Deciding when to cross in front of an autonomous vehicle: How child and adult pedestrians respond to eHMI timing and vehicle kinematics

How autonomous vehicles (AVs) communicate their intentions to vulnerable road users (e.g., pedestrians) is a concern given the rapid growth and adoption of this technology. At present, little is known about how children respond to external Human Machine Interface (eHMI) signals from AVs. The current study examined how adults and children respond to the combination of explicit (eHMI signals) and implicit information (vehicle deceleration) to guide their road-crossing decisions. Children (8- to 12-year-olds) and adults made decisions about when to cross in front of a driverless car in an immersive virtual environment. The car sometimes stopped, either abruptly or gradually (manipulated within subjects), to allow participants to cross. When yielding, the car communicated its intent via a dome light that changed from red to green and varied in its timing onset (manipulated between subjects): early eHMI onset, late eHMI onset, or control (no eHMI). As expected, we found that both children and adults waited longer to enter the roadway when vehicles decelerated abruptly than gradually. However, adults responded to the early eHMI signal by crossing sooner when the cars decelerated either gradually or abruptly compared to the control condition. Children were heavily influenced by the late eHMI signal, crossing later when the eHMI signal appeared late and the vehicle decelerated either gradually or abruptly compared to the control condition. Unlike adults, children in the control condition behaved similarly to children in the early eHMI condition by crossing before the yielding vehicle came to a stop. Together, these findings suggest that early eHMI onset may lead to riskier behavior (initiating crossing well before a gradually decelerating vehicle comes to a stop), whereas late eHMI onset may lead to safer behavior (waiting for the eHMI signal to appear before initiating crossing). Without an eHMI signal, children show a concerning overreliance on gradual vehicle deceleration to judge yielding intent.

The self-reported driving and pedestrian behaviour of adults with developmental coordination disorder

BACKGROUND

Developmental coordination disorder (DCD) affects movement coordination, but little is known about how the condition impacts the behaviours of car drivers and pedestrians.

AIMS

This study examined the self-reported driving and pedestrian behaviours of adults with Developmental Coordination Disorder (DCD).

METHODS AND PROCEDURES

One hundred and twenty-eight participants (62 adults with DCD vs. 66 TD adults) responded to an online survey asking them about their perceptions of confidence and self-reported driving and pedestrian behaviours in the real-world.

OUTCOMES AND RESULTS

Results suggested that adults with DCD felt less confident and reported more lapses in attention (e.g., forgetting where their car was parked) and errors (e.g., failing to check their mirrors prior to a manoeuvre) when driving compared to typically developed (TD) adults. Adults with DCD also reported feeling less confident and reported less adherence to road traffic laws (e.g., not waiting for a green crossing signal before crossing the road) when walking as pedestrians.

CONCLUSIONS AND IMPLICATIONS

These results offer some much-needed insight into the behaviours of those with DCD outside of the laboratory environment and underline the need for research investigating the driving and pedestrian behaviours of individuals with DCD in 'real-world' contexts.

Investigating the dynamics of collective behavior among pedestrians crossing roads: A multi-user virtual reality approach

The utility maximization theory, based on the rationality of human beings, has proven effective in modeling pedestrians' decision-making processes while crossing roads. However, there are still unexplained variations in crossing behavior, and deviations from the rational utility model frequently occur in real-life scenarios. This experimental study sheds new light on the presence of inter-individual interactions among pedestrians and the nature of collective behaviors during road crossings. The present study develops a multi-pedestrian virtual reality simulator specifically designed to investigate the impact of social interaction on pedestrians' eye-scanning patterns, perceived responses, crossing behaviors, and the associated crash risk. Our findings indicate that the collective behavior significantly influences pedestrians' behaviors by diverting their attention from essential eye-scanning patterns that reflect their cognitive processes. Pedestrians in pairs exhibit a higher tendency to fixate on each other, spend less time in the decision phase, walk at a slower pace during the crossing phase, and consequently face a higher degree of exposure to dangerous situations compared to when crossing alone. Encouraged by these findings on the effects of social interaction, we discuss preventive strategies to mitigate the negative impacts of collective behavior and foster pedestrians' safety awareness.

The association between health literacy and pedestrian safety behavior among adults: a cross-sectional study

INTRODUCTION

Pedestrians are considered the most vulnerable and complex road users as human behavior constitutes one of the fundamental reasons for traffic-related incidents involving pedestrians. However, the role of health literacy as a predictor of Pedestrian safety behavior remains underexplored. Therefore, the current study was designed to examine the level of health literacy and its association with the safety behavior of adult pedestrians in the city of Tabriz.

METHODS

This cross-sectional analytical study was conducted among individuals aged 18 to 65 years in the metropolitan area of Tabriz from January to April 2023. Data were collected using the HELIA standard questionnaire (Health Literacy Instrument for adults), comprising 33 items across 5 domains (access, reading, understanding, appraisal, decision-making and behavior), as well as the Pedestrian Behavior Questionnaire (PBQ) consisting of 29 items. Data were analyzed using descriptive and analytical statistics (independent t-tests, ANOVA, and Pearson correlation coefficient) via SPSS-22 software.

RESULTS

Based on the results, 94% (376 individuals) had excellent health literacy levels, and their safety behavior scores were at a good level. Health literacy and safety behavior were higher among the age group of 31 to 45 years, women, married individuals, those who read books, and individuals with higher education. However, safety behavior showed no significant association with education level (P > 0.05). There was a significant and positive relationship between health literacy and all its domains and pedestrian safety behavior (r = 0.369, P < 0.001).

CONCLUSION

This study underscores the significant impact of health literacy on pedestrians' safety behavior. The findings reveal that higher levels of health literacy are associated with better safety behavior among individuals aged 18 to 63. Demographic factors such as age, gender, marital status, and education level also play a role in shaping both health literacy and safety behavior. By recognizing these relationships, interventions can be tailored to improve health literacy levels and promote safer pedestrian practices, ultimately contributing to a healthier and safer community in Tabriz city.

Examining safe spaces for pedestrians and e-bicyclists at urban crosswalks: An analysis based on drone-captured video

Despite numerous theoretical and empirical studies exploring the spatial needs of road users, a significant gap remains in validating these findings with extensive real-world data sets. This study presents the idea of "safe spaces," outlining the buffer zones that both walkers and e-bicyclists maintain when crossing streets, while also taking safety and psychological well-being into consideration. We used drones to gather the study's trajectory data at three significant crossings in Xi'an, China. Multi-coordinate system transformation enabled us to determine the relative positions of individuals and moving objects within their visual domain. Relative position frequency heat maps were generated to explore safe distance demands in different directions. The safety space was then fitted using the least squares method. Our research demonstrates that whereas e-bicyclists maintain semi-elliptical safe spaces at street crossings, walkers maintain semi-circular safe spaces, and the sizes of these zones increase in direct proportion to their relative speeds. However, the safe space size oscillates within a defined range above a particular speed threshold. Notably, e-bicyclists require larger safety distances forward and are more sensitive to speed variations. Our knowledge of the dynamics of safe spaces for walkers and e-bicyclists at street crossings is improved by this work, with emphasis on the role of speed and pedestrian numbers in shaping these spaces. The incorporation of real-world data from drone footage significantly strengthens the validity and reliability of our findings, bridging a crucial empirical gap in the existing literature. Additionally, this paper introduces a crowding coefficient based on safe space and proposes a new method using safe space to aid traffic conflict metrics PET, providing valuable insights for identifying crowd congestion levels and capturing traffic conflict events. The practical implications of our findings extend to urban planning, traffic management, and safety of vulnerable road users. Ultimately, this research contributes to the development of safer and more efficient urban environments for all road users.

Who goes first? A distributed simulator study of vehicle-pedestrian interaction

One of the current challenges of automation is to have highly automated vehicles (HAVs) that communicate effectively with pedestrians and react to changes in pedestrian behaviour, to promote more trustable HAVs. However, the details of how human drivers and pedestrians interact at unsignalised crossings remain poorly understood. We addressed some aspects of this challenge by replicating vehicle-pedestrian interactions in a safe and controlled virtual environment by connecting a high fidelity motion-based driving simulator to a CAVE-based pedestrian lab in which 64 participants (32 pairs of one driver and one pedestrian) interacted with each other under different scenarios. The controlled setting helped us study the causal role of kinematics and priority rules on interaction outcome and behaviour, something that is not possible in naturalistic studies. We also found that kinematic cues played a stronger role than psychological traits like sensation seeking and social value orientation in determining whether the pedestrian or driver passed first at unmarked crossings. One main contribution of this study is our experimental paradigm, which permitted repeated observation of crossing interactions by each driver-pedestrian participant pair, yielding behaviours which were qualitatively in line with observations from naturalistic studies.

Clustering pedestrians' perceptions towards road infrastructure and traffic characteristics

In India, over 25,000 pedestrian fatalities occur due to road crashes every year. While several studies have identified possible causative factors that contribute to these fatalities, little is known about how pedestrians perceive their surrounding environment. This study attempts to bridge this gap by analysing the pedestrian perception of the built environment and traffic-related aspects considering urban roads (arterial and sub-arterial). Fourteen parameters were selected to assess pedestrian perception, and four factors were derived through factor analysis. The obtained factor scores were then subjected to two-step cluster analysis to determine whether pedestrian perception is different for people from different socio-economic demographics with varying travel behaviour. Based on the results obtained from the descriptive analysis, the respondents were most satisfied with the 'quality of streetlights at sidewalks' and 'visibility/sight distances', while they were most dissatisfied with 'pedestrian volume at sidewalks' and 'lighting facilities at crossings'. From the cluster analysis, it can be summarized that female pedestrians walk less frequently than males and perceive a higher probability of collision or near-collision incidents against male pedestrians. The study findings can aid the policymakers in the assessment of the pedestrian perception of the existing road infrastructure and suggest improvements to ensure pedestrian safety.

Why Are Older Adults More at Risk as Pedestrians? A Systematic Review

OBJECTIVE

To explore factors that could explain why older adults are more at risk at the roadside.

BACKGROUND

The physical and psychological health benefits of walking have been well-established, leading to the widespread promotion of walking amongst older adults. However, walking can result in an increased risk of injury as a pedestrian at the roadside, which is a greater risk for older adults who are overrepresented in pedestrian casualty figures.

METHOD

Relevant databases were searched up to January 2020. All peer-reviewed journals that presented data on healthy older adults and some aspect of road crossing or roadside behavior were included. A total of 142 papers were assessed and 60 met the inclusion criteria.

RESULTS

Identified papers could be grouped into three areas: crossing at a designated crossing place; crossing with no designated crossing place; perceptions or behaviors.

CONCLUSION

Multiple individual (attitudes, perceived behavioral control, walking time, time-to-arrival judgments, waiting endurance, cognitive ability), task (vehicle size, vehicle speed, traffic volume), and environmental (road layout, time of day, weather) constraints influence road crossing in older adulthood.

APPLICATION

Accessibility of designated crossing areas needs to be addressed by ensuring sufficient time to cross and nonrestrictive waiting times. Signalized crossings need to be simplified and visibility increased. Where there is no designated crossing place, a reduction in speed limit alongside the provision of pedestrian islands to provide "pause" places are needed. Educational-based programs may also help ensure safety of older adults where there is no designated crossing place.

The range of visual detection of ground-level cues during distracted walking: Effect of cue contrast and walking speed

Walking while distracted by a smartphone has been a major safety concern for pedestrians. Visual and cognitive attention paid to the smartphone while walking with the head tilted downward would affect the ability to perceive walkway hazards and elevate risks for pedestrian accidents associated with physical contact with obstacles. A laboratory experiment was conducted to evaluate the performance of detecting ground-level visual cues during texting while walking. Forty young smartphone users performed walking trials at faster, preferred, and slower speeds for the dual-task walking on a treadmill and detected approaching cues of three contrast levels. Detection distance was quantified from the location of cue detection to the participants to assess the effects of walking speed and cue contrast on detection performance. Results show that detection distance varied from 1.7 m to 2.9 m for Low to High contrast cues and from 2.3 m to 2.5 m for Slower to Faster walking speeds, and the effects of contrast and speed were statistically significant (p < 0.05). Study findings suggest that higher contrast fixtures or in-ground signals and slower walking would help smartphone users perceive walkway hazards and in-ground safety signals earlier during their distracted walking.

Impacts of visual and cognitive distractions and time pressure on pedestrian crossing behaviour: A simulator study

Distractions have been recognised as one important factor associated with pedestrian injuries, as the increasing use of cell phones and personal devices. However, the situation is less clear regarding the differences in the effects of visual-manual and auditory-cognitive distractions. Here, we investigated distracted pedestrians in a one-lane road with continuous traffic using an immersive CAVE-based simulator. Sixty participants were recruited to complete a crossing task and perform one of two distractions, a visual-manual task and an auditory-cognitive task. Moreover, normal and time pressure crossing conditions were included as a baseline and comparison. For the first time, this study directly compared the impacts of visual-manual, auditory-cognitive distractions, and time pressure on pedestrian crossing behaviour and safety in a controlled environment. The results indicated that although pedestrian safety was compromised under both types of distraction, the effects of the applied distractions were different. When engaged in the visual-manual distraction, participants crossed the road slowly, but there was no significant difference in gap acceptance or initiation time compared to baseline. In contrast, participants walked slowly, crossed earlier, and accepted smaller gaps when performing the auditory-cognitive distraction. This has interesting parallels to existing findings on how these two types of distractions affect driver performance. Moreover, the effects of the visual-manual distraction were found to be dynamic, as these effects were affected by the gap size. Finally, compared to baseline, time pressure resulted in participants accepting smaller time gaps with shorter initiation times and crossing durations, leading to an increase in unsafe decisions and a decrease in near-collisions. These results provide new evidence that two types of distraction and time pressure impair pedestrian safety, but in different ways. Our findings may provide insights for further studies involving pedestrians with different distraction components.

[Progress on epidemiological characteristics and interventions of pedestrian distraction]

Pedestrian distraction is one of the important risk factors of road injury. This review summarized the epidemiological characteristics, influencing factors, safety implications, and the published intervention measures. The review found that: a) the prevalence of pedestrian distraction poses a serious threat to pedestrian safety, but most epidemiological studies on pedestrian distraction focus on mobile phone use, and the incidence of pedestrian distraction varied greatly across studies using various research methods and from different countries; b) demographic characteristics, social psychology, and environment are the three main influencing factors of pedestrian distraction; c) distraction differently affected physiology, cognition, motion control, efficiency and behavior of pedestrian's street-crossing to some degrees, threatening the safety of pedestrian; d) engineering interventions and education were the most common interventions to prevent pedestrian distraction currently, but the effectiveness of most measures was not assessed rigorously. In the future, multidisciplinary and systematic epidemiological studies are recommended to design interventions purposely and evaluate the effectiveness of interventions through rigorous designs, providing scientific evidence for reducing pedestrian distraction and improving road safety of pedestrians.

Self-protective and self-sacrificing preferences of pedestrians and passengers in moral dilemmas involving autonomous vehicles

Upon the introduction of autonomous vehicles into daily traffic, it becomes increasingly likely that autonomous vehicles become involved in accident scenarios in which decisions have to be made about how to distribute harm among involved parties. In four experiments, participants made moral decisions from the perspective of a passenger, a pedestrian, or an observer. The results show that the preferred action of an autonomous vehicle strongly depends on perspective. Participants’ judgments reflect self-protective tendencies even when utilitarian motives clearly favor one of the available options. However, with an increasing number of lives at stake, utilitarian preferences increased. In a fifth experiment, we tested whether these results were tainted by social desirability but this was not the case. Overall, the results confirm that strong differences exist among passengers, pedestrians, and observers about the preferred course of action in critical incidents. It is therefore important that the actions of autonomous vehicles are not only oriented towards the needs of their passengers, but also take the interests of other road users into account. Even though utilitarian motives cannot fully reconcile the conflicting interests of passengers and pedestrians, there seem to be some moral preferences that a majority of the participants agree upon regardless of their perspective, including the utilitarian preference to save several other lives over one’s own.

Research on Night Light Comfort of Pedestrian Space in Urban Park

The outdoor light environment significantly affects aspects of public psychological and physiological health. This study conducted experiments to quantify the effects of the light environment on visitor light comfort in urban park pedestrian space. Nine sets of lighting conditions with different average horizontal illuminance (2 lx, 6 lx, 10 lx) and colour temperatures (5600 K, 4300 K, 3000 K) were established virtual reality scenarios. Subjective light comfort was evaluated, and electroencephalogram (EEG) was measured on 18 subjects to comprehensively study the effects of different light environments on human light comfort. The results of the comprehensive evaluation showed that colour temperature had a very significant impact on subjective light comfort, with warm light being generally more favourable than cool light in enhancing human subjective light comfort. The results of the EEG analysis show that the average horizontal illuminance is an important factor in the level of physiological fatigue, and that physiological fatigue can be maintained in a superior state at an appropriate level of illuminance. Based on the results of both subjective and objective factors, a comprehensive analysis was carried out to propose a range of average horizontal illuminance (4.08 lx, 6.99 lx) and a range of colour temperature (3126 K, 4498 K) for the comprehensive light comfort zone in urban park pedestrian space.

Palimpsests and urban pasts: The janus-faced nature of whitechapel

This article examines how palimpsests in city spaces are mediated and negotiated by pedestrians' individual everyday experiences. The literature on city spaces and palimpsests is rich; however, it has not examined the sharing and fusing of palimpsests into everyday life. To fill this lacuna, we explore how pedestrians mediate the physical path of the parcellations and the layers of meanings accrued over the years. We describe what we term the "Janus face of Whitechapel Road" that characterizes the multidimensional and ever-changing face of London as a world city. We look at the different traffic hinges distributed throughout the urban setting and track people as they encounter these historical and aesthetic landmarks. The experience of London's palimpsests is an exemplar of this Janus's face, governed by transitions, time, duality, and passages.

Improving the safety of distracted pedestrians with in-ground flashing lights. A railway crossing field study

INTRODUCTION

Current signage at intersections is designed for attentive pedestrians who are looking ahead. Such signage may not be sufficient when distracted by smartphones. Illuminated in-ground LED lights at crossings are an innovative solution to alert distracted pedestrians.

METHOD

We conducted a field study at a railway crossing equipped with in-ground lights to assess whether distracted pedestrians (N = 34, Mean age 33.6 ± 8.6 years) could detect these lights and how this impacted on their visual scanning and crossing behaviour. This involved a 2 × 3 repeated measures design exploring the impact of the presence (treatment) or absence (control) of in-ground lights (treatment) at a crossing, and a distractor task presented through a mobile device (none, visual, and audio) on eye movements recorded using an eye tracker, and verbal reporting of when participants detected the lights.

RESULTS

Participants engaged in the distraction tasks as evidenced by their accuracy and reaction times in all conditions. With both the audio and visual distraction tasks, participants looked at the in-ground LEDs and detected their activation as accurately as when not distracted (95%). While most participants detected the lights at their activation, visual distraction resulted in 10% of the detections occurring as participants entered the rail corridor, suggesting effectiveness in gaining pedestrians' attention. Further, participants were significantly less likely to check for trains when visually distracted (70%), a 10% reduction compared to the no or audio distractor conditions (80% and 78% respectively). The introduction of the in-ground lights resulted in appropriate scanning of the rail tracks (77% and 78% for the visual and auditory distractor tasks respectively) similar to that of non-distracted participants for the crossing without lights (80%).

CONCLUSIONS

Our findings indicate that illuminated in-ground lights could be useful in attracting the attention of distracted pedestrians at railway level crossings, and possibly at other road intersections. Practical Applications: Illuminated in-ground lights can be installed at rail and road intersections with known pedestrian distraction as a countermeasure. Further research is necessary to understand their long-term effects.

Analysis of Street-Crossing Behavior: Comparing a CAVE Simulator and a Head-Mounted Display among Younger and Older Adults

Interactive pedestrian simulators have become a valuable research tool for investigating street-crossing behavior and developing solutions for improving pedestrian safety. There are two main kinds of pedestrian simulators: one uses a technology based on rear-projection screens (Cave Automatic Virtual Environment, or CAVE), the other a head-mounted display (HMD). These devices are used indiscriminately, regardless of the research objective, and it is not yet known whether they are equally effective for studying street crossing. The present study was aimed at comparing the street crossing behavior and subjective evaluations of younger and older adult pedestrians when they are using a CAVE-like or HMD-based (HTC Vive Pro) pedestrian simulator. Thirty younger adults and 25 older adults performed 36 street-crossing trials (combining different speeds, two-way traffic conditions, and gap sizes) on each of the two types of simulators. The results indicated that participants in the HMD condition crossed the street significantly more often (58.6 %) than in the CAVE condition (42.44%) and had shorter safety margins. The most striking difference pertained to crossing initiation, which occurred considerably earlier (1.78 s) in the HMD condition than in the CAVE condition. Synchronization of crossing initiation with oncoming traffic was not as good in the CAVE condition because visual information in front of the pedestrian was missing due to the absence of ground projection. In both simulators, older adults caused more collisions than did younger ones, had shorter safety margins, and a slower crossing speed. Hence, the HMD reproduced classical age-related differences in most street-crossing behaviors already found on the CAVE. Usually observed speed effects were also found for both simulators. Neither cybersickness nor any adverse effects on stereoacuity or postural balance were found for either simulator. The HMD produced a higher level of presence and preference than the CAVE did. These findings provide evidence that HMDs have a clear potential for studying pedestrian behaviour.

Factors affecting pedestrian behaviors at signalized crosswalks: An empirical study

INTRODUCTION

Safety of pedestrians depends, among other factors, on their behavior while crossing the road. This study aims to assess behaviors of pedestrians at signalized crosswalks.

METHOD

Following a literature review and a pilot study, 25 vital pedestrian crossing factors and behaviors were determined. Then data was randomly collected for 708 pedestrians at 10 lighted crossings in Sharjah (UAE), five at road intersections and five mid-block crossings.

RESULTS

Results indicated that 17.4% of pedestrians observed crossed partly or fully on red and that crossing speed was 1.22 m/s, on the average, which is slightly faster than most speeds recorded in the literature. Moreover, female pedestrians were more likely to cross while chatting with others, less likely to cross on red, and more likely to walk slower than male pedestrians. Results also showed that pedestrians who crossed at road intersections walked slower than those who crossed at mid-block crossings. It was also found that longer red pedestrian times and narrower roads tended to encourage pedestrians to cross on red and that the majority of pedestrians did not look around before crossing.

PRACTICAL IMPLICATIONS

Use of the Health Belief Model for pedestrian safety are discussed.

Children's fear in traffic and its association with pedestrian decisions

INTRODUCTION

Research on risk for child pedestrian injury risk focuses primarily on cognitive risk factors, but emotional states such as fear may also be relevant to injury risk. The current study examined children's perception of fear in various traffic situations and the relationship between fear perception and pedestrian decisions.

METHOD

150 children aged 6-12-years old made pedestrian decisions using a table-top road model. Their perceived fear in the pedestrian context was assessed.

RESULTS

Children reported greater emotional fear when they faced quicker traffic, shorter distances from approaching traffic, and red rather than green traffic signals. Children who were more fearful made safer pedestrian decisions in more challenging traffic situations. However, when the least risky traffic situation was presented, fear was associated with more errors in children's pedestrian decisions: fearful children failed to cross the street when they could have done so safely. Perception of fear did not vary by child age, although safe pedestrian decisions were more common among the older children.

CONCLUSIONS

Children's emotional fear may predict risk-taking in traffic. When traffic situations are challenging to cross within, fear may appropriately create safer decisions. However, when the traffic situation is less risky, feelings of fear could lead to excessive caution and inefficiency. Practical applications: Child pedestrian safety interventions may benefit by incorporating activities that introduce realistic fear of traffic risks into broader safety lessons.

Development of the pedestrian anger expression inventory

OBJECTIVE

There has been extensive research into road user behavior, although how pedestrians express their anger has yet to be explored. This is important given the high vulnerability of pedestrians and the additional risks that angry people often undertake. The present study developed a tool to measure one's tendency to engage in aggressive acts while walking: The pedestrian anger expression inventory (PAX).

METHODS

The survey consisted of 37 items adapted from the Driving Anger Expression Inventory as well as a subset of items from the Pedestrian Behavior Questionnaire. Ten items from the Trait Anger Scale (TAS) questionnaire were also used to assess the general anger tendencies of individuals. A total of 475 participants from Tehran provided complete responses to a questionnaire administered via paper and pencil.

RESULTS

A Principal Component Analysis showed a 30-item, 3-factor model describing three ways of expressing anger: 1) Anger Expression-In (internalizing anger), 2) Anger Expression-Out (in the form of aggression), and 3) Adaptive/Constructive Expression (dealing with anger in a constructive way). Hierarchical linear regression showed that trait anger was a significant predictor of pedestrian anger expression, above other demographic variables (age and gender). However, age and gender remained significant predictors of pedestrian anger. As age increased, the tendency to become angry while walking decreased. Male pedestrians were also significantly more likely to express their anger aggressively than female pedestrians.

CONCLUSIONS

In this study, we developed a questionnaire to measure anger expression in pedestrians, highlighting three broad ways pedestrians deal with their anger (internally, externally, or constructively). This questionnaire was used in Iran and therefore, further research is required to validate these tools among different samples and populations.

Estimating density limits for walking pedestrians keeping a safe interpersonal distancing

With people trying to keep a safe distance from others due to the COVID-19 outbreak, the way in which pedestrians walk has completely changed since the pandemic broke out1,2. In this work, laboratory experiments demonstrate the effect of several variables-such as the pedestrian density, the walking speed and the prescribed safety distance-on the interpersonal distance established when people move within relatively dense crowds. Notably, we observe that the density should not be higher than 0.16 pedestrians per square meter (around 6 m2 per pedestrian) in order to guarantee an interpersonal distance of 1 m. Although the extrapolation of our findings to other more realistic scenarios is not straightforward, they can be used as a first approach to establish density restrictions in urban and architectonic spaces based on scientific evidence.

Analysis of Pedestrian Street-Crossing Decision-Making Based on Vehicle Deceleration-Safety Gap

Numerous traffic crashes occur every year on zebra crossings in China. Pedestrians are vulnerable road users who are usually injured severely or fatally during human-vehicle collisions. The development of an effective pedestrian street-crossing decision-making model is essential to improving pedestrian street-crossing safety. For this purpose, this paper carried out a naturalistic field experiment to collect a large number of vehicle and pedestrian motion data. Through interviewed with many pedestrians, it is found that they pay more attention to whether the driver can safely brake the vehicle before reaching the zebra crossing. Therefore, this work established a novel decision-making model based on the vehicle deceleration-safety gap (VD-SGM). The deceleration threshold of VD-SGM was determined based on signal detection theory (SDT). To verify the performance of VD-SGM proposed in this work, the model was compared with the Raff model. The results show that the VD-SGM performs better and the false alarm rate is lower. The VD-SGM proposed in this work is of great significance to improve pedestrians' safety. Meanwhile, the model can also increase the efficiency of autonomous vehicles.

Improving the Pedestrian's Perceptions of Safety on Street Crossings. Psychological and Neurophysiological Effects of Traffic Lanes, Artificial Lighting, and Vegetation

The effect that the physical characteristics of urban design have on the pedestrian’s perceptions of safety is a fundamental aspect of city planning. This is particularly so with street crossings, where the pedestrian has to make a decision. This paper analyses how pedestrians are affected by number of traffic lanes, lighting colour temperature, and nearby vegetation as they cross roads. Perceptions of safety were quantified by means of the psychological and neurophysiological responses of 60 participants to 16 virtual reality scenarios (4 day and 12 night), based on existing urban design variables. The results showed differences between night-time and daytime scenarios, which suggests that there is a need to analyse both situations. As to the design guidelines, it was observed that safety is improved by reducing the number of traffic lanes and nearby vegetation, and by using a lighting colour temperature of 4500 K. However, the analysis of the variables showed that combined effects produce different results to those obtained from the analysis of individual elements. This result is essential information for urban managers in their assessments of whether particular interventions will improve crossing points.

Linking nighttime outdoor lighting attributes to pedestrians' feeling of safety: An interactive survey approach

Public space lighting (PSL) contributes to pedestrians' feeling of safety (FoS) in urban areas after natural dark. However, little is known how different PSL attributes, such as illuminance, light temperature, uniformity and glare, affect people's FoS in different contextual settings. The present study aims to bridge this knowledge gap by developing a model linking different PSL attributes with FoS, while controlling for individual, locational, environmental and temporal factors. To develop such model, the study employs a novel interactive user-oriented method, based on a specially-designed mobile phone application-CityLightsTM. Using this app, a representative sample of observers reported their impressions of PSL attributes and FoS in three cities in Israel, following a set of predetermined routes and points. As the study shows, higher levels of illumination and uniformity positively affect FoS, while lights perceived as warm tend to generate higher FoS than lights perceived as cold. These findings may guide future illumination polices aimed at promoting energy efficiency while ensuring urban sustainability.

Hazard Perception and Prediction test for walking, riding a bike and driving a car: "Understanding of the global traffic situation"

To "put oneself in the place of other road users" may improve understanding of the global traffic situation. It should be useful enabling drivers to anticipate and detect obstacles in time to prevent accidents to other road users, especially those most vulnerable. We created a pioneering Hazard Perception and Prediction test to explore this skill in different road users (pedestrians, cyclists and drivers), with videos recorded in naturalistic scenarios: walking, riding a bicycle and driving a car. There were 79 participants (30 pedestrians, 14 cyclists, 13 novice drivers and 22 experienced drivers). Sixty videos of hazardous traffic situations were presented, divided into 2 blocks of 30 videos each: 10 walking, 10 riding a bicycle, 10 driving a car. In each situation presented, we evaluated the performance of the participants carrying out the task of predicting the hazard and estimating the risk. In the second block, after they had carried out the task, we gave them feedback on their performance and let them see the whole video (i.e., checking what happened next). The results showed that the holistic test had acceptable psychometric properties (Cronbach's alpha = .846). The test was able to discriminate between the different conditions manipulated: a) between traffic hazards recorded from different perspectives: walking, riding a bicycle and driving a car; b) between participants with different user profiles: pedestrians, cyclists and drivers; c) between the two test blocks: the first evaluation only and the second combining evaluation with this complex intervention. We found modal bias effects in both Hazard Perception and Prediction; and in Risk Estimation.

The role of perceived pedestrian safety on designing safer built environments

OBJECTIVE

This study aimed to explore how pedestrians´ safety perception concerning the built environmental characteristics can assist in designing a safer built environment in an urban area in Mexico.

METHODS

The study involved two stages of data collection. In the first stage, a physical audit on selected urban roads was performed to assess the characteristics that may increase the perceived risk of a collision. An observational framework to evaluate the crossing areas, sidewalks and organizational factors was developed and used for data collection. In the second stage, an on-street questionnaire was applied to collect the perception of a group of 299 pedestrians about safety risks, road characteristics and their ideas for designing a safer built environment.

RESULTS

The physical road audit identified several features in the crossing areas and sidewalks, such as parked cars, movable and fixed obstacles, and lack of traffic signage, which may increase the risk of a pedestrian being involved in a collision. More than half of the road users who were interviewed either agree (27%) or strongly agree (29%) with the statement that crossing the roads in the area was safe. However, pedestrians also identified the following elements as detrimental for the safe use of roads: lack of traffic lights, too much traffic, lack of signs, and parked cars that obstruct visibility. Participants also raised issues beyond the physical infrastructure; for instance, a lack of respect shown by drivers to pedestrians. For designing a safer built environment, participants suggested several ideas highlighting pedestrianization of the road and widening the sidewalks, along with restricting parking of cars on the road.

CONCLUSIONS

This combination of findings provide valuable support for the premise that pedestrians may have a good sense of recognizing safety problems and the ability to see the solutions. Although the research was undertaken in the context of a municipality in Guadalajara, the role of pedestrian safety perception may be applicable in other urban settings in low and middle-income countries (LMICs), where local authorities are in charge of designing the road environment. This study highlights the relevance of including pedestrians' participation for a safer and human-centred design of our cities.

The adaptability and challenges of autonomous vehicles to pedestrians in urban China

China is the world's largest automotive market and is ambitious for autonomous vehicles (AVs) development. As one of the key goals of AVs, pedestrian safety is an important issue in China. Despite the rapid development of driverless technologies in recent years, there is a lack of researches on the adaptability of AVs to pedestrians. To fill the gap, this study would discuss the adaptability of current driverless technologies to China urban pedestrians by reviewing the latest researches. The paper firstly analyzed typical Chinese pedestrian behaviors and summarized the safety demands of pedestrians for AVs through articles and open database data, which are worked as the evaluation criteria. Then, corresponding driverless technologies are carefully reviewed. Finally, the adaptability would be given combining the above analyses. Our review found that autonomous vehicles have trouble in the occluded pedestrian environment and Chinese pedestrians do not accept AVs well. And more explorations should be conducted on standard human-machine interaction, interaction information overload avoidance, occluded pedestrians detection and nation-based receptivity research. The conclusions are very useful for motor corporations and driverless car researchers to place more attention on the complexity of the Chinese pedestrian environment, for transportation experts to protect pedestrian safety in the context of AVs, and for governors to think about making new pedestrians policies to welcome the upcoming driverless cars.

Pedestrian estimation of their crossing time on multi-lane roads

Estimation of one's own crossing time is an important process in making road-crossing decisions. This study evaluated the pedestrian's (esp. the elderly) ability to estimate crossing time in a field experiment. The estimated crossing time was measured by an interval production method (participants produced an interval to represent their estimated crossing time) and an imagined crossing method. The results showed that while young pedestrians generally had an accurate estimation of their crossing time, old pedestrians consistently underestimated the crossing time in both methods, especially at a wider road. What's worse, even fast walking cannot compensate for the large underestimation. Further analysis showed that although old pedestrians had the declined motor imagery ability and the worse general timing accuracy, none of them can account for the inaccuracy of estimation. These findings suggest that underestimation of crossing time may be one of the important reasons for the acknowledged risky road crossing decision-making in old pedestrians. It also calls for studies on assistive roadway designs and intervention programs targeting old pedestrians.

Underestimation tendencies of vehicle speed by pedestrians when crossing unmarked roadway

To make safe road crossing decisions, the pedestrians need to estimate the distance and speed of oncoming vehicles, in order to make conclusions about the available time gap they need for their road crossing. Since the speed represents combination of distance and time, we focused on pedestrians' ability to estimate the speed of the oncoming vehicles accurately. The aim of this study was to find some characteristics important for the speed mis-estimation tendencies and its values. Seventy participants estimated speed 3920 times in total. Research included three experiments. One vehicle participated in the first experiment, while second and third experiments involved two vehicles, with various combinations of vehicle positions and speeds. Initially it was determined that the pedestrians had tendencies to speed underestimation rather than its overestimation and accurate estimation. When the participants estimated the speed of one vehicle, they were more inclined to underestimation of higher speeds (over 50 km/h). On the other hand, in the situations where the participants estimated the speed of two vehicles, they showed a serious tendency towards underestimation of lower speeds (under 50 km/h) which was completely opposite. The factors such as driving experience, age and gender were identified as statistically important in terms of speed underestimation value. We determined that an increase in task complexity, with introduction of a larger number of vehicles, resulted in more severe speed underestimation. Finally, we identified some of the most risky traffic situations in terms of speed underestimation tendencies showed by our participants.

Risks to pedestrians in traffic systems with unfamiliar driving rules: a virtual reality approach

In this study, a virtual-reality (VR) pedestrian simulation method was used to evaluate the risks to pedestrians crossing streets in a traffic system with driving rules that were unfamiliar to them. Pedestrians from mainland China (which has a right-side driving (RD) system) and Hong Kong (which has a left-side driving (LD) system) were studied. Significant differences were observed between pedestrians from the different locations in terms of the direction in which the pedestrians habitually first looked before crossing. When exposed to an unfamiliar driving rule (i.e., traffic coming from an inconsistent direction in terms of participants' habitual driving system), the odds of participants from mainland China making an error in their looking behavior were 2.93 times those when exposed to a familiar driving rule. Road markings and traffic sound did not improve these participants' looking behavior. The results also show a negative correlation between inattentive looking behavior and time to collision (significant at the 1% level), as these errors lead to a shorter time to collision and increased the risk to pedestrians. The results of this study confirmed the risks for pedestrians traveling to places with unfamiliar driving rules and confirmed the existence of habitual looking behavior, and therefore provide evidence of the need for future studies to improve this problem. These may help decision makers take the risks of pedestrians from different driving rules into consideration in future traffic policymaking or traffic-facility improvements. The use of a VR simulation-based approach in this study provided a safe and controllable way to trial interventions and potential improvements without risking injury to participants, and thus may also be used for similar future studies.

Factors influencing pedestrians' decision to cross the road by risky rolling gap crossing strategy at intersections in Dhaka, Bangladesh

Pedestrian road-crossing strategy is one of the most important pedestrian road-crossing behaviors. The safety of the pedestrians often depends on it. Among the road-crossing strategies, rolling gap crossing strategy is the riskiest one. The objective of this research was to explore the factors that influenced pedestrians' decision to cross the road by rolling gap crossing at intersection. Data regarding road-crossing strategy of the pedestrians, their characteristics, their road-crossing behavior, intersection geometry, and traffic environmental condition were collected through videography survey method, on-site observation, and secondary source from six intersections of Dhaka, Bangladesh. A binary logistic regression model was developed in this study by using the collected data. Results of the developed model showed that seven statistically significant factors strongly influenced pedestrians' decision to cross the road by rolling gap crossing at intersections. These factors were intersection control type, median width, vehicle flow, available gap on the road, age group of the pedestrians, their crossing group size, and their behavior of crosswalk usage. The results of this study would help the policymakers to take proper interventions to alleviate pedestrian safety problems.

The paradox of pedestrian's risk aversion

Traffic accidents are becoming a significant cause for unnatural deaths around the world, with more than 1.25 million fatalities in road accidents each year, and over 20 million people severely injured. A large portion of accidents that result in fatalities involve interaction between vehicles and pedestrians. In the literature, researchers speculate on a wide range of reasons for these figures. This paper focuses on the relationship between pedestrians' urgency to cross a busy road and the resulting level of risk for an accident. The probability for an accident is determined by a prediction model for a collision between drivers and pedestrians at congested conflict spots. The model is based on a motion planner called the Probabilistic Navigation Function (PNF), initially designed for robot navigation in dynamic cluttered and uncertain environments. The model predicts pedestrians' trajectories when crossing a busy road in a sub-meter accuracy, based on the risk they are willing to take (a reflection of the level of urgency to cross the road). The paper describes an unexpected and surprising pedestrian behavior in simple road crossings scenarios. When the model is given a loose risk boundary (that reflects a high level of pedestrian urgency to cross), the resulting trajectory exposes the pedestrian to a lower risk compared with a trajectory constructed with a strict risk boundary (that reflects a more conservative pedestrian). This is equivalent to claiming that, paradoxically, pedestrians in some scenarios who are willing to take higher levels of risk, face a decreased probability for an accident while crossing a congested road. The paper introduces the PNF model for crossing pedestrians, analyses their performance in a set of simulations, and explains its rationale. Next, an analytic estimation for the risk level as a function of the crossing angle of the selected trajectory is provided. A series of experiments conclude the paper and support the claim that this phenomenon is frequent among crossing pedestrians. The experimental results suggest that in some common scenarios, more cautious pedestrians may lower the initial risk for an accident at the expense of a total higher risk for an accident during the entire road crossing process, compared with a pedestrian who takes an initial higher level of risk that results in, overall, a decreased probability for an accident. A statistical analysis implies that there are significant differences in this occurrence between adults and children.

Investigation of traffic and safety behavior of pedestrians while texting or web-surfing

Objective: More and more pedestrians use mobile phones in their daily traffic activities by the roadside or even when crossing the street. The objective of this research is to examine pedestrians' traffic and safety behavior while texting or web-surfing, when crossing signalized intersections.Methods: In order to compare the behavior of distracted and non-distracted pedestrians, an experimental process through video recording was carried out in real road conditions, in three signalized intersections in the center of Athens in Greece. Demographic and behavioral characteristics were observed, including use of mobile device. For the statistical analysis, two multiple linear regression models were developed to investigate the association of pedestrians' speed and distraction caused by mobile phone use. Additionally, binary logistic regression models were developed in order to determine the influence of distraction on pedestrians' safety characteristics and more specifically on near misses with oncoming vehicles.Results: Observers recorded crossing behaviors for 2,280 pedestrians and noticed that nearly one-fifth (16.6%) of them performed a phone-distracting activity while crossing. Distractions included texting or web-surfing (6.3%), listening to music (5.4%) and using a handheld phone (4.9%). Τhis research indicated that distraction caused by texting or web-surfing had a negative impact on pedestrians' main traffic and safety characteristics. Results pointed out that in high pedestrian traffic, distracted pedestrians who were texting or web-surfing on their mobile phone present lower speed than non-distracted pedestrians, regardless of their age, as they may be not aware of traffic conditions due to distraction and therefore, they have higher crossing times. Furthermore, their probability of a near miss increases with increasing pedestrian volume as the more pedestrians who occupy the pedestrian crossing the more difficult is for them to observe carefully the rest traffic.Conclusions: Mobile phones are integral to contemporary daily life and their use and penetration is increasing rapidly as well. For this reason, it is crucial to investigate the impacts of distracted walking on pedestrians' traffic and safety behavior. Various measures and strategies should be implemented and further research should be conducted as texting and web-surfing distraction is associated with a rather high risk.

How do fatalistic beliefs affect the attitudes and pedestrian behaviours of road users in different countries? A cross-cultural study

This paper reports on an exploratory investigation of the influence of five different fatalistic belief constructs (divine control, luck, helplessness, internality, and general fatalism) on three classes of self-reported pedestrian behaviours (memory and attention errors, rule violations, and aggressive behaviours) and on respondents' general attitudes to road safety, and how relationships between constructs differ across countries. A survey of over 3400 respondents across Bangladesh, China, Kenya, Thailand, the UK, and Vietnam revealed a similar pattern for most of the relationships assessed, in most countries; those who reported higher fatalistic beliefs or more external attributions of causality also reported performing riskier pedestrian behaviours and holding more dangerous attitudes to road safety. The strengths of relationships between constructs did, however, differ by country, behaviour type, and aspect of fatalism. One particularly notable country difference was that in Bangladesh and, to a lesser extent, in Kenya, a stronger belief in divine influence over one's life was associated with safer attitudes and behaviours, whereas where significant relationships existed in the other countries the opposite was true. In some cases, the effect of fatalistic beliefs on self-reported behaviours was mediated through attitudes, in other cases the effect was direct. Results are discussed in terms of the need to consider the effect of locus of control and attributions of causality on attitudes and behaviours, and the need to understand the differences between countries therein.

Cross-cultural differences in pedestrian behaviors in relation to values: A comparison of five countries

This study compared pedestrian behaviors in five countries (Estonia, Greece, Kosovo, Russia, and Turkey) and investigated the relationships between these behaviors and values in each country. The study participants were 131 pedestrians for Estonia, 249 for Greece, 112 for Kosovo, 176 for Russia, and 145 for Turkey. The principal component analyses revealed that the four-factor structure of the Pedestrian Behavior Scale (PBS) was highly consistent across the five countries. ANCOVA results revealed significant differences between countries on the PBS items and scale scores. Specifically, Greek and Turkish participants reported transgressive pedestrian behaviors more frequently than Estonian, Kosovar, and Russian pedestrians while Kosovar participants reported transgressive pedestrian behaviors less frequently than Estonian pedestrians. In addition, Turkish and Russian pedestrians reported lapses and aggressive behaviors more frequently than Estonian, Greek, and Kosovar pedestrians. Finally, Turkish and Estonian pedestrians reported positive behaviors more frequently than Kosovar pedestrians. Unexpectedly, the regression analyses showed that values have varying effects on pedestrian behavior in the five countries. That is, context or country may determine the effect of values on pedestrian behaviors. The results are discussed in relation to the previous literature.

Road crossing decisions in real and virtual environments: A comparative study on simulator validity

Virtual reality (VR) is a valuable tool for the assessment of human perception and behavior in a risk-free environment. Investigators should, however, ensure that the used virtual environment is validated in accordance with the experiment's intended research question since behavior in virtual environments has been shown to differ to behavior in real environments. This article presents the street crossing decisions of 30 participants who were facing an approaching vehicle and had to decide at what moment it was no longer safe to cross, applying the step-back method. The participants executed the task in a real environment and also within a highly immersive VR setup involving a head-mounted display (HMD). The results indicate significant differences between the two settings regarding the participants' behaviors. The time-to-contact of approaching vehicles was significantly lower for crossing decisions in the virtual environment than for crossing decisions in the real one. Additionally, it was demonstrated that participants based their crossing decisions in the real environment on the temporal distance of the approaching vehicle (i.e., time-to-contact), whereas the crossing decisions in the virtual environment seemed to depend on the vehicle's spatial distance, neglecting the vehicle's velocity. Furthermore, a deeper analysis suggests that crossing decisions were not affected by factors such as the participant's gender or the order in which they faced the real and the virtual environment.

Investigating pedestrian waiting time at semi-controlled crossing locations: Application of multi-state models for recurrent events analysis

"Semi-controlled" crosswalks are unsignalized, but clearly marked with "yield to pedestrian within crosswalk" signs. Ideally, pedestrians can cross the street immediately after they arrive at the curb. However, real world observations show that pedestrians and vehicles are often involved in non-verbal "negotiations" to decide who should proceed first. This kind of "negotiation" often causes delays for both parties and may lead to unsafe situations. The study in this paper was based on video recordings of the waiting behaviors of 2059 pedestrians interacting with 1003 motorists at selected semi-controlled crosswalks. One such location experienced a conversion from one-way operation to two-way operation, which provided a rare opportunity for a before-and-after study at that location. Multi-state Markov models were introduced as a novel approach to correlate the dynamic process between recurrent events. Time-varying covariates related to pedestrian characteristics, traffic condition, and vehicle dynamics (distance and speed) turned out to be significant. The analytical method developed in this study provides a tool to dynamically model pedestrian waiting decisions with uncertainties. Model results reveal that, after the conversion from one-way to two-way operation, the probability of a pedestrian accepting a lag decreases from 69.7% to just below 60% on the same street. In addition, pedestrians are more hesitant to cross a two-way street than a one-way street. Countermeasures that increase motorist yielding rate or reduce pedestrian confusion will enhance safety such crossing locations.

Pedestrian distraction: The effects of road environment complexity and age on pedestrian's visual attention and crossing behavior

INTRODUCTION

Little is known about how characteristics of the environment affect pedestrians' road crossing behavior.

METHOD

In this work, the effect of typical urban visual clutter created by objects and elements in the road proximity (e.g., billboards) on adults and children (aged 9-13) road crossing behavior was examined in a controlled laboratory environment, utilizing virtual reality scenarios projected on a large dome screen.

RESULTS

Divided into three levels of visual load, results showed that high visual load affected children's and adults' road crossing behavior and visual attention. The main effect on participants' crossing decisions was seen in missed crossing opportunities. Children and adults missed more opportunities to cross the road when exposed to more cluttered road environments. An interaction with age was found in the dispersion of the visual attention measure. Children, 9-10 and 11-13 years old, had a wider spread of gazes across the scene when the environment was highly loaded-an effect not seen with adults. However, unexpectedly, no other indication of the deterring effect was found in the current study. Still, according to the results, it is reasonable to assume that busier road environments can be more hazardous to adult and child pedestrians. Practical Applications: In that context, it is important to further investigate the possible distracting effect of causal objects in the road environment on pedestrians, and especially children. This knowledge can help to create better safety guideline for children and assist urban planners in creating safer urban environments.

The light is red: Uncertainty behaviours displayed by pedestrians during illegal road crossing

Road accidents involving pedestrians are a reality of urban life. Pedestrian risk is now well known and documented from the perspective of drivers. However, pedestrian behaviour plays a central role in road accidents, notably in terms of illegal road crossing at signalized intersections. This study focuses on pedestrians crossing illegally at a signal light, and specifically investigates uncertainty behaviour, also referred to as hesitation, which occurs when a pedestrian slows down or stops his/her crossing movement then (1) abandons the crossing by returning to the kerb or (2) accelerates to cross the road more quickly. We sought to understand the causes of this behaviour in France and Japan, two countries where interesting differences have already been demonstrated in the way pedestrians behave. The results show a longer period of uncertainty for pedestrians in Japan compared to France. Japanese pedestrians also hesitated longer when they were alone. This study demonstrates a tendency to speed up if there are a number of pedestrians already crossing the road, but abandoning behaviours were more frequently observed than acceleration. This study confirms that pedestrians may misevaluate the moment to cross and hesitate when they realise that they have made a mistake, thus increasing the risk of an accident. These results could help to find solutions that prevent illegal and dangerous road-crossing behaviours.

Understanding complex traffic road scenes: The case of child-pedestrians' hazard perception

INTRODUCTION

Understanding the shortcomings of child-pedestrians in evaluating traffic situations may contribute to producing intervention techniques that may increase their awareness to potential hazards as well as inform and inspire designers of autonomous vehicle and infrastructure systems to deal with the complications of crossing pedestrians.

METHOD

The present work examined pedestrians' hazard-perception (HP) skills in complex traffic scenes. Two experiments explored how pedestrians' HP abilities vary with age and experience. In the first, adults and youngsters (7-13-year-olds) were presented with pairs of photographs displaying traffic situations and instructed to compare between the hazard levels of the two. Findings revealed a marked trend where experienced-adults tended to rate photographs depicting field of view partially obscured by parked vehicles as more hazardous. Moreover, adults tended to rate photographs depicting vehicles closer to the crossing site as more hazardous. Lastly, adults tended to rate photographs depicting complex configurations like traffic circles, as more hazardous than T-junctions.

RESULTS

Findings suggested that youngsters may be highly influenced by cueing. Next, pedestrians' HP was tested using a crossing decision task. Participants observed traffic scenes presented in a dynamic simulated environment of an urban road from a pedestrian's perspective and pressed a response button whenever they assumed it was safe to cross. Compared to experienced-adults and 7-8-year-olds, 9-13-year-olds presented a less decisive performance. Compared to previous findings regarding simpler road crossing configurations, most participants, regardless of age, related more to the approaching vehicles and presence of a pedestrian crossing while refraining from addressing the road configuration. Implications for road-safety are discussed.

Using virtual reality to identify and modify risky pedestrian behaviors amongst Chinese children

Objective: China has a high fatality rate for child pedestrians, which highlights the necessity of implementing more effective pedestrian safety training programs in elementary schools. We thus investigated the efficacy of using virtual reality (VR) as an instructional technology to identify and modify risky pedestrian behaviors among Chinese children.Methods: Seventy-nine children (grades 1 through 3) from three elementary schools in Hubei province participated and were categorized into urban (n = 20), migrant (n = 29), or rural (n = 30) students based on the schools' locations. They completed a VR program comprising three street-crossing challenges to measure five pedestrian behaviors. The participants first attempted to complete the challenges by themselves in the first-time trial (T1) and then engaged in a personalized debriefing session before undertaking the challenges a second time (T2). Pedestrian performance for the two trials was compared by school location and grade level as between-subjects factors, and the rationale behind risky pedestrian behaviors was inductively analyzed.Results: Three risky pedestrian behaviors were observed in the program: dashing into the street, crossing on a blinking green light, and failing to check for traffic. Potential reasons for these behaviors included a lack of knowledge of road signs and traffic rules and the absence of daily adult supervision. The overall pedestrian performance increased from T1 to T2 with a moderate effect size (Ƞ_p² = 0.59, p < .001). A significant main effect of the trials was found for the three pedestrian behaviors (for all values, p < .001); however, interactions of trial by location and trial by grade were nonsignificant in all univariate tests (for all values, p ≥ .05).Conclusions: VR is an effective technology to diagnose and correct risky pedestrian behaviors among Chinese children when accompanied with individual debriefing and repetitive practices. School location and grade level had no significant influence on children's pedestrian performance and learning outcomes, indicating the ubiquity of the pedestrian safety problem and the need for more effective instructional interventions.

Assessing pedestrian safety across modalities via a simulated vehicle time-to-arrival task

Pedestrians must use a variety of visual and auditory cues when determining safe crossing opportunities. Although vision has received a bulk of the attention in research on pedestrian safety, the examination of both vision and audition are important to consider. Environmental, intrapersonal, and cognitive qualities of a pedestrian context may limit the use of one or both perceptual modalities. Across two experiments, we examined the impact of perceptual constraints on pedestrian safety by measuring the accuracy of vehicle time-to-arrival estimates in a virtual environment when vehicles were only visible, only audible, or both visible and audible. In both experiments, participants estimated the time-to-arrival of vehicles moving at one of two speeds (8-kph, 40-kph). In the second experiment, we introduced ambient traffic noises to examine the impact of environmentally relevant traffic noises on pedestrian perception. Results suggest seeing a vehicle is more advantageous than hearing a vehicle when interacting with traffic, especially in the presence of ambient sound. Both experiments resulted in more accurate time-to-arrival estimates in the visual and mixed conditions than in the auditory-only condition. Implications for pedestrian safety and future research are discussed.

Pedestrians distracted by their smartphone: Are in-ground flashing lights catching their attention? A laboratory study

Pedestrian distraction is a growing road safety concern worldwide. While there are currently no studies linking distraction and pedestrian crash risk, distraction has been shown to increase risky behaviours in pedestrians, for example, through reducing visual scanning before traversing an intersection. Illuminated in-ground Light Emitting Diodes (LEDs) embedded into pathways are an emerging solution to address the growing distraction problem associated with mobile use while walking. The current study sought to determine if such an intervention was effective in attracting the attention of distracted pedestrians. We conducted a controlled laboratory study (N = 24) to evaluate whether pedestrians detected the activation of flashing LEDs when distracted by a smartphone more accurately and efficiently when the lights were located on the floor compared to a control position on the wall. Eye gaze movements via an eye tracker and behavioural responses via response times assessed the detection of these flashing LEDs. Distracted participants were able to detect the activation of the floor and wall-mounted LEDs with accuracies above 90%. The visual and auditory distraction tasks increased reaction times by 143 and 124 ms, respectively. Even when distracted, performance improved with floor LEDs close to participants, with reaction time improvements by 43 and 159 ms for the LEDs 2 and 1 ms away from the participant respectively. The addition of floor LED lights resulted in a performance similar to the one observed for wall-mounted LEDs in the non-distracted condition. Moreover, participants did not necessarily need to fixate on the LEDs to detect their activation, thus were likely to have detected them using their peripheral vision. The findings suggest that LEDs embedded in pathways are likely to be effective at attracting the attention of distracted pedestrians. Further research needs to be conducted in the field to confirm these findings, and to evaluate the actual effects on behaviour under real-world conditions.

Comparison of in-sight and handheld navigation devices toward supporting industry 4.0 supply chains: First and last mile deliveries at the human level

Last (and First) mile deliveries are an increasingly important and costly component of supply chains especially those that require transport within city centres. With reduction in anticipated manufacturing and delivery timescales, logistics personnel are expected to identify the correct location (accurately) and supply the goods in appropriate condition (safe delivery). Moving towards more environmentally sustainable supply chains, the last/first mile of deliveries may be completed by a cyclist courier which could result in significant reductions in congestion and emissions in cities. In addition, the last metres of an increasing number of deliveries are completed on foot i.e. as a pedestrian. Although research into new technologies to support enhanced navigation capabilities is ongoing, the focus to date has been on technical implementations with limited studies addressing how information is perceived and actioned by a human courier. In the research reported in this paper a comparison study has been conducted with 24 participants evaluating two examples of state-of-the-art navigation aids to support accurate (right time and place) and safe (right condition) navigation. Participants completed 4 navigation tasks, 2 whilst cycling and 2 whilst walking. The navigation devices under investigation were a handheld display presenting a map and instructions and an in-sight monocular display presenting text and arrow instructions. Navigation was conducted in a real-world environment in which eye movements and device interaction were recorded using Tobii-Pro 2 eye tracking glasses. The results indicate that the handheld device provided better support for accurate navigation (right time and place), with longer but less frequent gaze interactions and higher perceived usability. The in-sight display supported improved situation awareness with a greater number of hazards acknowledged. The benefits and drawbacks of each device and use of visual navigation support tools are discussed.

Intrinsic group behaviour II: On the dependence of triad spatial dynamics on social and personal features; and on the effect of social interaction on small group dynamics

In a follow-up to our work on the dependence of walking dyad dynamics on intrinsic properties of the group, we now analyse how these properties affect groups of three people (triads), taking also in consideration the effect of social interaction on the dynamical properties of the group. We show that there is a strong parallel between triads and dyads. Work-oriented groups are faster and walk at a larger distance between them than leisure-oriented ones, while the latter move in a less ordered way. Such differences are present also when colleagues are contrasted with friends and families; nevertheless the similarity between friend and colleague behaviour is greater than the one between family and colleague behaviour. Male triads walk faster than triads including females, males keep a larger distance than females, and same gender groups are more ordered than mixed ones. Groups including tall people walk faster, while those with elderly or children walk at a slower pace. Groups including children move in a less ordered fashion. Results concerning relation and gender are particularly strong, and we investigated whether they hold also when other properties are kept fixed. While this is clearly true for relation, patterns relating gender often resulted to be diminished. For instance, the velocity difference due to gender is reduced if we compare only triads in the colleague relation. The effects on group dynamics due to intrinsic properties are present regardless of social interaction, but socially interacting groups are found to walk in a more ordered way. This has an opposite effect on the space occupied by non-interacting dyads and triads, since loss of structure makes dyads larger, but causes triads to lose their characteristic V formation and walk in a line (i.e., occupying more space in the direction of movement but less space in the orthogonal one).

Risk perception, worry, and pedestrian behaviour in the Norwegian population

The aim of the study was to investigate the association between pedestrians' risk perception and worry, and how worry influence pedestrians' behaviour. Worry is regarded as a feeling that emerges as a result of an individual's cognitive assessment of risk. The study was based on a questionnaire survey carried out among a representative sample (n = 2000) of the Norwegian population. The results showed differences in how people perceived risk and how worried they were about being exposed to different hazards (traffic accident, harassment, theft, and terror) as a pedestrian during night-time and daytime. As expected, pedestrians perceived their risk as higher and were more worried being exposed to hazards during night-time than in daytime. Structural equation modelling (SEM) revealed that risk perception was a significant predictor variable for worry during both night-time and daytime. Additionally, worry was found to influence pedestrian behaviour. Worry was moderately associated with walking frequency during night-time, and how often individuals walked alone outdoors during night-time. These associations were stronger for people without access to a private car. No associations were found between worry and walking frequency during daytime. The results of the study contribute to the understanding of the association between pedestrians' risk perceptions and worry, and how worry influence walking frequency. From both a pro-environmental and a health promoting perspective, it is important that people choose to walk or cycle for their daily travels.

Elderly pedestrians' self-regulation failures and crash involvement: The development of typologies

The present study aims to identify, study, and develop typologies based on cases of elderly pedestrian collisions with vehicles where the pedestrians subjectively ascribe the collision at least in part to their own self-regulation failures. Semistructured interview surveys were conducted with 18 elderly people who had experienced a crash with a vehicle as a pedestrian aged 65 years or older. Personal construct theory is adopted as the theoretical underpinning, and it is assumed that pedestrians have their own subjective ways of making sense of the crashes they are involved in. It was found that 11 of the 18 participants ascribed the crashes at least in part to their own self-regulation failures. Cognitive maps of the 11 participants had a common structure, and the associated 11 incidents were classified with respect to the following dimensions: (a) self-regulation type, (b) self-regulation motivation, (c) cause of self-regulation failure, and (d) characteristics of the collisions that occurred after the self-regulation failure. Based on these findings, practical implications are found, and corresponding interventions that may reduce elderly pedestrian-vehicle crashes of this type are discussed. Specifically, this study demonstrates the necessity of education or other intervention that goes beyond informing elderly pedestrians of what is right and wrong in traffic environments. Another critical result-the need to motivate elderly pedestrians to respect and adhere to their own highly personal self-regulation, even if it is not against the social norms-is also presented and discussed.

Visual search strategies in a shared zone in pedestrians with and without intellectual disability

People with intellectual disability (ID) may find shared zones troublesome to negotiate because of the lack of the traditional clearly defined rules and boundaries. With the built environment identified as a barrier to active travel and community access, it is vital to explore how pedestrians with ID navigate shared zones to ensure that this group is not placed in harm's way or discouraged from active travel because of the implications of shared zones. This study investigated the visual strategies of 19 adults with ID and 21 controls who wore head mounted eye trackers in a Shared Zone and at a zebra crossing (as a contrast traffic environment). In total 4750 valid fixations were analysed. Participants with ID fixated on traffic relevant objects at a rate of 68 percent of the control participants. Furthermore, the males with ID were 9(4.4-18.7) times more likely to fixate on non-traffic relevant objects compared with traffic relevant objects, much higher odds than that of females with ID 1.8(0.4-1.7). Zebra crossings appeared to act as a cue, drawing pedestrians' visual attention to the traffic environment, with both groups more likely to look at traffic relevant objects on/at the zebra crossing (66%: 34%). Future implementation of shared zones needs to be carefully considered in relation to the safety of road users with ID and their capacity to identify and assess salient environmental information.

A comparative study of safe and unsafe signalized intersections from the view point of pedestrian behavior and perception

Signalized intersections with marked crosswalks enhance pedestrian safety by providing the designated right of way to pedestrians. However, a significant number of pedestrian fatalities occur at signalized intersections, which may primarily be due to pedestrians' violation behaviors. Since pedestrians' fatalities are not uniform across signalized intersections in a city, it may be expected that violations would also vary across the sites. It is thus worthwhile to investigate if the pedestrian signal violation is a good surrogate for fatal pedestrian crashes at signalized intersections, and if so, what behavioral, spatial, and built environment related factors influence such violations. To this end, present study analyzes pedestrian behavior and perceptions across twenty-four signalized intersections in Kolkata city, India, out of which twelve intersections did not record any fatal pedestrian crashes between 2011 and 2016 and the remaining twelve experienced at least three or more fatal pedestrian crashes over the same period. Using data from the video-graphic survey at these twenty-four signalized intersections violation behaviors are extracted along with personal attributes at the pedestrian level. Further, pedestrian perception surveys are carried out at each of the twenty-four sites, to obtain a user's perception of safety and satisfaction. Results indicate that pedestrians' signal violations behavior and dissatisfaction are statistically significantly higher at locations with recorded fatal pedestrian crashes. Results from different models and analysis clearly pointed out several planning and design deficiencies such as longer waiting time before crossing, higher pedestrian-vehicular interaction, pedestrian's state of crossing, and a number of personal level attributes such as pedestrian's intended mode of transportation and their state of journey, pedestrian's home location, pedestrian's socio-demographic characteristics as important predictors of pedestrians' violation behavior. The methodology and findings are useful not only for proactive safety improvement at signalized intersections but also to proactively identify potential unsafe sites.

Vulnerable road users in low-, middle-, and high-income countries: Validation of a Pedestrian Behaviour Questionnaire

The primary aim of this study was to validate the short version of a Pedestrian Behaviour Questionnaire across six culturally and economically distinct countries; Bangladesh, China, Kenya, Thailand, the UK, and Vietnam. The questionnaire comprised 20 items that asked respondents to rate the extent to which they perform certain types of pedestrian behaviours, with each behaviour belonging to one of five categories identified in previous literature; violations, errors, lapses, aggressive behaviours, and positive behaviours. The sample consisted of 3423 respondents across the six countries. Confirmatory factor analysis was used to assess the fit of the data to the five-factor structure, and a four-factor structure in which violations and errors were combined into one factor (seen elsewhere in the literature). For some items, factor loadings were unacceptably low, internal reliability was low for two of the sub-scales, and model fit indices were generally unacceptable for both models. As such, only the violations, lapses, and aggressions sub-scales were retained (those with acceptable reliability and factor loadings), and the three-factor model tested. Although results suggest that the violations sub-scale may need additional attention, the three-factor solution showed the best fit to the data. The resulting 12-item scale is discussed with regards to country differences, and with respect to its utility as a research tool in cross-cultural studies of road user behaviour.

Pedestrian overpass use and its relationships with digital and social distractions, and overpass characteristics

Pedestrian deaths and injuries are a major health issue in both developed and developing countries. In Vietnam, pedestrians account for about 10-11% of all road traffic deaths, while their travel distance contributes to approximately 2.4% of the total distance travelled by all modes. This paper aims to explore the use of pedestrian overpasses and identify influencing factors, particularly with regards to social and digital distractions, and overpass characteristics. An observational survey was conducted in Hanoi, Vietnam, in March 2017 at ten pedestrian overpasses. Behaviours of 608 pedestrians, including those who used an overpass to cross and those who illegally crossed, were observed. The rates of overpass usage varied significantly, between 35.9% and 96.5%. Modelling results suggest that pedestrians tended to compensate for the risks of illegal crossing by forming group and avoiding digital and social distractions (i.e., calling, operating a mobile phone's screen, listening to music, or talking to other pedestrians while crossing). In addition, overpass usage decreased with taller overpasses, but increased with wider overpasses. Effects of gender, weather, and illegal crossing speed on overpass use were also discussed.