MATEC Web of Conferences 150, 05085 (2018) https://doi.org/10.1051/matecconf/201815005085 MUCET 2017

Pedestrian Travel Pattern At Bahru Commercial Centre

Noor Shazreen A.R1,*, Doris Asmani M.Y1 , Li Sian Tey1 , Mohamed Khatif1 and Haron H.Austo1

1Department of Civil Engineering, Universiti Teknologi MARA Kampus , 2Faculty of Civil Engineering, Universiti Teknologi MARA Kampus Pulau Pinang, Malaysia

Abstract. Pedestrians are often exposed to complex and dangerous traffic situations. Therefore, planning for pedestrian facilities could reduce some of the problems that are faced by the pedestrians. Thus, this study describes the level of awareness, risky behavior and analyse pedestrian travel pattern in (JB) commercial centre. Data for the study was collected from questionnaire distribution and video recording. Thirty sets of questionnaire were distributed with the purpose of determining the level of awareness among pedestrian while using the pedestrian facilities provided by the. Meanwhile, the video recording was used to determine the risky behaviour done by the pedestrians at commercial centres. The video was also used to analyse pedestrian travel pattern at commercial centres. The outcome of this study would be beneficial to JB cities and lead to a successful pedestrian travel pattern within a safety, practice, and knowledge of pedestrian facilities provided.

1 Introduction road traffic deaths worldwide is forecasted to rise by some 65% in low-income countries whereas increased as Johor Bahru (JB) is the capital city of Johor state, stated much as 80% in middle-income countries [2]. in southern part of Malaysia. The city has a number of Vulnerable road users such as pedestrians, cyclists and interesting commercial center buildings. However, motorcyclists are the major contributors to the number of traffic congestion in Johor Bahru is a daily feature and death cases On the other hand, road traffic injuries were its impacts on the community are extensive. The the 11th leading cause of death worldwide and accounted commercial centre is typically the most frequent area for 2.1% of all deaths globally. Furthermore, these road where pedestrian is exposed to risk since it generates traffic deaths are accounted for 23% of all injury deaths high pedestrian traffic. The purpose of this study is to worldwide as shown in Figure 1 In Malaysia, 6,811 demonstrate the integration of safety and other important deaths were reported in 2011 which resulted in a loss of societal goals which are crucial for pedestrians RM 9.0 billion to the country’s economy. On average, 19 especially in urban areas. Therefore, it should be a high people are killed every day in Malaysia, which makes priority for the authorities to cater for the needs and road accidents a serious medical challenge to the vulnerability of pedestrians. In the study, several country. This also indicates the need for a basic action objectives have been laid down to address the issues. that is effective [3]. The objectives of the study are to determine the level of awareness of pedestrians using the facilities provided, identify the risky behaviour that predisposes pedestrians to accidents and analyse pedestrian travel pattern at commercial centres in Johor Bahru. Road traffic injuries are a major public and development crisis but have been neglected in global public health problem. These situations are predicted to increase if road safety is not properly addressed. According to the statistics provided by World Health Organization (WHO) [1] and World Bank in World Report on Road Traffic Injury Prevention, in 2002, almost 1.2 million people were killed in road traffic Figure 1: Distribution of global injury mortality by cause accidents, which represents an average of 3242 persons (Peden et al., 2004) dying each day around the world [2]. Millions of others sustain injuries, with some suffering permanent disabilities. From year 2000 to 2020, the total number of

* Corresponding author: [email protected]

© The Authors, published by EDP Sciences. This is an open access article distributed under the terms of the Creative Commons Attribution License 4.0 (http://creativecommons.org/licenses/by/4.0/). MATEC Web of Conferences 150, 05085 (2018) https://doi.org/10.1051/matecconf/201815005085 MUCET 2017

here are a e actors hich inluence the eestrian crashes or atalities. ccorin to the reort reare by ational ihay raic aety ministration o nite tates o merica over threeourth o the eestrians ere ille at non intersections an less than oneourth ere ille at intersections over the ast ecae . art rom that the reort also mentione that the ercentae o eestrian eaths in crossals is less than eaths in roaays. Meanhile urban roas accounte or more than tothirs o eestrian crash eaths ith nearly onethir o those on other rincial arterial roas. Other than that a stuie by ia shos that pedestrians fatality can be influenced by pedestrian’s characteristics such as ener an ae here ault an omen is a loris rou by committin to the rules Figure 2: ayout lan or alleria otaraya otaraya . ccorin to ami eestrians ten to tae their ris by shorten their ourney esecially on the roa that ity uare is strateically locate in the central have central reue or meian because o loner aitin business istrict o ohor ahru an it is one o the time an hastily to continue the other hal o their lanmars in the city. he seven storey mall is locate at ourney . hile isioiu an in oun that the busy roa o alan on h oo an connecte to imroer esin an location o sinalie intersections ultan sanar ustoms mmiration an uarantine ive an imact to the eestrian behaviour hen the omle ith eestrian bries. art rom that the travel istance or eestrians become more istant to builin is comrise o thirtysi storey oice bloc esire location . hich is ivie into the loer mile an uer ones he current stuy as conucte by eestrian an also three loors o basement car ar. iure aareness survey an vieo recorin o eestrian shos the layout lan or site . travel attern an risy behaviour. hese methos ere used to indicate the ‘pedestrian compliance’ parameter in orer to measure the eestrian behaviour in utiliin the acility rovie. o rovie more unerstanin this aer rovies ection consistin o a escrition o stuy bacroun an methooloy o ata collection. ection resents the analysis o the result rom the iel surveys an ection conclues the main inins

2 Methods

he stuy too lace at the most eveloe state o Figure 3: ayout lan or ohor ahru ity uare ity Malaysia hich is ohor. ohor is locate in the uare southern ortion o eninsular Malaysia. ohor ahru is the caital city o ohor havin an area o aroimately ohor ahru ity ouncil Malis anaraya ohor 0 suare ilometres an a oulation o 9 0 as o ahru – M is a local authority that aministere 00 . he city is aministere by the ohor ahru ohor ahru city centre an other areas ithin the ity ouncil Malis anaraya ohor ahru – M erimeter. mon their resonsibilities are to ensure that st an has obtaine the city status since anuary 99. ublic health an sanitation aste removal an he stuy area is ocuse at three main site locations at manaement ton lannin environment rotection an commercial centers area in ohor ahru incluin builin control social an economic eveloment an alleria otaraya ite ohor ahru ity uare eneral maintenance unctions o urban inrastructure are ite an alan ato Onn oosite ohor ahru ity ell manae an monitore. he heauarters o ouncil ite . M is locate at alan ato Onn ohor ahru. iure alleria otaraya is a ivestorey shoin shos the layout lan or site . comle an reviously non as laa otaraya. t is locate in the heart o ohor ahru ith a ross area o aroimately 0 suare eet an art o acre otaraya eveloment roect moote by ohor ororation 9. he builin is surroune by oice builins inancial institutions hotel ersaa ohor onvention entre an tourist attraction. iure shos the layout lan or site .

2 MATEC Web of Conferences 150, 05085 (2018) https://doi.org/10.1051/matecconf/201815005085 MUCET 2017

is about hether the respondents are concerned about their safety hile dealin ith the facilities proided for them to use pilot study as conducted before collectin the actual data by distributin sets of uestionnaire at the study areas he uestionnaire ere then analysed to chec its alidity and reliability using Cronbach’s Alpha able ) in SPSS. Cronbach’s Alpha measured the internal consistency on ho closely related a set of items are as a roup ome of the uestions unrelated for the study ere discarded to ensure that the obecties of the study ill be successfully achieed he score from the analysis ere interpreted as follos

Figure 4: ayout lan for Table 2: Reliability coefficient of Cronbach’s Alpha

his location has been selected based on hih pedestrian actiities due to the attractions of the areas Score Reliability Score Reliability he pedestrian facilities aailable at the study areas are cellent uestionable shon in able ood oor cceptable nacceptable Table 1: Pedestrian facilities available at the study areas

nce the uestionnaire had been reised and

Venue chaned the ne sets of uestionnaire ere then

Commercial distributed at the study areas ith sets of

Centre uestionnaire distributed at each location he responses

Facilities from the respondents ere then analysed and recorded

Johor Bahru rom the ideo recorded at the study areas it as

Site Site Site then analysed by usin tatistical acae for ocial

1 2 3 cience ersion he pedestrian risy

Pedestrian signal √ √ √ behaiour at the study areas as obsered throuh the ideo recordin he study area as sureyed to find the Pedestrian crossing suitable place to install the ideo camera he location √ √ -

(zebra/ladder) must hae a clear ie of the pedestrian moement and behaiour as ell as the facilities proided ithin the Median - √ - area of interest

Footwalk/footpath √ √ √ he first thin that has been obsered is the status of Pedestrian bridge - - - compliance of the pedestrians hile usin the pedestrian facilities n order to be cateoried under compliant here are to methods used in the study to collect cateory the pedestrians must use the facilities proided the data namely uestionnaire distribution and ideo and obey the traffic rules in that particular study areas recordin he purpose of distributin a set of meanhile the noncompliant cateory is ice ersa uestionnaire for pedestrians present at the particular from compliant cateory mon the safe actions that area and time are to determine their aareness hile can be cateoried under compliant cateories are usin usin the pedestrian facilities proided by authority and pedestrian crossin or pedestrian bride to cross the road for them to anser it that best reflects their leel of and obey the pedestrian traffic sinal areement or disareement ith the uestions ther criteria that hae been obsered from the ideo eanhile the ideo recordin is used to determine the are as follos risy behaiour done by the pedestrians at commercial centres part from that the ideo recordin is also used i edestrian ender – male or female to analyse pedestrian trael pattern at commercial centres ii arryin obect hile orin such as he leel of aareness of pedestrians toards the handba bacpac slin ba and others facilities proided at the study areas ere collected by distributin a set of uestionnaire here are three iii edestrian ae roup – children teenaer adult different ariables included in the uestionnaire hich or senior citien are nolede practice and concern uestions on nolede represent the leel of nolede that the i acin an obstacle hile alin such as cars respondents hae on the pedestrian facilities proided at buses and others the study areas hile uestions on practice represent hether the respondents apply or use the nolede they edestrian characteristics – indiidual partner hae hile usin the facilities he uestion on concern or roup

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Apart from that pedestrian trael pattern has also Study Variable Means been obsered and sorted out based on the compliance Area Interest of score behaiour of the pedestrians. he pattern made by Practice . pedestrians is either compliant or noncompliant ere then mared on the schematic diagram of the facilities Site noledge . proided in the study areas. Concern . Practice . 3 Result Site noledge . Concern . 3.1 Determination of level of Practice . awareness Site noledge .

In determining pedestrian’s awareness, 30 sets of Concern . uestionnaire surey as distributed at each site to obsere the response of pedestrian toards the pedestrian facilities proided and pedestrian rule 3.2 Determination of pedestrian risky adherence hen crossing the road. As stated in Section Behaviour 2, Chronbach’s Alpha Coefficient was used to analyze the uestion. he result as shon in able is aboe . hich reflect that the uestion is acceptable to be used for the surey.

Table 3: he Chronbach‟s Alpha Coefficient for selected study areas

Alpha coefficient Study Areas (α) Site . Figure 5: raph of percentage of compliance according to the pedestrian criteria Site .

Site . ased on the description in section pedestrian moement ere classified into fie potential ariables he uestionnaire as diided into three ariable of behaior hich ere based on gender carrying things interest; ‘knowledge’, ‘practice’ and ‘safety’ in order to facing obstacles categories of group aling and age. ustify the leel of aareness. ach ariable of interest igure shos the result of compliance behaior from as analyed using scale factor analysis ith scale to ideo recording obseration. strongly disagree to strongly agree). he aerage scale ata from the three study sites as combined for the data for each ariable as calculated using SPSS and analysis. ased on the three study areas . of represented as means of score alue. able shos the females comply the safety behaiour compared to ith leel of aareness of each ariable of interest. males hich scored . of the gender criteria. his proes the statement of the preious studies that omen ased on the mean score result the ariable of tend to comply the rule and are more careful than men interest for ‘knowledge’ indicates the highest mean score hen crossing the roads . or the carrying things followed by ‘practice’ and ‘safety’ for all the study compliance criteria . of pedestrian are recorded areas. he leel of ‘knowledge’ records the score of to not carry things and it shos the highest percentage . . and . for location and compared to only . of pedestrian ho carry respectively. Meanwhile, ‘practice’ records 3.817, 4.056 things. eanhile the pedestrian ho do not face any and 3.839, and as for ‘safety’ it records 3.647, 3.536 and obstacle to cross the road tend to comply the criteria ith . for location and respectiely. the highest percentage of . rather than only Results of the analysis illustrate that pedestrians . that comply the rule ith obstacle. Pedestrians disregard pedestrian safety by not using the facilities tend to epedite their ourney in order to decrease the proided een though they no the purpose and burden of carrying things and to aoid the obstacles. function of the facilities. hese alues reflected that aling indiidually indicate the highest percentage pedestrian do not practice the pedestrian la as much ith . of the aling categories instead of . and do not really aare of their on safety een though ho al in a group. astly the highest compliance age they hae a higher leel of noledge group criteria ere senior citien hich recorded . of the total group and the least compliance ere children group .). he finding shos that senior Table 4: eans of score for each of the study area citien age group has the highest compliance rate hich is coincided ith common understanding from preious

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study which have found that the risk of fatality become 4. Conclusion higher along with the increasing on the age 45 , 11. rom the overall analysis, it can be concluded that the 3.2 Determination of travel pattern analysis level of awareness at the three locations indicates that respondents tend to disobey the rules by not practicing here are four travel patterns observed based on the the knowledge and neglecting the concern for their observation which are similar in all study area. rom safety even though they have high level of knowledge igure 6, the compliance pattern was represented by about the benefit of implemented facilities and rules. attern 1, whereas pattern 2, 3 and 4 are the non rom the observation, the groups that show the highest compliant pattern since the pedestrian cross the road percentage of noncompliant behavior were the males, outside of the designated area. children, pedestrians walking in a group, pedestrian carrying things and facing an obstacle when crossing the road. hese groups were eposed to the risk of accident and fatality. In addition, there are variations of

pedestrian travel pattern. he results have proven that pedestrian crossing facilities need to be improved in the unction area as pedestrians have many options to shorten the trip even they have to risk their lives by violating the rules.

he authors would like to epress sincere gratitude to the Ministry of igher ducation under A 2014 with reference number 600MIA 53 1692014 and Figure 6: ravel pattern at pedestrian zebra crossing niversiti eknologi MAA for the opportunity to carry out facilities at ite 1, 2 and 3 this research by supporting the financial aid.

igure 7 shows the travel pattern analysis where the highest compliance percentage was in ite 3 with References 40.60, followed by ite 2, 32.71 and ite 1, 17.88. 1. World Health Organization (WHO), World Report nfortunately, overall location shows that more than half on Road Traffic Injury Prevention, of the pedestrian disregard their safety by neglecting the pps.who.int/iris/bitstream/10665/42871/ rules and not using the facility provided. he result 1/9241562609.pdf (2004) pattern was contributed by the location itself, where ite 1 and ite 2 were the central point of shopping areas, 2. M. Peden, R. Scurfield, D. Sleet, D. Mohan, A. A. rather than ite 3 which is surrounded with Hyder, E.Jarawan, E. Mathers, World Report on administrative area. ther than that, the only location Road Traffic Injury Prevention. Geneva. Retrieved facilities provided at ite 3 were pedestrian signal and a August 30, 2016, from foot walkfootpath at straight line crossing that help injury_prevention/road_safety_status/20 13/en/ encourage pedestrians to comply with the rules. As for (2004) the unction area as at ite 1 and ite 2, it provides a lot 3. Jabatan Keselamatan Jalan Raya (JKR), Pelan of options to pedestrians to shorten their trip. Keselamatan Jalan Raya 2014-2020. (Ministry of Transportation report) http://www.mot.gov.my/SiteCollection, Documents/Darat/Pelan+KJRM+2014+2 020.pdf. (2014) 4. National Highway Traffic Safety Administration (NHTSA), Traffic Safety Fact 2012 Data. U.S. Department of Transportation (2014)

5. Diaz, Theory of planned behavior and pedestrians’

intentions to violate traffic regulations,

Transportation Research Part F (2002)

6. Hamed, Analysis of pedestrian’s behavior at pedestrian crossings, 63– 82, (2001) 7. Sisiopiku, Akin, Pedestrian behavior and perceptions towards various pedestrian facilities: an examination based on observation and survey data.Transportation Research Part F (2003) 8. Malaysian Digital Repository, Background of Johor Figure 7: ercentage of compliance according to the survey venue Bahru City Council and History of Johor Bahru http://myrepositori.pnm.gov.my/bitstrea m /123456789/752/3/Majlis%20Bandaraya%20Johor%

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arer nternetpdf aansara Assets dn d e atest etail inatre n oor ar ity ttpalleriaotarayaosrdea lasppid o A ranie Gender differences in pedestrian rule compliance and visual search at signalized and unsignalized crossroads. Accident Analysis and Prevention lserier artin A Factor Influencing Pedestrians Safety: A Literature Review etrieed epteer frottpontenttflofators infleninpedestriansafetyliteratrereiepdf

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