Pedestrian Accidents Research Articles

Pedestrian User-Friendly Intelligent Crossing Advance For Improved Safety

The habit of pedestrians in using the road when crossing the road is in the spotlight because it will cause traffic jams so that they are prone to accidents. No road user wants to experience such an accident, whether it is a minor accident or an accident that is fatal and leads to death. Pelican crossings are made to minimize pedestrian accidents, but this facility does not guarantee that accidents will not occur. Problems arise when pressing the crossing button will create congestion and noise due to the notification sound of the crossing. When someone wants to cross it will result in the accumulation of vehicles around because they are waiting for irregular pedestrians to cross. The purpose of this research is to design a pedestrian Puffin Crossing advance simulation that is more adaptive and safe. The research was conducted by making a prototype using a microcontroller and several sensors which will later be used as a medium for interaction between drivers and pedestrians. The results of the prototype research can work well and in accordance with the function of each component. The recommended minimum number of pedestrians is 4 waders, the minimum required waiting time is 5 seconds, while the crossing time is conditioned based on pedestrian sensor readings at the zebra cross.

Correlation between the Injury Site and Trauma Mechanism in Severely Injured Patients with Blunt Trauma.

In patients with severe injury, predicting the injury site without using advanced diagnostic modalities can help formulate a diagnosis and treatment plan based on the suspected injury site. This study aimed to determine the correlation between the injury site and trauma mechanism in severely injured patients with blunt trauma. We retrospectively analyzed the clinical characteristics-including age, sex, date of emergency room (ER) visit, time of injury, trauma mechanism (car accident, motorcycle accident, bicycle accident, pedestrian accident, fall, slipping and rolling down, crush injury, assault, and others), final diagnosis, injury severity score, abbreviated injury scale (AIS) score, and injury site-of 1,245 patients in a tertiary trauma center. There was a strong correlation between certain injury sites and specific trauma mechanisms. In particular, most trauma mechanisms were associated with injury to the head and neck, as well as the chest, with a combined frequency of >40.0%. Moreover, when using one-way analysis of variance and Bonferroni's post hoc tests, there were significant differences in AIS scores 1, 3, 4, and 5 for each trauma mechanism. Generally, when patients with severe injury present to the ER, the injury site can be predicted upon initial assessment based on the trauma mechanism. Based on our study, the injury site predicted by a specific mechanism should be checked repeatedly and additionally through physical examination and imaging tools. This can reduce misdiagnosis and help with accurate diagnosis and treatment.

OpenCV Based Automatic Detection of Pedestrian Crossing Platform Using Congestion Monitoring - A Survey

Road traffic congestion and pedestrian accidents are one of the major issues being faced worldwide. The reasons behind these accidents are mainly due to the risk when crossing or walking on road in urban and rural areas under heavy traffic. In order to avoid such circumstances a new idea is proposed- “Automatic uplifting of pedestrian crossing platform using traffic congestion monitoring”. The pedestrian and traffic congestion is constantly monitored using an IR (Infrared) sensor module. At the time when pedestrian density is more, the traffic signal turns red for the vehicles and let the pedestrian walk through uplifted crossing platform. The proposed system consists of motorized platform placed on the zebra crossing line which automatically uplifts when the infrared sensor senses and count the crowded pedestrians at the signal point. This method ensures safety in pedestrian crossing and will also not let drivers to break the rules, which may lead to accidents

Epidemiology and associated injuries in paediatric diaphyseal femur fractures treated at a limited resource zonal referral hospital in northern Tanzania

BackgroundDiaphyseal femur fractures contribute up to 40% of paediatric orthopaedic admissions with the World Health Organisation data showing youth are particularly vulnerable and road traffic injuries are the leading cause of death for children and young adults. Different mechanisms results to these injuries and they vary with age and geographical location of the patient. Understanding the incidence, mechanism and pattern of these injuries allows planning for preventive measures and treatment to meet modern day patient demands, generation of appropriate and timely protocols with minimum social and economic burden to the patient and family.Objectives and methodsA hospital based cross sectional study was conducted using the orthopaedic department patient registry among children aged under 18 years admitted from 2014—2018. Our research question was to determine the epidemiology of diaphyseal femur fractures and coexisting associated injuries among admitted paediatric orthopaedic patients. Patient files were reviewed from the medical records department and a data collecting sheet was used to record demographics and injury data. Odds ratios with 95% confidence intervals for associated injuries in paediatric diaphyseal femur fractures were estimated using multivariable logistic regression model.ResultsWe found the prevalence of diaphyseal femur fracture among paediatric orthopaedic admissions was 18% with the majority 111 (68.5%) being males. The leading injury mechanism was a fall (57.4%) followed by road traffic injuries (35.8%) out of which 48.3% resulted from pedestrian vs motorcycle accidents. Traumatic brain injury (TBI) was the most common associated injuries accounting for 69% of these injuries with the majority 79% occurring in patients aged 6 years and older. With age specific analysis, children in 6–12 years and 13–18 years age groups, had 8 and 11 times higher odds for associated injuries (OR 8.25, 95% CI, 1.04—65.31) p = 0.046 and (OR 10.54, 95% CI, 1.26—88.31) p = 0.031 respectively compared to those younger ≤ 2 years. Road traffic related injuries had 17 times higher odds of associated injuries when compared to fall (OR 16.73, 95% CI, 6.28—44.57) p < 0.001. 112 (69.1%) of femur fractures were treated by non-operative method out of this 90 (55.6%) by traction with delayed Spica application. The overall mean duration of hospital stay was 18.5 ± 11 days.ConclusionPedestrian vs motorcycle injuries was the leading specific cause of paediatric diaphyseal femur fractures with TBI being the common associated injury. Non-operative management was the most utilized treatment plan and contributed to ten times higher odds for a longer duration of hospital stay. Initiatives to insure children safety on roads should be strengthened in order to reduce/eliminate this burden. Application and practice of current evidence based clinical guidelines and recommendations is paramount for timely and appropriate treatment of these injuries.

Investigating the severity of non-urban road traffic accidents in typical regions of Sichuan and Guizhou, China

Objective The traffic characteristics of Sichuan and Guizhou differ from those of other regions due to its unique geographical features. In addition, accident studies in China mainly focus on urban roads in the eastern and central regions. However, studies on western regions, especially non-urban roads, are scarce. Thus, this study aims to explore the factors that influence the severity of accidents on non-urban roads in typical regions of Sichuan and Guizhou. Methods A total of 541 cases from 2014 to 2020 were selected from the database of the China In-Depth Accident Study, where 18 variables, which may exert an impact on accident severity, were extracted after screening. First, heterogeneity of data was eliminated through latent class analysis (LCA). The ordered probit (OP) model was then conducted for each class to obtain significant variables that exert an impact on accident severity. The study quantified the degree of influence of the significant variables using marginal effect analysis. Results The LCA results demonstrate that data were categorized into the following classes, namely, (a) two-vehicle accidents involving trucks, (b) pedestrian and multiple-vehicle accidents, (c) two-wheeler accidents, and (d) single-vehicle accidents. The OP results show that most variables could exert impact on accident severity, and some of them exerted varying levels of influence on the severity of different classes, whereas others only influence a specific class. Conclusion According to this study, we obtained the accident characteristics of these regions and put forward some targeted suggestions to further improve the level of road traffic safety. The findings can provide support for the construction of transportation in line with the regional characteristics in China.

Management of Traumatic Duodenal Injuries: A Report from a Single-Center

Purpose: Traumatic duodenal injury is uncommon and due to its difficult diagnosis and accessibility there is an increased risk of mortality and morbidity.Methods: Electronic medical records of a single center were reviewed retrospectively from March 2008 to December 2020 and a total of 7 cases of traumatic duodenal injury were managed by surgical exploration. The site of duodenal perforation, injury mechanisms, operation method, and postoperative outcomes were assessed.Results: The mean age was 55.72 years (range, 34-78), and there were 5 men in the study. The most common mechanism was in-car traffic accident (4 cases), and 1 case each of pedestrian accident, accident during work, and self-injured stab wound. The most common site of injury was between the 3rd and 4th portion (3 cases), followed by the bulb and 1st portion (2 cases), and 2nd portion (2 cases). Segmental resection of the duodenum and primary anastomosis was performed in the 3rd and 4th portion perforation. In cases of 1st and 2nd portion, injury was managed by primary repair or pylorus preserving pancreaticoduodenectomy. Complications developed in 4 patients, and the most common complication was a problem with the wound; wound seromas developed in 4 cases, entero-cutaneous fistula in 1, and biliary complications in 2 cases. Two patients suffered from intraperitoneal abscess or fluid collection managed by percutaneous drainage. The mean duration of hospital stay was 34 days, and postoperative mortality did not develop.Conclusion: Favorable clinical outcomes were observed in patients with traumatic duodenal injury managed by various surgical approaches.

Blunt Renal Trauma: A Case Report

Aim: The ratio of renal traumas among all abdominal traumas is undeniable. With the developing technology, the non-operative approach took place of the operative interventions in the management of renal trauma. In this paper, we compiled a short review about renal trauma and its management based on a patient who was admitted to the emergency department with post-traumatic hematuria. Case: A 29-year-old man is admitted to the emergency department with a complaint of bloody urine and left flank pain. Medical history revealed that he fell down from a height of 1 meter 2 days ago. Left costa-vertebral angle (CVA) tenderness was positive on physical examination. Erythrocyte (1263 P/HPF) and Leukocyte (56 P/HPF) counts were elevated in urinalysis. The patient underwent contrast-enhanced abdominal computed tomography (CT) scan to rule-out kidney injury and left kidney contusion and perirenal hematoma that was in accordance with grade 2renal injury was detected. No intervention was not considered for the patient, he was admitted to the ward, and he was discharged after an uneventful hospital stay. Conclusion: The incidence of kidney injuries is higher in the young population aged between 31 and 38 years and men account for 72-93% of these cases. Blunt renal injuries, accounting for 71-95 % of renal trauma cases, are more common than penetrating injuries. Motor vehicle accidents are the main cause of blunt trauma, followed by falls, sports, and pedestrian accidents. Up to 95% of blunt renal injuries are minor and treated conservatively as in our case. Currently, conservative management is the preferred therapeutic modality in hemodynamically stable patients with low-grade kidney injury.

PEDESTRIANS’ SAFETY IN POLAND AND USE OF REFLECTIVE MATERIALS

The subject of pedestrian safety is particularly important in Poland, where the risk of mortality is very high compared to other European Union (EU) countries. In Poland, 60% of all killed pedestrians lost their lives at night, mostly away from urban areas. The current article focuses onpedestrians’compliance with the law requirements of the mandatory use of reflective elements at night in non-urban areas since its introduction in Poland in 2014 based on adata analysis and survey on pedestrians’ attitudes and behaviours. An analysis of pedestrian accidents, fatalities, and serious injuries at night five years before and five years after 2014 showed an improvement inpedestrian safety more in non-urban areas (where the law on reflective elements is obligatory) than in urban areas. This study is the first published work to present comprehensive results from an in-depth national survey about people’sattitudes and behaviours regarding theuse of reflective elements. The data were obtained from 600 observed and 400 questioned pedestrians in 2018. Observationsfrom 2018 showed that only 21% of pedestrians respected the obligation towear reflective elements at night outside urban, even though 46% of respondents declared in questionnaires that they wore such elements. Pedestrians who usedreflective devicesin non-urban areas at night were mainly young people aged 40 years old or younger. They used reflective clothing (shoes, trousers, backpacks); 79% of observed pedestrians did not wear reflective elements at night according to questionnaires from 2018. More pedestrians (60%) who didn’t use any reflective wore black clothing, whichmade them not visible to drivers and put them atrisk of being killed. A comparison of thedata showed a positive change in pedestrians’ attitudes due to this obligation.In 2015 only 35% of respondents knew that the use of reflective elements was obligatory in some situations; in 2018, almost half of them (46%) did. The analysis carried out in the present study indicated that the preventive action of introducing the mandatory use of reflective elements at night by pedestrians outside urban areas has slowly improved the safety of pedestrians anddecreased the numbers of accidents, seriousinjuries, and fatalities. Changes introduced intoPolish traffic rules have improvedpedestrians’ safety on roads since 2014; however, there is still an immense need tocarry on social actions and campaigns promoting the use of reflective elements to educate road users to change pedestrians’ behaviours.

The Influence of Built Environment Factors on Elderly Pedestrian Road Safety in Cities: The Experience of Madrid.

With the progressive ageing of the population, the study of the relations between road safety and elderly users is becoming increasingly relevant. Although the decline of pedestrian skills in the elderly has been widely studied in the literature, few studies have been devoted to the contributing built environmental factors of the elderly pedestrian collisions, such as the sidewalk density, the presence of traffic lights, or even some indicator related to land use or the socioeconomic features of the urban fabric. This paper contributes to the limited literature on elderly pedestrian safety by applying a negative binomial regression to a set of built environmental variables to study the occurrence of accidents involving elderly and younger (non-elderly) pedestrians in Madrid (Spain) between 2006 and 2018. The model considers a selection of built environmental factors per city district, linked to land use, infrastructure, and socioeconomic indicators. Results have highlighted that the elderly pedestrian collisions could be avoided with the existence of a wider sidewalk in the district and a greater traffic lights density. Unlike younger pedestrian accidents, these accidents are much more favored in ageing districts with higher traffic flows.

Changes in the characteristics of trauma patients after the early COVID-19 outbreak: A retrospective study of a regional level 1 trauma center in Republic of Korea.

Gyeonggi-do (Gyeonggi province) has the second highest number of coronavirus disease (COVID-19) cases in the Republic of Korea after Seoul, with approximately 25% of the COVID-19 patients as of January 2021. Our center is a level I trauma center located in south Gyeonggi-do, and we aimed to evaluate whether the characteristics of trauma patients changed after the COVID-19 pandemic.We retrospectively reviewed the trauma patients registered with the Korea Trauma Database of the Center from February 2019 to January 2021. The patients were dichotomized into pre-coronavirus disease (pre-COVID) and coronavirus disease (COVID) groups, and their trauma volumes, injury characteristics, intentionality, and outcomes were compared.A total of 2628 and 2636 patients were included in the pre-COVID and COVID groups, respectively. During the COVID-19 period, motorcycle accidents, bicycle accidents, and penetrating injury cases increased, and pedestrian traffic accidents, slips, and injury by machines decreased. The average daily number of patients in the COVID group was lower in March (5.6 ± 2.6/day vs 7.2 ± 2.4/day, P = .014) and higher in September (9.9 ± 3.2/day vs 7.7 ± 2.0/day, P = .003) compared to the pre-COVID group. The COVID group also had a higher ratio of direct admissions (67.5% vs 57.2%, P < .001), proportion of suicidal patients (4.1% vs 2.7%, P = .005), and injury severity scores (14 [9–22] vs 12 [4–22], P < .001) than the pre-COVID group. The overall mortality (4.7% vs 4.9%, P = .670) and intensive care unit length of stay (2 [0–3] days vs 2 [0–4] days, P = .153) was not different between the 2 groups.Although the total number of patients did not change, the COVID-19 pandemic affected the number of monthly admissions and the injury mechanisms changed. More severely injured patients were admitted directly to the trauma center.

The effects of the hazard on road and road type on the motorcycle accident

Increasing motorcycle ownership, especially through its high flexibility and relatively cheap purchasing and operating costs compared to automobiles, increased the share of motorcyclists in traffic accidents. This situation has brought about the need to investigate the factors affecting motorcycle accidents and the prevention to reduce the severity and the number of accidents. In this study, relationships between accident frequency and carriageway hazard, road type, and surface condition were examined using the data set of motorcycle accidents that occurred in England. Vehicle load, object, animal, pedestrian, and previous accident on road were considered as carriageway hazards, one-way street, roundabout, slip road, single and dual carriageway were considered as road types, and wet and dry indicates the road surface conditions. Thus, accident frequencies were estimated using log-linear analysis, and the measures to be taken were discussed.

Predicting effects of built environment on fatal pedestrian accidents at location-specific level: Application of XGBoost and SHAP

Understanding locally heterogeneous physical contexts in built environment is of great importance in developing preemptive countermeasures to mitigate pedestrian fatality risks. In this study, we aim to investigate the non-linear relationship between physical factors and pedestrian fatality at a location-specific level using a machine learning approach. The state-of-art machine learning algorithm, eXtreme Gradient Boosting (XGBoost), is employed for a binary classification problem, in which nationwide locations where fatal pedestrian accidents occurred for the years from 2012 to 2019 in Korea serve as positive samples (np = 13,366). For negative samples, locations with no pedestrian accidents are selected randomly to the size that is 10 times larger (nn = 133,660) than positive samples. Fifteen features under the categories of road conditions, road facilities, road networks, and land uses are assigned to both the positive and negative sample locations using Geographic Information System (GIS). A method is proposed to avoid the class imbalance problem, and a final unbiased model is utilized to predict fatal pedestrian risks at the negative sample locations. In addition, Shapley Additive Explanations (SHAP) is introduced to provide a robust interpretation of the XGBoos prediction results. It is shown that 21.6% of the negative sample locations have a probability of fatal pedestrian accidents greater than 0.5 (or 78.4% accuracy). Generally, a road segment that lies in many of the shortest routes in a dense residential area with many lively activities from aligned buildings is a potential spot for fatal pedestrian accidents. However, based on the SHAP interpretation, the relationships between the features and pedestrian fatality are found nonlinear and locally heterogeneous. We discuss the implications of this result has for drafting policy recommendations to reduce pedestrian fatalities.

Risk Analysis of Pedestrian and Bicycle Accidents at Intersections in Toyohashi City Using Empirical Bayes Method

Risk Analysis of Pedestrian and Bicycle Accidents at Intersections in Toyohashi City Using Empirical Bayes Method

Joinpoint Regression About Injury Mortality and Hospitalization in Korea.

BackgroundInjury is a social problem that causes health and property losses, and it is important to identify the size and trend of injury for efficient prevention and management. Therefore, this study analyzed the trends in injury mortality and hospitalization rates from 2005 to 2019 in Korea.MethodsUsing mortality data by Statistics Korea and Korea National Hospital Discharge In-depth injury survey by the Korea Disease Control and Prevention Agency (KDCA), age standardized rates were calculated for death and hospitalization to analyze trends and annual changes with the joinpoint regression model. In addition, annual changes in the hospitalization rate of the transport accident and fall injuries by age group were analyzed, which are the major causes of injuries.ResultsFrom 2005 to 2019, the injury mortality rate has been on the decline, but the injury hospitalization rate has been on the rise. The annual rate of change varied depending on the injury mechanism, but the mortality rate tended to decrease or remain similar level, while the rate of hospitalization has steadily increased. In addition, by age group, injury mortality and hospitalization rates were high in the elderly. In particular, the hospitalization rate of the elderly was higher when comparing the hospitalization rate of the children in transport accidents and falls. Pedestrian transport accidents tended to decrease under the age of 15, but remained similar for those aged 65 and older, and bicycle accidents tended to increase in both groups. In addition, hospitalization rates were higher in the fall, with both groups showing a statistically significant increase in hospitalization rates caused by falls.ConclusionThis study analyzed the trend of injury mortality and hospitalization and found that transport accidents and falls may vary depending on the means or age of the accident. Since injury is a big social problem that is a burden of disease, safety education and legal sanctions for injury prevention should be further improved in the future, especially by prioritizing vulnerable groups by age and detailed mechanisms of injury.

Predicting Pedestrian Traffic Accidents Using an Gis-Compatible‎ Integrated Predictive Model ‎Based on Local Risk Factors

Predicting Pedestrian Traffic Accidents Using an Gis-Compatible‎ Integrated Predictive Model ‎Based on Local Risk Factors

Investigation of the Factors Affecting Pedestrian Accidents in Urban Roundabouts

Investigation of the Factors Affecting Pedestrian Accidents in Urban Roundabouts

Impact of obesity on the severity of trauma in patients injured in pedestrian traffic accidents.

Studies on the relationship between obesity and injuries, especially those sustained in pedestrian traffic accidents, are lacking. We aimed to assess the effects of obesity on the severity of injury at the time of admission to the emergency room in patients who experienced pedestrian traffic accidents. This study included trauma patients registered in the Korean Trauma Database from July 1, 2018 to December 31, 2020, whose mechanism of injury was pedestrian traffic accidents and who were treated at a single institution. Those aged below 15 years were excluded. Patients were assigned to nonobese and obese groups based on a body mass index of 25 kg/m2. An Injury Severity Score of 25 or greater was considered to indicate a critical injury. In total, 679 cases of pedestrian traffic accidents were registered during the study period, and 543 patients were included in the final analysis. Of them, 360 patients (66.3%) and 183 patients (33.7%) were categorized as nonobese and obese, respectively. The median age was significantly higher in the nonobese group than in the obese group (60 vs. 58 years). Multivariate analysis demonstrated that the odds ratio for critical injury in obese patients was 1.59 (95% confidence interval, 1.01-2.48) compared with nonobese patients. Obesity affected the likelihood of sustaining severe injuries in pedestrian traffic accidents. Future studies should analyze the effects of body mass index on the pattern and severity of injuries in patients with more diverse injury mechanisms using large-scale data.

Fatal work-related injuries in the Genoa district (North-Western Italy): Forensic analysis of the 10-year period between 2011 and 2020

According to the ILO (International Labor Organization), an occupational accident is that which occurs in the course of work and results in either a fatal or non-fatal injury. Occupational-related deaths are increasingly a concerning issue, also worldwide, with severe social repercussions: it is clear that when a person loses their life, it has a permanent impact on all their family, as well as incurring direct and indirect costs for employers, workers and the community at large. The aim of the present retrospective-observational study is to investigate, from an autoptic and forensic point of view, the characteristics of occupational-related deaths of victims received between the 10-year period of 2011–2020 by the Municipal Morgue of Genoa, which forms part of the Institute of Forensic and Legal Medicine, for the purpose of providing a Forensic and Coroner's overview of this important phenomenon. The study comprises of a list of 47 people who died as a result of an occupational injury: 46 males and 1 female. It was observed that workers in the construction and steel manufacturing industries were in the category most at risk of fatal accidents (40.5%). In 41 cases (87.2%), death was related to major mechanical trauma, from falling from a height (42.5%) objects falling directly onto the victim (38.3%) and lastly, from pedestrian road accidents (6.4%). Fatal head traumas with endocranial haemorrhage accounted for deaths in 23 of all the cases studied (63.4%). As shown in our study, death in the workplace is still today having to be considered as an important social issue and it is still necessary to improve the workers' knowledge of the related hazards and risks involved at work, together with preventative procedures. An in-depth analysis of such risks in the workplace, as well as the monitoring and training of workers is fundamental if we are to achieve an overall improvement in working conditions.

Survey of wildlife rescued and treated from 2014 to 2016 in Joinville (SC), Brazil

Natural ecosystems are in constant conflict with the growing and disordered urban expansion, arising from the mismanagement of human developments and infrastructure, facing an accelerated rate of deforestation and defaunation. The intense pressure on natural environments impacts the local fauna through various incidents, generating high mortality, such as hit-and-run, window-crashing, attacks by domestic animals, dissemination of diseases and electrocution. The purpose of this study was to carry out a retrospective survey of the wild fauna rescued and treated at a clinic associated with the environmental police in the region of Joinville - SC. A total of 379 wild animals were treated at the clinic from 2014 to 2016. Of these, 262 (69.13%) were birds, 107 (28.23%) mammals, 9 (2.37%) reptiles and 1 (0.26%) amphibian. The main causes of referral for clinical care were due to trauma (50.66%), seizures (1.32%) and other causes (48.02%), such as home invasion and orphaned puppies. Among the reasons for traumas, pedestrian accidents were the most prevalent, representing 39.58% of the cases treated, followed by animals found to be debilitated without a defined cause (31.77%), attack by domestic animals (14.58%) and window-crashing (9.89%). The data obtained in this study show a rich diversity of species in Joinville. These species are exposed to several anthropogenic challenges and barriers derived mainly from intense displacement and human invasion, causing many animals to move in order to adapt to urban areas.

Identification And Analysis Of Potential Risk Factors Influencing The Road Safety Level At Designated Pedestrian Crossings

According to the data of the European Road Safety Observatory, around 21% of all road fatalities are suffered by pedestrians in the EU. In 2019 in Hungary, road accidents of pedestrians have had a share of 14,6% in all road accidents with personal injuries, which meant 2535 accidents in which one or more pedestrians were injured. A significant proportion of the accidents occurred at designated pedestrian crossings (43,1% of pedestrian accidents in 2019), and this trend increased over the last 5 years. To account the problem, Institute for Transport Sciences Non-profit Ltd. conducted a research focusing on the identification of potential risk factors which may have a negative impact on the level of traffic safety of designated pedestrian crossings in urban areas. Analysis and ranking of the risk factors have been carried out based on experts’ evaluation and scoring, with the use of statistical methods. The results of the work explore the risks that need to be addressed with special attention during the review of existing, and the establishment of new pedestrian crossings.