Citation

Gupta U, Chatterjee N, Tiwari G, Fazio J. J. East Asia Soc. Transp. Stud. 2010; 8: 2123-2139.

Copyright

(Copyright © 2010, Eastern Asia Society for Transportation Studies)

DOI

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PMID

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Abstract

In order to improve traffic flow, signal-free, grade-separated intersections in Delhi have often replaced signalized intersections. Evaluating the impact of signal free intersections on pedestrians is important when nearly 50% fatalities in the city involve pedestrians. Examining a pedestrian sample before and after site reconstruction produces a better understanding of the subsequent changes in pedestrian risk behavior. Strategically placed camcorders viewed pedestrians and approaching traffic. Data reduction measured the accepted time gap of each pedestrian making an unsafe crossing and the average speeds of the approaching vehicle groups. A pedestrian survey provided additional information. 62% pedestrian accepted gap less than 4 seconds (exposed to high risk) after site reconstruction compared to 15% pedestrian accepting similar gap before the site reconstruction. More than 35% of pedestrian stage crossings had accepted gaps less than 1 sec as compared to 6% of pedestrian stage crossings before reconstruction. After reconstruction, 22% of pedestrians did not use the pedestrian underpass and continued unsafe crossings at the site. Pedestrian exposure to greater risks of bodily injury and death with site reconstruction occurred despite presence of an underpass/median barrier. Pedestrians had exposure to higher risks after construction of the signal-free crossing. Not all pedestrians used the pedestrian subway. The design and location of the pedestrian subway needs modification.