a given solution. Infrastructures 2021, 6, 102 14 of 17 (f) Aesthetic qualities (0.05), reflects the need not to disturb the visual harmony in line with the smart city idea. All of the above-mentioned infrastructural solutions in the field of improving the safety of children were assessed according to the criteria discussed. The weighted assessment Infrastructures 2021, 6, 102 method was used, in which the assessment of individual criteria, on a scale of 15 1–10 of 18 (1—lowest, 10—highest), was multiplied by the importance of the criterion. A summary of the grades is presented in Table 2. Table 2. Multi-criteria assessment of infrastructural solutions increasing children’s road safety. Table 2. Multi-criteria assessment of infrastructural solutions increasing children’s road safety. Criteria Total Criteria Total Solution a b c d e f Solution a b c d e f Children crossing guards 0.40 0.20 1.60 0.75 0.80 0.25 4.00 Children crossing guards 0.40 0.20 1.60 0.75 0.80 0.25 4.00 Children crossing signs 1.00 1.60 1.20 1.50 0.60 0.25 6.15 Children crossing signs 1.00 1.60 1.20 1.50 0.60 0.25 6.15 Children’s figure imitation 0.80 0.80 1.00 0.90 0.20 0.10 3.80 Children’s figure imitation 0.80 0.80 1.00 0.90 0.20 0.10 3.80 3D/special shape crossings 0.40 0.80 1.00 0.90 0.20 0.50 3.80 3D/special shape crossings 0.40 0.80 1.00 0.90 0.20 0.50 3.80 Fluorescent sidewalks and Fluorescent sidewalks and bicycle paths 0.40 1.60 1.60 1.50 0.80 0.50 6.40 0.40 1.60 1.60 1.50 0.80 0.50 6.40 bicycle paths Cat’s eyes active crossings 0.20 1.60 1.60 1.20 1.00 0.50 6.10 Cat’s eyes active crossings 0.20 1.60 1.60 1.20 1.00 0.50 6.10 Crosswalk safety barriers 0.20 1.60 2.00 0.75 1.00 0.10 5.65 Crosswalk safety barriers 0.20 1.60 2.00 0.75 1.00 0.10 5.65 The graphical form of the analysis results is shown in Figure 12, thus obtaining a The graphical form of the analysis results is shown in Figure 12, thus obtaining a ranking of infrastructural solutions that increase children’s road safety. ranking of infrastructural solutions that increase children’s road safety. Fluorescent sidewalks and bicycle paths 6.40 Children crossing signs 6.15 Cat's eyes active crossings 6.10 Crosswalk safety barriers 5.65 Children crossing's guard 4.00 3D/special shape crossings 3.80 Children's figure imitation 3.80 0 2 4 6 8 10 Weighted rating Figure 12. Ranking of infrastructural solutions increasing children’s road safety. Figure 12. Ranking of infrastructural solutions increasing children’s road safety. Considering the most important selection criteria when modernising the road infras- Considering the most important selection criteria when modernising the road infra- tructure, fluorescent sidewalks and bicycle paths seem to be the best solutions to be used structure, fluorescent sidewalks and bicycle paths seem to be the best solutions to be used in cities, mainly due to their low cost and effectiveness. Children crossing guards are very in cities, mainly due to their low cost and effectiveness. Children crossing guards are very effective but can only protect children crossing the road while the guards are at work, effective but can only protect children crossing the road while the guards are at work, and and this solution is the most expensive. As part of the expansion of urban infrastructure, this solution is the most expensive. As part of the expansion of urban infrastructure, the the use of solutions based on specially painted pedestrian crossings and figures imitating use of solutions based on specially painted pedestrian crossings and figures imitating walking children are not recommended due to their ineffectiveness. walking children are not recommended due to their ineffectiveness. All of the examples presented have different implantation costs and different effec- All of the examples presented have different implantation costs and different effec- tiveness, but it is worth considering that even one child’s life may be saved by its use. tiveness, but it is worth considering that even one child’s life may be saved by its use. 6. Conclusions The behaviour of young road users should be considered in the development of in- jury prevention programmes, focusing on child and parent education and training, and by adapting the infrastructure of the urban environment to better meet their needs. This study presented the level of safety of children and adolescents on the road in Poland and the level of satisfaction with the road infrastructure of road users, through the analysis of statistical data resulting from the survey. The key road safety resources for all pedestrian groups have also been listed and resources that directly affect the safety level of minors have been identified. Infrastructural solution Infrastructures 2021, 6, 102 15 of 17 6. Conclusions The behaviour of young road users should be considered in the development of injury prevention programmes, focusing on child and parent education and training, and by adapting the infrastructure of the urban environment to better meet their needs. This study presented the level of safety of children and adolescents on the road in Poland and the level of satisfaction with the road infrastructure of road users, through the analysis of statistical data resulting from the survey. The key road safety resources for all pedestrian groups have also been listed and resources that directly affect the safety level of minors have been identified. The survey made it possible to show that the respondents are aware that minors are often the perpetrators of road accidents on roads, sidewalks and bicycle lanes. According to the results of the respondents, it also turned out that, in the southern part of Poland, there is an insufficient amount of protective resources for pedestrians, as well as sidewalks and bicycle paths that do not meet the expectations of the respondents. The road infrastructure solutions presented in this article aim at improving the safety of, especially, people crossing the road. Solutions can be distinguished as: increasing the safety of children at school crossings, improving the visibility and advanced specially designed crossings. The solutions were evaluated, considering selected criteria when modernising the road infrastructure, and a ranking list was prepared. Funding: This research received no external funding. Institutional Review Board Statement: Not applicable. 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Available online: https://strategyonline.ca/2019/11/12/saaq-creates-a-safety-barrier-out-of-a-crosswalk/ (accessed on 22 February 2021). http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Infrastructures Multidisciplinary Digital Publishing Institute

Modern Urban Transport Infrastructure Solutions to Improve the Safety of Children as Pedestrians and Cyclists

Infrastructures , Volume 6 (7) – Jul 9, 2021

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infrastructures Article Modern Urban Transport Infrastructure Solutions to Improve the Safety of Children as Pedestrians and Cyclists Maria Ciesla ´ Department of Transport Systems, Traffic Engineering and Logistics, Faculty of Transport and Aviation Engineering, Silesian University of Technology, 8 Krasinskiego St., 40-019 Katowice, Poland; maria.ciesla@polsl.pl Abstract: This article presents the issues and needs for modern solutions in building urban infrastruc- ture, based on the smart city idea to improve the living standards of residents. Particular attention is paid to one of the most important aspects of life, related to road safety of children as pedestrians and cyclists. Pedestrian sidewalks and bicycle paths with high pedestrian traffic are classified as dangerous areas in many countries. More than 3% of the injuries and fatalities among pedestrian road users that are victims of accidents occur due to crossing the road. Therefore, it is necessary to apply various technical infrastructure solutions to improve the safety of this group of inhabitants. The scientific purpose of this article is the assessment of the safety level of children in pedestrian and bicycle traffic and the analysis of road solutions supporting the maintenance of high-level city safety. The research was based on the analysis of statistical data of accidents and the diagnostic survey method determining the safety of the inhabitants of southern Poland. As a result, an analysis of the level of child safety in urban traffic was developed, as well as key factors affecting the levels of road safety, based on the opinions of respondents. Potential places with the greatest risk of collision with minors have also been identified. There are also proposals for infrastructure solutions aimed at Citation: Ciesla, ´ M. Modern Urban minimising accident risk levels in designated areas. Transport Infrastructure Solutions to Improve the Safety of Children as Keywords: child pedestrian safety; child cyclist safety; infrastructure modern solutions; road safety Pedestrians and Cyclists. Infrastructures 2021, 6, 102. https:// doi.org/10.3390/infrastructures607 1. Introduction Academic Editors: Isam Shahrour The enormous development of the automotive industry has been accompanied by and Pedro Arias-Sánchez many legal, technical, organisational and socio-economic problems. On the other hand, the increase in the number of passenger cars in cities is related to the increase in the number of Received: 30 May 2021 road accidents, which has motivated many scientists and engineers to search for innovative Accepted: 5 July 2021 solutions aimed at increasing the level of road safety. Published: 9 July 2021 The issue raised in this article is relevant and important for several reasons. First, it concerns the significant problem of road transport safety. According to a WHO report, Publisher’s Note: MDPI stays neutral approximately 1.35 million people die each year because of road traffic accidents. Road with regard to jurisdictional claims in traffic injuries are the leading cause of death for children and young adults aged 5–29 years, published maps and institutional affil- and unsafe road infrastructure is listed as one of the key risk factors. iations. Secondly, the article refers to the real problem of preparing minors to participate safely in road traffic, which is the responsibility of adults and should be a social investment. The complexity of this issue is even more difficult as the physiognomy of children and adolescents is complicated. Children perceive traffic in a completely different way than Copyright: © 2021 by the author. adults, mainly due to a lack of ability to apply knowledge about road safety in practice or Licensee MDPI, Basel, Switzerland. proper assessment of the behaviour of other road users, worse concentration and smaller This article is an open access article height. distributed under the terms and In general: conditions of the Creative Commons 0–6-year-old children are not yet aware of the dangers that await them. For the most Attribution (CC BY) license (https:// part, they cannot even judge whether a car is moving or not. They have big problems creativecommons.org/licenses/by/ 4.0/). Infrastructures 2021, 6, 102. https://doi.org/10.3390/infrastructures6070102 https://www.mdpi.com/journal/infrastructures Infrastructures 2021, 6, 102 2 of 17 with divisibility of attention. When they must focus on several things at once, they stop paying attention to traffic. 7–14-year-old children are better at road traffic and can realistically estimate the risk. As a result, they are less likely to create dangerous situations. In this age range, the perception of sounds is fully developed, and the field of view is also increasing. From the age of 11, they have a relatively good spatial orientation. Therefore, people under the age of 14 are much safer in road traffic than the previous group but still react slightly slower than adults. 15–18-year-old youth are the least endangered group of road users, but they create a lot of collisions in bicycle and motor traffic. They can assess traffic situations more realistically than the previous groups but often ignore dangers and try, for example, to run across the road in front of a moving car. Due to the behaviour of individual groups, it is so important that parents and other adult road users pay special attention to children and, where possible, the use of infrastruc- ture solutions to protect them. Thirdly, the conducted research concerns modern infrastructure solutions supporting the visibility of short people and increasing their safety. Pedestrian sidewalks and bicycle paths with high pedestrian traffic are classified as dangerous areas and it is important to improve them. The scientific purpose of this article is the analysis of the safety level of children in pedestrian and bicycle traffic in Poland and multi-criteria evaluation of road solutions supporting the maintenance of high-level city safety. The paper is organised as follows. Section 2 includes a review of the literature on the aspects raised in the article. The problem is discussed with particular emphasis on child pedestrian and cyclist behaviour, especially at crossings, and the impact of it on safety. Section 3 describes the research approach and indicates the applied methods. Section 4 includes an essential part of the article related to the analysis of child safety on roads in Poland, conducted with statistical data analysis of road accidents and a survey of road users on the safety of children and young people. Section 5 presents road infrastructure improvements used for accident prevention. Three groups of infrastructural solutions are shown: increasing the safety of children at school crossings, improving visibility of pedestrian crossings and bicycle pathways and more advanced installations. Final part is devoted to the discussion of the results and conclusions. The overall objective of the paper is to present the possibilities of using different solutions in road infrastructure for improving people’s road safety indicators. 2. Literature Review In order to carry out research analysis related to the purpose of the article, at the beginning, it is necessary to explain the basic issues of road safety and the behaviour of its participants. Road users can be categorised as car, van, lorry, bus and other vehicle drivers, motorcyclists, pedestrians and cyclists. The article focuses on a special group of cyclists and pedestrians (children and underage youths), for whom adult guardians are responsible. Many studies concern the precise behaviour of pedestrians in road traffic, which, as noted in [1], always concerns the dilemma between safety and convenience. Irrational decisions regarding the behaviour of people on the border of risk are presented in [2], indicating that time saving was the main reason for incorrect behaviour. In [3], researchers showed that most pedestrians cross the road during their first attempt and use the shortest path to cross, even if it is a high-speed, six-lane, divided arterial road that runs through a high-density urban area. Additionally, in the analysed age group, the importance of using city bikes in an urban area [4,5] was taken into consideration as well as additional risk factors that need to be addressed [6,7]. The study in [8] tried to understand the preferences of pedestrians towards using different types of road crossing facilities, in terms of pedestrian willingness to walk to access Infrastructures 2021, 6, 102 3 of 17 them. The preference for a particular facility (e.g., straight or staggered signalised crossing, footbridge, underpass) sometimes depends on non-obvious and individual factors, such as habit [9], aesthetics, hygiene aspects [10] and others. Age, gender, physical disabilities [11], whether they were carrying baggage and luggage, as well as their crossing patterns, were examined on pedestrian flow characteristics such as crossing speed and waiting time [12,13]. As claimed in [14], the problems always involve interpenetrating vehicular and pedestrian streams, the consequences of which include variable parameters of vehicle queues emerging in pedestrian crossing-affected areas, delay, difficulties crossing the road by pedestrians, etc. The review of the literature on pedestrian crossing and cyclist behaviour shows a wide variety of methods, including self-completed questionnaires [15], personal interviews [16], experiments [17], pedestrian tracking [18], GIS analysis [19], simulations [20], video-based stated preference surveys [21], videotaped observations [22,23] and revealed preference analysis [24]. Most studies found that long waiting times and elements that decrease safety, accessibility and personal security influence road crossing behaviour, route choice and the propensity to walk. The resulting values of movement speed can be useful during the spatio-temporal analysis carried out by forensic experts into the opinions on road accidents occurring, involving underage pedestrians [25]. Another group of studies are concentrated on the construction of pedestrian crossings. The authors of [26] indicated that there is strong evidence for the positive effect of road measures (traffic lights [27], roundabouts [28–30] and refuge islands), especially on the number of pedestrian-related accidents. Crossings equipped with flashing yellow lights, refuge islands and traffic lights required much more appropriate behaviour from car drivers. The analysis results in [31,32] showed that using pedestrian countdown timers during the Red Man phase led to more violations and running behaviour in children. Risk-taking behaviours listed in [33] related to crossing by riding, with a high probability of crossing on red and of not checking traffic prior to crossing at an un-signalised crosswalk, which was higher for children riding an electric bicycle or kick-scooter. Numerous analyses of the safety condition [34] confirmed that infrastructure elements support children crossing at a crosswalk, the behaviours of which are even more dangerous when walking without the interference of the observers [35]. The unsafe behaviours observed are usually: not stopping at the curb, not looking before crossing, attempting to cross when a car is nearing and running across the road. According to [36], boys may be at greater risk than girls, at least for some age groups. Research in [37] was aimed at studying the effect of roadside distractions (noise, cell phones [38]) on pedestrian road crossing behaviour, focusing on elementary school-aged children, who are less capable of making a safe road crossing decision and are more vulnerable to the effect of distractions. Taking these results into account, additional infrastructure elements for pedestrian crossings (such as protective barriers) may help to avoid a dangerous situation. What is more surprising, according to research, is that children accompanied by an adult committed even more unsafe practices. From these children, more unsafe behaviours were committed amongst those not holding hands with the adult [39]. In [40], researchers proved that children’s acts are influenced by adults and children rely on their parents. Previous research on the topic allows us to draw conclusions that children’s crossing behaviour should be considered when people plan and design the crossing facilities that children may use. The risk-taking attitude of young road users should be considered in the development of injury prevention programmes focusing on child and parent education and training, and by adapting the infrastructure of urban environments to better meet their needs. 3. Materials and Methods The research was conducted in four stages. The initial stage concentrated on the literature and documents (legal acts, educational programmes) review. As a result, the Infrastructures 2021, 6, 102 4 of 17 assumptions and objectives of road safety were developed. Additionally, the basic areas of problems related to this research area and applied improvement methods were defined. The next stage was focused on the statistical data analysis among children as pedestri- ans and cyclists’ safety in Poland, with an emphasis on the causes of accidents resulting from road hazards. This section uses official statistical data, mainly from police data for 2019, considering such information as: the time and place of road accidents, their types, causes, perpetrators and victims of accidents and, in particular, the issues of the safety of pedestrians and other vulnerable traffic participants. Part of the data was also obtained from a special database that maintains the system of recording accidents and collisions in Poland. The search engine is a non-commercial website that allows the search for collisions and road accidents in Poland, and its database uses the data of the Accident and Collision Record System provided by the Police Headquarters in Warsaw. The analysis focused only on road accidents, which, as in other European countries, are classified as incidents involving people. Subsequently, a diagnostic survey method was conducted, to determine the opinions of all road users on the safety of children and adolescents on the road and examine the level of satisfaction of respondents with pavements and bicycle routes in southern Poland. It was based on 7 questions with 217 respondents. The final stage was based on survey results, which made it possible to indicate various infrastructure solutions used to increase the safety of road users, with particular emphasis on children. Further conclusions related to usability of the solutions to improve the safety of children as pedestrians and cyclists among modern urban transport infrastructure were drawn. Additionally, a multi-criteria assessment of infrastructural solutions increasing children’s road safety leading to the ranking of the improvements was prepared. 4. Safety of Children as Pedestrians and Cyclists in Poland The analysis of child safety on roads in Poland was conducted with statistical data analysis of road accidents for the collection of quantitative data. Additionally, a survey on the opinions of road users on the safety of children and young people on the road was prepared, to complete the research with qualitative data. 4.1. Road Accident Statistics Analysis Every day in the European Union, an average of thirty children (0–14 years old) are seriously injured, and every other day, three die in road accidents. During the decade 2009–2018, nearly 7000 children died because of injuries sustained in road accidents across the EU. The safety of children in road traffic has significantly improved in almost all countries of the European Union. This does not change the fact that, in 2018, about 530 children were killed on EU roads [41], and nearly 92,200 were injured, of which about 11,200 were seriously injured. Between 2009 and 2018, the number of child deaths from road accidents decreased by 44% in the EU, while at the same time, the number of fatalities for the rest of the population decreased by only 28%. In Poland, the decline was 56% for child fatalities and 37% for the rest of society, respectively. Thus, Poland recorded a faster improvement in the safety of the youngest road users than many EU countries. In the decade 2010–2019, there were nearly 350,000 road accidents in Poland, almost 15% of which were accidents involving children and adolescents: 32,800 people died in these accidents, including nearly 1600 children and adolescents, i.e., this group accounted for 5% of all deaths. While the total number of fatalities decreased by 26% between 2010 and 2019 (see Figure 1), this decline reached 50% for children and adolescents. The share of the number of child deaths in road accidents decreased from 6% of the total in 2010 to 4% in 2019. The analysis of data on accident victims shows that the age structure of fatalities has changed over the past decade. In 2010, children aged 0–14 accounted for 48% of those road users killed in the age group 0–17, and the remaining 52% were victims among adolescents Infrastructures 2021, 6, 102 5 of 18 for 5% of all deaths. While the total number of fatalities decreased by 26% between 2010 and 2019 (see Figure 1), this decline reached 50% for children and adolescents. The share of the number of child deaths in road accidents decreased from 6% of the total in 2010 to 4% in 2019. The analysis of data on accident victims shows that the age structure of fatal- ities has changed over the past decade. In 2010, children aged 0–14 accounted for 48% of those road users killed in the age group 0–17, and the remaining 52% were victims among adolescents aged 15–17. However, in 2019, these proportions changed and amounted to 58% of deaths among children and 42% of deaths among adolescents. In 2019, 6077 accidents with 64% of fatalities occurred in urban areas, and 644 acci- dents with 36% fatalities occurred in undeveloped areas of Poland. Further statistical anal- Infrastructures 2021, 6, 102 ysis on the safety of children was carried out without the division into the road environ- 5 of 17 ment of the accident. The number of accidents in the southern part of Poland that took place in 2019, mainly in the Silesian Voivodeship, was very high and amounted to 9.8% of over 30,000 accidents. The death rate per 100 accidents was 6.7, which was quite low compared to aged 15–17. However, in 2019, these proportions changed and amounted to 58% of deaths other regions. The indicator of the number of injured per 100 accidents was 120.1, the sec- among children and 42% of deaths among adolescents. ond highest in Poland, after the Mazovian Voivodeship. 102 89 90 80 70 72 68 500 56 57 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Accidents Injured Fatalities Figure 1. Road accidents involving children aged 0–14 in 2010–2019 in Poland. Figure 1. Road accidents involving children aged 0–14 in 2010–2019 in Poland. Th Ine 2019, analys 6077 is of accidents data on road with accident 64%sof in fatalities Poland sho occurr ws that ed chi in ldre urban n (0–14 ar eas, years and old) 644 accidents and adolescents (15–17 years old) are the least endangered groups of road users. with 36% fatalities occurred in undeveloped areas of Poland. Further statistical analysis on The growing independence of children, resulting from their development, means the safety of children was carried out without the division into the road environment of that, as they grow up, this risk increases significantly, and they become more and more the accident. exposed to participation in road accidents. The number of accidents in the southern part of Poland that took place in 2019, mainly The greatest number of accidents involving children and adolescents takes place: in the Silesian Voivodeship, was very high and amounted to 9.8% of over 30,000 accidents. • In the summer months, especially in June, see Figure 2. The death rate per 100 accidents was 6.7, which was quite low compared to other regions. • In the morning and early afternoon on the way to and from school. The indicator of the number of injured per 100 accidents was 120.1, the second highest in • On Fridays, in terms of the number of accidents, while on Saturdays and Wednes- Poland, daysafter , the hthe ighest numb Mazovian er of de Voivodeship. aths among children were recorded, see Figure 3. The analysis of data on road accidents in Poland shows that children (0–14 years old) and adolescents (15–17 years old) are the least endangered groups of road users. The growing independence of children, resulting from their development, means that, as they grow up, this risk increases significantly, and they become more and more exposed to participation in road accidents. The greatest number of accidents involving children and adolescents takes place: In the summer months, especially in June, see Figure 2. In the morning and early afternoon on the way to and from school. On Fridays, in terms of the number of accidents, while on Saturdays and Wednesdays, Infrastructures 2021, 6, 102 6 of 18 the highest number of deaths among children were recorded, see Figure 3. 160 160 120 120 7 6 8 6 4 3 3 1 1 1 Accidents Fatalities Figure 2. Road accidents involving children aged 0–14 in 2019 in Poland. Figure 2. Road accidents involving children aged 0–14 in 2019 in Poland. 450 424 361 361 11 12 11 12 8 8 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Accidents Injured Fatalities Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. The vast majority of all victims among children aged 0–6 were vehicle passengers (as much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves that the youngest are exposed to the risk of losing their life or health primarily due to the mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities were among the drivers and the injured among the passengers. As shown in Figure 4, for the older age group, the level of accidents involving drivers, most often bicycles, increases. 2621 Infrastructures 2021, 6, 102 6 of 18 160 160 120 120 50 18 7 6 6 4 3 3 1 1 1 Accidents Fatalities Infrastructures 2021, 6, 102 6 of 17 Figure 2. Road accidents involving children aged 0–14 in 2019 in Poland. 450 424 361 361 348 346 11 12 11 12 8 8 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Accidents Injured Fatalities Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. The vast majority of all victims among children aged 0–6 were vehicle passengers (as The vast majority of all victims among children aged 0–6 were vehicle passengers (as much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves that the youngest are exposed to the risk of losing their life or health primarily due to the that the youngest are exposed to the risk of losing their life or health primarily due to the mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities Infrastructures 2021, 6, 102 7 of 18 were among the drivers and the injured among the passengers. As shown in Figure 4, for were among the drivers and the injured among the passengers. As shown in Figure 4, for the older age group, the level of accidents involving drivers, most often bicycles, increases. the older age group, the level of accidents involving drivers, most often bicycles, increases. 583 583 200 141 139 17 14 Pedestrian Passenger Driver Pedestrian Passenger Driver 0–6 years 7–14 years Accidents Injured Figure 4. Road accidents by age group and role in 2019 in Poland. Figure 4. Road accidents by age group and role in 2019 in Poland The greatest number of killed and injured children and adolescents is in the group of carTh passengers, e greatest numb followed er of by killed pedestrians, and injure see d child Table ren 1. an Based d ado on lesthe centdata s is in [42 th]e for gro 2019, up of 7005 car pa accidents ssengers, involved followed pedestrians. by pedestrians Unfortunately , see Table 1 , .16% Base occurr d on th ed e data in the [42 0–17 ] for age 2019 gr ,oup. 7005 V acci ictims dent constituted s involved 3% pedestr and t ia he nsinjur . Unfo edrtu 17.3% nately of, all 16% incidents occurred concerning in the 0–17 the ag analysed e group. age Vic- group. Among 1626 accidents involving cyclists in the analysed age group, there were tims constituted 3% and the injured 17.3% of all incidents concerning the analysed age 21.5% of events, including 9% fatalities and 22.2% children injured. group. Among 1626 accidents involving cyclists in the analysed age group, there were 21.5% of events, including 9% fatalities and 22.2% children injured. Table 1. Road accidents with children as pedestrians and cyclists in 2019 in Poland. Pedestrians Cyclists Group Accidents Fatalities Injured Accidents Fatalities Injured 0–6 years 143 4 139 10 0 11 7–14 years 594 11 583 244 7 241 15–17 years 383 9 374 96 5 93 Total 1120 24 1096 350 12 345 Among the factors that have a decisive influence on road safety, in first place is the person. It is the behaviour of particular groups of road users that generally influences the occurrence of road accidents. Other factors, including infrastructural ones, were much less important. In 2019, most accidents in Poland were caused by the fault of: • Drivers (87.6%), due to: failure to give way at a right of way (27.3%), failure to adjust speed to traffic conditions (23.6%), failure to give way to pedestrians at a pedestrian crossing (11.0%), failure to give way to pedestrians in other circumstances (1.5%), in- correct crossing of bicycles (1.0%), failure to give way to a pedestrian when turning into a crossroad (0.8%) and overtaking a vehicle before a pedestrian crossing (0.2%). Of all drivers, 6.1% were cyclists. • Pedestrians (6.2%), mainly due to: entering the road directly in front of a moving ve- hicle (50.1%), crossing the road in a prohibited place (11.6%), entering the road from behind a vehicle, obstacles (10.7%) and entering the road at a red road light (8.2%). • Passengers (0.4%). • Complicity (1.0%). • Other causes (4.8%), for example related to the technical malfunction of the vehicle (lack of tyres, lighting, faults in the braking or steering system), objects and animals on the road and related to the poor condition of the road or traffic organisation. Infrastructures 2021, 6, 102 7 of 17 Table 1. Road accidents with children as pedestrians and cyclists in 2019 in Poland. Pedestrians Cyclists Group Accidents Fatalities Injured Accidents Fatalities Injured 0–6 years 143 4 139 10 0 11 7–14 years 594 11 583 244 7 241 15–17 years 383 9 374 96 5 93 Total 1120 24 1096 350 12 345 Among the factors that have a decisive influence on road safety, in first place is the person. It is the behaviour of particular groups of road users that generally influences the occurrence of road accidents. Other factors, including infrastructural ones, were much less important. In 2019, most accidents in Poland were caused by the fault of: Drivers (87.6%), due to: failure to give way at a right of way (27.3%), failure to adjust speed to traffic conditions (23.6%), failure to give way to pedestrians at a pedestrian crossing (11.0%), failure to give way to pedestrians in other circumstances (1.5%), incorrect crossing of bicycles (1.0%), failure to give way to a pedestrian when turning into a crossroad (0.8%) and overtaking a vehicle before a pedestrian crossing (0.2%). Of all drivers, 6.1% were cyclists. Pedestrians (6.2%), mainly due to: entering the road directly in front of a moving vehicle (50.1%), crossing the road in a prohibited place (11.6%), entering the road from behind a vehicle, obstacles (10.7%) and entering the road at a red road light (8.2%). Passengers (0.4%). Complicity (1.0%). Other causes (4.8%), for example related to the technical malfunction of the vehicle Infrastructures 2021, 6, 102 8 of 18 (lack of tyres, lighting, faults in the braking or steering system), objects and animals on the road and related to the poor condition of the road or traffic organisation. Although most of the accidents occurred in urban areas in 2019, more people died Although most of the accidents occurred in urban areas in 2019, more people died because of accidents in non-built-up areas (one in five accidents, and one in eighteen because of accidents in non-built-up areas (one in five accidents, and one in eighteen in in built-up areas). It is very important to analyse the place where the accidents occur built-up areas). It is very important to analyse the place where the accidents occur (Figure (Figure 5) since it may be a potential place of necessity to modernise the road infrastructure. 5) since it may be a potential place of necessity to modernise the road infrastructure. Most Most accidents (73.8%) take place on the road, but many also belong to other infrastructure accidents (73.8%) take place on the road, but many also belong to other infrastructure places of public use. places of public use. Figure Figure 5.5. Road Road acc accidents idents in 20 in 2019 19 in in Poland Poland by by plac place e of of their their occurr occurr ence. ence. The report [43] also refers to the statistics for 2020. An important factor in road safety The report [43] also refers to the statistics for 2020. An important factor in road safety in 2020 was undoubtedly the coronavirus. COVID-19, despite all its negative effects around in 2020 was undoubtedly the coronavirus. COVID-19, despite all its negative effects the world, has brought with it an unexpected, significant decrease in the number of road around the world, has brought with it an unexpected, significant decrease in the number fatalities in countries where forced isolation has been introduced. of road fatalities in countries where forced isolation has been introduced. 4.2. Road Safety Survey Analysis The survey was aimed at verifying the opinion of road users regarding the safety of children and young people on the road and examining the level of satisfaction of respond- ents with pavements and bicycle paths in their living area. Initially, the research was car- ried out with the use of social media [44], but it was later extended. The research was conducted in the period from May to December 2020 with 217 respondents, located in the southern part of Poland, which is characterised by the highly urbanised area of Silesian Metropolis. The structure of the research sample included 71% women and 29% men, who ex- pressed opinions on children and their safety. The most numerous group (52%) were peo- ple aged 18–30, 19% of the people were aged 31–45, 16% were over 45 and the least nu- merous (13%) were people under 18. In the survey, 199 people out of all respondents admitted that they have minors in their families, broken down as in Figure 6. According to the Central Statistical Office in Poland, out of 38.38 million inhabitants, there are approximately 9.6 million children, of whom people aged from 0 to 6 years old comprise 2.7 million, and 6.9 million minors are from 7 to 17 years old, i.e., 18% of the population of Poland [45]. In the first and largest group, 36.9% of the respondents have children aged 0–6 in their family. It is worth em- phasising the additional responsibility of adults resulting from Polish law, which states that a child under the age of 7 may use the road only under the care of a person who has reached the age of 10 [46]. The second group of respondents (34.1%) indicated that they have young people aged 15–17 in their families. Children aged 7 to 14 live in families of 29.0% of the respondents. Infrastructures 2021, 6, 102 8 of 17 4.2. Road Safety Survey Analysis The survey was aimed at verifying the opinion of road users regarding the safety of children and young people on the road and examining the level of satisfaction of respondents with pavements and bicycle paths in their living area. Initially, the research was carried out with the use of social media [44], but it was later extended. The research was conducted in the period from May to December 2020 with 217 respondents, located in the southern part of Poland, which is characterised by the highly urbanised area of Silesian Metropolis. The structure of the research sample included 71% women and 29% men, who ex- pressed opinions on children and their safety. The most numerous group (52%) were people aged 18–30, 19% of the people were aged 31–45, 16% were over 45 and the least numerous (13%) were people under 18. In the survey, 199 people out of all respondents admitted that they have minors in their families, broken down as in Figure 6. According to the Central Statistical Office in Poland, out of 38.38 million inhabitants, there are approximately 9.6 million children, of whom people aged from 0 to 6 years old comprise 2.7 million, and 6.9 million minors are from 7 to 17 years old, i.e., 18% of the population of Poland [45]. In the first and largest group, 36.9% of the respondents have children aged 0–6 in their family. It is worth emphasising the additional responsibility of adults resulting from Polish law, which states that a child under the age of 7 may use the road only under the care of a person who has reached the age of 10 [46]. The second group of respondents (34.1%) indicated that they have young Infrastructures 2021, 6, 102 9 of 18 people aged 15–17 in their families. Children aged 7 to 14 live in families of 29.0% of the respondents. 0–6 years 7–14 years 15–18 years Figure 6. The number of individual age groups of children and adolescents in the respondents’ families. Figure 6. The number of individual age groups of children and adolescents in the respondents’ fam- ilies. Another survey question concerned the share of respondents in road traffic. The largest group of people represents car drivers (118 people). The next largest group are Another survey question concerned the share of respondents in road traffic. The larg- pedestrians—81 people, which constitute 38% of the total. Only 8% of the respondents est group of people represents car drivers (118 people). The next largest group are pedes- most often participate in road traffic as cyclists (18 people). It should also be noted that trians—81 people, which constitute 38% of the total. Only 8% of the respondents most the greatest number of people who marked this answer were under 18 years of age. The often participate in road traffic as cyclists (18 people). It should also be noted that the next question sounded quite controversial, but the results of the interviewees’ opinions greatest number of people who marked this answer were under 18 years of age. The next are even more shocking: 179 people think that children are often the perpetrators of road question sounded quite controversial, but the results of the interviewees’ opinions are accidents, and only 38 think the opposite. This is clearly an erroneous opinion in the light even more shocking: 179 people think that children are often the perpetrators of road ac- of the statistics presented above, in which the group of the most frequent perpetrators of cidents, and only 38 think the opposite. This is clearly an erroneous opinion in the light of road accidents are people over 60 years of age and not children and adolescents. the statistics presented above, in which the group of the most frequent perpetrators of road accidents are people over 60 years of age and not children and adolescents. Another question in the survey concerned the place where road accidents caused by minors most often occur (see Figure 7). The vast majority indicated pedestrian crossings as most dangerous and roads that predominate in official statistics. Much fewer people consider sidewalks and bicycle paths to be dangerous places. It can therefore be concluded that the respondents intuitively indicated the most dangerous places, not disregarding official statistics, which may also be influenced by information about accidents communi- cated to the public by the mass media. The respondents are aware that minors are often the perpetrators of accidents not only on the road and at pedestrian crossings, but also on sidewalks and bicycle paths. Number of respondents Infrastructures 2021, 6, 102 9 of 17 Another question in the survey concerned the place where road accidents caused by minors most often occur (see Figure 7). The vast majority indicated pedestrian crossings as most dangerous and roads that predominate in official statistics. Much fewer people consider sidewalks and bicycle paths to be dangerous places. It can therefore be concluded that the respondents intuitively indicated the most dangerous places, not disregarding official statistics, which may also be influenced by information about accidents communi- cated to the public by the mass media. The respondents are aware that minors are often Infrastructures 2021, 6, 102 10 of 18 the perpetrators of accidents not only on the road and at pedestrian crossings, but also on sidewalks and bicycle paths. roadway sidewalk bicycle path pedestrian crossing 0 20 40 60 80 100 Number of respondents Figure 7. Place of the occurrence of road accidents according to the respondents. Figure 7. Place of the occurrence of road accidents according to the respondents. In the next part of the study, questions were asked about the elements of road infras- tructur In e th and e next their part impact of thon e study, the residents’ question sense s were of as safety ked abo . Unfortunately ut the element , as many s of road as 77% infra of - struct the resp ure ondents and their believe impact that on ther the eres is ident not enough s’ sense pr of otective safety. equipment Unfortunately, in the as locality many as wher 77% e they live (e.g., protective barriers at sidewalks, additional signage at schools, hospitals, of the respondents believe that there is not enough protective equipment in the locality where etc.). Another they live question (e.g., pro concerned tective barr the iers assessment at sidewalk ofsthe , add quality itional of sign sidewalks age at schoo and ls bicycle , hos- paths. The majority of respondents (129 people) believe that the level of satisfaction with pitals, etc.). Another question concerned the assessment of the quality of sidewalks and the quality of road infrastructure is low. Apart from pedestrians, the right to use sidewalks bicycle paths. The majority of respondents (129 people) believe that the level of satisfac- and pedestrian paths is also allowed for: tion with the quality of road infrastructure is low. Apart from pedestrians, the right to use sidewalks and pedestrian paths is also allowed for: People in a wheelchair, People pushing a bicycle, moped, motorcycle and electric scooter, • People in a wheelchair, People pushing a pram, • People pushing a bicycle, moped, motorcycle and electric scooter, Children up to 10 years of age on a bicycle, under the supervision of an adult. • People pushing a pram, • C In hil addition, dren up t ito 10 should year be s onoted f age o that, n a bicy in special cle, under situations, the superv a cyclist ision may of an adu also be lt. on the pavement, but they must give way to pedestrians. In addition, it should be noted that, in special situations, a cyclist may also be on the The last part of the questionnaire requested suggestions for improving safety in places pavement, but they must give way to pedestrians. where children are most at risk. It was possible to select multiple answers and submit The last part of the questionnaire requested suggestions for improving safety in your own ideas. As can be seen in Figure 8, the majority of 58% believe that infrastructure places where children are most at risk. It was possible to select multiple answers and sub- should be repaired or modernised, for example: adjusted in terms of width, and removing mit your own ideas. As can be seen in Figure 8, the majority of 58% believe that infrastruc- dangerous objects (poles, road signs or advertisements). Some 37% of respondents believe ture should be repaired or modernised, for example: adjusted in terms of width, and re- that sidewalks and bicycle paths should be developed. In the suggestions, which were moving dangerous objects (poles, road signs or advertisements). Some 37% of respond- supplemented by 11 participants in the study, the most frequently mentioned solutions in ents believe that sidewalks and bicycle paths should be developed. In the suggestions, the field of road repair indicated the elimination of defects in the road and ruts. According which were supplemented by 11 participants in the study, the most frequently mentioned to the indications, the problem is also the numerous manholes in residential areas, which solutions in the field of road repair indicated the elimination of defects in the road and are often below the road level and cause trouble for drivers. The last suggestion was ruts. According to the indications, the problem is also the numerous manholes in residen- to increase educational campaigns promoting the correct behaviour of children on the tial areas, which are often below the road level and cause trouble for drivers. The last suggestion was to increase educational campaigns promoting the correct behaviour of children on the roads. Summing up, it can be stated that the modernisation of the road infrastructure may significantly affect the safety level of the inhabitants of the southern part of Poland. Infrastructures 2021, 6, 102 10 of 17 Infrastructures 2021, 6, 102 11 of 18 roads. Summing up, it can be stated that the modernisation of the road infrastructure may significantly affect the safety level of the inhabitants of the southern part of Poland. Figure 8. Suggestions for improving the safety of road infrastructure. Figure 8. Suggestions for improving the safety of road infrastructure. Summarising the research, the survey managed to explain that the respondents are Summarising the research, the survey managed to explain that the respondents are aware that minors are often the perpetrators of road accidents on roads, sidewalks and aware that minors are often the perpetrators of road accidents on roads, sidewalks and bicycle roads. According to the results of the respondents, it was also shown that, in bicycle roads. According to the results of the respondents, it was also shown that, in south- southern Poland, there is an insufficient amount of protective resources for pedestrians ern Poland, there is an insufficient amount of protective resources for pedestrians as well as well as sidewalks and bicycle paths that do not meet the respondents’ expectations. In as sidewalks and bicycle paths that do not meet the respondents’ expectations. In addition, addition, the results showed that the modernisation of the road infrastructure (sidewalks, the results showed that the modernisation of the road infrastructure (sidewalks, crossings crossings and bicycle paths) may significantly affect the level of their satisfaction. It is and bicycle paths) may significantly affect the level of their satisfaction. It is recommended recommended that such surveys are repeated after modernisation, or sequentially, in the that such surveys are repeated after modernisation, or sequentially, in the future to check future to check the level of satisfaction and the development of road infrastructure. the level of satisfaction and the development of road infrastructure. It is hopeful that, in 2020, the Polish government announced the launch of a new It is hopeful that, in 2020, the Polish government announced the launch of a new programme aimed at improving the quality of road infrastructure called ‘Safe Infrastruc- programme aimed at improving the quality of road infrastructure called ‘Safe Infrastruc- ture’. By introducing new investment, it is planned to renovate roads, pavements and ture’. By introducing new investment, it is planned to renovate roads, pavements and bi- bicycle paths. The activities of the programme will also focus on educating children and cycle paths. The activities of the programme will also focus on educating children and adolescents on the rules of the road. All activities included in the programme are to be adolescents on the rules of the road. All activities included in the programme are to be implemented by the end of 2025. implemented by the end of 2025. 5. Road Infrastructure Improvements to Prevent Accidents 5. Road Infrastructure Improvements to Prevent Accidents In this section, the various infrastructure solutions used to increase the safety of road In this section, the various infrastructure solutions used to increase the safety of road users, with particular emphasis on children, will be presented. users, with particular emphasis on children, will be presented. 5.1. Infrastructural Solutions Increasing the Safety of Children at School Crossings 5.1. Infrastructural Solutions Increasing the Safety of Children at School Crossings In Poland, vehicles often drive on roads near primary and secondary schools or kindergartens. This arrangement is very convenient for parents and guardians who can In Poland, vehicles often drive on roads near primary and secondary schools or kin- take their children to school by car before work. On such roads, there are usually special dergartens. This arrangement is very convenient for parents and guardians who can take warning signs for drivers. Many schools also employ a ‘children’s crossing guard’ to help their children to school by car before work. On such roads, there are usually special warn- students walk over the pedestrian crossings during busy hours before and after school, by ing signs for drivers. Many schools also employ a ‘children’s crossing guard’ to help stu- stopping traffic on the road (Figure 9a). Such a solution does not require additional costs dents walk over the pedestrian crossings during busy hours before and after school, by related to infrastructure and is associated only with organisational changes and personnel stopping traffic on the road (Figure 9a). Such a solution does not require additional costs costs. Even though such a solution is very effective when it comes to the safety of children related to infrastructure and is associated only with organisational changes and personnel on the road, not all cities in Poland employ guards because it is quite an expensive way to costs. Even though such a solution is very effective when it comes to the safety of children protect children during the school year. on the road, not all cities in Poland employ guards because it is quite an expensive way to protect children during the school year. Another way is to design special Children Crossing signs with warning flags (Figure 9b) or light signals, ordering drivers to stop when the signal is flashing. Another solution is the positioning of a life-size plaster figure, imitating a child walking through a pedes- trian crossing (Figure 9c), as found in Ukraine, or plastic models, in Russia (Figure 9d). The figures are up to 1.60 m in size and in the shape of not only small children, but also teenagers. Such mannequins are different, and it is hard to find two similar ones. This Infrastructures 2021, 6, 102 12 of 18 caused aggression on the part of some drivers, because they lost extra time every time they stopped at such a crossing. To make matters worse, drivers accustomed to fake chil- dren are not then sufficiently vigilant with real children walking on zebra crossings. De- Infrastructures 2021, 6, 102 11 of 17 spite the fact that, in many cities, it has been decided to eliminate this type of dummy, these unique solutions can still be seen in some places in Russia and Kazakhstan. (a) (b) (d) (c) Figure 9. Exemplary solutions increasing the safety of children at school crossings: (a) Children’s crossing guard. Re- Figure 9. Exemplary solutions increasing the safety of children at school crossings: (a) Children’s crossing guard. Reprinted printed with permission from ref. [47]. Copyright 2017 Urząd Miejski w Wolborzu [47], (b) Children’s crossing. Re- with permission from ref. [47]. Copyright 2017 Urzad ˛ Miejski w Wolborzu [47], (b) Children’s crossing. Reprinted with printed with permission from ref. [48]. Copyright: Simon McGill (Getty Images), (c) A plaster figure imitating a road- permission from ref. [48]. Copyright: Simon McGill (Getty Images), (c) A plaster figure imitating a road-crossing child. crossing child. Reprinted with permission from ref. [49]. Copyright 2017 Depo.ua, (d) Plastic model of a girl crossing the Reprinted with permission from ref. [49]. Copyright 2017 Depo.ua, (d) Plastic model of a girl crossing the road. Reprinted road. Reprinted with permission from ref. [50]. Copyright 2020 Екатерина Романова (Комсомольская правда). with permission from ref. [50]. Copyright 2020 Екaтеринa Рoмaнoвa (Кoмсoмoльскaя прaвдa). 5.2. Infrastructural Solutions Increasing the Visibility of Crossings Another way is to design special Children Crossing signs with warning flags (Figure 9b) An interesting solution to increase the visibility of pedestrian crossings is their mod- or light signals, ordering drivers to stop when the signal is flashing. Another solution ification with special stripe painting, which, since 2017, began to be tested in Scandinavian is the positioning of a life-size plaster figure, imitating a child walking through a pedes- countries and France. Drivers approaching such a 3D transition have the impression that trian crossing (Figure 9c), as found in Ukraine, or plastic models, in Russia (Figure 9d). the lanes are in the form of a three-dimensional solid lying on the street, which forces you The figures are up to 1.60 m in size and in the shape of not only small children, but also to reduce speed. This solution was also used in Poland in 2018 (Figure 10a). Other, even teenagers. Such mannequins are different, and it is hard to find two similar ones. This more artistic designs were also tested around the world, such as those presented in a War- caused aggression on the part of some drivers, because they lost extra time every time they saw pedestrian crosswalk designed in the style of a piano in order to commemorate stopped at such a crossing. To make matters worse, drivers accustomed to fake children Chopin’s 200th birthday (Figure 10b). However, research on the example of a piano/key- are not then sufficiently vigilant with real children walking on zebra crossings. Despite the bo fact arthat, d-style ind many pedest cities, rian it crossi has n been g (3DPK decided crossin to eliminate g) in Chiathis ng M type ai in of Th dummy ailand ,ov the er se a unique period of solutions 12 weeks can show still ed be seen that v in ehicle some spee places ds decre in Russia asedand signif Kazakhstan. icantly after the 3DPK crossing was installed for the first three weeks [51]. After that, the vehicle speeds slightly increased 5.2. Infrastructural Solutions Increasing the Visibility of Crossings back to the same level as before the installation. An interesting solution to increase the visibility of pedestrian crossings is their modifi- cation with special stripe painting, which, since 2017, began to be tested in Scandinavian countries and France. Drivers approaching such a 3D transition have the impression that the lanes are in the form of a three-dimensional solid lying on the street, which forces you to reduce speed. This solution was also used in Poland in 2018 (Figure 10a). Other, even more artistic designs were also tested around the world, such as those presented in a Warsaw Infrastructures 2021, 6, 102 13 of 18 Infrastructures 2021, 6, 102 12 of 17 Another example are crossings with hints for pedestrians (e.g., look left, look right) in the form of additional horizontal markings (Figure 10c). This is to draw attention to pedestrians when crossing the street and may reduce the number of collisions in the area pedestrian crosswalk designed in the style of a piano in order to commemorate Chopin’s of pedestrian crossings. 200th birthday (Figure 10b). However, research on the example of a piano/keyboard-styled Another example of an investment improving visibility is a bicycle path that shines pedestrian crossing (3DPKcrossing) in Chiang Mai in Thailand over a period of 12 weeks at night, which was the first to be put into use in Poland in 2016. It is completely self- showed that vehicle speeds decreased significantly after the 3DPK crossing was installed sufficient and ecological. Its surface includes so-called phosphors. These are synthetic sub- for the first three weeks [51]. After that, the vehicle speeds slightly increased back to the stances that are charged by daylight and then gradually release the stored energy at night, same level as before the installation. glowing blue (Figure 10d). (a) (b) (d) (c) Figure 10. Examples of improving the visibility of pedestrian crossings: (a) Three-dimensional crossing, (b) piano/key- Figure 10. Examples of improving the visibility of pedestrian crossings: (a) Three-dimensional crossing, (b) piano/keyboard- board-styled pedestrian crossing (3DPKcrossing), (c) pedestrian crossings with hints. Reprinted with permission from ref. styled pedestrian crossing (3DPKcrossing), (c) pedestrian crossings with hints. Reprinted with permission from ref. [52]. [52]. Copyright 2020 Lubuska Policja], (d) bicycle road and sidewalk visible at night. Copyright 2020 Lubuska Policja], (d) bicycle road and sidewalk visible at night. 5.3. Advanced Infrastructural Solutions Another example are crossings with hints for pedestrians (e.g., look left, look right) in the Anot form her ofsol additional ution, alre horizontal ady widelmarkings y used in (Figur Poland, e 10 is c). the This use is of to po draw int refl attention ective ele to - men pedestrians ts at ped when estrian crossing crossin the gs,str weet ith and addition mayal reduce use of the mo number tion sensors of collisions (knowin n as the‘cat area ’s eyes of pedestrian ’), typically cr ossings. used in smart cities. A specially mounted motion sensor that reacts to an Another example of an investment improving visibility is a bicycle path that shines at approaching pedestrian or cyclist will activate an increased frequency of pulsing (flash- night, which was the first to be put into use in Poland in 2016. It is completely self-sufficient ing) of the LED diodes (Figure 11). The use of reflective elements and active elements in and ecological. Its surface includes so-called phosphors. These are synthetic substances the form of diodes as an additional light source significantly improves the visibility of that are charged by daylight and then gradually release the stored energy at night, glowing these elements. Active point reflectors have luminous diode elements powered by built- blue (Figure 10d). in batteries or capacitors of high capacity. The use of road markers with narrow lighting angles allows their visibility, even from a distance of 1000 m. The visibility of the marking 5.3. Advanced Infrastructural Solutions from such a large distance allows the driver to react earlier and drive safer. A special Another solution, already widely used in Poland, is the use of point reflective elements chemically hardening mass is used for the assembly of the markers, which ensures their at pedestrian crossings, with additional use of motion sensors (known as ‘cat’s eyes’), typi- perfect fixing. cally used in smart cities. A specially mounted motion sensor that reacts to an approaching The use of an unusual installation from Québec in Canada could turn out to be inno- pedestrian or cyclist will activate an increased frequency of pulsing (flashing) of the LED vative and it consists of yellow panels that imitate the stripes on a pedestrian crossing. diodes (Figure 11). The use of reflective elements and active elements in the form of diodes The panels go up as the car approaches them. Then, the drivers’ eyes will see nearly two- as an additional light source significantly improves the visibility of these elements. Active point reflectors have luminous diode elements powered by built-in batteries or capacitors of high capacity. The use of road markers with narrow lighting angles allows their visibility, Infrastructures 2021, 6, 102 14 of 18 meter high plates [53]. They do not appear on the street permanently, each time they are Infrastructures 2021, 6, 102 13 of 17 lifted by an operator who could assess the safety and legitimacy of lifting the panels with his own eyes. The panels bear the inscription, in French, that the crossings are there to protect pedestrians and they thank any driver who stops in front of them to give way to even from a distance of 1000 m. The visibility of the marking from such a large distance people crossing the road. The design is part of the 2019 campaign to improve road safety allows the driver to react earlier and drive safer. A special chemically hardening mass is by Le société de l’assurance automobile du Québec (SAAQ), which is encouraging drivers used for the assembly of the markers, which ensures their perfect fixing. to be more aware of their responsibilities in keeping pedestrians safe. Figure 11. Advanced design of pedestrian crossings: active crossing equipped with ‘cat’s eyes’. Figure 11. Advanced design of pedestrian crossings: active crossing equipped with ‘cat’s eyes’. The above-mentioned proposals for improvements in the field of road infrastructure The use of an unusual installation from Québec in Canada could turn out to be are aimed at bringing the following safety benefits: innovative and it consists of yellow panels that imitate the stripes on a pedestrian crossing. The panels go up as the car approaches them. Then, the drivers’ eyes will see nearly • Reducing the number of road accidents and fatalities by increasing the visibility of two-meter high plates [53]. They do not appear on the street permanently, each time they road users or reducing the speed of vehicles. are lifted by an operator who could assess the safety and legitimacy of lifting the panels • Reduction of external transport costs, resulting from the necessity of compensation with his own eyes. The panels bear the inscription, in French, that the crossings are there to costs of hospital treatment, rehabilitation of the disabled as well as disability benefits protect pedestrians and they thank any driver who stops in front of them to give way to costs. people crossing the road. The design is part of the 2019 campaign to improve road safety • Improving the sense of security for pedestrians and bicycle users and, therefore, more by Le société de l’assurance automobile du Québec (SAAQ), which is encouraging drivers frequent use of these forms of movement (health and environmental benefits). to be more aware of their responsibilities in keeping pedestrians safe. • Creating a better environment for residents, related to pleasure and comfort, by the The above-mentioned proposals for improvements in the field of road infrastructure design of infrastructural elements, such as road lighting. are aimed at bringing the following safety benefits: Assessment of the road infrastructure solutions for preventing accidents involving Reducing the number of road accidents and fatalities by increasing the visibility of children is a difficult task due to their diversity. Therefore, the following evaluation crite- road users or reducing the speed of vehicles. ria (and assessment weights) were considered for their evaluation, enabling the determi- Reduction of external transport costs, resulting from the necessity of compensation nation of the importance of a given criterion when making decisions regarding the mod- costs of hospital treatment, rehabilitation of the disabled as well as disability benefits ernisation of road infrastructure: costs. a) Implementation cost (0.2), defining investment outlays for the implementation of a Improving the sense of security for pedestrians and bicycle users and, therefore, more new solution for the existing road infrastructure. frequent use of these forms of movement (health and environmental benefits). b) Maintenance cost (0.2), associated with the need to incur additional costs throughout Creating a better environment for residents, related to pleasure and comfort, by the the year of using the solution or taking care not to deteriorate its condition by mod- design of infrastructural elements, such as road lighting. ernising, painting, etc. Assessment of the road infrastructure solutions for preventing accidents involving c) Solution effectiveness (0.2), reflects the effectiveness of the application in the preven- children is a difficult task due to their diversity. Therefore, the following evaluation criteria tion of road accidents. (and assessment weights) were considered for their evaluation, enabling the determination d) Universal application (0.15), related to the use of a given solution in various types of of the importance of a given criterion when making decisions regarding the modernisation roads and buildings. of road infrastructure: e) Solution duration (0.1), characterises the long service life of a given solution. (a) Implementation cost (0.2), defining investment outlays for the implementation of a f) Aesthetic qualities (0.05), reflects the need not to disturb the visual harmony in line new solution for the existing road infrastructure. with the smart city idea. (b) Maintenance cost (0.2), associated with the need to incur additional costs through- All of the above-mentioned infrastructural solutions in the field of improving the out the year of using the solution or taking care not to deteriorate its condition by safety of children were assessed according to the criteria discussed. The weighted assess- modernising, painting, etc. ment method was used, in which the assessment of individual criteria, on a scale of 1–10 (c) Solution effectiveness (0.2), reflects the effectiveness of the application in the preven- (1—lowest, 10—highest), was multiplied by the importance of the criterion. A summary tion of road accidents. of the grades is presented in Table 2. (d) Universal application (0.15), related to the use of a given solution in various types of roads and buildings. (e) Solution duration (0.1), characterises the long service life of a given solution. Infrastructures 2021, 6, 102 14 of 17 (f) Aesthetic qualities (0.05), reflects the need not to disturb the visual harmony in line with the smart city idea. All of the above-mentioned infrastructural solutions in the field of improving the safety of children were assessed according to the criteria discussed. The weighted assessment Infrastructures 2021, 6, 102 method was used, in which the assessment of individual criteria, on a scale of 15 1–10 of 18 (1—lowest, 10—highest), was multiplied by the importance of the criterion. A summary of the grades is presented in Table 2. Table 2. Multi-criteria assessment of infrastructural solutions increasing children’s road safety. Table 2. Multi-criteria assessment of infrastructural solutions increasing children’s road safety. Criteria Total Criteria Total Solution a b c d e f Solution a b c d e f Children crossing guards 0.40 0.20 1.60 0.75 0.80 0.25 4.00 Children crossing guards 0.40 0.20 1.60 0.75 0.80 0.25 4.00 Children crossing signs 1.00 1.60 1.20 1.50 0.60 0.25 6.15 Children crossing signs 1.00 1.60 1.20 1.50 0.60 0.25 6.15 Children’s figure imitation 0.80 0.80 1.00 0.90 0.20 0.10 3.80 Children’s figure imitation 0.80 0.80 1.00 0.90 0.20 0.10 3.80 3D/special shape crossings 0.40 0.80 1.00 0.90 0.20 0.50 3.80 3D/special shape crossings 0.40 0.80 1.00 0.90 0.20 0.50 3.80 Fluorescent sidewalks and Fluorescent sidewalks and bicycle paths 0.40 1.60 1.60 1.50 0.80 0.50 6.40 0.40 1.60 1.60 1.50 0.80 0.50 6.40 bicycle paths Cat’s eyes active crossings 0.20 1.60 1.60 1.20 1.00 0.50 6.10 Cat’s eyes active crossings 0.20 1.60 1.60 1.20 1.00 0.50 6.10 Crosswalk safety barriers 0.20 1.60 2.00 0.75 1.00 0.10 5.65 Crosswalk safety barriers 0.20 1.60 2.00 0.75 1.00 0.10 5.65 The graphical form of the analysis results is shown in Figure 12, thus obtaining a The graphical form of the analysis results is shown in Figure 12, thus obtaining a ranking of infrastructural solutions that increase children’s road safety. ranking of infrastructural solutions that increase children’s road safety. Fluorescent sidewalks and bicycle paths 6.40 Children crossing signs 6.15 Cat's eyes active crossings 6.10 Crosswalk safety barriers 5.65 Children crossing's guard 4.00 3D/special shape crossings 3.80 Children's figure imitation 3.80 0 2 4 6 8 10 Weighted rating Figure 12. Ranking of infrastructural solutions increasing children’s road safety. Figure 12. Ranking of infrastructural solutions increasing children’s road safety. Considering the most important selection criteria when modernising the road infras- Considering the most important selection criteria when modernising the road infra- tructure, fluorescent sidewalks and bicycle paths seem to be the best solutions to be used structure, fluorescent sidewalks and bicycle paths seem to be the best solutions to be used in cities, mainly due to their low cost and effectiveness. Children crossing guards are very in cities, mainly due to their low cost and effectiveness. Children crossing guards are very effective but can only protect children crossing the road while the guards are at work, effective but can only protect children crossing the road while the guards are at work, and and this solution is the most expensive. As part of the expansion of urban infrastructure, this solution is the most expensive. As part of the expansion of urban infrastructure, the the use of solutions based on specially painted pedestrian crossings and figures imitating use of solutions based on specially painted pedestrian crossings and figures imitating walking children are not recommended due to their ineffectiveness. walking children are not recommended due to their ineffectiveness. All of the examples presented have different implantation costs and different effec- All of the examples presented have different implantation costs and different effec- tiveness, but it is worth considering that even one child’s life may be saved by its use. tiveness, but it is worth considering that even one child’s life may be saved by its use. 6. Conclusions The behaviour of young road users should be considered in the development of in- jury prevention programmes, focusing on child and parent education and training, and by adapting the infrastructure of the urban environment to better meet their needs. This study presented the level of safety of children and adolescents on the road in Poland and the level of satisfaction with the road infrastructure of road users, through the analysis of statistical data resulting from the survey. The key road safety resources for all pedestrian groups have also been listed and resources that directly affect the safety level of minors have been identified. Infrastructural solution Infrastructures 2021, 6, 102 15 of 17 6. Conclusions The behaviour of young road users should be considered in the development of injury prevention programmes, focusing on child and parent education and training, and by adapting the infrastructure of the urban environment to better meet their needs. This study presented the level of safety of children and adolescents on the road in Poland and the level of satisfaction with the road infrastructure of road users, through the analysis of statistical data resulting from the survey. The key road safety resources for all pedestrian groups have also been listed and resources that directly affect the safety level of minors have been identified. The survey made it possible to show that the respondents are aware that minors are often the perpetrators of road accidents on roads, sidewalks and bicycle lanes. According to the results of the respondents, it also turned out that, in the southern part of Poland, there is an insufficient amount of protective resources for pedestrians, as well as sidewalks and bicycle paths that do not meet the expectations of the respondents. The road infrastructure solutions presented in this article aim at improving the safety of, especially, people crossing the road. Solutions can be distinguished as: increasing the safety of children at school crossings, improving the visibility and advanced specially designed crossings. The solutions were evaluated, considering selected criteria when modernising the road infrastructure, and a ranking list was prepared. Funding: This research received no external funding. Institutional Review Board Statement: Not applicable. 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Journal

InfrastructuresMultidisciplinary Digital Publishing Institute

Published: Jul 9, 2021

Keywords: child pedestrian safety; child cyclist safety; infrastructure modern solutions; road safety

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