# Road Safety Management of Uncontrolled Access Points:
## 3 Results and Discussion
### Analysis of Access Points Configuration
#### 3.1.3 Combination of the Entry and Exit Transition Shapes
The schematic distribution shows that the T2 class shape allows for recording the highest pedestrian density involved in driveway-related accidents. The absence of a physical transition and a delimited edge may be the reason for the higher dangerousness of the T2 class for pedestrians' circulation. Similar observations are reported by [PERSON] et al. [34], who suggested that the edge definition impacts the safety level of pedestrians. \begin{table}
\begin{tabular}{c c c c c} \hline \hline
**Access Classification** & **N (T\({}_{\text{i,j}}\))** & \% * &
\begin{tabular}{c} **Total Number of** \\ **Accidents** \\ \end{tabular} & **F** \\ \hline T\({}_{1\_1}\) & 86 & 12\% & 35 & 0.41 \\ T\({}_{1\_2}\) & 61 & 9\% & 21 & 0.34 \\ T\({}_{1\_3}\) & 27 & 4\% & 9 & 0.33 \\ T\({}_{1\_4}\) & 21 & 3\% & 9 & 0.43 \\ T\({}_{2\_1}\) & 27 & 4\% & 7 & 0.26 \\ T\({}_{2\_2}\) & 241 & 34\% & 99 & 0.41 \\ T\({}_{2\_3}\) & 52 & 7\% & 23 & 0.44 \\ T\({}_{2\_4}\) & 17 & 2\% & 9 & 0.53 \\ T\({}_{3\_1}\) & 8 & 1\% & 1 & 0.13 \\ T\({}_{3\_2}\) & 52 & 7\% & 18 & 0.35 \\ T\({}_{3\_3}\) & 44 & 6\% & 16 & 0.36 \\ T\({}_{3\_4}\) & 7 & 1\% & 4 & 0.57 \\ T\({}_{4\_1}\) & 5 & 1\% & 2 & 0.40 \\ T\({}_{4\_2}\) & 20 & 3\% & 10 & 0.50 \\ T\({}_{4\_3}\) & 3 & 0\% & 1 & 0.33 \\ T\({}_{4\_4}\) & 29 & 4\% & 15 & 0.52 \\ \hline \hline \end{tabular}
\end{table} 
Table 7: Aggregate analysis (rural and urban areas) related to all the subsets of classes. % * is the percentage of access points of the same subclass type compared to the total number of accesses that were noted. \begin{table}
\begin{tabular}{c c c c c c} \hline \hline  & \multicolumn{2}{c}{**Rural Area**} & \multicolumn{2}{c}{**Urban Area**} \\ \hline \multirow{2}{*}{\
\begin{tabular}{c} **Access** \\ **Classification** \\ \end{tabular} } & \multicolumn{2}{c}{
\begin{tabular}{c} **Total** \\ **Number of** \\ **Accidents** \\ \end{tabular} } & \multicolumn{2}{c}{**F**} & \multicolumn{2}{c}{**N (T\({}_{\text{i,j}}\))**} & \multicolumn{2}{c}{**Total**} \\  & \multicolumn{2}{c}{**Number of**} & \multicolumn{2}{c}{**F**} & \multicolumn{2}{c}{**N (T\({}_{\text{i,j}}\))**} & \multicolumn{2}{c}{**Number of**} & \multicolumn{2}{c}{**F**} \\  & \multicolumn{2}{c}{**Accidents**} & & & **Accidents** \\ \hline T\({}_{1\_1}\) & 61 & 22 & 0.36 & 25 & 13 & 0.52 \\ T\({}_{1\_2}\) & 29 & 13 & 0.45 & 32 & 8 & 0.25 \\ T\({}_{1\_3}\) & 11 & 3 & 0.27 & 16 & 6 & 0.38 \\ T\({}_{1\_4}\) & 11 & 2 & 0.18 & 10 & 7 & 0.70 \\ T\({}_{2\_1}\) & 16 & 3 & 0.19 & 11 & 4 & 0.36 \\ T\({}_{2\_2}\) & 32 & 13 & 0.41 & 209 & 86 & 0.41 \\ T\({}_{2\_3}\) & 13 & 6 & 0.46 & 39 & 17 & 0.44 \\ T\({}_{2\_4}\) & 8 & 7 & 0.88 & 9 & 2 & 0.22 \\ T\({}_{3\_1}\) & 3 & 1 & 0.33 & 5 & 0 & 0.00 \\ T\({}_{3\_2}\) & 11 & 4 & 0.36 & 41 & 14 & 0.34 \\ T\({}_{3\_3}\) & 4 & 1 & 0.25 & 40 & 15 & 0.38 \\ T\({}_{3\_4}\) & 3 & 2 & 0.67 & 4 & 2 & 0.50 \\ T\({}_{4\_1}\) & 3 & 1 & 0.33 & 2 & 1 & 0.50 \\ T\({}_{4\_2}\) & 9 & 6 & 0.67 & 11 & 4 & 0.36 \\ T\({}_{4\_3}\) & 1 & 1 & 1.00 & 2 & 0 & 0.00 \\ T\({}_{4\_4}\) & 8 & 7 & 0.88 & 21 & 8 & 0.38 \\ \hline \hline \end{tabular}
\end{table} 
Table 8: Analysis of the rural and urban areas.