Modern Urban Transport Infrastructure Solutions to Improve the Safety of Children As Pedestrians and Cyclists

infrastructures

Article Modern Urban Transport Infrastructure Solutions to Improve the Safety of Children as Pedestrians and Cyclists

Maria Cie´sla

Department of Transport Systems, Trafﬁc Engineering and Logistics, Faculty of Transport and Aviation Engineering, Silesian University of Technology, 8 Krasinskiego St., 40-019 Katowice, Poland; [email protected]

Abstract: This article presents the issues and needs for modern solutions in building urban infrastructure, based on the smart city idea to improve the living standards of residents. Particular attention is paid to one of the most important aspects of life, related to road safety of children as pedestrians and cyclists. Pedestrian sidewalks and bicycle paths with high pedestrian traffic are classified as dangerous areas in many countries. More than 3% of the injuries and fatalities among pedestrian road users that are victims of accidents occur due to crossing the road. Therefore, it is necessary to apply various technical infrastructure solutions to improve the safety of this group of inhabitants. The scientific purpose of this article is the assessment of the safety level of children in pedestrian and bicycle traffic and the analysis of road solutions supporting the maintenance of high-level city safety. The research was based on the analysis of statistical data of accidents and the diagnostic survey method determining the safety of the inhabitants of southern Poland. As a result, an analysis of the level of child safety in urban traffic was developed, as well as key factors affecting the levels of road safety, based on the opinions of respondents. Potential places with the greatest risk of collision with minors have also been identified. There are also proposals for infrastructure solutions aimed at Citation: Cie´sla,M. Modern Urban minimising accident risk levels in designated areas. Transport Infrastructure Solutions to Improve the Safety of Children as Keywords: child pedestrian safety; child cyclist safety; infrastructure modern solutions; road safety Pedestrians and Cyclists. Infrastructures 2021, 6, 102. https:// doi.org/10.3390/infrastructures607 0102 1. Introduction Academic Editors: Isam Shahrour The enormous development of the automotive industry has been accompanied by and Pedro Arias-Sánchez many legal, technical, organisational and socio-economic problems. On the other hand, the increase in the number of passenger cars in cities is related to the increase in the number of Received: 30 May 2021 road accidents, which has motivated many scientists and engineers to search for innovative Accepted: 5 July 2021 solutions aimed at increasing the level of road safety. Published: 9 July 2021 The issue raised in this article is relevant and important for several reasons. First, it concerns the significant problem of road transport safety. According to a WHO report, Publisher’s Note: MDPI stays neutral approximately 1.35 million people die each year because of road traffic accidents. Road with regard to jurisdictional claims in traffic injuries are the leading cause of death for children and young adults aged 5–29 years, published maps and institutional affil- and unsafe road infrastructure is listed as one of the key risk factors. iations. Secondly, the article refers to the real problem of preparing minors to participate safely in road traffic, which is the responsibility of adults and should be a social investment. The complexity of this issue is even more difficult as the physiognomy of children and adolescents is complicated. Children perceive traffic in a completely different way than Copyright: © 2021 by the author. adults, mainly due to a lack of ability to apply knowledge about road safety in practice or Licensee MDPI, Basel, Switzerland. proper assessment of the behaviour of other road users, worse concentration and smaller This article is an open access article height. distributed under the terms and In general: conditions of the Creative Commons • Attribution (CC BY) license (https:// 0–6-year-old children are not yet aware of the dangers that await them. For the most creativecommons.org/licenses/by/ part, they cannot even judge whether a car is moving or not. They have big problems 4.0/).

Infrastructures 2021, 6, 102. https://doi.org/10.3390/infrastructures6070102 https://www.mdpi.com/journal/infrastructures Infrastructures 2021, 6, 102 2 of 17

with divisibility of attention. When they must focus on several things at once, they stop paying attention to traffic. • 7–14-year-old children are better at road traffic and can realistically estimate the risk. As a result, they are less likely to create dangerous situations. In this age range, the perception of sounds is fully developed, and the field of view is also increasing. From the age of 11, they have a relatively good spatial orientation. Therefore, people under the age of 14 are much safer in road traffic than the previous group but still react slightly slower than adults. • 15–18-year-old youth are the least endangered group of road users, but they create a lot of collisions in bicycle and motor traffic. They can assess traffic situations more realistically than the previous groups but often ignore dangers and try, for example, to run across the road in front of a moving car. Due to the behaviour of individual groups, it is so important that parents and other adult road users pay special attention to children and, where possible, the use of infrastructure solutions to protect them. Thirdly, the conducted research concerns modern infrastructure solutions supporting the visibility of short people and increasing their safety. Pedestrian sidewalks and bicycle paths with high pedestrian traffic are classified as dangerous areas and it is important to improve them. The scientific purpose of this article is the analysis of the safety level of children in pedestrian and bicycle traffic in Poland and multi-criteria evaluation of road solutions supporting the maintenance of high-level city safety. The paper is organised as follows. Section2 includes a review of the literature on the aspects raised in the article. The problem is discussed with particular emphasis on child pedestrian and cyclist behaviour, especially at crossings, and the impact of it on safety. Section3 describes the research approach and indicates the applied methods. Section4 includes an essential part of the article related to the analysis of child safety on roads in Poland, conducted with statistical data analysis of road accidents and a survey of road users on the safety of children and young people. Section5 presents road infrastructure improvements used for accident prevention. Three groups of infrastructural solutions are shown: increasing the safety of children at school crossings, improving visibility of pedestrian crossings and bicycle pathways and more advanced installations. Final part is devoted to the discussion of the results and conclusions. The overall objective of the paper is to present the possibilities of using different solutions in road infrastructure for improving people’s road safety indicators.

2. Literature Review In order to carry out research analysis related to the purpose of the article, at the beginning, it is necessary to explain the basic issues of road safety and the behaviour of its participants. Road users can be categorised as car, van, lorry, bus and other vehicle drivers, motorcyclists, pedestrians and cyclists. The article focuses on a special group of cyclists and pedestrians (children and underage youths), for whom adult guardians are responsible. Many studies concern the precise behaviour of pedestrians in road trafﬁc, which, as noted in [1], always concerns the dilemma between safety and convenience. Irrational decisions regarding the behaviour of people on the border of risk are presented in [2], indicating that time saving was the main reason for incorrect behaviour. In [3], researchers showed that most pedestrians cross the road during their ﬁrst attempt and use the shortest path to cross, even if it is a high-speed, six-lane, divided arterial road that runs through a high-density urban area. Additionally, in the analysed age group, the importance of using city bikes in an urban area [4,5] was taken into consideration as well as additional risk factors that need to be addressed [6,7]. The study in [8] tried to understand the preferences of pedestrians towards using different types of road crossing facilities, in terms of pedestrian willingness to walk to access Infrastructures 2021, 6, 102 3 of 17

them. The preference for a particular facility (e.g., straight or staggered signalised crossing, footbridge, underpass) sometimes depends on non-obvious and individual factors, such as habit [9], aesthetics, hygiene aspects [10] and others. Age, gender, physical disabilities [11], whether they were carrying baggage and luggage, as well as their crossing patterns, were examined on pedestrian flow characteristics such as crossing speed and waiting time [12,13]. As claimed in [14], the problems always involve interpenetrating vehicular and pedestrian streams, the consequences of which include variable parameters of vehicle queues emerging in pedestrian crossing-affected areas, delay, difficulties crossing the road by pedestrians, etc. The review of the literature on pedestrian crossing and cyclist behaviour shows a wide variety of methods, including self-completed questionnaires [15], personal interviews [16], experiments [17], pedestrian tracking [18], GIS analysis [19], simulations [20], video-based stated preference surveys [21], videotaped observations [22,23] and revealed preference analysis [24]. Most studies found that long waiting times and elements that decrease safety, accessibility and personal security influence road crossing behaviour, route choice and the propensity to walk. The resulting values of movement speed can be useful during the spatio-temporal analysis carried out by forensic experts into the opinions on road accidents occurring, involving underage pedestrians [25]. Another group of studies are concentrated on the construction of pedestrian crossings. The authors of [26] indicated that there is strong evidence for the positive effect of road measures (traffic lights [27], roundabouts [28–30] and refuge islands), especially on the number of pedestrian-related accidents. Crossings equipped with flashing yellow lights, refuge islands and traffic lights required much more appropriate behaviour from car drivers. The analysis results in [31,32] showed that using pedestrian countdown timers during the Red Man phase led to more violations and running behaviour in children. Risk-taking behaviours listed in [33] related to crossing by riding, with a high probability of crossing on red and of not checking traffic prior to crossing at an un-signalised crosswalk, which was higher for children riding an electric bicycle or kick-scooter. Numerous analyses of the safety condition [34] confirmed that infrastructure elements support children crossing at a crosswalk, the behaviours of which are even more dangerous when walking without the interference of the observers [35]. The unsafe behaviours observed are usually: not stopping at the curb, not looking before crossing, attempting to cross when a car is nearing and running across the road. According to [36], boys may be at greater risk than girls, at least for some age groups. Research in [37] was aimed at studying the effect of roadside distractions (noise, cell phones [38]) on pedestrian road crossing behaviour, focusing on elementary school-aged children, who are less capable of making a safe road crossing decision and are more vulnerable to the effect of distractions. Taking these results into account, additional infrastructure elements for pedestrian crossings (such as protective barriers) may help to avoid a dangerous situation. What is more surprising, according to research, is that children accompanied by an adult committed even more unsafe practices. From these children, more unsafe behaviours were committed amongst those not holding hands with the adult [39]. In [40], researchers proved that children’s acts are influenced by adults and children rely on their parents. Previous research on the topic allows us to draw conclusions that children’s crossing behaviour should be considered when people plan and design the crossing facilities that children may use. The risk-taking attitude of young road users should be considered in the development of injury prevention programmes focusing on child and parent education and training, and by adapting the infrastructure of urban environments to better meet their needs.

3. Materials and Methods The research was conducted in four stages. The initial stage concentrated on the literature and documents (legal acts, educational programmes) review. As a result, the Infrastructures 2021, 6, 102 4 of 17

assumptions and objectives of road safety were developed. Additionally, the basic areas of problems related to this research area and applied improvement methods were defined. The next stage was focused on the statistical data analysis among children as pedestrians and cyclists’ safety in Poland, with an emphasis on the causes of accidents resulting from road hazards. This section uses official statistical data, mainly from police data for 2019, considering such information as: the time and place of road accidents, their types, causes, perpetrators and victims of accidents and, in particular, the issues of the safety of pedestrians and other vulnerable traffic participants. Part of the data was also obtained from a special database that maintains the system of recording accidents and collisions in Poland. The search engine is a non-commercial website that allows the search for collisions and road accidents in Poland, and its database uses the data of the Accident and Collision Record System provided by the Police Headquarters in Warsaw. The analysis focused only on road accidents, which, as in other European countries, are classified as incidents involving people. Subsequently, a diagnostic survey method was conducted, to determine the opinions of all road users on the safety of children and adolescents on the road and examine the level of satisfaction of respondents with pavements and bicycle routes in southern Poland. It was based on 7 questions with 217 respondents. The final stage was based on survey results, which made it possible to indicate various infrastructure solutions used to increase the safety of road users, with particular emphasis on children. Further conclusions related to usability of the solutions to improve the safety of children as pedestrians and cyclists among modern urban transport infrastructure were drawn. Additionally, a multi-criteria assessment of infrastructural solutions increasing children’s road safety leading to the ranking of the improvements was prepared.

4. Safety of Children as Pedestrians and Cyclists in Poland The analysis of child safety on roads in Poland was conducted with statistical data analysis of road accidents for the collection of quantitative data. Additionally, a survey on the opinions of road users on the safety of children and young people on the road was prepared, to complete the research with qualitative data.

4.1. Road Accident Statistics Analysis Every day in the European Union, an average of thirty children (0–14 years old) are seriously injured, and every other day, three die in road accidents. During the decade 2009–2018, nearly 7000 children died because of injuries sustained in road accidents across the EU. The safety of children in road trafﬁc has signiﬁcantly improved in almost all countries of the European Union. This does not change the fact that, in 2018, about 530 children were killed on EU roads [41], and nearly 92,200 were injured, of which about 11,200 were seriously injured. Between 2009 and 2018, the number of child deaths from road accidents decreased by 44% in the EU, while at the same time, the number of fatalities for the rest of the population decreased by only 28%. In Poland, the decline was 56% for child fatalities and 37% for the rest of society, respectively. Thus, Poland recorded a faster improvement in the safety of the youngest road users than many EU countries. In the decade 2010–2019, there were nearly 350,000 road accidents in Poland, almost 15% of which were accidents involving children and adolescents: 32,800 people died in these accidents, including nearly 1600 children and adolescents, i.e., this group accounted for 5% of all deaths. While the total number of fatalities decreased by 26% between 2010 and 2019 (see Figure1), this decline reached 50% for children and adolescents. The share of the number of child deaths in road accidents decreased from 6% of the total in 2010 to 4% in 2019. The analysis of data on accident victims shows that the age structure of fatalities has changed over the past decade. In 2010, children aged 0–14 accounted for 48% of those road users killed in the age group 0–17, and the remaining 52% were victims among adolescents Infrastructures 2021, 6, 102 5 of 18

for 5% of all deaths. While the total number of fatalities decreased by 26% between 2010 and 2019 (see Figure 1), this decline reached 50% for children and adolescents. The share of the number of child deaths in road accidents decreased from 6% of the total in 2010 to 4% in 2019. The analysis of data on accident victims shows that the age structure of fatalities has changed over the past decade. In 2010, children aged 0–14 accounted for 48% of those road users killed in the age group 0–17, and the remaining 52% were victims among adolescents aged 15–17. However, in 2019, these proportions changed and amounted to 58% of deaths among children and 42% of deaths among adolescents. In 2019, 6077 accidents with 64% of fatalities occurred in urban areas, and 644 accidents with 36% fatalities occurred in undeveloped areas of Poland. Further statistical anal- Infrastructures 2021, 6, 102 ysis on the safety of children was carried out without the division into the road environ- 5 of 17 ment of the accident. The number of accidents in the southern part of Poland that took place in 2019, mainly in the Silesian Voivodeship, was very high and amounted to 9.8% of over 30,000 agedaccidents. 15–17. The However, death rate inper 2019, 100 accidents these proportions was 6.7, which changed was quite and low amounted compared to to 58% of deaths amongother regions. children The andindicator 42% of of the deaths number among of injured adolescents. per 100 accidents was 120.1, the second highest in Poland, after the Mazovian Voivodeship.

5000

4586 4414

4500 4239

4077

3945 3747

4000 3679

3509

3454

3260 3210

3500 3116

3078

2973

2958

2822

2820 2680

3000 2621 2500 2387 2000 1500 1000 500 112 102 89 90 80 70 72 56 57 68 0 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Accidents Injured Fatalities

FigureFigure 1. 1. RoadRoad accidents accidents involving involving children children aged 0– aged14 in 2010 0–14–2019 in 2010–2019 in Poland. in Poland.

TheIn 2019, analysis 6077 of accidentsdata on road with accidents 64% ofin fatalitiesPoland shows occurred that children in urban (0–14 areas, years and old) 644 accidents withand adolescents 36% fatalities (15–17 occurred years old) in are undeveloped the least endangered areas of groups Poland. of road Further users. statistical analysis on the safetyThe growing of children independence was carried of children, out without resulting the from division their development, into the road means environment of thethat accident., as they grow up, this risk increases significantly, and they become more and more exposed to participation in road accidents. The greatest number number of accidents of accidents in the involving southern children part ofand Poland adolescents that tooktakes place: in 2019, mainly in the Silesian Voivodeship, was very high and amounted to 9.8% of over 30,000 accidents. • In the summer months, especially in June, see Figure 2. The• deathIn the morning rate per and 100 early accidents afternoon was on 6.7,the way which to and was from quite school low. compared to other regions. The• indicatorOn Fridays of, in the terms number of the ofnumber injured of accidents, per 100 accidentswhile on Saturdays was 120.1, and the Wednes- second highest in Poland,days after, the highest the Mazovian number of Voivodeship. deaths among children were recorded, see Figure 3. The analysis of data on road accidents in Poland shows that children (0–14 years old) and adolescents (15–17 years old) are the least endangered groups of road users. The growing independence of children, resulting from their development, means that, as they grow up, this risk increases signiﬁcantly, and they become more and more exposed to participation in road accidents. The greatest number of accidents involving children and adolescents takes place: • In the summer months, especially in June, see Figure2. • In the morning and early afternoon on the way to and from school. • On Fridays, in terms of the number of accidents, while on Saturdays and Wednesdays, Infrastructures 2021, 6, 102 6 of 18 the highest number of deaths among children were recorded, see Figure3.

350 312 300 243 253 250 232 230 190 200 200 160 160 167 150 120 120 100

50 18 1 1 4 7 6 8 10 3 6 3 1 0

Accidents Fatalities

Figure 2. 2.RoadRoad accidents accidents involving involving children children aged 0–14 aged in 2019 0–14 in inPoland 2019. in Poland.

450 424 390 400 380 385 361 359 361 351 348 339 341 346 350 330 293 300 250 200 150 100

50 11 8 12 6 11 12 8 0 Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Accidents Injured Fatalities

Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland.

The vast majority of all victims among children aged 0–6 were vehicle passengers (as much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves that the youngest are exposed to the risk of losing their life or health primarily due to the mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities were among the drivers and the injured among the passengers. As shown in Figure 4, for the older age group, the level of accidents involving drivers, most often bicycles, increases. Infrastructures 2021, 6, 102 6 of 18

350 312 300 243 253 250 232 230 190 200 200 160 160 167 150 120 120 100

50 18 1 1 4 7 6 8 10 3 6 3 1 0

Infrastructures 2021, 6, 102 Accidents Fatalities 6 of 17

Figure 2. Road accidents involving children aged 0–14 in 2019 in Poland.

450 424 390 400 380 385 361 359 361 351 348 339 341 346 350 330 293 300 250 200 150 100

50 11 8 12 6 11 12 8 0 Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Accidents Injured Fatalities

Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. Figure 3. Road accidents involving children aged 0–14 by days of the week in 2019 in Poland. The vast majority of all victims among children aged 0–6 were vehicle passengers (as The vast majority of all victims among children aged 0–6 were vehicle passengers (as much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves much as 80.7%), including 81.8% of fatalities. This trend is very worrying because it proves that the youngest are exposed to the risk of losing their life or health primarily due to the that the youngest are exposed to the risk of losing their life or health primarily due to the mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities mistakes of adults. In the case of children from the older 7–14 age group, the most fatalities Infrastructures 2021, 6, 102 were among the drivers and the injured among the passengers. As shown in Figure47, of for 18

thewere older among age the group, drivers the leveland the of accidentsinjured among involving the pas drivers,sengers. most As often shown bicycles, in Figure increases. 4, for the older age group, the level of accidents involving drivers, most often bicycles, increases.

900 833 800 727 700 637 571 583 583 600 476 500 415 400 300 200 141 139

100 17 14 0 Pedestrian Passenger Driver Pedestrian Passenger Driver 0–6 years 7–14 years

Accidents Injured

Figure 4. Road accidents by age group and role in 2019 in Poland. Figure 4. Road accidents by age group and role in 2019 in Poland The greatest number of killed and injured children and adolescents is in the group of carThe passengers, greatest number followed of bykilled pedestrians, and injured see children Table1. and Based adolescents on the data is in [ 42 the] for group 2019, of 7005car passengers, accidents involved followed pedestrians. by pedestrians Unfortunately,, see Table 1. 16% Based occurred on the data in the [42 0–17] for age 2019 group., 7005 Victimsaccidents constituted involved 3%pedestrians and the injured. Unfortunately 17.3% of, all16% incidents occurred concerning in the 0–17 the age analysed group. ageVic- group.tims constituted Among 1626 3% accidentsand the injured involving 17.3% cyclists of all inincidents the analysed concern ageing group, the analysed there were age 21.5%group. of Among events, including1626 accidents 9% fatalities involving and cyclists 22.2% childrenin the analysed injured. age group, there were 21.5% of events, including 9% fatalities and 22.2% children injured.

Table 1. Road accidents with children as pedestrians and cyclists in 2019 in Poland.

Pedestrians Cyclists Group Accidents Fatalities Injured Accidents Fatalities Injured 0–6 years 143 4 139 10 0 11 7–14 years 594 11 583 244 7 241 15–17 years 383 9 374 96 5 93 Total 1120 24 1096 350 12 345

Among the factors that have a decisive influence on road safety, in first place is the person. It is the behaviour of particular groups of road users that generally influences the occurrence of road accidents. Other factors, including infrastructural ones, were much less important. In 2019, most accidents in Poland were caused by the fault of: • Drivers (87.6%), due to: failure to give way at a right of way (27.3%), failure to adjust speed to traffic conditions (23.6%), failure to give way to pedestrians at a pedestrian crossing (11.0%), failure to give way to pedestrians in other circumstances (1.5%), incorrect crossing of bicycles (1.0%), failure to give way to a pedestrian when turning into a crossroad (0.8%) and overtaking a vehicle before a pedestrian crossing (0.2%). Of all drivers, 6.1% were cyclists. • Pedestrians (6.2%), mainly due to: entering the road directly in front of a moving vehicle (50.1%), crossing the road in a prohibited place (11.6%), entering the road from behind a vehicle, obstacles (10.7%) and entering the road at a red road light (8.2%). • Passengers (0.4%). • Complicity (1.0%). • Other causes (4.8%), for example related to the technical malfunction of the vehicle (lack of tyres, lighting, faults in the braking or steering system), objects and animals on the road and related to the poor condition of the road or traffic organisation. Infrastructures 2021, 6, 102 7 of 17

Table 1. Road accidents with children as pedestrians and cyclists in 2019 in Poland.

Among the factors that have a decisive influence on road safety, in first place is the person. It is the behaviour of particular groups of road users that generally influences the occurrence of road accidents. Other factors, including infrastructural ones, were much less important. In 2019, most accidents in Poland were caused by the fault of: • Drivers (87.6%), due to: failure to give way at a right of way (27.3%), failure to adjust speed to traffic conditions (23.6%), failure to give way to pedestrians at a pedestrian crossing (11.0%), failure to give way to pedestrians in other circumstances (1.5%), incorrect crossing of bicycles (1.0%), failure to give way to a pedestrian when turning into a crossroad (0.8%) and overtaking a vehicle before a pedestrian crossing (0.2%). Of all drivers, 6.1% were cyclists. • Pedestrians (6.2%), mainly due to: entering the road directly in front of a moving vehicle (50.1%), crossing the road in a prohibited place (11.6%), entering the road from behind a vehicle, obstacles (10.7%) and entering the road at a red road light (8.2%). • Passengers (0.4%). • Complicity (1.0%). Infrastructures 2021, 6, 102 • Other causes (4.8%), for example related to the technical malfunction of the vehicle8 of 18 (lack of tyres, lighting, faults in the braking or steering system), objects and animals on the road and related to the poor condition of the road or traffic organisation. AlthoughAlthough most most of of the the accidents accidents occurred occurred in in urban urban areas areas in in 2019, 2019, more more people people died died becausebecause ofof accidentsaccidents inin non-built-upnon-built-up areas ( (oneone in five five accidents accidents,, and and one one in in eighteen eighteen in inbuilt built-up-up areas areas).). It is It very is very important important to analyse to analyse the place the place where where the accidents the accidents occur (Figure occur (Figure5) since5) itsince may itbe may a potential be a potential place of place necessity of necessity to modernise to modernise the road the infrastructure. road infrastructure. Most Mostaccidents accidents (73.8%) (73.8%) take take place place on onthe the road, road, but but many many also also be belonglong to otherother infrastructureinfrastructure placesplaces of of public public use. use.

FigureFigure 5. 5.Road Road accidents accidents in in 2019 2019 in in Poland Poland by by place place of of their their occurrence. occurrence.

TheThe report report [ 43[43]] also also refers refers to to the the statistics statistics for for 2020. 2020. An An important important factor factor in in road road safety safety inin 2020 2020 was was undoubtedly undoubtedly the coronavirus. the coronavirus. COVID-19, COVID despite-19, despite all its negative all its negative effects around effects thearound world, the has world, brought has withbrought it an with unexpected, it an unexpected, signiﬁcant significant decrease decrease in the number in the ofnumber road fatalitiesof road fatalities in countries in countries where forced where isolation forced isolation has been has introduced. been introduced.

4.2. Road Safety Survey Analysis The survey was aimed at verifying the opinion of road users regarding the safety of children and young people on the road and examining the level of satisfaction of respondents with pavements and bicycle paths in their living area. Initially, the research was carried out with the use of social media [44], but it was later extended. The research was conducted in the period from May to December 2020 with 217 respondents, located in the southern part of Poland, which is characterised by the highly urbanised area of Silesian Metropolis. The structure of the research sample included 71% women and 29% men, who ex- pressed opinions on children and their safety. The most numerous group (52%) were people aged 18–30, 19% of the people were aged 31–45, 16% were over 45 and the least numerous (13%) were people under 18. In the survey, 199 people out of all respondents admitted that they have minors in their families, broken down as in Figure 6. According to the Central Statistical Office in Poland, out of 38.38 million inhabitants, there are approximately 9.6 million children, of whom people aged from 0 to 6 years old comprise 2.7 million, and 6.9 million minors are from 7 to 17 years old, i.e., 18% of the population of Poland [45]. In the first and largest group, 36.9% of the respondents have children aged 0–6 in their family. It is worth emphasising the additional responsibility of adults resulting from Polish law, which states that a child under the age of 7 may use the road only under the care of a person who has reached the age of 10 [46]. The second group of respondents (34.1%) indicated that they have young people aged 15–17 in their families. Children aged 7 to 14 live in families of 29.0% of the respondents. Infrastructures 2021, 6, 102 8 of 17

4.2. Road Safety Survey Analysis The survey was aimed at verifying the opinion of road users regarding the safety of children and young people on the road and examining the level of satisfaction of respondents with pavements and bicycle paths in their living area. Initially, the research was carried out with the use of social media [44], but it was later extended. The research was conducted in the period from May to December 2020 with 217 respondents, located in the southern part of Poland, which is characterised by the highly urbanised area of Silesian Metropolis. The structure of the research sample included 71% women and 29% men, who ex- pressed opinions on children and their safety. The most numerous group (52%) were people aged 18–30, 19% of the people were aged 31–45, 16% were over 45 and the least numerous (13%) were people under 18. In the survey, 199 people out of all respondents admitted that they have minors in their families, broken down as in Figure6. According to the Central Statistical Ofﬁce in Poland, out of 38.38 million inhabitants, there are approximately 9.6 million children, of whom people aged from 0 to 6 years old comprise 2.7 million, and 6.9 million minors are from 7 to 17 years old, i.e., 18% of the population of Poland [45]. In the ﬁrst and largest group, 36.9% of the respondents have children aged 0–6 in their family. It is worth emphasising the additional responsibility of adults resulting from Polish law, which states that a child under the age of 7 may use the road only under the care of a person who has reached the age of 10 [46]. The second group of respondents (34.1%) indicated that they have young Infrastructures 2021, 6, 102 9 of 18 people aged 15–17 in their families. Children aged 7 to 14 live in families of 29.0% of the respondents.

80 74 80 63 70

20 Number of respondents of Number 10

0 0–6 years 7–14 years 15–18 years

FigureFigure 6. 6.TheThe number number of ofindividual individual age age groups groups of of child childrenren and adolescents inin thetherespondents’ respondents families.’ families. Another survey question concerned the share of respondents in road trafﬁc. The largestAnother group survey of people question represents concerned car the drivers share (118 of respondents people). The in road next traffic. largest The group larg- are estpedestrians—81 group of people people, represents which car constitutedrivers (118 38% people). of the The total. next Only largest 8% ofgroup the respondentsare pedes- triansmost— often81 people, participate which in constitut road trafﬁce 38% as of cyclists the total (18. people).Only 8% It of should the respondents also be noted most that oftenthe greatestparticipate number in road of peopletraffic as who cyclists marked (18 this people). answer It wereshould under also 18be yearsnoted of that age. the The greatestnext question number soundedof people quite who controversial,marked this answer but the were results under of the18 years interviewees’ of age. The opinions next questionare even sounded more shocking: quite controversial, 179 people think but the that results children of arethe ofteninterviewees the perpetrators’ opinions of are road evenaccidents, more shocking and only: 179 38 think people the think opposite. that children This is clearly are often an erroneousthe perpetrators opinion of in road the ac- light cidents,of the statisticsand only presented38 think the above, opposite. in which This theis clearly group an of erroneous the most frequent opinion in perpetrators the light of of theroad stati accidentsstics presented are people above, over in 60 which years the of agegroup and of not the children most frequent and adolescents. perpetrators of road accidents are people over 60 years of age and not children and adolescents. Another question in the survey concerned the place where road accidents caused by minors most often occur (see Figure 7). The vast majority indicated pedestrian crossings as most dangerous and roads that predominate in official statistics. Much fewer people consider sidewalks and bicycle paths to be dangerous places. It can therefore be concluded that the respondents intuitively indicated the most dangerous places, not disregarding official statistics, which may also be influenced by information about accidents communi- cated to the public by the mass media. The respondents are aware that minors are often the perpetrators of accidents not only on the road and at pedestrian crossings, but also on sidewalks and bicycle paths. Infrastructures 2021, 6, 102 9 of 17

Another question in the survey concerned the place where road accidents caused by minors most often occur (see Figure7). The vast majority indicated pedestrian crossings as most dangerous and roads that predominate in official statistics. Much fewer people consider sidewalks and bicycle paths to be dangerous places. It can therefore be concluded that the respondents intuitively indicated the most dangerous places, not disregarding official statistics, which may also be influenced by information about accidents communi- cated to the public by the mass media. The respondents are aware that minors are often Infrastructures 2021, 6, 102 10 of 18 the perpetrators of accidents not only on the road and at pedestrian crossings, but also on sidewalks and bicycle paths.

roadway 81

sidewalk 34

bicycle path 15

pedestrian crossing 87

0 20 40 60 80 100 Number of respondents

Figure 7. Place of the occurrence of road accidents according to the respondents. Figure 7. Place of the occurrence of road accidents according to the respondents. In the next part of the study, questions were asked about the elements of road infras- tructureIn the and next their part impact of the on study, the residents’ questions sense were of as safety.ked about Unfortunately, the elements as many of road as 77% infra- of structurethe respondents and their believe impact that on there the residents is not enough’ sense protective of safety. equipmentUnfortunately, in the as locality many as where 77% ofthey the live respondents (e.g., protective believe barriers that there at sidewalks,is not enough additional protective signage equipment at schools, in the hospitals, locality whereetc.). Another they live question (e.g., protective concerned barri theers assessment at sidewalks, of the additional quality of signage sidewalks at schools, and bicycle hospitals,paths. etc.). The majorityAnother ofquestion respondents concerned (129 people) the assessment believe that of the the quality level of of satisfaction sidewalks withand bicyclethe quality paths. of roadThe m infrastructureajority of respondents is low. Apart (129 from people pedestrians,) believe thethat right the level to use of sidewalks satisfac- tionand with pedestrian the quality paths of is road also infrastructure allowed for: is low. Apart from pedestrians, the right to use sidewalks• People and in apedestrian wheelchair, paths is also allowed for: •• PPeopleeople in pushing a wheelchair, a bicycle, moped, motorcycle and electric scooter, •• PPeopleeople pushing a bicycle, pram, moped, motorcycle and electric scooter, •• PChildreneople pushing up to 10a pram, years of age on a bicycle, under the supervision of an adult. • CInhildren addition, up itto should 10 years be of noted age on that, a bicycle, in special under situations, the supervision a cyclist mayof an also adult be. on the pavement,In addition, but they it should must give be noted way tothat pedestrians., in special situations, a cyclist may also be on the pavement,The last but part the ofy must the questionnaire give way to requestedpedestrians suggestions. for improving safety in places whereThe children last part are of most the at questionnaire risk. It was possiblerequested to suggestion select multiples for answers improving and safety submit in placesyour own where ideas. children As can are be most seen at in risk. Figure It was8, the possible majority to of select 58% multiple believe that answers infrastructure and sub- mitshould your be own repaired ideas. or As modernised, can be seen forin Figure example: 8, the adjusted majority in of terms 58% of believe width, that and infrastruc- removing turedangerous should objects be repaired (poles, or road modernise signs ord, advertisements). for example: adjusted Some 37%in terms of respondents of width, and believe re- movingthat sidewalks dangerous and objects bicycle (poles, paths shouldroad signs be developed. or advertisements). In the suggestions, Some 37% whichof respond- were entssupplemented believe that by sidewalks 11 participants and bicycle in the study, paths theshould most be frequently developed. mentioned In the suggestions, solutions in the ﬁeld of road repair indicated the elimination of defects in the road and ruts. According which were supplemented by 11 participants in the study, the most frequently mentioned to the indications, the problem is also the numerous manholes in residential areas, which solutions in the field of road repair indicated the elimination of defects in the road and are often below the road level and cause trouble for drivers. The last suggestion was ruts. According to the indications, the problem is also the numerous manholes in residen- to increase educational campaigns promoting the correct behaviour of children on the tial areas, which are often below the road level and cause trouble for drivers. The last suggestion was to increase educational campaigns promoting the correct behaviour of children on the roads. Summing up, it can be stated that the modernisation of the road infrastructure may significantly affect the safety level of the inhabitants of the southern part of Poland. Infrastructures 2021, 6, 102 10 of 17

Infrastructures 2021, 6, 102 11 of 18 roads. Summing up, it can be stated that the modernisation of the road infrastructure may signiﬁcantly affect the safety level of the inhabitants of the southern part of Poland.

FigureFigure 8.8. SuggestionsSuggestions forfor improvingimproving thethe safetysafety ofof roadroad infrastructure.infrastructure.

SummarisingSummarising thethe research,research, thethe surveysurvey managedmanaged toto explainexplain thatthat thethe respondentsrespondents areare awareaware thatthat minorsminors areare oftenoften thethe perpetratorsperpetrators ofof roadroad accidentsaccidents onon roads,roads, sidewalkssidewalks andand bicyclebicycle roads. According According to to the the results results of the of therespondents, respondents, it was it wasalso shown also shown that, in that, south- in southern Poland, there is an insufficient amount of protective resources for pedestrians ern Poland, there is an insufficient amount of protective resources for pedestrians as well as well as sidewalks and bicycle paths that do not meet the respondents’ expectations. In as sidewalks and bicycle paths that do not meet the respondents’ expectations. In addition, addition, the results showed that the modernisation of the road infrastructure (sidewalks, the results showed that the modernisation of the road infrastructure (sidewalks, crossings crossings and bicycle paths) may significantly affect the level of their satisfaction. It is and bicycle paths) may significantly affect the level of their satisfaction. It is recommended recommended that such surveys are repeated after modernisation, or sequentially, in the that such surveys are repeated after modernisation, or sequentially, in the future to check future to check the level of satisfaction and the development of road infrastructure. the level of satisfaction and the development of road infrastructure. It is hopeful that, in 2020, the Polish government announced the launch of a new It is hopeful that, in 2020, the Polish government announced the launch of a new programme aimed at improving the quality of road infrastructure called ‘Safe Infrastruc- programme aimed at improving the quality of road infrastructure called ‘Safe Infrastruc- ture’. By introducing new investment, it is planned to renovate roads, pavements and ture’. By introducing new investment, it is planned to renovate roads, pavements and bi- bicycle paths. The activities of the programme will also focus on educating children and adolescentscycle paths. onThe the activities rules of o thef the road. programme All activities will includedalso focus in on the educating programme children are to and be implementedadolescents on by the the rules end ofof 2025.the road. All activities included in the programme are to be implemented by the end of 2025. 5. Road Infrastructure Improvements to Prevent Accidents 5. RoadIn this Infra section,structure the variousImprovements infrastructure to Prevent solutions Accidents used to increase the safety of road users,In with this particularsection, the emphasis various infrastructure on children, will solutions be presented. used to increase the safety of road users, with particular emphasis on children, will be presented. 5.1. Infrastructural Solutions Increasing the Safety of Children at School Crossings 5.1. InfrastructuralIn Poland, vehicles Solutions often Increasing drive onthe roadsSafety nearof Children primary at School and secondaryCrossings schools or kindergartens.In Poland,This vehicles arrangement often drive is veryon road convenients near primary for parents and secondary and guardians schools who or cankin- takedergartens. their children This arrangement to school by is car very before convenient work. On for suchparents roads, and there guardians are usually who can special take warningtheir children signs to for school drivers. by Manycar before schools work. also O employn such roads a ‘children’s, there are crossing usually guard’ special to warn- help studentsing signs walk for drivers. over the Many pedestrian schools crossings also employ during a ‘ busychildren hours’s crossing before and guard after’ to school, help stu- by stoppingdents walk traffic over on the the pedestrian road (Figure crossing9a). Suchs during a solution busy doeshours not before require and additional after school costs, by relatedstopping to infrastructuretraffic on the road and is(Figure associated 9a). Such only a with solution organisational does not require changes additional and personnel costs costs.related Even to infrastr thoughucture such aand solution is associated is very only effective with when organisational it comes to changes the safety and of personnel children oncosts. the Even road, though not all citiessuch ina solution Poland employis very effective guards because when it itcomes is quite to anthe expensivesafety of children way to protecton the road, children not duringall cities the in schoolPoland year. employ guards because it is quite an expensive way to protect children during the school year. Another way is to design special Children Crossing signs with warning flags (Figure 9b) or light signals, ordering drivers to stop when the signal is flashing. Another solution is the positioning of a life-size plaster figure, imitating a child walking through a pedestrian crossing (Figure 9c), as found in Ukraine, or plastic models, in Russia (Figure 9d). The figures are up to 1.60 m in size and in the shape of not only small children, but also teenagers. Such mannequins are different, and it is hard to find two similar ones. This Infrastructures 2021, 6, 102 12 of 18

caused aggression on the part of some drivers, because they lost extra time every time they stopped at such a crossing. To make matters worse, drivers accustomed to fake chil- Infrastructures 2021, 6, 102 dren are not then sufficiently vigilant with real children walking on zebra crossing11s. ofDe- 17 spite the fact that, in many cities, it has been decided to eliminate this type of dummy, these unique solutions can still be seen in some places in Russia and Kazakhstan.

(a) (b)

Figure 9 9.. Exemplary solutions increasingincreasing thethe safetysafety ofofchildren children at at school school crossings: crossings (:a ()a Children’s) Children’ crossings crossing guard. guard Reprinted. Re- printedwith permission with permission from ref. from [47]. ref. Copyright [47]. Copyright 2017 Urz 2017 ˛adMiejski Urząd Miejski w Wolborzu w Wolborzu [47], (b [)4 Children’s7], (b) Children’s crossing. crossing Reprinted. Re- with printed with permission from ref. [48]. Copyright: Simon McGill (Getty Images), (c) A plaster figure imitating a road- permission from ref. [48]. Copyright: Simon McGill (Getty Images), (c) A plaster figure imitating a road-crossing child. crossing child. Reprinted with permission from ref. [49]. Copyright 2017 Depo.ua, (d) Plastic model of a girl crossing the Reprinted with permission from ref. [49]. Copyright 2017 Depo.ua, (d) Plastic model of a girl crossing the road. Reprinted road. Reprinted with permission from ref. [50]. Copyright 2020 Екатерина Романова (Комсомольская правда). with permission from ref. [50]. Copyright 2020 Екaтеринa Рoмaнoвa (Кoмсoмoльскaя прaвдa). 5.2. Infrastructural Solutions Increasing the Visibility of Crossings Another way is to design special Children Crossing signs with warning flags (Figure9b) or lightAn interesting signals, ordering solution drivers to increase to stop the when visibility the signalof pedestrian is flashing. crossings Another is their solution mod- ificationis the positioning with special of stripe a life-size painting plaster, which figure,, since imitating 2017, began a child to walkingbe tested through in Scandinavian a pedes- countriestrian crossing and France. (Figure Drivers9c), as found approaching in Ukraine, such ora 3D plastic transition models, have in the Russia impression (Figure9 thatd). theThe lanes figures areare in the up form to 1.60 of ma three in size-dimensional and in the shapesolid lying of not on only the street, small children,which forces but alsoyou toteenagers. reduce speed. Such This mannequins solution arewas different, also used and in Poland it is hard in to2018 find (Figure two similar 10a). Other, ones. even This morecaused artistic aggression designs on were the part also of tested some around drivers, the because world, they such lost as extrathose timepresented every in time a War- they sawstopped pedestrian at such crosswalk a crossing. designed To make matters in the style worse, of drivers a piano accustomed in order to to commemorate fake children Chopinare not’ thens 200th sufficiently birthday vigilant (Figure with10b). real However, children research walking on on the zebra example crossings. of a Despitepiano/key- the boardfact that,-styled in many pedestrian cities, itcrossing has been (3DPKcrossing) decided to eliminate in Chiang this Mai type in of Thailand dummy, over these a uniqueperiod ofsolutions 12 weeks can showed still be seenthat vehicle in some speeds places decreased in Russia and significantly Kazakhstan. after the 3DPK crossing was installed for the first three weeks [51]. After that, the vehicle speeds slightly increased back5.2. Infrastructural to the same level Solutions as before Increasing the installation the Visibility. of Crossings An interesting solution to increase the visibility of pedestrian crossings is their modifi- cation with special stripe painting, which, since 2017, began to be tested in Scandinavian countries and France. Drivers approaching such a 3D transition have the impression that the lanes are in the form of a three-dimensional solid lying on the street, which forces you to reduce speed. This solution was also used in Poland in 2018 (Figure 10a). Other, even more artistic designs were also tested around the world, such as those presented in a Warsaw Infrastructures 2021, 6, 102 13 of 18

Infrastructures 2021, 6, 102 12 of 17 Another example are crossings with hints for pedestrians (e.g., look left, look right) in the form of additional horizontal markings (Figure 10c). This is to draw attention to pedestrians when crossing the street and may reduce the number of collisions in the area ofpedestrian pedestrian crosswalk crossings designed. in the style of a piano in order to commemorate Chopin’s 200thAnother birthday example (Figure 10ofb). an However,investment research improving on the visibility example is of a abicycle piano/keyboard-styled path that shines atpedestrian night, which crossing was (3DPKcrossing)the first to be put in Chiang into use Mai in inPoland Thailand in 2016. over It a periodis completely of 12 weeks self- sufficientshowed that and vehicle ecological. speeds Its surface decreased includes signiﬁcantly so-called after phosphors. the 3DPK These crossing are syn wasthetic installed sub- stancesfor the ﬁrstthat threeare charged weeks by [51 daylight]. After that,and then the vehicle gradually speeds release slightly the stored increased energy back at night, to the glowingsame level blue as (Figure before the 10d) installation..

(a) (b)

Figure 10.10. ExamplesExamples ofof improving improving the the visibility visibility of pedestrianof pedestrian crossings: crossings (a): Three-dimensional(a) Three-dimensional crossing, crossing (b) piano/keyboard-, (b) piano/key- styledboard-styled pedestrian pedestrian crossing crossing (3DPKcrossing), (3DPKcrossing) (c) pedestrian, (c) pedestrian crossings crossings with hints.with hints Reprinted. Reprinted with with permission permission from from ref. [ref.52]. [52]. Copyright 2020 Lubuska Policja], (d) bicycle road and sidewalk visible at night. Copyright 2020 Lubuska Policja], (d) bicycle road and sidewalk visible at night.

5.3. AdvancedAnother I examplenfrastructural are crossings Solutions with hints for pedestrians (e.g., look left, look right) in theAnother form of solution, additional already horizontal widely markings used in (FigurePoland, 10is c).the This use isof topoint draw reflective attention ele- to mentspedestrians at pedestrian when crossing crossings, the street with and additional may reduce use of the motion number sensors of collisions (known in asthe ‘cat area’s eyesof pedestrian’), typically crossings. used in smart cities. A specially mounted motion sensor that reacts to an approachingAnother pedestrian example of or an cyclist investment will activate improving an visibilityincreased is frequency a bicycle pathof pulsing that shines (flash- at ing)night, of which the LED was diodes the first (Figure to be put 11). into The use use in of Poland reflective in 2016. elements It is completely and active self-sufficient elements in theand form ecological. of diodes Its surfaceas an additional includes so-calledlight source phosphors. significantly These improves are synthetic the visibility substances of thesethat are elements. charged Active by daylight point and reflectors then gradually have luminous release thediode stored elements energy powered at night, by glowing built- inblue batteries (Figure or 10 capacitorsd). of high capacity. The use of road markers with narrow lighting angles allows their visibility, even from a distance of 1000 m. The visibility of the marking 5.3. Advanced Infrastructural Solutions from such a large distance allows the driver to react earlier and drive safer. A special chemicallyAnother hardening solution, mass already is widelyused for used the inassembly Poland, of is thethe usemarkers, of point which reflective ensures elements their perfectat pedestrian fixing. crossings, with additional use of motion sensors (known as ‘cat’s eyes’), typi- callyThe used use in smartof an unusual cities. A installation specially mounted from Québec motion in sensor Canada that could reacts turn to an out approaching to be inno- vativepedestrian and orit consists cyclist will of yellow activate panels an increased that imitate frequency the stripes of pulsing on a (flashing)pedestrian of crossing. the LED Thediodes panels (Figure go up11). as The the use car ofapproaches reflective elementsthem. Then and, the active drivers elements’ eyes in will the see form nearly of diodes two- as an additional light source significantly improves the visibility of these elements. Active point reflectors have luminous diode elements powered by built-in batteries or capacitors of high capacity. The use of road markers with narrow lighting angles allows their visibility, Infrastructures 2021, 6, 102 14 of 18

Infrastructures 2021, 6, 102 meter high plates [53]. They do not appear on the street permanently, each time they13 of are 17 lifted by an operator who could assess the safety and legitimacy of lifting the panels with his own eyes. The panels bear the inscription, in French, that the crossings are there to protect pedestrians and they thank any driver who stops in front of them to give way to evenpeople from crossing a distance the road of 1000. The m. design The visibility is part of of the the 2019 marking campaign from to such improve a large road distance safety allowsby Le société the driver de l’assurance to react earlier automobil and drivee du safer.Québec A special(SAAQ) chemically, which is encouraging hardening mass drivers is usedto be for more the aware assembly of their of the responsibilities markers, which in ensureskeeping theirpedestrians perfect safe. ﬁxing.

FigureFigure 11. 11.Advanced Advanced designdesign ofof pedestrianpedestrian crossings:crossings: activeactivecrossing crossing equipped equipped with with ‘cat’s ‘cat’s eyes’. eyes’.

TheThe useabove of-mentioned an unusual proposals installation for fromimprovement Québecs in inCanada the fieldcould of road turn infrastructure out to be innovativeare aimed andat bringing it consists the of following yellow panels safety that benefits: imitate the stripes on a pedestrian crossing. The• panelsReducing go upthe asnumber the car of approaches road accidents them. and Then, fatalities the drivers’by increasing eyes willthe visibility see nearly of two-meterroad users high platesor reducing [53]. They the speed do not of appear vehicles on. the street permanently, each time they are• liftedReduction by an operatorof external who transport could assess costs, the resulting safety andfrom legitimacy the necessity of lifting of compensation the panels with hiscosts own of eyes.hospital The treatment, panels bear rehabilitation the inscription, of the in French,disabled that as well the crossings as disability are therebenefits to protectcosts pedestrians. and they thank any driver who stops in front of them to give way to people• Improving crossing thethe road.sense Theof security design for is part pedestrians of the 2019 and campaign bicycle users to improve and, therefore road safety, more by Lefrequent société de use l’assurance of these forms automobile of movement du Qué bec(health (SAAQ), and environmental which is encouraging benefits) drivers. to• be moreCreating aware a better of their environment responsibilities for residents in keeping, related pedestrians to pleasure safe. and comfort, by the Thedesign above-mentioned of infrastructural proposals elements, for such improvements as road lighting. in the field of road infrastructure are aimed at bringing the following safety benefits: Assessment of the road infrastructure solutions for preventing accidents involving • childrenReducing is a difficult the number task due of roadto their accidents diversity. and Therefore, fatalities bythe increasing following evaluation the visibility crite- of ria (androad assessment users or reducing weights) the were speed considered of vehicles. for their evaluation, enabling the determi- • nationReduction of the importance of external of transport a given criterion costs, resulting when making from the decisions necessity regarding of compensation the mod- costs of hospital treatment, rehabilitation of the disabled as well as disability benefits ernisation of road infrastructure: costs. •a) ImprovingImplementation the sense cost of (0.2) security, defining for pedestrians investment and outlays bicycle for users the and,implementation therefore, more of a frequentnew solution use of for these the formsexisting of road movement infrastruc (healthture. and environmental benefits). •b) CreatingMaintenance a better cost environment (0.2), associated for residents,with the need related to incur to pleasure additional and costs comfort, throughout by the designthe year of of infrastructural using the solution elements, or taking such ascare road not lighting. to deteriorate its condition by modernising, painting, etc. Assessment of the road infrastructure solutions for preventing accidents involving c) Solution effectiveness (0.2), reflects the effectiveness of the application in the preven- children is a difficult task due to their diversity. Therefore, the following evaluation criteria tion of road accidents. (and assessment weights) were considered for their evaluation, enabling the determination d) Universal application (0.15), related to the use of a given solution in various types of of the importance of a given criterion when making decisions regarding the modernisation of roadroads infrastructure: and buildings. e) Solution duration (0.1), characterises the long service life of a given solution. (a) Implementation cost (0.2), defining investment outlays for the implementation of a f) Aesthetic qualities (0.05), reflects the need not to disturb the visual harmony in line new solution for the existing road infrastructure. with the smart city idea. (b) Maintenance cost (0.2), associated with the need to incur additional costs through- outAll theof the year above of using-mentioned the solution infrastructural or taking caresolutions not to in deteriorate the field of its improving condition bythe safetymodernising, of children were painting, assessed etc. according to the criteria discussed. The weighted assess- (c)mentSolution method effectivenesswas used, in (0.2),which reflects the assessment the effectiveness of individual of the applicationcriteria, on ina scale the preven- of 1–10 (1—lowest,tion of road10—highest) accidents., was multiplied by the importance of the criterion. A summary (d)of theUniversal grades is application presented in (0.15), Table related 2. to the use of a given solution in various types of roads and buildings. (e) Solution duration (0.1), characterises the long service life of a given solution. Infrastructures 2021, 6, 102 14 of 17

(f) Aesthetic qualities (0.05), reﬂects the need not to disturb the visual harmony in line with the smart city idea. All of the above-mentioned infrastructural solutions in the ﬁeld of improving the safety of children were assessed according to the criteria discussed. The weighted assessment Infrastructures 2021, 6, 102 method was used, in which the assessment of individual criteria, on a scale of15 1–10of 18

(1—lowest, 10—highest), was multiplied by the importance of the criterion. A summary of the grades is presented in Table2. Table 2. Multi-criteria assessment of infrastructural solutions increasing children’s road safety. Table 2. Multi-criteria assessment of infrastructural solutions increasing children’s road safety. Criteria Total Solution Criteria Total Solution a b c d e f a b c d e f Children crossing guards 0.40 0.20 1.60 0.75 0.80 0.25 4.00 Children crossing guards 0.40 0.20 1.60 0.75 0.80 0.25 4.00 ChildrenChildren crossing crossing signs signs 1.00 1.601.00 1.60 1.20 1.20 1.50 1.50 0.600.60 0.25 0.25 6.15 6.15 Children’sChildren ﬁgure’s figure imitation imitation 0.80 0.800.80 0.80 1.00 1.00 0.90 0.90 0.200.20 0.10 0.10 3.80 3.80 3D/special3D/special shape shape crossings crossings 0.40 0.800.40 0.80 1.00 1.00 0.90 0.90 0.200.20 0.50 0.50 3.80 3.80 Fluorescent sidewalks and Fluorescent sidewalks and bicycle0.40 paths 1.60 0.40 1.60 1.60 1.50 1.50 0.800.80 0.50 0.50 6.40 6.40 bicycle paths Cat’s eyes active crossings 0.20 1.60 1.60 1.20 1.00 0.50 6.10 Cat’s eyes active crossings 0.20 1.60 1.60 1.20 1.00 0.50 6.10 CrosswalkCrosswalk safety safety barriers barriers 0.20 1.600.20 1.60 2.00 2.00 0.75 0.75 1.001.00 0.10 0.10 5.65 5.65

TheThe graphical form form of of the analysis results is shown in Figure 12,12, thus obtaining a rankingranking of of infrastructural infrastructural solutions that increas increasee children’schildren’s road safety.

Fluorescent sidewalks and bicycle paths 6.40

Children crossing signs 6.15

Cat's eyes active crossings 6.10

Crosswalk safety barriers 5.65

Children crossing's guard 4.00

Infrastructural solution Infrastructural 3D/special shape crossings 3.80

Children's figure imitation 3.80

0 2 4 6 8 10 Weighted rating

Figure 12. Ranking of infrastructural solutions increasing children’s road safety. Figure 12. Ranking of infrastructural solutions increasing children’s road safety. Considering the most important selection criteria when modernising the road infrastructure,Considering ﬂuorescent the sidewalksmost important and bicycle selection paths criteria seem when to be themodernising best solutions the road to be infra- used structure,in cities, mainly fluorescent due to sidewalks their low and cost bicycle and effectiveness. paths seem Childrento be the best crossing solution guardss to arebe used very ineffective cities, mainly but can due only to their protect low children cost and crossing effectiveness. the road Children while crossing the guards guard ares atare work, very effectiveand this solutionbut can only is the protect most expensive.children crossing As part the of road the expansion while the guards of urban are infrastructure, at work, and thisthe usesolution of solutions is the most based expensive. on specially As paintedpart of the pedestrian expansion crossings of urban and infrastructure, ﬁgures imitating the uswalkinge of solutions children based are not on recommended specially painted due to pedestrian their ineffectiveness. crossings and figures imitating walkingAll children of the examples are not recommended presented have due different to their implantation ineffectiveness. costs and different effectiveness,All of but the it examples is worth considering presented have that evendifferent one child’simplantation life may costs be savedand different by its use. effectiveness, but it is worth considering that even one child’s life may be saved by its use.

6. Conclusions The behaviour of young road users should be considered in the development of injury prevention programmes, focusing on child and parent education and training, and by adapting the infrastructure of the urban environment to better meet their needs. This study presented the level of safety of children and adolescents on the road in Poland and the level of satisfaction with the road infrastructure of road users, through the analysis of statistical data resulting from the survey. The key road safety resources for all pedestrian groups have also been listed and resources that directly affect the safety level of minors have been identified. Infrastructures 2021, 6, 102 15 of 17

6. Conclusions The behaviour of young road users should be considered in the development of injury prevention programmes, focusing on child and parent education and training, and by adapting the infrastructure of the urban environment to better meet their needs. This study presented the level of safety of children and adolescents on the road in Poland and the level of satisfaction with the road infrastructure of road users, through the analysis of statistical data resulting from the survey. The key road safety resources for all pedestrian groups have also been listed and resources that directly affect the safety level of minors have been identiﬁed. The survey made it possible to show that the respondents are aware that minors are often the perpetrators of road accidents on roads, sidewalks and bicycle lanes. According to the results of the respondents, it also turned out that, in the southern part of Poland, there is an insufﬁcient amount of protective resources for pedestrians, as well as sidewalks and bicycle paths that do not meet the expectations of the respondents. The road infrastructure solutions presented in this article aim at improving the safety of, especially, people crossing the road. Solutions can be distinguished as: increasing the safety of children at school crossings, improving the visibility and advanced specially designed crossings. The solutions were evaluated, considering selected criteria when modernising the road infrastructure, and a ranking list was prepared.

Funding: This research received no external funding. Institutional Review Board Statement: Not applicable. Informed Consent Statement: Not applicable. Conﬂicts of Interest: The author declares no conﬂict of interest.

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