A

Dissertation Report
On
“Pedestrian Safety Measurements at Undesignated Pedestrian Crossing Midblock
Section at Jamalpur Flower market (AMD)”

Submitted By
SAFA JAN AHMADI
ID NO: - 20TS801
Under the Guidance of

Prof. P. N. Patel Prof. (Dr) L. B. Zala

Assistant Professor, Head of Department,
Department of Civil Engineering Department of Civil Engineering

Prof. H. D. AVINASH CHAUDHARY

Professor, SVNIT, Surat, GEC, Dahod

Submitted to
Birla Vishvakarma Mahavidyalaya Engineering College
(An Autonomous Institution)
Affiliated to Gujarat Technological University
in Partial fulfilment for the award of the
degree of

Master of Technology
In Civil Engineering with Specialization in Transportation Engineering

DEPARTMENT OF CIVIL ENGINEERING

BIRLA VISHVAKARMA MAHAVIDYALAYA ENGINEERING COLLEGE
(An Autonomous Institution)
VALLABH VIDYANAGAR –
388120 MAY, 2018-2019
 CERTIFICATE

This is to certify that work embodied in this dissertation entitled “Pedestrian Safety
Measurements at Undesignated Pedestrian Crossing Midblock Section at Jamalpur Flower
market (AMD)” was carried out by 20TS801: Safa Jan Ahmadi, at Birla Vishvakarma
Mahavidyalaya (Engineering College) An Autonomous Institution for partial fulfillment of
Master of Technology (Civil Engineering) with Specialization in Transportation
Engineering degree to be awarded by Gujarat Technological University. This work has been
carried out under our supervision meets the requirement of Gujarat Technological University.

Date:

Place: Vallabh Vidyanagar

(Prof. Pinakin. N. Patel) (Dr. L.B. Zala)

Head, (Civil Engineering) Principal

(Dr. L.B. Zala) (Dr. I. N. Patel)

DEPARTMENT OF CIVIL ENGINEERING

BIRLA VISHVAKARMA MAHAVIDYALAYA ENGINEERING
COLLEGE (An Autonomous Institution)
VALLABH VIDYANAGAR – 388120
GUJARAT, INDIA

ii
 COMPLIANCE CERTIFICATE
This is to certify that the research work embodied in this dissertation entitled “Pedestrian
Safety Measurements at Undesignated Pedestrian Crossing Midblock Section at Jamalpur
Flower market (AMD)” at Birla Vishvakarma Mahavidyalaya (Engineering College) An
Autonomous Institution for partial fulfilment of Master of Technology (Civil Engineering)
with Specialization in Transportation Engineering degree to be awarded by Gujarat
Technological University. He has complied to the comments given by the Dissertation Phase
– I as well as Mid Semester Dissertation Reviewer to my / our satisfaction.

Date:

Place: Vallabh Vidyanagar

(Parmar Bhavesh N)

(Prof. Pinakin N. Patel) (Dr. L.B. Zala)

Head, Civil Engineering Principal

(Dr. L.B. Zala) (Dr. I. N. Patel)

DEPARTMENT OF CIVIL ENGINEERING

BIRLA VISHVAKARMA MAHAVIDYALAYA ENGINEERING
COLLEGE (An Autonomous Institution)
VALLABH VIDYANAGAR – 388120
GUJARAT, INDIA

iii
 PAPER PUBLICATION
CERTIFICATE

This is to certify that the research work embodied in this dissertation entitled “Pedestrian
Safety Measurements at Undesignated Pedestrian Crossing Midblock Section at Jamalpur
Flower market (AMD)”was carried out by 20TS801: Safa Jan Ahmadi, at Birla
Vishvakarma Mahavidyalaya (Engineering College) An Autonomous Institution for partial
fulfilment of Master of Technology (Civil Engineering) with Specialization in
Transportation Engineering degree to be awarded by Gujarat Technological University. He
has published/article entitled “ ” for publication by the “ ” at

. Date:

Place: Vallabh Vidyanagar

(Parmar Bhavesh N)

(Prof. Pinakin N. Patel) (Dr. L.B. Zala)

Head, Civil Engineering Principal

(Dr. L.B. Zala) (Dr. I. N. Patel)

DEPARTMENT OF CIVIL ENGINEERING

BIRLA VISHVAKARMA MAHAVIDYALAYA ENGINEERING
COLLEGE (An Autonomous Institution)
VALLABH VIDYANAGAR – 388120
GUJARAT, INDIA

iv
 DISSERTATION APPROVAL CERTIFICATE
This is to certify that dissertation titled “Pedestrian Safety Measurements at Undesignated
Pedestrian Crossing Midblock Section at Jamalpur Flower market (AMD)”was carried out
by 20TS801: Safa Jan Ahmadi, at Birla Vishvakarma Mahavidyalaya (Engineering College)
An Autonomous Institution is approved for award of the degree of Master of Technology
(Civil Engineering) with Specialization in Transportation Engineering by Gujarat
Technological University.

Date:

Place: Vallabh Vidyanagar

Signature:

Name:

Examiners

DEPARTMENT OF CIVIL ENGINEERING

BIRLA VISHVAKARMA MAHAVIDYALAYA ENGINEERING
COLLEGE (An Autonomous Institution)
VALLABH VIDYANAGAR – 388120
GUJARAT, INDIA

v
 DECLARATION OF ORIGINALITY
I hereby certify that I am the sole author of this dissertation and that neither any part of this
dissertation nor the whole of the dissertation has been submitted for a degree to any other
University or Institution.
I certify that, to the best of my knowledge, my dissertation does not infringe upon anyone’s
copyright nor violate any proprietary rights and that any ideas, techniques, quotations or any
other material from the work of other people included in my dissertation, published or
otherwise, are fully acknowledged in accordance with the standard referencing practices.
Furthermore, to the extent that I have included copyrighted material that surpasses the bounds
of fair dealing within the meaning of the Indian Copyright Act, I certify that I have obtained a
written permission from the copyright owner(s) to include such material(s) in my dissertation
and have included copies of such copyright clearances to our appendix.
I declare that this is a true copy of dissertation, including any final revisions, as approved by
my dissertation review committee.

Date:

(20TS801: SAFA JAN AHMADI)

DEPARTMENT OF CIVIL ENGINEERING

BIRLA VISHVAKARMA MAHAVIDYALAYA ENGINEERING
COLLEGE (An Autonomous Institution)
VALLABH VIDYANAGAR – 388120
GUJARAT, INDIA

vi
 ACKNOWLEDGEMENT

I would like to express my gratitude to Er. Bhikhubhai B. Patel, Chairman, Charutar

Vidyamandal (Vallabh Vidyanagar), for providing constant inspiration and motivation to
achieve our goals.
I express sincere and wholehearted thanks to Prof. (Dr). I. N. Patel, Principal, Birla
Vishvakarma Mahavidyalaya Engineering College, Vallabh Vidyanagar, Prof (Dr). L.
B. Zala, Head Civil Engineering, Birla Vishvakarma Mahavidyalaya Engineering
College, Vallabh Vidyanagar for providing me an opportunity to undertake this topic for
my study.
I express a deep sense of gratitude to Prof. P. N. Patel. Assistant Professors Civil
Engineering Department, Birla Vishvakarma Mahavidyalaya Engineering College,
Vallabh Vidyanagar, and Prof. Avinash Chaudhari for his extreme constructive
support, constant encouragement, guidance and challenging my efforts in the right
direction.
I would like to thank my family and friends for allowing me to realize my own
potential. All the support they have provided me over the years was the greatest gift
anyone has ever given me.

SAFA JAN AHMADI

ID No.:
20TS801

MTech Transportation Engineering

vii
Contents
Introduction...................................................................................................................................9
Road Users...............................................................................................................................10
Current Scenario of Accident in India:.....................................................................................11
Risk factors..........................................................................................................................15
Safety of Pedestrians at crossing midblock..............................................................................17
Demographic and Pedestrians behavioral Characteristics........................................................18
Rolling Gap..............................................................................................................................18
Post encroachment time:......................................................................................................19
.1 Need for the study............................................................................................................20
.2 Aim of the study...............................................................................................................20
.3 Objectives of the study.....................................................................................................20
.2 Scope of the study............................................................................................................21
.4 Organization of Dissertation Report.................................................................................23
Literature Review.....................................................................................................................24
Data collection.........................................................................................................................30
Limitation and future work......................................................................................................31
References...................................................................................................................................33

List of Figure

Figure 1 Rolling Gap...................................................................................................................19

Figure 2 Study Methodology.......................................................................................................22
Figure 3 Vehicle Past First (VPF) and Pedestrians Past First (PPF).............................................24
Figure 4 Ratio of Conflict types along the duration of Interation.................................................26
Figure 5 PET Phase......................................................................................................................29

List of Table
Table 1 Controlled and Uncontrolled Crossings..........................................................................10
Table 2Persons killed in Accidents Classified by the type of impacting vehicles........................14
Table 3 Change in interaction type for each vehicle class...........................................................26
Table 4 Warrants for different pedestrian facility based on the delay value.................................27
Table 5Pedestrain Crossing Warrants Based on different measure..............................................28

viii
 Introduction

Walking is the most natural and simple mode of movement for humans. All human being are
frequently pedestrians and practically every trip has some walking components. Walking is
sometimes referred to as the neglected mode of transport. Pedestrians can move without relying
on any technology and with practically very less infrastructure. Walking has been an important
form of the mode of transportation from ancient time. Pedestrian is an integral part of the
transport system. Walking is a key element of developing countries. Walking reduces traffic
congestion and pollution, it’s beneficial to individual health and well-being and enhances the
sociability and vitality of urban spaces. India has the second highest population in the world,
where walking is a major important mode of transportation in Indian cities.

Developing countries like India are mostly lacking in providing adequate and properly designed
facilities for pedestrian movement. Walking facilities like terminal, stair, sidewalk, and footpath,
facilities for queuing, where pedestrians standing temporarily such as transit platforms, elevator
and street crossing facility like a zebra crossing, foot over bridge (FOB) and underpass should be
provided. A pedestrian is vulnerable road users and despite there also are limited representation
in traffic events.

Pedestrian flow may be unidirectional, bidirectional, or multi-directional. The pedestrian does not
always travel in clear lanes although they may do sometimes under heavy flow. The fundamental
relationship between speed, density, and volume for pedestrian flow is similar to vehicular flow.
When volume and density of vehicular flow increase, pedestrian speed declines. When a similar
way density of vehicular flow increases and pedestrian space decreases. Pedestrian walking
speed is highly dependent on the age of pedestrians, which are influence during the road
crossing.

(zhenzhong, 2009). Normally pedestrian are permitted to pass or cross the roads at intersections
along zebra markings or crosswalk because vehicles stop at signalized intersection and slow their
speed to give way for the pedestrians safely and many research shows that in signalized
intersection the potential for the conflicts between pedestrians and vehicle is lower than the
midblock section.

Vehicular is more responsible than pedestrians and should take quick action due to old age
pedestrians and also the vehicular are not more vulnerable than the pedestrians due to safety pack

ix
and most of accidents occur when the vehicle is not visible to pedestrians mostly at left or right
turn that is why signal is cross walk is permitted and they can avoid the delay in intersection but
in the midblock cause it is different because it should be carefully find the gap and vehicular
decrease the speed

But due to longer distance between intersections and saving time or mostly for convenient
situation force the pedestrian’s population in developing country or not developed country to
cross the undesignated midblock portion, which from one side it hazardous and also effect the
traffic flow, safety of driver, potential of risks for pedestrians’ life, delay …. etc.

(Ontario Traffic Manual - Book 15 - Pedestrian crossing facilities., 2016) there are
fundamentally two distinct categories of pedestrian crossings:

1. A controlled crossing:
where vehicles are required to stop or yield to traffic legally in the crossing, which
includes pedestrians,
2. An uncontrolled crossing:
where pedestrians must wait for a safe gap in traffic, sufficient for them to cross the
roadway, prior to attempting to enter the roadway.

Table 1 Controlled and Uncontrolled Crossings

The rules of the road are distinct between a controlled crossing and an uncontrolled crossing
Pedestrians do not have the ROW at uncontrolled crossings.

Road Users

A road user may include a pedestrian, a driver or a passenger of a vehicle, a rider of a motor bike
or bicycle, a ridden or herded animal, or an animal drawn vehicle; wherein for the purposes of
this book the following definitions apply:

x
 1. A pedestrian includes:

a) A person who is not in or upon a vehicle, motorized or otherwise propelled.

b) A person in a wheelchair driven by muscular or any other kind of power.

c) A person pushing a bicycle, or a wheelchair.

2. A vehicle includes a motor vehicle, trailer, traction engine, farm tractor, road-building
machine, bicycle, and any vehicle drawn, propelled or driven by any kind of power,
including muscular power, but does not include a motorized snow vehicle or streetcar.

It is pertinent to note that bicycles as vehicles are required to yield right-of-way to pedestrians on
controlled crossings similar to other vehicles. While using a pedestrian crossing, cyclists must
dismount and walk across the pedestrian crossing.

(Abbas Sheykhfard, 2021) With the advancements of technology and the increasing growth of
motor vehicle production, which results in increased traffic congestion and increased air
pollution, the health of the society has been taken into account more than ever by the global
community. Applying different non-motorized transportation modes, such as walking, cycling,
etc. is one of the approaches adopted in this regard. Today, walking has become one of the most
important modes of transportation around the world, but pedestrian safety, especially while
crossing the street, is one of the most important challenges for traffic safety researchers.

In current situation there are some high censer vehicles available that automatically detect the
entity which appear Infront of vehicles and exist but due to high cost most people in developing
country are not able to afford it.

Pedestrian is an important element of the transportation model’s system. Pedestrian safety is an

important issue in most cities in the world. Many fatal accidents of pedestrians in the world occur
during road crossing operation.

Current Scenario of Accident in India:

(Road Accident in India, 2019) India, ranks 1st in the number of road accident deaths across the
199 countries reported in the World Road Statistics, 2018 followed by China and US. As per the
WHO Global Report on Road Safety 2018, India accounts for almost 11% of the accident-related
deaths in the World. 4. A total of 4,49,002 road accidents have been reported by States and
Union Territories (UTs) in the calendar year 2019, claiming 1,51,113 lives and causing injuries
to 4,51,361 persons. 5. In percentage terms, in 2019, the number of accidents has decreased by
3.86 percent, persons killed has decreased by 0.20% and injuries have decreased by 3.85 percent
over that of the previous year i.e., 2018. Road accident severity measured by the number of

xi
persons killed per 100 accidents have seen an increase of 1.3 percentage points in 2019 over the
previous year. Two wheelers account for 35% of total road accident deaths on National
Highways falling under NHAI, followed by cars, taxis, Vans & LMVs (18.6%) and pedestrians
(14%) followed by share of Trucks of (10.7%) and share of buses of (4.9%) and share of bicycles
at (2.9%). These are not very different from the percentage share for these road user categories
for National Highways as a whole and accordingly requisite change in the design of the
road/speed etc. that may be warranted needs to be initiated by all the controlling agencies for
NH. Over-speeding accounts for the maximum share of road accident and road accident deaths
(ranging between 63% to 73% for accidents and between 62% to 70% for road accident deaths)
on all the categories of National Highways and thus follows the trend seen on all India basis
Similar conclusions are reached when the accident data is analyzed from the road user angle.
With Pedestrians accounting for 17% of those killed, Two wheelers accounting for 37% and cars
jeeps and taxis as a category accounting for 16%. Together two wheelers and pedestrians account
for 54% of the accident-related killings and are the most vulnerable category quite in line with
global trends The share of males in number of total accident deaths was 86% while the share of
females hovered around 14% in 2019. Under the category of Traffic Rule Violations, over
speeding is a major killer, accounting for 67.3% of the persons killed followed by driving on the
wrong side of the road which accounted for 6.1% of the accident-related deaths. Use of mobile
phones accounted for 3.3% of the deaths with drunken driving accounting for 3.5% of the
persons killed. Further the numbers of persons killed for these reasons in 2019 were much higher
than in 2018 suggesting need for improved enforcement of MVA 2019 In terms of persons killed
per lakh of population, Iran Islamic Republic registered the highest number of road accident
deaths per one lakh people of 20 followed by Russian Federation of 14, followed by US of 12
and followed by India and Morocco at 11. Similar conclusions are reached when the accident
data is analyzed from the road user angle. With Pedestrians accounting for 17% of those killed,
Two wheelers accounting for 37% and cars jeeps and taxis as a category accounting for 16%.
Together two wheelers and pedestrians account for 54% of the accident-related killings and are
the most vulnerable category quite in line with global trends. During 2019, like the previous two
years, young adults in the age group of 18 - 45 years accounted for nearly 69.3 percent of road
accident victims. The working age group of 18 – 60 accounted for a share of 84.3 percent in the
total road accident deaths the share of males in number of total accident deaths was 86% while
the share of females hovered around 14% in 2019. As per the World Health Organization,
accident-related deaths, are known to be the eighth leading cause of death and the first largest
cause of death among children aged 5-14 and adults in the age 15-29. Globally, 54% of accident-
related deaths are pedestrians, cyclists and motor cyclists. This results in considerable economic
losses not only to individuals, their families, but also to the nations as a whole. The losses are on
account of cost of treatment as well as lost productivity for those killed or disabled by their

xii
injuries, loss of productivity of family members who need to take time off work or school to care
for the injured etc. Road accidents in India kill almost 1.5 lakh people annually. Accordingly,
India accounts for almost 11% of the accident-related deaths in the World.

National Highways which comprise of 2.03 percent of total road network accounted for 30.6 per
cent of total road accidents and 35.7 per cent of road accident-related deaths in 2019. State
Highways which account for 3.01% of the total road length accounted for 24.3 percent and 25.5
percent of accidents and road accident fatalities, respectively. Other Roads which constitute
about 95 % of the total roads were responsible for the balance 45 % of accidents and 38% road
accident fatalities, respectively. National Highways which comprise of 2.03 percent of total road
network accounted for 30.6 per cent of total road accidents and 35.7 per cent of road accident-
related deaths in 2019. State Highways which account for 3.01% of the total road length
accounted for 24.3 percent and 25.5 percent of accidents and road accident fatalities,
respectively. Other Roads which constitute about 95 % of the total roads were responsible for the
balance 45 % of accidents and 38% road accident fatalities, respectively.

Persons killed in Accidents Classified by the type of impacting vehicles (Crime Vehicle by
Victim vehicle) during 2019

xiii
 Table 2Persons killed in Accidents Classified by the type of impacting vehicles

(Road Accident in India, 2019) NEW DELHI: Road accidents claimed around 1.32 lakh lives in
2020, which is the lowest in the past 11 years. The earlier lowest was 1.26 lakh in 2009. The
number of road accidents also fell to 3.66 lakh during last year, which was lowest in the past 20
years. The sharp decline in road deaths and crashes was primarily because of restriction on
movement of vehicles during to Covid-induced lockdown across the country. In 2019, around
1.51 lakh lives were lost in road crashes in India. Replying to a question in the Lok Sabha,
transport minister Nitin Gadkari quoted the reduction in deaths and said his ministry has
formulated a multi-pronged strategy to address the issue of road safety based on education,
engineering (of roads and vehicles), enforcement and emergency care. Congratulations! You
have successfully cast your vote Login to view result the road fatalities had witnessed sharpest

xiv
decline in the April-June quarter of 2020 calendar year when 20,732 persons were killed
compared to 41,032 during the same period in 2019. Most parts of the country were under
lockdown during this period. “This simply shows why we must not treat road crashes as a fate.
We need to take all measures to avoid crashes, deaths and injuries,” said Amar Srivasatava,
member of the government's National Road Safety Council and founder of youth-led India Road
Safety Campaign pedestrian accidents in urban midblock sections.

(Road Traffic Imjuries, 2021) Around 1.3 million people lose their life due to road traffic
crashes, and 3% lost in GDP of countries, according to WHO (2019) report young age and
children are more victim of road accidents, also male victims are 3 times than female

Risk factors

The Safe System approach: accommodating human error

The Safe System approach to road safety aims to ensure a safe transport system for all road users.
Such an approach takes into account people’s vulnerability to serious injuries in road traffic
crashes and recognizes that the system should be designed to be forgiving of human error. The
cornerstones of this approach are safe roads and roadsides, safe speeds, safe vehicles, and safe
road users, all of which must be addressed in order to eliminate fatal crashes and reduce serious
injuries.

Speeding

An increase in average speed is directly related both to the likelihood of a crash occurring and to
the severity of the consequences of the crash. For example, every 1% increase in mean speed
produces a 4% increase in the fatal crash risk and a 3% increase in the serious crash risk. The
death risk for pedestrians hit by car fronts rises rapidly (4.5 times from 50 km/h to 65 km/h). In
car-to-car side impacts the fatality risk for car occupants is 85% at 65 km/h.

Driving under the influence of alcohol and other psychoactive substances

Driving under the influence of alcohol and any psychoactive substance or drug increases the risk
of a crash that results in death or serious injuries. In the case of drink-driving, the risk of a road
traffic crash starts at low levels of blood alcohol concentration (BAC) and increases significantly
when the driver's BAC is ≥ 0.04 g/dl. In the case of drug-driving, the risk of incurring a road
traffic crash is increased to differing degrees depending on the psychoactive drug used. For
example, the risk of a fatal crash occurring among those who have used amphetamines is about 5
times the risk of someone who hasn't.

Nonuse of motorcycle helmets, seat-belts, and child restraints

xv
Correct helmet use can lead to a 42% reduction in the risk of fatal injuries and a 69% reduction
in the risk of head injuries. Wearing a seat-belt reduces the risk of death among drivers and front
seat occupants by 45 - 50%, and the risk of death and serious injuries among rear seat occupants
by 25%. The use of child restraints can lead to a 60% reduction in deaths.

Distracted driving

There are many types of distractions that can lead to impaired driving. The distraction caused by
mobile phones is a growing concern for road safety.

Drivers using mobile phones are approximately 4 times more likely to be involved in a crash than
drivers not using a mobile phone. Using a phone while driving slows reaction times (notably
braking reaction time, but also reaction to traffic signals), and makes it difficult to keep in the
correct lane, and to keep the correct following distances.

Hands-free phones are not much safer than hand-held phone sets, and texting considerably
increases the risk of a crash.

Unsafe road infrastructure

The design of roads can have a considerable impact on their safety. Ideally, roads should be
designed keeping in mind the safety of all road users. This would mean making sure that there
are adequate facilities for pedestrians, cyclists, and motorcyclists. Measures such as footpaths,
cycling lanes, safe crossing points, and other traffic calming measures can be critical to reducing
the risk of injury among these road users.

Unsafe vehicles

Safe vehicles play a critical role in averting crashes and reducing the likelihood of serious injury.
There are a number of UN regulations on vehicle safety that, if applied to countries’
manufacturing and production standards, would potentially save many lives. These include
requiring vehicle manufacturers to meet front and side impact regulations, to include electronic
stability control (to prevent over-steering) and to ensure airbags and seat-belts are fitted in all
vehicles. Without these basic standards the risk of traffic injuries – both to those in the vehicle
and those out of it – is considerably increased.

Inadequate post-crash care

Delays in detecting and providing care for those involved in a road traffic crash increase the
severity of injuries. Care of injuries after a crash has occurred is extremely time-sensitive: delays
of minutes can make the difference between life and death. Improving post-crash care requires

xvi
ensuring access to timely prehospital care, and improving the quality of both prehospital and
hospital care, such as through specialist training programmers.

Inadequate law enforcement of traffic laws

If traffic laws on drink-driving, seat-belt wearing, speed limits, helmets, and child restraints are
not enforced, they cannot bring about the expected reduction in road traffic fatalities and injuries
related to specific behaviors. Thus, if traffic laws are not enforced or are perceived as not being
enforced it is likely they will not be complied with and therefore will have very little chance of
influencing behavior.

Effective enforcement includes establishing, regularly updating, and enforcing laws at the
national, municipal, and local levels that address the above-mentioned risk factors. It includes
also the definition of appropriate penalties.

What can be done to address road traffic injuries?

Road traffic injuries can be prevented. Governments need to take action to address road safety in
a holistic manner. This requires involvement from multiple sectors such as transport, police,
health, education, and actions that address the safety of roads, vehicles, and road users.

Effective interventions include designing safer infrastructure and incorporating road safety
features into land-use and transport planning, improving the safety features of vehicles,
improving post-crash care for victims of road crashes, setting and enforcing laws relating to key
risks, and raising public awareness.

Safety of Pedestrians at crossing midblock

Crossing of a road by a pedestrian is essentially a gap acceptance process where the pedestrian
would evaluate the gap available in all the lanes to be crossed before entering the road.
Availability of the gap would depend on traffic volume in the lane, and acceptance (or rejection)
of the gap would depend on the perception of the pedestrians about the gap. This pedestrian–
vehicle interaction is a complex phenomenon and has deep safety implications apart from
creating loss in capacity of the road. Indian standards suggest that a pedestrian crossing facility
must be provided whenever PV2 (where P is the pedestrian volume per hour and V is the traffic
volume per hour) is more than 2 × 108 for undivided roads (19). The value of PV2 at all sections
selected for the present study is more than 2 × 108 as the volume at all the sections is more than
1,000 Veh/h, which indicates the need of a pedestrian facility, and at the majority of these
sections pedestrian foot over bridges have been provided. However, pedestrians choose to cross
the road at grade level to save time.

xvii
Demographic and Pedestrians behavioral Characteristics

(Kadali, 2015) Pedestrians demographic characteristic of gender, age categories child ( <18),
young (18-30), middle age (30-50) and old over 50 by visual appearance, and also data collected
from the video observation comprise of waiting time, available gaps, speed of pedestrians, and
crossing time , pedestrians mostly attempt the rolling gap behavior and not wait for the long gap
and from the observation that drivers behavior when the pedestrians are at curb is not yielding to
pedestrians or stop and when the pedestrians are at middle of crossing driver behavior is
considered as stopping or reduce speed or change the vehicular path,

Rolling Gap
(Zhang, Zhau, & Shaobo, 2017) Rolling Gap crossing typically mean that a pedestrian crosses a
street discontinuously because of a vehicle passing in same side and pedestrians may take adjust
action to avoid the collision, which is illustrated in below figure.

xvii
Figure 1 Rolling Gap i
Post encroachment time:

Is the case when the vehicle and pedestrian interaction may be defined as the time difference
between the moment when pedestrian or vehicle who reach first at theoretical conflict point
leaves and the moment when the other arrived at a point as the PET is higher Safety is Higher
and if Less mean risky.

.1 Need for the study

The rapid industrial growth, agriculture production coupled with a rise in

population over the past decade has contributed to large-scale huge traffic in the
city area. This increasing volume of traffic has resulted, a number of problems like
traffic congestion, delay, accidents, pollution etc.
Walking is an inseparable part of the transportation system. Pedestrian crossing at
mid-block is a common phenomenon in developing countries. Pedestrian road
crossing behavior is a serious problem at an uncontrolled midblock crossing in mix
traffic condition. Due to the increase in motor vehicles growth, there is an increase
in the regulation of motor vehicles only and the regulation of pedestrian is
completely neglected. The main purpose of this study is to analyze the pedestrian
road crossing behavior at the uncontrolled midblock location in an urban area
under mixed traffic condition.

.2 Aim of the study

 The present study conducted with the aim to analyses pedestrian safety

xix
 measurement at undesignated pedestrian crossing mid-block section.at the
Jamalpur Flower market- Ahmedabad.
.3 Objectives of the study
 The common objective is to study the pedestrian’s safety during crossing at uncontrolled
urban midblock sections and compare qualitatively and quantitatively the safety
surrogates’ measures for the unsignalized crosswalk or crossing the midblock section of
urban roads under mixed traffic condition in developing countries.
 To investigate the cause of accidents from the perspective of a human, road, and traffic
factors at uncontrolled midblock section of urban roads.
 To understand the yielding behavior of drivers and pedestrians during interaction at urban
midblock cross walk or uncontrolled crossing.
 To evaluate various safety surrogates measure to develop safe traffic facilities for the
pedestrians,

 To develop the pedestrians’ crossing warrants for designing crosswalk facilities the study
of effect of pedestrian road crossing behavior for various typical roadway conditions
prevailing in Indian cities

 To identify the influencing factor affecting pedestrians crossing at urban midblock

divided arterial road.

 To analyzed pedestrian safety at undesignated midblock section using the

trajectory plotting and statistical regression and or cluster method.
 To analyzed pedestrian road crossing behavior with the reference to
pedestrian and vehicle driver’s aggressive behavior.

.2 Scope of the study

To study pedestrian characteristic is prime importance in order to understand

crossing behavior of pedestrians and reduce crash data location. User’s perception
is very much powerful tool to carry out such behavioral study. Aim to study
pedestrian behavior at undesignated midblock section using pedestrians’
perception.

To carry out video graphic survey. To collect the pedestrian crossing behavior
information in the different Jamalpur Flower Market. Which is crowed of

xx
pedestrians and crossing is remarkable. To capture individual variability in age,
gender and pedestrian speed and vehicle speed at point of interact

To checked reliability of collected data, using the SPSS software find out the
reliability of data.

Based on data we make us able, to find out which is the most influential factor
which affected during the pedestrian undesignated midblock crossing.

present study conducting to analyze the pedestrian crossing-behavior at the

undesignated mid-block section for safety point of view.

.3 Study Methodology:
The flowchart of the proposed methodology is given in figure 2.

Study Methodology
Introduction of Pedestrians Characteristics
Site selection

Objective of Study Literature Review

Data Collection

Data Extraction

Data Validation Identification of Existing

pedestrians problem
Statistical tests

Determination of affecting parameter

Result and
Conclusion
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Recommendation

Figure 2 Study Methodology

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.4 Organization of Dissertation Report

 The dissertation is divided into seven chapters; this is chapter 1 which

includes the introduction to the present scenario and details of work conducted
and organization of the dissertation as well.
 Chapter 2 Which represents the past data; it means review shows the past
work on several studies as well as literature on pedestrian safety.
 Chapter 3 describe the selection of the study area for the present work.

 Chapter 4 denotes the details of data collection program. The collected

data further used for data extraction. From the collected questionnaire survey
and videography required data related to various pedestrian characteristics and
traffic characteristics. Collected data to the analysis of the extracted data in
order to fulfill the objectives of the study.
 Chapter 5 represents the descriptive analysis of the collected data. The
analysis of the extracted data in order socio-economics characteristics,
pedestrian characteristics, pedestrian behavior characteristics, pedestrian
crossing characteristics, and traffic characteristics.
 Chapter 6 concludes the dissertation by summarizing the work done here
and the final conclusion.

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Literature Review

A literature review is the foundation of any research work. Doing any research work literature
review is a key element of research work. A literature review is provided with a vision of
research work, how to get your objective of the research. The present study is carried out with
the objective of an analysis of pedestrian's perception at the undesignated pedestrian crossing at
the midblock section. A literature review is carried out based on pedestrian perception and
pedestrian behavior.

(Haresh Kumar Dahyabhai Golakiya, Ritvik Chauhan, Ashish Dhamaniya, 2020) Pedestrian are
eager to prefer commonly the Crossing at midblock of urban roads at undesignated locations to
access quickly residential and commercial centers rather than crosswalk at integrated
intersection, which is full risky both for pedestrian and vehicular and cause many challenges, and
for analyzing such phenomena some parameters were considered like Traffic Conflict
Techniques (TCT) to measure the level of interaction between them on the time based was done
by many researcher and a surrogate safety measure based on the distance is also introduced
threshold in this paper in two cases Vehicle past first (VPF) and Pedestrian past first ( PPF) and
minimum values of for VPF 1.75 meter and for PPF 19 meter through the clustering techniques
is suggested,

Figure 3 Vehicle Past First (VPF) and Pedestrians Past First (PPF)

So, safety index threshold value for different type of vehicles is proposed,

(Avinash R. Chaudhari, Ninad Gore, S.M.ASCE, Shirinwas Arkatkar, Ph.d, Gaurang Joshi, Ph.D
and Shirivas S..Pulugqutha,, 2020) Pedestrian safety is measured commonly just by collecting
accident rate data for long period and safety were not measured due to lack of reliable past data
and crossing at undesignated locations is a big challenge in developing country , so a proactive
method proposed which is Pedestrian Risk index with considering the heterogenous traffic
conditions in the past studies level of pedestrian activity , lane based traffic movement and

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approaching types were not included and evaluation of the pedestrian safety at undesignated
midblock cross section have not accessed before so proposed an PRI and analyzing the
pedestrian and vehicle interactions situation and severity in critical condition , and here the PRI
theory considered three phase (Stopping Phase , conflict phase and passing phase) when vehicle
and pedestrian have interaction.

(Abbas Sheykhfard, 2021) have studied two analysis approach of crashes, one Passive and
Active which passive was based on crash database, questionaries, and post-Crash field
observation data, and the active approach was based on simulations and videography. The most
important problem with simulator research is that the real world cannot be fully simulated in
every detail. So, despite the great effort of graphic artists, there are still many differences
between the simulated and the real situations, The driver or pedestrian violation or unusual
performance like unauthorized overturning, illegal cross is the most important risky behaviors.
Also, the age of pedestrian or driver is also showing that youth are more committed the violation
than the elders, but the elders are more in risk due to physical weakness and young age can fast
take action or maneuvers to different direction and important thing is that elders are more careful
while driving or crossing as pedestrian than youths.

(Hareshkumar Dahyabhai Golakiya, Chauhan, & Ashish Dhamaniya, 2020) during the
interaction each Pedestrian or vehicular perceives the Time difference to Collision (TDTC) at
undesignated crosswalk available gaps whether to allow the vehicle to cross first or force to
make the vehicle to give the right of way to pedestrian to cross over the road, he mentioned that
when the vehicle have the right of way , the pedestrians less have aggressive behavior to acquire
the right of way or stop vehicle to cross the road , but when the pedestrians have right of way the
vehicular are more aggressive to acquire the right of way so it mean that the chance of conflict is
more in pedestrians case have the right of way to pass which related to Vehicle Past first (VPF)
and Pedestrian Past First) that help us to increase the awareness level for safety purpose and in
this paper only the vehicle behavior is considered like ( type or category ) the pedestrians
behavior is not considered. And such study could help us in vehicle avoidance collision system.
Also, it encourages the pedestrians and vehicle drivers to be more conscious while crossing the
conflict point.

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At start mean when they travelling toward the conflict point and at end conflict mean when they
crossed the conflict point,

Table 3 Change in interaction type for each vehicle class

(Kadali, 2015) pedestrian behavioral while crossing the midblock can be predicted by many
variable like, frequency of attempt to achieve the gap , duration of crossing , speed of
vehicles, size of vehicle , crossing path condition, which are all dynamic criteria for
controlling the pedestrian behavior in order to improve the pedestrian safety, driver yielding
behavior also have big impact on the pedestrian attitude , in these criteria the important one
is speed which play major role and observing the speed of vehicle the pedestrian take
decision and look for the gap , and size of vehicle sometimes has no effect on pedestrian
crossing behavior than the speed, and frequency of attempt for gap acceptance also have
some behavioral effects which make the pedestrian to become impatience while crossing,
and reduction in driver yielding behavior at midblock decrease the safety, also rolling gap
and frequency of attempt eventually increase the probability to accident,

(H. D. Golakiya & A. Dhamaniya, 2018) Used a 3D trajectory-based approach to specify

the pedestrian safety index using a surrogate safety measure (Post Encroachment time) and

Figure 4 Ratio of Conflict types along the duration of Interation

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the rang of values based on tow case VPF and PPF only considering category of vehicles,
and PET time increase the safety of pedestrian also increase if the PET decrease the risk is
also higher and factors affecting the PET is gender, age, aggressiveness driver, vehicle size,
acceleration and stopping characteristic , geometry and environmental which only for the
speed characteristic is assessed which when the speed of vehicles are high the pedestrian less
accept gap crossing and when the speed is less the pedestrian are more likely to accept the
gap for crossing , in this paper the threshold value for case VPF evaluated 2.15 sec and for
the PPF 2.05 sec below these value the chance for accident is high, size and area of vehicle
have influence on the value of PET and the main thing is that the value of VPF is higher than
the PPF means that pedestrian give the way to vehicle when VPF > PPF and the pedestrian
crossing When PPF>VPF.

(Golakiya & Dhamaniya, 2021) this study evaluated the traffic delay for various vehicles
occurred due to pedestrian crossing at midblock and define the warrants for pedestrians
while crossing in 6 lane roadways and found that vehicles with small area and high
maneuverability are less affect by the pedestrians crossing and vehicle with large area and
low maneuverability more suffered due to pedestrians crossing and the author suggested that
delay duration less than 3.10 sec warrant for Zebra Crossing. And between the (3.10-6.15)
sec warrants for signal control and for the more than 10.90 sec warrants for Grade Separated
facilities.

Table 4 Warrants for different pedestrian facility based on the delay value

Also, he selects a 100 m trap which have revealed that when the distance between the
pedestrians and vehicle is more than drivers take action accordingly slow down or change
the trajectory but when the distance between the pedestrians and vehicle is less the driver
should decrease the speed or if distance is shorter than applying the brake to avoid collision
or conflict,

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 Table 5Pedestrain Crossing Warrants Based on different measure

(Avinash Chaudhari, 2020) The pedestrians and vehicles interaction severity are assessed
based on the TCT considering the heterogenous traffic at unsignalized midblock location in
three categories:
Dangerous, Conflict, and Normal Conflict, which speed increasing is potential for the danger
conflicts and the yielding compliance is associated to the crossing speed of vehicle and
number of lanes, land uses purpose and many other characteristic of road users, with increase
in speed the PET decrease so less PET show risk situation. And the PET value for small
vehicles exhibited less than the large vehicles, he suggested the signal control at crosswalks
on high speed multilane road is necessary when the PET < 1.5 sec,

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 Figure 5 PET Phase

(Rajat Rastogi, Satish Chandra, J. Vamsheedhar: and Vivek R.Das, 2011) Speed of Pedestrians at
crossing midblock depend on the different characteristic of physical features of roads and traffic,
single and group moving, Size of urban area and width of the roads this paper and showed that
15th percentile of pedestrian speeds (083-1.02)m/sec which is less than 1.2 m/s speed of
pedestrians and also observed the significance of age, gender, number of lanes , location type like
( Educational and Bus terminus and shopping , crossing single and groups so there is many
factors which exist that require more studies so far suggested 0.95 m/s as the crossing speed for
facility design , which can be modified to 0.79 and 0.91 m/s for older ages and females, form his
research its observed that 15 th percentile speed (0.95 m/s) can accommodate more pedestrians at
the signalized intersection and was useful in estimating crossing time at the midblock , reducing
the number of lanes also affect the speed and it reduced the speed, land uses had no significance
on the speeds.

(Abbas Sheykhfard, 2021) With the advancements of technology and the increasing growth of
motor vehicle production, which results in increased traffic congestion and increased air
pollution, the health of the society has been taken into account more than ever by the global
community. Applying different non-motorized transportation modes, such as walking, cycling,
etc. is one of the approaches adopted in this regard. Today, walking has become one of the most

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important modes of transportation around the world, but pedestrian safety, especially while
crossing the street, is one of the most important challenges for traffic safety researchers.

Data collection

(Avinash Chaudhari, 2020) Developed pedestrians crossing warrants for divided and undivided
configuration in term of evaluating the Crossing Delay and Safety Margins comparing the LOS
performance in midblock cross walk which his study helped to determine the warrants for
designing crosswalk facilities based on pedestrian delay and Safety Margins and assess the

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performance of cross walks, his work was at nine different sites using the pedestrian- vehicle
(PV2) conflict analysis at microscopic level and developed the LOS thresholds which warrants
the required crossing facilities like table top, Zebra, signalizing …etc.

(Zhang, Zhau, & Shaobo, 2017) Pedestrians crossing behaviour at crosswalk of multilane
assesed via impirical method based on the Dynamic Gap Acceptance (PDGA) for multilanes
crosswalks utilizing logistic regression model developed considering choosing the crossing
behavior in single stage, tow stage and rolling gap crossing and investigated the various
impacting factors on the rolling gap acceptance behaviour of pedestrains, especially the gender
factor that proportion of male choosing the rolling gap crossing was 10.7 percent less than
female, other factor than

Limitation and future work

This study contributes detailed analysis of pedestrian road crossing behavior at uncontrolled
mid-block location under mixed traffic condition. This study has some limitations. First,
pedestrian’s age was considered based on the physical appearance. There is need to consider
the exact age of pedestrian, individual age data would improve the present model. Second,
due to the field constrains, the length of video coverage section (40m) is limited, due to this
the behavior at protected pedestrians crossing are not predicted. There is a need to evaluate
the protected versus unprotected pedestrian road crossing behavior in mixed traffic
condition. Thirdly, speed of the vehicle is also considered within the crosswalk area only due
to minimal video coverage. Further, some pedestrians crossing behavior was overlooked due
to visibility complications because heavy vehicles obstructed the position of pedestrians.
These unexploited cases may have inflated slightly the pedestrian observation duration at
curb or median and number of observations at curb or median. The pedestrian speed change
and path change condition obtained in this study cannot be generalized (just considered as
binary condition). Pedestrians may walk faster or may reduce their speed in various
situations (e.g., in rolling gap condition pedestrian may reduce or increase their speed
according to the available gap and there are multiple path change conditions). There is a

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need to evaluate the pedestrian road crossing behavior with individual specific speed as well
as path change conditions. The findings of the current study were limited to four lane divided
road. Hence, the authors are currently working on the study of effect of pedestrian road
crossing behavior for various typical roadway conditions prevailing in Indian cities.

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