*3.4. Additional Research*

Additional field tests were carried out in a highly urbanized city area, in three Polish cities: Gdynia, Gdansk and Warsaw. The tests were carried out in a reference period of very good weather conditions, including pedestrian crossings which are not light controlled. The study covered nine pedestrian crossings with diversified street cross-sections. Based on the analysis, it can be stated that there is a significant decrease in speed when a pedestrian is crossing the road, while no decrease in speed was recorded with a pedestrian waiting to cross. In certain cases, the value was higher than average (Table 2):


The lowest average speed of vehicles approaching a pedestrian crossing with pedestrians crossing the roadway was recorded at roundabout-type intersections, and the highest when the crossing was located between intersections. This confirms that the location of a pedestrian crossing influences vehicle speed.


 traffic.

> **Table 1.** Features of pedestrian


**Table 1.** *Cont*.

#### *Energies* **2021** , *14*, 3559


**Table 2.** Average vehicle speed V [km/h] depending on the distance from the pedestrian crossing L [m].

At the same time, observations were carried out on pedestrian crossings in selected test points, focused on assessing the behaviour of drivers with regard to pedestrians, on approach to the crossing. The results are presented in Figure 8. The tests were carried out for the 1 × 2 cross-section, a speed limit of 50 km/h, non-signalised crossing and no traffic calming features (islands separating traffic directions). The observations were carried out for vehicles moving in the lane adjacent to the sidewalk where the pedestrian was situated. The observations were assigned to four situations:


**Figure 8.** Results of observations of driver behaviour with regard to pedestrians in the crossing area.

The results indicate that only 1.6% of drivers stopped in order to give way to pedestrians approaching a crossing. The value of 20% of drivers giving way to pedestrians who were waiting to cross was not very large either, but it must be considered that, according to the regulations in place in Poland, the driver is not under an obligation to give way to pedestrians who are waiting to cross the roadway. Giving way to pedestrians in such situations is promoted as a positive way to behave in traffic. The result recorded in situation C is reason for serious concern: as many as 30% of drivers drive through a crossing, despite the fact that a pedestrian is already on the roadway. Such a behaviour of drivers leads to the negative statistics indicated in the first part of the article.

#### **4. Conclusions**

It follows from the review of Polish and international research performed to date that it is necessary to carry out studies on the behaviour of pedestrians and drivers in pedestrian crossing areas in order to plan, design and implement solutions to improve pedestrian safety.

In Poland, about 30% of all road fatalities are pedestrians. Records show that about 35% of all pedestrian fatalities occurred at a pedestrian crossing.

This study of driver and pedestrian behaviour in pedestrian crossing areas showed that vehicle speeds vary depending on the location—type of area, type of cross-section, section characteristics and pedestrian crossing control—and on the presence or absence of traffic lights. The study showed that speed limits are frequently exceeded near pedestrian crossings. This is why measures are necessary to improve pedestrian safety. They include pedestrian refuge islands and signalised crossings, especially for cross-sections such as 1 × 4, 2 × 2 or 2 × 3. Visibility at pedestrian crossings must be improved (vehicles parked, bus stops and road section geometry). Additional analyses of driver behaviour towards pedestrians waiting to cross, the level of conflicts and number of victims showed that the regulations must be revised. It is important to give priority to pedestrians waiting to cross the road, which has been implemented in many countries. This must be accompanied by educational campaigns, increased enforcement as regards driver behaviour in the initial period and ensuring that pedestrian crossing areas meet safety standards. The standards would include no designated pedestrian crossings if there are no traffic lights, a speed limit of more than 50 km/h and pedestrians having to cross the road at a second level (tunnel or footbridge), or with traffic lights, if there is more than one lane of traffic in the same direction.

More research on pedestrian safety is required and should be specifically aimed at identifying pedestrian crossing hazards, assessing the effectiveness of treatments and assessing pedestrian and driver behaviour on a regular basis by covering more parameters (e.g., different weather conditions or time of day).

**Author Contributions:** Conceptualization, M.B.; methodology, M.B., M.K. and P.T.; formal analysis, A.G., L.G. and L.J.; resources, A.G. and L.J.; data curation, A.G., L.J. and L.G.; writing—original draft preparation, M.B., L.J., A.G. and L.G.; writing—review and editing, M.B., M.K. and P.T.; project administration, M.B. All authors have read and agreed to the published version of the manuscript.

**Funding:** This research received no external funding.

**Institutional Review Board Statement:** Not applicable.

**Informed Consent Statement:** Not applicable.

**Data Availability Statement:** Not applicable.

**Conflicts of Interest:** The authors declare no conflict of interest.

#### **References**

