第 52 回土木計画学研究発表会・講演集

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Effects of Different Pavement Design and Different
Phase of Green Signal Time on Aggressiveness of Left
Turn Driver towards Pedestrian
Hasina IASMIN1, Aya KOJIMA2, Ayako TANIGUCHI3, Miho IRYO4, Ayu MIYAKAWA5 , Hisashi KUBOTA6
1PhD Candidate, Graduate School of Science and Eng., Saitama University(255 shimo okubo, Sakura-ku, Saitama, 338-8570, Japan)
E-mail: hasina_iasmin@yahoo.com
2Member of JSCE, Assistant Professor, Graduate School of Science and Eng., Saitama University(255 shimo okubo, Sakura-ku, Saitama, 338-8570, Japan)E-mail: kojima@dp.civil.saitama-u.ac.jp
3Member of JSCE, Associate Professor, Dept. of Risk Engineering, University of Tsukuba(1-1-1, Ten-noh-dai, Tsukuba, Ibaraki 305-8573, Japan)
E-mail: taniguchi@risk.tsukuba.ac.jp
4Member of JSCE, Lecturer, Inst., Industrial Science, University of Tokyo(Bw605, 4-6-1 Komaba, Meguro-ku, Tokyo, 153-8505, Japan)
E-mail: m-iryo@iis.u-tokyo.ac.jp
5Member of JSCE, Assistant Professor, Graduate School of Engineering, Kyoto University(Kyoto daigaku-katsura, Nishikyo-ku, Kyoto 615-8530, Japan)
E-mail: miyakawa@trans.kuciv.kyoto-u.ac.jp
6Member of JSCE, Professor, Graduate School of Science and Eng., Saitama University(255 shimo okubo, Sakura-ku, Saitama, 338-8570, Japan)
E-mail: hisashi@dp.civil.saitama-u.ac.jp

Left turn vehicles (left hand traffic system) are allowed to do their turning manoeuvres with pedestrianat signalized intersection for traffic operational efficiency. For pedestrian safety left turn vehicle drivers
have to yield pedestrian first , when they interact with pedestrian on pedestrian crossing. But accident data
reveals that Pedestrians has danger with left tuning vehicles at pededestrian crossings. Aggressive drivers
tend to show more non-yielding behavior towards pedestrian. In this study we tried to evaluate how intersection pavement design and different part of traffic green signal phase influeneced the aggressive behaviorof left turn vehicle’s driver. This paper uses data from an observational study, conducted at three signalizedintersection with different pavement design. The behaviors selected for observation were those that aredenoted as “aggressive driving” and they consisted of forcing pedestrian to slow down, accelerating toaccept small gap and sudden braking. The results showed that red color and brick in pavement reduce aggressiveness of driver. Considering signal time it is found that driver at intersection with no design has moretime pressure at later part of signal than red colored and brick pavement designed intersection.
Key Words : Aggressive driving, Left turning vehicle, Pedestrian safety, traffic signaling time, Entrance
design1. INTRODUCTION
Traffic signal is operated to control competingflows of traffic. For traffic operation efficiency it isnot always possible to separate signal phase for all
type of road users. Separate traffic signal for pedestrian is operated only if conflicting road user volume
is heavy on pedestrian crossing. For moderate traffic
volume Pedestrians have to share the same signal

phase with through vehicle in the same approach ofroad. Usually they are not conflicting road user as
their running path is seperated. But usually at signalized intersection left turn vehicle (left hand trafficsystem) are allowed to do their turning manoeuvreswith pedestrian . As left turn vehicle has to use thepedestrian crossing pedestrian-left turn vehicle conflict is very common phenomenon at signalized intersection. At crosswalk pedestrians are given prior-1717

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itized right of way. It means that left turn vehicle has
to yield pedestrian first when they interact with pedestrian at crosswalk. . But accident data reveals thatPedestrians has danger with left tuning vehicles atpededestrian crossings. One of the main reason ofthis type of accidents is the aggressiveness of left
turn drivers. If a driver is aggressive he tends to show
more non-yelding behabior towards pedestrians.
Now a days aggressive driving is considered as asignificant problem for traffic safety1). It is importantto find out the factors which influence driver’s aggressive behavior. Some previous study had been
done between aggressive driver and some factors:
gender2,3,4) , age5) , Presence of passengers6,7) , congestions related delay8,9) .
Since this study based on observational data it
was impossible to assess driver characteristics indepth.In summary this study thought to evaluate howintersection entrance design and different part oftraffic signal phase influeneced the aggressive behavior of left turn vehicle’s driver. This study will bebeneficial for entrance design at intersection between arterial and residential road.

Fig.1 Three site with different intersection approach design
Source: Google map.
Table 1 Geometric and traffic characteristics at observational
sitesIntersection

2. RESEARCH OBJECTIVES
The objectives of this research is To find a safe intersection entrance pavement
design which may recuce aggressiveness ofleft-turn driver on pedestrian crossing To assess the influence of different phase ofgreen signal time on aggressiveness of left
turn driverNo
pavement
designRed
coloredpavement
Brickpavement

Averageleftturningcar(veh/hr)

Average pedestrian /cyclist

Ped.

Cyc.

6

12

1790°

68

9

1390°

66

5

71390°

6

6

Width ofMinorroad (m)6Table 2 Traffic signaling time at observational sites

3. METHODOLOGY(1) Data collection
Data was collected from three sites near nishikawaguchi station, Japan. This three sites are situted
along a major road one by one(Fig. 1). Almost allcharacteristics exept pavement design are similar inthese three intersections (Table 1) . Data were collected during December,2014- January,2015, during
the day light from 9.00am to 4.00pm by video recording. The observations were conducted at threesites in the immediate proximity of an intersection
where visual design is different.

WidthofMajor
road(m)Intersection
cornerangle

Intersection
Nopavement
designRed
coloredpavement
Brickpavement

Survey
time

Green
time
sec

All
red
sec

Red
time
sec

All
redsec

Total
Cycle
sec

9.00 am to4.00pm

50

226

280

9.00 am to4.00pm

45231280

9.00 am to4.00pm

46230280(2) Measures of aggressive driving
Total 30hrs video was observed from all threeintersections. From all three intersections total 109
interactions between left turn vehicle and pedestrianor cycist was observed. Out of which 13 meneuvers

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The TA value can be calculated based on the estimates of distances d and conflicting speed CS.

(1)

Fig.2: severity of Swedishtraffic conflict technique10
Table 3 Categories by splitting time in green signal phaseCategory

No pavement
designRed colored
pavement

Brick pavement

120≤t<12.5 sec

0≤t<11.25 sec

0≤t<11.5 sec

12.5≤t<25 sec

11.25≤t<22.5 sec

11.5≤t<23 sec

325≤t<37.5 sec

22.5≤t<33.75 sec

23≤t<34.5 sec

437.5<t≤50 sec

33.75<t≤45 sec

34.5<t≤46 sec

Table 4 Percentage and frequencies of Aggressive behavior
Intersection
No pavement design
Red colored
pavement
Brickpavement

Interaction between left turn car
and pedestrian

No. of Aggressive behavior

percentage

36

9 (SB= 4PS = 5)*

25.00

44

4 (SB = 4)

9.09301(PS = 1)

3.33

*SB = Sudden Braking; PS = Pedestrian Slow

were denoted as “aggressive”. In this respect, a maneuver was considered aggressive if it forces pedestrian to slow down and makes sudden brake to avoid
collision with pedestrian.
Sometimes driver comes with a very low velocity
and if he found any pedestrian or cyclist on thecrosswalk he make a sudden brake, which may not be
so dangerous. To select the most severe situations
created by sudden brake, the approach of the Swedish Traffic Conflict Technique is used8) . Thistechnique is developed at Lund University. In Swedish traffic conflict study they use TA-CS graph(Fig. 2) to show the severity of each sudden brake
event.
TA is the time that remains from one of the road
users have started an evasive action, until a collision
would have occurred if the road users had continued
with unchanged speeds and directions.

Where, d = Distance to collision point = is theremaining distance between the point where car
takes evasive action (sudden brake) and the potential
point of collision. The conflicting speed (CS) is thespeed of the involved road user at the moment whenthe evasive action (sudden brake) starts.
(3) Different phase of green signal time
All intersections are operated by traffic signal forcontrolling vehicle movement from different direction. Information of signaling time is shown in Table
2. As driver has to finish his maneuver in a specifictime duration, so drivers feel some time pressure.
The purpose of this study is to assess the effect of thedifferent phase of green signaling time on left turndriver’s aggressive behavior. For this reason Timeduration in green signal phase in one direction has
been splitted into 4 categories (Table 3).
(4) Data Extraction
All interaction are observed from video. Required
data like speed of vehicle, time duration, distance are
extracted from video by using video analyzing
software KINOVEA.

4. RESULTS AND DISCUSSIONSThe effect different design on pavement, analyzed
by comparing the frequencies of the aggressive behavior. The frequencies and percentage of aggressive
behavior sample are given in Table 4. In aggressive
samples 9 out of 36 (25%) left turn driver commit
aggressive behavior at intersection without any
pavement design when they face pedestrian atcrosswalk. In red-colored pavement designed intersection 9.09% driver shows aggressive behavior.
Percentage of commiting aggressive behavior is lessin brick pavement designed intersection (3.33%).
The frequencies and percentage of aggressive
driving considering different pavement design anddifferent phase of green signal time are presented in

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Table 5 Percentage and frequencies of Aggressive behavior as afunction of different pavement design and different
phase of green signal time
Category

1

No pavement
designNo.
No. ofofAggresintersive
teracbehavior.
ac(Percent)tion
111(9.09)

Red colored
pavement
No.
No. ofofAggresintersive
teracbehavior.
ac(Percent)
tion
200

Brick pavement
No.
ofinterteracaction12No. of
Aggressive
behavior.
(Percent)
02

93(33.33)

93(33.33)

81(12.5)

3

92(22.22)

91(11.11)

604

73(42.86)

60

40

Fig.3 Seriousness of sudden brake using TA-CS graph10

Table 5 . Frequency of aggressive behavior is more atthe 2nd part of green signal time for all type of intersections. 33.33% driver at intersection without pavement
design, 33.33% driver at red colored intersection and12.5% driver at brick pavement designed intersection
are aggressive at the 2nd part of green signal time. At 4thpart of green signal time is the more crucial time.
because this is the last part of green signal. 42.86%
drivers at intersection with no pavement designshows aggressive behavior in the 4th part of green
signal time. Driver at red colored pavement and brickpabement designed intersection shows no aggressive
behavior at this part of green time.
There are no sudden brake event was occurred atbrick pavement designed intersection. In Table 4 it isshown that there are 4 sudden brake event occurredat each intersection of red colored pavement intersection and no pavement designed intersection. To
select the most severe situations created by sudden
brake, the approach of the Swedish Traffic Conflict
Technique is used10. This technique is developed at
Lund University.

From Fig.3 it is found that all conflicts are not soserious. But the level of seriousness of all sudden
brake is low for intersection with red colored intersection. According to the definition of TA-CS graphthe severity of conflict become low towards rightbottom part of the graph.

5. CONCLUSIONS
The results of this study clearly shows that aggressive driving is influenced by different design on
pavement and different phase of green signal time. In
this study the intersections are very similar in all
characteristics except pavement design. At intersection with red colored pavement and brick pavement
aggressiveness of driver is much lower than that at
normal intersection without any pavement design.
When left driver reaches near the crosswalk he has tobe more careful about pedestrian. He should yield
pedestrian first. This study shows that red color andbrick have visual effect on driver. In these intersections driver become more careful about pedestrian.
About signalling time it is found that drivers become
more aggressive when they face pedestrian at laterpart of traffic signal. Later part of traffic signal iscrucial time for driver. Because if he miss the signal
than he has to wait for next green signal. At normalintersection without design drivers are aggressive atlast part of signal time. But at red colored and brickpavement designed intersection driver did not commit any aggressive behavior. Because of design
driver does not get any confidence to cross or show
non yielding behavior to pedestrian. For pedestriansafety it is very important to yield them first. By
forcing driver to reduce their aggressiveness is very
important for traffic safety. The main purpose of thisstudy is to find some design solution at intersection
which can reduce the aggressiveness of driver when
they make turning through the crosswalk. The resultsof this study imply that red color and brick has goodsafety effects on driver’s behavior.
ACKNOWLEDGMENT: This study was conductedunder the project "優先配慮行動を促す道路上の コ
ミュニケーションと交通安全"(Principal Investigator:Ayako Taniguchi, Tsukuba University) supportedby The General Insurance Association ofJapan.

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