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Approaches to ensuring traffic safety for persons with reduced mobility
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Transportation Research Procedia 00 (2018) 000–000 Available online at www.sciencedirect.com Transportation Research Procedia 00 (2018) 000–000
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Transportation Research Procedia 36 (2018) 540–547 www.elsevier.com/locate/procedia
Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018)
Approaches to ensuring traffic safety for persons with reduced Approaches to ensuring traffic safety for persons with reduced mobility mobility a a b Alexander Novikov , Viktoria Vasilyeva , Anastasia Shevtsova * Alexander Novikova, Viktoria Vasilyevaa, Anastasia Shevtsovab* a
Turgenev Orel State University, 95 Komsomolskaya St., Orel, 302026 302026, Russia ShukhovaBelgorod Technological University, 46 Kostyukova St., Belgorod, 308012 308012, Russia Turgenev State Orel State University, 95 Komsomolskaya St., Orel, 302026 302026, Russia
b b
Shukhov Belgorod State Technological University, 46 Kostyukova St., Belgorod, 308012 308012, Russia
Abstract Abstract This article iss dedicated to one of the major problems in many developed and developing countries: how to ensure traffic safety for reducedtomobility Nowadays, population groupand is given specialcountries: attention.how For to example, Russiasafety has a Thispersons article with iss dedicated one of (PRM). the major problems this in many developed developing ensure traffic large number of targeted programs(PRM). aimed at improvingthis thepopulation quality of group their lives and,special in particular, their safe use of the transport for persons with reduced mobility Nowadays, is given attention. For example, Russia has a distribution infrastructure in many cities. The paper presents an analysis of this of population a statistical overview dist ribution large number of targeted programs aimed at improving the quality their livesgroup and, and in particular, their safe useofofitsthe transport in thee urban environment. the example Belgorod the and maina statistical areas hindering their proper use by distribution infrastructure in many cities.Using The paper presents of an the analysis of thisagglomeration, population group overview of its dist ribution non-governmental persons with environment. reduced mobility safety andthe reduce tension, atheir non governmental in thee urban Usingare the identified. example ofTotheimprove Belgorodtraffic agglomeration, main social areas hindering proper use by organization wasmobility established on a pro-bono basis developed a project for rearrangement and reconstruction of the non-governmental persons with(NGO) reduced are that identified. Tobono improve traffic safety and reduce social tension, a non governmental main stop facilities the established Belgorod agglomeration for transportation of PRM. The expected results of NGO activity are in of man many organization (NGO)inwas that on a pro-bono basis developed a project for rearrangement and reconstruction the bono ways stop similar to the results of targeted programs, namely, in terms of the decrease social tension, of traffic main facilities in the Belgorod agglomeration for transportation of PRM. Theofexpected results improvement of NGO activity are in safety man many and, a result, improvement of life quality in thenamely, city. in terms of the decrease of social tension, improvement of traffic safety waysassimilar to the results of targeted programs, and, as a result, improvement of life quality in the city. ©2018 The Authors. Published by Elsevier B.V. © 2018 The Authors. by Elsevier B.V. ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) This is an accessPublished article under the CC BY-NC-ND ©2018 Theopen Authors. by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and a This is an open access article underofthe BY-NC-ND ND licenseof (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility theCC scientific committee the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) 2018). Peer-review review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and a Traffic Safety Management in Large Cities (SPbOTSIC 2018). Traffic Safety Management in Large Cities (SPbOTSIC 2018) 2018).
Keywords:persons with reduced mobility; traffic safety; stop facilities facilities; agglomeration; social tension. Keywords:persons with reduced mobility; traffic safety; stop facilities facilities; agglomeration; social tension.
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 . * E-mail:[email protected] Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 .
E-mail:[email protected] 2352-1465© 2018 The Authors. Published by Elsevier B.V. https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under This is an open access under the CC by BY-NC-ND license (https://creativecommons.org/licenses/by 2352-1465© 2018 Thearticle Authors. Published Elsevier B.V. responsibility the scientific committee the Thirteenth Interna International Conference on Organization and Traffic Safety Management https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under in This is an openofaccess article under the CCof BY-NC-ND license (https://creativecommons.org/licenses/by Large Cities (SPbOTSIC 2018). responsibility of the scientific committee of the Thirteenth Interna International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018).
2352-1465 2018 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018). 10.1016/j.trpro.2018.12.155
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Alexander Novikov et al. / Transportation Research Procedia 36 (2018) 540–547 Alexander Novikov, Viktoria Vasilyeva, Anastasia Shevtsova/ Transportation Research Procedia 00 (2018) 000–000
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1. Introduction Nowadays, automobilization and areas of agglomerations increase rapidly. The number of roads and vehicles in cities grows constantly, however, the issue of urban environment suitability for persons with reduced mobility (PRM) is not taken into account. Therefore, they find it difficult to move around the city, use public and personal transport, and live a full life. To improve traffic safety for PRM, various state programs, laws, as well as methodological recommendations for adaptation of the road environment to their needs are developed and applied. In the USA and Europe, such state programs have been deployed for a long time, and the urban environment is adapted to the needs of PRM. In the UK, the current Disability Discrimination Act was adopted as early as in 1944 (RNIB, 1944). In 1961, the USA adopted a standard on the accessibility of buildings for people with disabilities (ICC, 1961). This document laid the foundation for the regulatory and legislative framework for creating a barrierfree environment which developed and expanded further. In 1975, the UN adopted the Declaration on the Rights of Disabled Persons (OHCHR, 1975), and later several other international documents appeared: World Program of Action concerning Disabled Persons (1982) (UN, 1982), Convention on the Rights of Persons with Disabilities (2006) (UN, 2006). In developed countries, all those legislative initiatives have been successfully implemented, and to date, a wheelchair user in Europe or in the USA feels quite comfortable. This is achieved by strict adherence to the principle of continuity of the barrier-free environment. The Russian Federation has various state programs, as well as certain legal documents aimed at improving traffic safety for PRM. For example, the Government of the Russian Federation adopted the law "On the State Accessibility Program of the Russian Federation for 2011–2015 by Resolution No. 175 on March 17, 2011, in order to create conditions for unhindered access of disabled people and other persons with restricted mobility to facilities and services. The Ministry of Health and Social Development of the Russian Federation is responsible for program execution. The purpose of the program is to assess the state and increase the accessibility of facilities and services in particularly popular living environments of PRM, to eliminate the social distance between people with disabilities and other people (On the State Accessibility Program of the Russian Federation for 2011–2015, 2011). Currently, many persons with reduced mobility use services of motor carriers, such as fixed-route passenger transportation. Stop facilities in cities are not quite suitable for comfortable use of those services. The purpose of the study is to increase safety and comfort of using route vehicles (RVs) by PRM by means of creating public organizations following the example of the Belgorod agglomeration. The objectives of the study are as follows: 1. an analysis of PRM passenger flow at the main transport stops of the Belgorod city; 2. an analysis of the existing programs for improving the transport infrastructure and urban environment for PRM; 3. reconstruction of the main stop facilities considering the basic requirements of the regulatory documentation. The implementation of all assigned tasks will improve traffic safety and convenience of using RVs by PRM. 2. Analysis of statistical data on the number of PRM in Russia and in the Belgorod agglomeration According to the official definition, PRM include not only people with disabilities, but also pregnant women, persons with strollers or luggage, "persons beyond active working age", etc. Based on this, a demographic analysis is performed showing the ratio of the number of PRM to the overall population. According to the Federal State Statistics Service (FSSS, 2016), in 2015, the overall population of the Russian Federation was 146.3 million people, of which the number of persons beyond active working age was 35.2 million people (24% of the overall population). A table below shows the demographic situation in the Russian Federation in 2010–2015 (Table 1).
Alexander Novikov et al. / Transportation Research Procedia 36 (2018) 540–547 Alexander Novikov, Viktoria Vasilyeva, Anastasia Shevtsova/ Transportation Research Procedia 00 (2018) 000–000
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Table 1. Overall population in the Russian Federation in the period of 2010–2015. 2010
2011
2012
2013
2014
2015
Overall population, mln people
142.8
142.9
143
143.3
143.7
146.3
Persons beyond active working age, mln people
31.9
32.1
32.4
33
33.8
35.1
Year
According to the official statistics (FSSS, 2016), the number of pregnant women in Russia as of the end of 2015 was about 1.94 million (1.33% of the overall population of Russia in 2015). Moreover, PRM include persons with disabilities, i.e. those who have long-term physical, mental, intellectual or sensory impairments which in interaction with various barriers may hinder their full and effective participation in society on an equal basis with others. According to the Federal State Statistics Service data, the total number of disabled people in 2010–2015 was 12,924 thous. people (FSSS, 2016), or 1% of the overall population of the Russian Federation. The total number of disabled people, as well as the number of people in various disability categories is shown in a table below (Table 2). Table 2. Number of disabled persons in the Russian Federation in 2010–2015. 2010
2011
2012
2013
2014
2015
13,134
13,209
13,189
13,082
12,946
12,924
Including: Category I
1,920
1,540
1,515
1,496
1,451
1,355
Category II
7,086
7,306
7,076
6,833
6,595
6,472
Category III
3,609
3,822
4,038
4,185
4,320
4,492
Year Total number of persons, thous. people
disabled
In order to determine the ratio of the overall population to the number of persons with reduced mobility, it is necessary to sum up three categories of people classified as PRM the number of which is known. Then, the total number of PRM in 2015 shall be equal to the sum of the number of persons beyond active working age, pregnant women and disabled people. Thus, in 2015, the number of PRM was 50 million people, which is 34.2% of the overall population of Russia. The number of PRM in the Belgorod Region in 2015 is calculated the same way. In 2015, the overall population in the Belgorod Region was 1.55 million people (1.1% of the overall population of the Russian Federation), of which the number of persons beyond active working age was 403.7 thous. people (25.8% of the overall population of the region). A table below shows the demographic data for the period of 2010– 2015 (Table 3). Table 3. Population in the Belgorod Region in the period of 2010–2015 2010
2011
2012
2013
2014
2015
Overall population, thous. people
Year
1,532.0
1,534.6
1,536.1
1,541.0
1,544.1
1,547.9
Persons beyond active working age, thous. people
365.9
368.4
376.6
385.3
393.9
403.7
In the Belgorod region, the number of pregnant women in 2015 was 17,773 people (1.15%) (FSSS, 2016). The number of Russian citizens residing in the Belgorod Region and having a certain degree of disability is 2,666 people. According to the analysis of demographic statistics for the Belgorod Region, the total number of PRM was 424,138 people. As the total number of people in the region is 1.55 million, the share of PRM was 27.36%. According to the review of demographic data in the Russian Federation as a whole and in the Belgorod Region in particular, the overall population of the region made up 1.1% (1.55 million people) of the overall population of the Russian Federation (146.3 million people). 27.36% of the region population were persons with reduced mobility accounting for more than a quarter of the overall population. This means that, given such number of PRM in the
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region, state programs should be implemented and instructions of regulatory, legal and methodological documents should be followed. Such socially crucial issue cannot be disregarded. 3. Establishment of public organizations for analysis of stop facilities in the Belgorod agglomeration The international experience suggests that measures to improve traffic safety for PRM shall be implemented comprehensively and systematically (Yan-Hong et al., 2006;Marshall and Garrick, 2011;Zegeer and Bushell, 2012;Litman, 2014); Novikov et al., 2016; Novikov et al., 2017). Design features and geometric parameters of communication routes have a significant impact on parameters of transport and pedestrian traffic, as well as on the overall state of city traffic as a whole (Petrov and Geraskina, 2017). Various street layouts within the street and road network (SRN) are known, such as radial, radial-circular, rectangular, rectangular-diagonal, mixed (Klinkovshteyn, 2011). In Belgorod, it is a mixed layout combining distinct rectangular, triangular, as well as free layouts. At the present time, stop facilities (SF) play an important role in the road infrastructure. Their optimum arrangement affects the road capacity, passenger turnover, ease of use for all road users, etc. Such state institutions as outpatient clinics, hospitals, pension fund offices, as well as permanent fairs are the main attraction centers for PRM. Based on this fact, we can distinguish five stop facilities serving the largest number of people from such population group as they are located near such attraction centers. In order to achieve the main goal of the study, a public organization was established to monitor the traffic situation at the main stop facilities and prepare a plan to improve traffic safety for PRM. The busiest stop facility — the Central Market stop (Figure 1) — was identified as a reconstruction object.
Fig. 1. A geometric layout of the existing SF (Central Market stop).
Based on traffic situation monitoring at stop facilities, it can be concluded that the busiest stop facility is the Central Market stop. The total number of passengers here exceeds the values at other objects under study, and the ratio of PRM to the total passenger traffic flow in this case is higher. This is due to the fact that the Central Market stop is located near such important attraction objects as the Central permanent fair, outpatient clinic No. 1, children's outpatient clinic No. 3, dermatology and STD clinic, city hospital No. 1, maternity hospital, injury care center, Lenin central park. For convenient perception of information on the number of passengers using the stop facility, a diagram of passenger turnover at this road infrastructure object was prepared (Figure 2).
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Alexander Novikov et al. / Transportation Research Procedia 36 (2018) 540–547
1000 784
812
792
836 754
700
637
694
643
680
498
494
Saturday
Sunday
Friday
Thursday
Wednesday
Monday
400
533
504
Total number of passengers People with reduced mobility
597
Tuesday
Number of population
544
Day of week
Fig. 2. Passenger turnover at the Central Market stop.
For more comprehensive illustration of passenger turnover at the selected stop facility, a table and a diagram of passenger turnover by hours were compiled (from 8 a.m. to 8 p.m.). Thursday is taken as the estimation day as it is the busiest day of the week according to the data above (Figure 3).
Number of population
2500 2250 2000 1750
Total number of passengers
1500 1250
People with reduced mobility
1000 750 500 250 0 08.00-10.00 10.00-12.00 12.00-14.00 14.00-16.00 16.00-18.00 18.00-20.00 Time of observation
Fig. 3. A histogram of hourly passenger turnover at the Central Market stop.
According to the data of the conducted studies, the percentage ratio of PRM to the overall population using the SF was calculated. It amounts to about 81.27%. The obtained value is high enough to conclude that this SF needs to be reconstructed to improve the quality of service. Based on SF field studies mentioned in this section, it can be concluded that, at the present time, passenger turnover is very high, however, many stop facilities are not equipped with technical means ensuring comfortable and safe transportation of PRM and other people (Australian Human Rights Commission, 2010; Bezrodnykh et al., 2015; Novikov et al., 2015;Skripkin, 2014). It is necessary to take measures to ensure traffic safety, as the city is developing rapidly in terms of motorization and urbanization, and PRM requiring special attention both from the state and society are not taken into account.
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4. Development of a stop facility reconstruction project for the needs of PRM through the example of the Belgorod agglomeration In order to ensure traffic safety of disabled people, as well as of other PRM at the Central Market stop, it is necessary to introduce some elements of the road environment. In case of transportation of wheelchair users and persons with strollers, using vehicles not specially equipped for this purpose, ramps shall be used for descent to a stop bay. Ramps shall also be installed at the edges of the stop platform for convenient access from the sidewalk. The length of their horizontal surface shall not exceed 1.8 m, therefore, installation of handrails is not required. The width of the ramp is assumed to be 1.5 m for comfortable movement. Besides, a road gutter is provided to avoid ice formation when it is cold. Another necessary road environment element of the stop facility is an enclosed bus stop. It is based on the fact that passenger turnover at the facility to be improved is large enough, therefore, it is necessary to protect passengers waiting for RVs against adverse weather and climatic conditions. The area of the enclosed bus stop is chosen considering its use by passengers during rush hour at a rate of 4 m2/person. On average, the enclosed bus stop is used by 6 people, hence its area should be 24 m2. Its width will be 2 m, length — 12 m. The enclosed bus stop is of an open type: its side walls do not reach its roof. This is due to the fact that there are buildings located behind the stop facility, therefore, the closed type is not recommended. Another component subject to reconstruction is an information board. This is due to the fact that the street where the stop facility is located is one of the central streets and many transport routes, both urban and suburban, pass through it. The information board will be located on the left side wall of the enclosed bus stop. Another means of providing information to passengers about routes and schedules of RVs is an information plate. Data presented on such plate will be available for persons with visual impairment as well (Construction Regulation RDS 35-201-99, 1999; Federal Law No. 46, 2012). The final layout of the stop facility after the implementation of measures on improvement of traffic safety and accessibility for PRM is shown below (Figure 4).
Fig. 4. A layout of the Central Market stop after reconstruction.
The application of all mentioned means will increase traffic safety for PRM, as well as for other people using stop facilities, as this improves conditions of stops' using as well as increases comfort and convenience of approaching stops, waiting for route vehicles and getting on such RVs. In order to reduce the number of road accidents, it is necessary to use innovative technologies in the field of traffic safety. To reduce the accident rate at controlled road sections, especially during seasonal climate changes affecting the road surface condition (rain, snow, ice, etc.), the Driver–Vehicle–Road–Environment system should be considered as a whole. Obviously, the strictest requirements will be applied to drivers (in particular, heightened awareness and keeping of a safe distance), but meanwhile, it is worth adjusting traffic management conditions when such changes occur. In particular, when using traffic light control, it is necessary to change coordination programs
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(control cycles) in order to ensure the required intersection capacity and maintain the number of vehicles passing in one cycle so as to minimize delays and eliminate jams. 5. Conclusions The study of regulatory sources from around the world (the USA, Australia and the United Kingdom) has shown that the method of urban environment continuity for vulnerable road users has been used in those developed countries for a long time. In Australia, reconstruction of stops for PRM is carried out strictly according to the plan specified by government agencies. Road, transport and urban environments are adapted to the needs of PRM in terms of convenience, comfort and safety. That is why such population groups, especially persons with disabilities, are more adapted to spend time outdoors when getting attention of the government. Based on the analysis of Russian statistics, it can be concluded that the number of PRM in our country, and in particular, in the Belgorod city, is quite large. Unfortunately, measures to improve and ensure traffic safety for them have been initiated only recently. However, the issue of road infrastructure adaptation for such population groups remains open. New national programs are developed to improve traffic safety for PRM, including such social programs as the Accessibility program. Establishment of public organizations to develop projects on the accessibility of the main transport infrastructure facilities of the city for PRM allows improving traffic safety and quality of such facilities, reducing social tension of road users. The analysis of Belgorod stop facilities has shown that only a few of them are equipped properly for unhindered use of transport services by PRM. Due to the fact that the number of PRM in the city is quite large and they mainly use the services of hospitals, clinics and pension fund offices, a decision was made on the arrangement of stop facilities for PRM. In monetary terms, those measures proved to be quite cost-effective: about 500 thous. rubles are spent for the arrangement of one stop. Besides, social tension in PRM decreases. That allows not only increasing traffic safety but ensuring comfort. References Australian Human Rights Commission, 2010. Annual Report 2010-2011. www.humanrights.gov.au/about/publications/annual_reports/(accessed 19 March 2017). Bezrodnykh, A., Novikov, I., Shevtsova, A., 2015. Modern traffic management equipment. In:Bauer, V. (ed.), Proceedings of the International Scientific and Practical Conference of Students, PhD Students and Young Scientists "Issues of Transportation System Operation", pp. 87–90. Construction Regulation RDS 35-201-99, 1999. Procedure of Realization the Requirements for Access by the Disabled Persons to Social Infrastructural Objects. Federal Law No. 46, 2012. On ratification of the Convention on the Rights of Persons with Disabilities. Federal State Statistics Service (FSSS), 2016.. http://www.gks.ru/ (accessed 15 March 2017). International Code Council (ICC), 1961. Improving the Accessibility of Buildings for People with Disabilities. http://www.iccsafe.org/abouticc/safety/accessibility-info/ (accessed 18 October 2017). Klinkovshteyn, G., 2001. Traffic management: a textbook for higher educational institutions. 5th edition, revised and enlarged.Transport, Moscow. Litman, T., 2014. A new transit safety narrative. Journal of Public Transportation 17 (4), 121–142. Marshall, W.E., Garrick, N.W., 2011. Evidence on why bike friendly cities are safer for all road users. Environmental Practice 13(1), 16– 27.https://doi.org/10.1017/S1466046610000566. Novikov, A., Novikov, I., Katunin, A., Shevtsova, A., 2017. Adaptation capacity of the traffic lights control system (TSCS) as to changing parameters of traffic flows within intellectual transport systems (ITS). Transportation Research Procedia 20, 455– 462.https://doi.org/10.1016/j.trpro.2017.01.074. Novikov, I., Borovskoy, A., Shevtsova, A., 2015. Traffic management in assessing Driver–Vehicle–Road–Environment system elements. In: Novikov, A. (ed.), Proceedings of the International Scientific and Practical Conference"Information Technologies and Innovations in Transport", 231–238. Novikov, I., Shevtsova, A., Katunin, A., 2016. Determination of the adaptation of traffic light control to the changing structure of traffic flow. International Journal of Pharmacy and Technology 8 (4), 26635–26643.
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Transportation Research Procedia 00 (2018) 000–000 Available online at www.sciencedirect.com Transportation Research Procedia 00 (2018) 000–000
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Transportation Research Procedia 36 (2018) 540–547 www.elsevier.com/locate/procedia
Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018)
Approaches to ensuring traffic safety for persons with reduced Approaches to ensuring traffic safety for persons with reduced mobility mobility a a b Alexander Novikov , Viktoria Vasilyeva , Anastasia Shevtsova * Alexander Novikova, Viktoria Vasilyevaa, Anastasia Shevtsovab* a
Turgenev Orel State University, 95 Komsomolskaya St., Orel, 302026 302026, Russia ShukhovaBelgorod Technological University, 46 Kostyukova St., Belgorod, 308012 308012, Russia Turgenev State Orel State University, 95 Komsomolskaya St., Orel, 302026 302026, Russia
b b
Shukhov Belgorod State Technological University, 46 Kostyukova St., Belgorod, 308012 308012, Russia
Abstract Abstract This article iss dedicated to one of the major problems in many developed and developing countries: how to ensure traffic safety for reducedtomobility Nowadays, population groupand is given specialcountries: attention.how For to example, Russiasafety has a Thispersons article with iss dedicated one of (PRM). the major problems this in many developed developing ensure traffic large number of targeted programs(PRM). aimed at improvingthis thepopulation quality of group their lives and,special in particular, their safe use of the transport for persons with reduced mobility Nowadays, is given attention. For example, Russia has a distribution infrastructure in many cities. The paper presents an analysis of this of population a statistical overview dist ribution large number of targeted programs aimed at improving the quality their livesgroup and, and in particular, their safe useofofitsthe transport in thee urban environment. the example Belgorod the and maina statistical areas hindering their proper use by distribution infrastructure in many cities.Using The paper presents of an the analysis of thisagglomeration, population group overview of its dist ribution non-governmental persons with environment. reduced mobility safety andthe reduce tension, atheir non governmental in thee urban Usingare the identified. example ofTotheimprove Belgorodtraffic agglomeration, main social areas hindering proper use by organization wasmobility established on a pro-bono basis developed a project for rearrangement and reconstruction of the non-governmental persons with(NGO) reduced are that identified. Tobono improve traffic safety and reduce social tension, a non governmental main stop facilities the established Belgorod agglomeration for transportation of PRM. The expected results of NGO activity are in of man many organization (NGO)inwas that on a pro-bono basis developed a project for rearrangement and reconstruction the bono ways stop similar to the results of targeted programs, namely, in terms of the decrease social tension, of traffic main facilities in the Belgorod agglomeration for transportation of PRM. Theofexpected results improvement of NGO activity are in safety man many and, a result, improvement of life quality in thenamely, city. in terms of the decrease of social tension, improvement of traffic safety waysassimilar to the results of targeted programs, and, as a result, improvement of life quality in the city. ©2018 The Authors. Published by Elsevier B.V. © 2018 The Authors. by Elsevier B.V. ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) This is an accessPublished article under the CC BY-NC-ND ©2018 Theopen Authors. by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and a This is an open access article underofthe BY-NC-ND ND licenseof (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility theCC scientific committee the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) 2018). Peer-review review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and a Traffic Safety Management in Large Cities (SPbOTSIC 2018). Traffic Safety Management in Large Cities (SPbOTSIC 2018) 2018).
Keywords:persons with reduced mobility; traffic safety; stop facilities facilities; agglomeration; social tension. Keywords:persons with reduced mobility; traffic safety; stop facilities facilities; agglomeration; social tension.
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 . * E-mail:[email protected] Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 .
E-mail:[email protected] 2352-1465© 2018 The Authors. Published by Elsevier B.V. https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under This is an open access under the CC by BY-NC-ND license (https://creativecommons.org/licenses/by 2352-1465© 2018 Thearticle Authors. Published Elsevier B.V. responsibility the scientific committee the Thirteenth Interna International Conference on Organization and Traffic Safety Management https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under in This is an openofaccess article under the CCof BY-NC-ND license (https://creativecommons.org/licenses/by Large Cities (SPbOTSIC 2018). responsibility of the scientific committee of the Thirteenth Interna International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018).
2352-1465 2018 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018). 10.1016/j.trpro.2018.12.155
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Alexander Novikov et al. / Transportation Research Procedia 36 (2018) 540–547 Alexander Novikov, Viktoria Vasilyeva, Anastasia Shevtsova/ Transportation Research Procedia 00 (2018) 000–000
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1. Introduction Nowadays, automobilization and areas of agglomerations increase rapidly. The number of roads and vehicles in cities grows constantly, however, the issue of urban environment suitability for persons with reduced mobility (PRM) is not taken into account. Therefore, they find it difficult to move around the city, use public and personal transport, and live a full life. To improve traffic safety for PRM, various state programs, laws, as well as methodological recommendations for adaptation of the road environment to their needs are developed and applied. In the USA and Europe, such state programs have been deployed for a long time, and the urban environment is adapted to the needs of PRM. In the UK, the current Disability Discrimination Act was adopted as early as in 1944 (RNIB, 1944). In 1961, the USA adopted a standard on the accessibility of buildings for people with disabilities (ICC, 1961). This document laid the foundation for the regulatory and legislative framework for creating a barrierfree environment which developed and expanded further. In 1975, the UN adopted the Declaration on the Rights of Disabled Persons (OHCHR, 1975), and later several other international documents appeared: World Program of Action concerning Disabled Persons (1982) (UN, 1982), Convention on the Rights of Persons with Disabilities (2006) (UN, 2006). In developed countries, all those legislative initiatives have been successfully implemented, and to date, a wheelchair user in Europe or in the USA feels quite comfortable. This is achieved by strict adherence to the principle of continuity of the barrier-free environment. The Russian Federation has various state programs, as well as certain legal documents aimed at improving traffic safety for PRM. For example, the Government of the Russian Federation adopted the law "On the State Accessibility Program of the Russian Federation for 2011–2015 by Resolution No. 175 on March 17, 2011, in order to create conditions for unhindered access of disabled people and other persons with restricted mobility to facilities and services. The Ministry of Health and Social Development of the Russian Federation is responsible for program execution. The purpose of the program is to assess the state and increase the accessibility of facilities and services in particularly popular living environments of PRM, to eliminate the social distance between people with disabilities and other people (On the State Accessibility Program of the Russian Federation for 2011–2015, 2011). Currently, many persons with reduced mobility use services of motor carriers, such as fixed-route passenger transportation. Stop facilities in cities are not quite suitable for comfortable use of those services. The purpose of the study is to increase safety and comfort of using route vehicles (RVs) by PRM by means of creating public organizations following the example of the Belgorod agglomeration. The objectives of the study are as follows: 1. an analysis of PRM passenger flow at the main transport stops of the Belgorod city; 2. an analysis of the existing programs for improving the transport infrastructure and urban environment for PRM; 3. reconstruction of the main stop facilities considering the basic requirements of the regulatory documentation. The implementation of all assigned tasks will improve traffic safety and convenience of using RVs by PRM. 2. Analysis of statistical data on the number of PRM in Russia and in the Belgorod agglomeration According to the official definition, PRM include not only people with disabilities, but also pregnant women, persons with strollers or luggage, "persons beyond active working age", etc. Based on this, a demographic analysis is performed showing the ratio of the number of PRM to the overall population. According to the Federal State Statistics Service (FSSS, 2016), in 2015, the overall population of the Russian Federation was 146.3 million people, of which the number of persons beyond active working age was 35.2 million people (24% of the overall population). A table below shows the demographic situation in the Russian Federation in 2010–2015 (Table 1).
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Table 1. Overall population in the Russian Federation in the period of 2010–2015. 2010
2011
2012
2013
2014
2015
Overall population, mln people
142.8
142.9
143
143.3
143.7
146.3
Persons beyond active working age, mln people
31.9
32.1
32.4
33
33.8
35.1
Year
According to the official statistics (FSSS, 2016), the number of pregnant women in Russia as of the end of 2015 was about 1.94 million (1.33% of the overall population of Russia in 2015). Moreover, PRM include persons with disabilities, i.e. those who have long-term physical, mental, intellectual or sensory impairments which in interaction with various barriers may hinder their full and effective participation in society on an equal basis with others. According to the Federal State Statistics Service data, the total number of disabled people in 2010–2015 was 12,924 thous. people (FSSS, 2016), or 1% of the overall population of the Russian Federation. The total number of disabled people, as well as the number of people in various disability categories is shown in a table below (Table 2). Table 2. Number of disabled persons in the Russian Federation in 2010–2015. 2010
2011
2012
2013
2014
2015
13,134
13,209
13,189
13,082
12,946
12,924
Including: Category I
1,920
1,540
1,515
1,496
1,451
1,355
Category II
7,086
7,306
7,076
6,833
6,595
6,472
Category III
3,609
3,822
4,038
4,185
4,320
4,492
Year Total number of persons, thous. people
disabled
In order to determine the ratio of the overall population to the number of persons with reduced mobility, it is necessary to sum up three categories of people classified as PRM the number of which is known. Then, the total number of PRM in 2015 shall be equal to the sum of the number of persons beyond active working age, pregnant women and disabled people. Thus, in 2015, the number of PRM was 50 million people, which is 34.2% of the overall population of Russia. The number of PRM in the Belgorod Region in 2015 is calculated the same way. In 2015, the overall population in the Belgorod Region was 1.55 million people (1.1% of the overall population of the Russian Federation), of which the number of persons beyond active working age was 403.7 thous. people (25.8% of the overall population of the region). A table below shows the demographic data for the period of 2010– 2015 (Table 3). Table 3. Population in the Belgorod Region in the period of 2010–2015 2010
2011
2012
2013
2014
2015
Overall population, thous. people
Year
1,532.0
1,534.6
1,536.1
1,541.0
1,544.1
1,547.9
Persons beyond active working age, thous. people
365.9
368.4
376.6
385.3
393.9
403.7
In the Belgorod region, the number of pregnant women in 2015 was 17,773 people (1.15%) (FSSS, 2016). The number of Russian citizens residing in the Belgorod Region and having a certain degree of disability is 2,666 people. According to the analysis of demographic statistics for the Belgorod Region, the total number of PRM was 424,138 people. As the total number of people in the region is 1.55 million, the share of PRM was 27.36%. According to the review of demographic data in the Russian Federation as a whole and in the Belgorod Region in particular, the overall population of the region made up 1.1% (1.55 million people) of the overall population of the Russian Federation (146.3 million people). 27.36% of the region population were persons with reduced mobility accounting for more than a quarter of the overall population. This means that, given such number of PRM in the
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region, state programs should be implemented and instructions of regulatory, legal and methodological documents should be followed. Such socially crucial issue cannot be disregarded. 3. Establishment of public organizations for analysis of stop facilities in the Belgorod agglomeration The international experience suggests that measures to improve traffic safety for PRM shall be implemented comprehensively and systematically (Yan-Hong et al., 2006;Marshall and Garrick, 2011;Zegeer and Bushell, 2012;Litman, 2014); Novikov et al., 2016; Novikov et al., 2017). Design features and geometric parameters of communication routes have a significant impact on parameters of transport and pedestrian traffic, as well as on the overall state of city traffic as a whole (Petrov and Geraskina, 2017). Various street layouts within the street and road network (SRN) are known, such as radial, radial-circular, rectangular, rectangular-diagonal, mixed (Klinkovshteyn, 2011). In Belgorod, it is a mixed layout combining distinct rectangular, triangular, as well as free layouts. At the present time, stop facilities (SF) play an important role in the road infrastructure. Their optimum arrangement affects the road capacity, passenger turnover, ease of use for all road users, etc. Such state institutions as outpatient clinics, hospitals, pension fund offices, as well as permanent fairs are the main attraction centers for PRM. Based on this fact, we can distinguish five stop facilities serving the largest number of people from such population group as they are located near such attraction centers. In order to achieve the main goal of the study, a public organization was established to monitor the traffic situation at the main stop facilities and prepare a plan to improve traffic safety for PRM. The busiest stop facility — the Central Market stop (Figure 1) — was identified as a reconstruction object.
Fig. 1. A geometric layout of the existing SF (Central Market stop).
Based on traffic situation monitoring at stop facilities, it can be concluded that the busiest stop facility is the Central Market stop. The total number of passengers here exceeds the values at other objects under study, and the ratio of PRM to the total passenger traffic flow in this case is higher. This is due to the fact that the Central Market stop is located near such important attraction objects as the Central permanent fair, outpatient clinic No. 1, children's outpatient clinic No. 3, dermatology and STD clinic, city hospital No. 1, maternity hospital, injury care center, Lenin central park. For convenient perception of information on the number of passengers using the stop facility, a diagram of passenger turnover at this road infrastructure object was prepared (Figure 2).
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Alexander Novikov et al. / Transportation Research Procedia 36 (2018) 540–547
1000 784
812
792
836 754
700
637
694
643
680
498
494
Saturday
Sunday
Friday
Thursday
Wednesday
Monday
400
533
504
Total number of passengers People with reduced mobility
597
Tuesday
Number of population
544
Day of week
Fig. 2. Passenger turnover at the Central Market stop.
For more comprehensive illustration of passenger turnover at the selected stop facility, a table and a diagram of passenger turnover by hours were compiled (from 8 a.m. to 8 p.m.). Thursday is taken as the estimation day as it is the busiest day of the week according to the data above (Figure 3).
Number of population
2500 2250 2000 1750
Total number of passengers
1500 1250
People with reduced mobility
1000 750 500 250 0 08.00-10.00 10.00-12.00 12.00-14.00 14.00-16.00 16.00-18.00 18.00-20.00 Time of observation
Fig. 3. A histogram of hourly passenger turnover at the Central Market stop.
According to the data of the conducted studies, the percentage ratio of PRM to the overall population using the SF was calculated. It amounts to about 81.27%. The obtained value is high enough to conclude that this SF needs to be reconstructed to improve the quality of service. Based on SF field studies mentioned in this section, it can be concluded that, at the present time, passenger turnover is very high, however, many stop facilities are not equipped with technical means ensuring comfortable and safe transportation of PRM and other people (Australian Human Rights Commission, 2010; Bezrodnykh et al., 2015; Novikov et al., 2015;Skripkin, 2014). It is necessary to take measures to ensure traffic safety, as the city is developing rapidly in terms of motorization and urbanization, and PRM requiring special attention both from the state and society are not taken into account.
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4. Development of a stop facility reconstruction project for the needs of PRM through the example of the Belgorod agglomeration In order to ensure traffic safety of disabled people, as well as of other PRM at the Central Market stop, it is necessary to introduce some elements of the road environment. In case of transportation of wheelchair users and persons with strollers, using vehicles not specially equipped for this purpose, ramps shall be used for descent to a stop bay. Ramps shall also be installed at the edges of the stop platform for convenient access from the sidewalk. The length of their horizontal surface shall not exceed 1.8 m, therefore, installation of handrails is not required. The width of the ramp is assumed to be 1.5 m for comfortable movement. Besides, a road gutter is provided to avoid ice formation when it is cold. Another necessary road environment element of the stop facility is an enclosed bus stop. It is based on the fact that passenger turnover at the facility to be improved is large enough, therefore, it is necessary to protect passengers waiting for RVs against adverse weather and climatic conditions. The area of the enclosed bus stop is chosen considering its use by passengers during rush hour at a rate of 4 m2/person. On average, the enclosed bus stop is used by 6 people, hence its area should be 24 m2. Its width will be 2 m, length — 12 m. The enclosed bus stop is of an open type: its side walls do not reach its roof. This is due to the fact that there are buildings located behind the stop facility, therefore, the closed type is not recommended. Another component subject to reconstruction is an information board. This is due to the fact that the street where the stop facility is located is one of the central streets and many transport routes, both urban and suburban, pass through it. The information board will be located on the left side wall of the enclosed bus stop. Another means of providing information to passengers about routes and schedules of RVs is an information plate. Data presented on such plate will be available for persons with visual impairment as well (Construction Regulation RDS 35-201-99, 1999; Federal Law No. 46, 2012). The final layout of the stop facility after the implementation of measures on improvement of traffic safety and accessibility for PRM is shown below (Figure 4).
Fig. 4. A layout of the Central Market stop after reconstruction.
The application of all mentioned means will increase traffic safety for PRM, as well as for other people using stop facilities, as this improves conditions of stops' using as well as increases comfort and convenience of approaching stops, waiting for route vehicles and getting on such RVs. In order to reduce the number of road accidents, it is necessary to use innovative technologies in the field of traffic safety. To reduce the accident rate at controlled road sections, especially during seasonal climate changes affecting the road surface condition (rain, snow, ice, etc.), the Driver–Vehicle–Road–Environment system should be considered as a whole. Obviously, the strictest requirements will be applied to drivers (in particular, heightened awareness and keeping of a safe distance), but meanwhile, it is worth adjusting traffic management conditions when such changes occur. In particular, when using traffic light control, it is necessary to change coordination programs
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(control cycles) in order to ensure the required intersection capacity and maintain the number of vehicles passing in one cycle so as to minimize delays and eliminate jams. 5. Conclusions The study of regulatory sources from around the world (the USA, Australia and the United Kingdom) has shown that the method of urban environment continuity for vulnerable road users has been used in those developed countries for a long time. In Australia, reconstruction of stops for PRM is carried out strictly according to the plan specified by government agencies. Road, transport and urban environments are adapted to the needs of PRM in terms of convenience, comfort and safety. That is why such population groups, especially persons with disabilities, are more adapted to spend time outdoors when getting attention of the government. Based on the analysis of Russian statistics, it can be concluded that the number of PRM in our country, and in particular, in the Belgorod city, is quite large. Unfortunately, measures to improve and ensure traffic safety for them have been initiated only recently. However, the issue of road infrastructure adaptation for such population groups remains open. New national programs are developed to improve traffic safety for PRM, including such social programs as the Accessibility program. Establishment of public organizations to develop projects on the accessibility of the main transport infrastructure facilities of the city for PRM allows improving traffic safety and quality of such facilities, reducing social tension of road users. The analysis of Belgorod stop facilities has shown that only a few of them are equipped properly for unhindered use of transport services by PRM. Due to the fact that the number of PRM in the city is quite large and they mainly use the services of hospitals, clinics and pension fund offices, a decision was made on the arrangement of stop facilities for PRM. In monetary terms, those measures proved to be quite cost-effective: about 500 thous. rubles are spent for the arrangement of one stop. Besides, social tension in PRM decreases. That allows not only increasing traffic safety but ensuring comfort. References Australian Human Rights Commission, 2010. Annual Report 2010-2011. www.humanrights.gov.au/about/publications/annual_reports/(accessed 19 March 2017). Bezrodnykh, A., Novikov, I., Shevtsova, A., 2015. Modern traffic management equipment. In:Bauer, V. (ed.), Proceedings of the International Scientific and Practical Conference of Students, PhD Students and Young Scientists "Issues of Transportation System Operation", pp. 87–90. Construction Regulation RDS 35-201-99, 1999. Procedure of Realization the Requirements for Access by the Disabled Persons to Social Infrastructural Objects. Federal Law No. 46, 2012. On ratification of the Convention on the Rights of Persons with Disabilities. Federal State Statistics Service (FSSS), 2016.. http://www.gks.ru/ (accessed 15 March 2017). International Code Council (ICC), 1961. Improving the Accessibility of Buildings for People with Disabilities. http://www.iccsafe.org/abouticc/safety/accessibility-info/ (accessed 18 October 2017). Klinkovshteyn, G., 2001. Traffic management: a textbook for higher educational institutions. 5th edition, revised and enlarged.Transport, Moscow. Litman, T., 2014. A new transit safety narrative. Journal of Public Transportation 17 (4), 121–142. Marshall, W.E., Garrick, N.W., 2011. Evidence on why bike friendly cities are safer for all road users. Environmental Practice 13(1), 16– 27.https://doi.org/10.1017/S1466046610000566. Novikov, A., Novikov, I., Katunin, A., Shevtsova, A., 2017. Adaptation capacity of the traffic lights control system (TSCS) as to changing parameters of traffic flows within intellectual transport systems (ITS). Transportation Research Procedia 20, 455– 462.https://doi.org/10.1016/j.trpro.2017.01.074. Novikov, I., Borovskoy, A., Shevtsova, A., 2015. Traffic management in assessing Driver–Vehicle–Road–Environment system elements. In: Novikov, A. (ed.), Proceedings of the International Scientific and Practical Conference"Information Technologies and Innovations in Transport", 231–238. Novikov, I., Shevtsova, A., Katunin, A., 2016. Determination of the adaptation of traffic light control to the changing structure of traffic flow. International Journal of Pharmacy and Technology 8 (4), 26635–26643.
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