Search

Lack of visibility is one of the challenges that impact drivers' ability to perform driving tasks at night. Although prior studies indicated that lighting increases nighttime safety, lighting at stop-controlled intersections is not mandatory according to many U.S. states' guidelines. This paper aims to investigate the impact of different lighting conditions on safety-related driving behavior during nighttime at stop-controlled intersections. The data were collected using a driving simulator experiment where participants drove through several intersections during daytime, nighttime without lighting, nighttime with partial lighting, and nighttime with full lighting. Collected measures included speed, time-to-collision (TTC), and post-encroachment time (PET). TTC/PET were used as safety surrogate measures to evaluate the impact of lighting on drivers' safety. The results indicated that TTC/PET were higher during daytime and nighttime with partial/full lighting. Furthermore, the findings revealed that lower speeds were recorded at nighttime with partial/full lighting. Kruskal–Wallis test revealed that TTC/PET medians for nighttime without lighting were statistically significantly different from TTC/PET medians of the remaining lighting conditions. Moreover, negative binomial modeling indicated that lack of lighting and speed had inverse correlation with TTC. In summary, the results revealed that street lighting at stop-controlled intersections provided 37% increase in TTC, 15% increase in PET, and 15% reduction in speed. [ABSTRACT FROM AUTHOR]

A survey was carried out in Rome to investigate whether street luminance affects pedestrians’ comfort, visibility and perception. Forty people walked five roads and assessed on a questionnaire their walking comfort, visibility of people and background, perception of lighting intensity and uniformity. Results indicated that walking comfort was affected by mean luminance of whole scene, of sidewalk, of lateral wall and of human body; luminance also influenced the perception of street lighting intensity and uniformity and, to a lesser extent, the visibility of other people and of background. [ABSTRACT FROM AUTHOR]

Ubiquitous street lighting is essential for urban areas. While nowadays, LED-based "smart lamps" are commercially available, municipalities can only switch to them in the long run due to financial constraints. Especially, older types of lamps require frequent bulb replacements to maintain the lighting infrastructure's function. To speed up the detection of defects and enable better planning, a non-invasively retrofittable IoT sensor solution is proposed that monitors lamps for defects via visible light sensors, communicates measurement data wirelessly to a central location via LoRaWAN, and processes and visualizes the resulting information centrally. The sensor nodes are capable of automatically adjusting to shifting day- and nighttimes thanks to a second sensor monitoring ambient light. The work specifically addresses aspects of energy efficiency essential to the battery-powered operation of the sensor nodes. Besides design considerations and implementation details, the paper also summarizes the experimental validation of the system by way of an extensive field trial and expounds upon further experiences from it. [ABSTRACT FROM AUTHOR]

The need for certification standards for new convergence products, such as a smart LED streetlight system, has been identified as a critical issue. This study proposes simulation modeling for smart LED streetlight systems and suggests three certification standards: the minimum time to initiate dimming-up, the duration of the dimming-up period, and the number of concurrently controlled streetlights. We utilized Relux to model streetlights and roads in terms of luminance levels, and used analytical formulas to compute the braking distances of oncoming vehicles. The two models were integrated into a smart LED streetlight system model using Simio. Simulation experiments were conducted with two objectives: to provide certification standards, and to apply and verify them in real-world cases. We experimented with 630 scenarios, modeling various dynamic situations involving roads and vehicles, and applied the model to two actual roads in the Republic of Korea to test its validity. The model was subsequently applied to roads for which traffic-volume data were available, to determine potential energy savings. The proposed simulation method can be applied to a smart LED streetlight system and to new products that lack certification standards. Furthermore, the proposed certification standards offer alternative approaches to operating streetlight systems more efficiently. [ABSTRACT FROM AUTHOR]

The assumption that vegetation improves air quality is prevalent in scientific, popular, and political discourse. However, experimental and modeling studies show the effect of green space on air pollutant concentrations in urban settings is highly variable and context specific. We revisited the link between vegetation and air quality using satellite-derived changes of urban green space and air pollutant concentrations from 2,615 established monitoring stations over Europe and the United States. Between 2010 and 2019, stations recorded declines in ambient NO2, (particulate matter) PM10, and PM2.5 (average of −3.14% y−1), but not O3 (+0.5% y−1), pointing to the general success of recent policy interventions to restrict anthropogenic emissions. The effect size of total green space on air pollution was weak and highly variable, particularly at the street scale (15 to 60 m radius) where vegetation can restrict ventilation. However, when isolating changes in tree cover, we found a negative association with air pollution at borough to city scales (120 to 16,000 m) particularly for O3 and PM. The effect of green space was smaller than the pollutant deposition and dispersion effects of meteorological drivers including precipitation, humidity, and wind speed. When averaged across spatial scales, a one SD increase in green space resulted in a 0.8% (95% CI: −3.5 to 2%) decline in air pollution. Our findings suggest that while urban greening may improve air quality at the borough-to-city scale, the impact is moderate and may have detrimental street-level effects depending on aerodynamic factors like vegetation type and urban form. [ABSTRACT FROM AUTHOR]

Evidence about the relationship between lighting and crime is mixed. Although a review of evidence found that improved road / street lighting was associated with reductions in crime, these reductions occurred in daylight as well as after dark, suggesting any effect was not due only to changes in visual conditions. One limitation of previous studies is that crime data are reported in aggregate and thus previous analyses were required to make simplifications concerning types of crimes or locations. We will overcome that by working with a UK police force to access records of individual crimes. We will use these data to determine whether the risk of crime at a specific time of day is greater after dark than during daylight. If no difference is found, this would suggest improvements to visual conditions after dark through lighting would have no effect. If however the risk of crime occurring after dark was greater than during daylight, quantifying this effect would provide a measure to assess the potential effectiveness of lighting in reducing crime risk after dark. We will use a case and control approach to analyse ten years of crime data. We will compare counts of crimes in 'case' hours, that are in daylight and darkness at different times of the year, and 'control' hours, that are in daylight throughout the year. From these counts we will calculate odds ratios as a measure of the effect of darkness on risk of crime, using these to answer three questions: 1) Is the risk of overall crime occurring greater after dark than during daylight? 2) Does the risk of crime occurring after dark vary depending on the category of crime? 3) Does the risk of crime occurring after dark vary depending on the geographical area? [ABSTRACT FROM AUTHOR]

The article presents selected results of research on improving pedestrian traffic safety. Based on annually-updated accident statistics made available by the police, as well as the new pedestrian traffic regulations in force, detailed work was undertaken to assess the level of visibility of pedestrians by drivers in pedestrian crossing areas. The research was carried out by analyzing several characteristic cases of pedestrian crossings occurring in Poland, in which there was only dedicated lighting for crossings, only street lighting, and a variant of coexistence of both of the above lighting solutions. Illuminance measurements were made in the horizontal and vertical planes of pedestrian crossings, and the results were confronted with the relevant guidelines. The next step involved a complementary measurement of the luminance distribution of the vertical plane containing the pedestrian and a portion of the sub- and super-horizontal background. Visibility pedestrians was considered in positive and negative contrast variants, and was then related to the obtained results of the illumination distribution. The analysis of the results of the study indicated the possibility of limited visibility of pedestrians at the crossings despite the satisfactory results obtained from measurements of the illuminance distribution within the crossings. [ABSTRACT FROM AUTHOR]

• Novel study of pedestrian crash severity based on traveled distance. • 25 % of severe crashes near homes; 50 % within 0.8434 miles. • Insights into spatial patterns of pedestrian crashes. Pedestrian safety remains a significant concern, with the growing number of severe pedestrian crashes resulting in substantial human and economic costs. Previous research into pedestrian crashes has extensively analyzed the influences of weather, lighting, and pedestrian demographics. However, these studies often overlook the critical spatial variables that contribute to pedestrian crashes. Our study aims to explore these overlooked spatial variables by examining the distance pedestrians travel before encountering a severe crash. This approach provides a supplementary perspective in safety analysis, emphasizing the importance of pedestrian movement patterns. The model considers various factors that may influence pedestrian traveled distance before being involved in a severe crash, such as weather conditions, lighting conditions, and pedestrian demographics. Ohio's pedestrian-involved crashes were gathered and analyzed as a case study. The results indicated that 50 % of fatal pedestrian crashes occurred within 0.84 miles of the pedestrians' residences. Moreover, it was shown that factors including lighting condition, pedestrian age, drug toxication, and the location at impact significantly influence the pedestrians traveled distance. These findings provide valuable insights into the spatial distribution of pedestrian crashes and shed light on the factors contributing to their severity. By understanding these relationships, policymakers and urban planners can design targeted interventions such as improving street lighting, implementing traffic calming measures, and developing safety awareness campaigns for specific age groups, to enhance pedestrian safety and reduce the incidence of severe crashes. [ABSTRACT FROM AUTHOR]

High levels of Fear of Crime (FOC) are associated with people engaging with their community less, lower use of public spaces, and a general sense of overall anxiety. In short, such fear may reduce the livability of an area. The primary goal of this research was to examine the potential consequences of environmental interventions intended to reduce crime on FOC and perceived livability of the area. Using immersive Virtual Reality (VR) technology, in two studies we examined how environmental interventions in residential neighborhoods influence FOC. In Study 1, we examined how motion-activated, dynamic street lighting and sound may decrease FOC. In Study 2, we applied an adapted 'watching eyes' intervention and examined how it may inadvertently increase FOC in a neighborhood. In Study 1 the intervention did not affect feelings of safety. In Study 2, the 'watching eyes' intervention indirectly increased FOC via feelings of being watched. In the Discussion, we highlight the importance of better understanding the boundary conditions of such environmental interventions. • In two Virtual Reality Experiments we examined how environmental interventions influence Fear of Crime. • In study 1, manipulated lighting and sound did not influence Fear of crime. • In study 2, a Watching-eyes intervention indirectly increased Fear of Crime via feelings of being watched. • Watching-eyes interventions aimed at reducing crime may indirectly increase the Fear of Crime. • Researchers should examine the boundary conditions and potential unintended consequences of environmental interventions. [ABSTRACT FROM AUTHOR]

Lighting systems, as one of the biggest energy consumers on a global scale, are being upgraded based on innovative energy-saving (hereafter E-saving), energy-efficiency (E-efficiency), and energy-cost (E-cost) reduction schemes. According to research, among lighting systems, public lighting systems (PLSs) have significant potential for such energy projects. It can be realized through smart dimming, installing light-emitting diode (LED) luminaries, using renewable energy, etc. Accordingly, this work reviews the E-saving, E-efficiency, and E-cost reduction schemes for real-world PLSs by giving related techno-economic formulation. In this regard, smart control/dimming approaches via combined Internet of Things and wireless technologies, installing LED luminaires, optimal layout design, reactive power compensation, etc., are discussed by reporting the saving potentials, the payback period of the investment, and carbon reduction effects. Moreover, the use of renewable energy (including photovoltaic panels, wind turbines, pump- as -turbine systems, biomass plants, etc.) integrated with batteries to power PLSs is discussed by giving the E-cost reduction potential. Moreover, the pros/cons of previous works, the key findings of this review work, and recommendations for future works are outlined. This work shows future research directions, identifies high-potential energy projects for energy planners, and outlines the importance of renewable energy in making PLSs more environmentally friendly. Moreover, the role of energy policymakers' financial support in expediting the widespread enforcement of energy projects is outlined by studying the payback period of projects, which is about 5–7 years (on average 5.8 years, 6.9 years, 4.9 years, and 5.6 years for E-saving, E-efficiency, combined E-saving/E-efficiency, and E-cost reduction schemes, respectively). [Display omitted] • In-depth literature review of energy policies in real-world public lighting systems. • Current and critical solutions for energy saving and efficiency. • The role of renewable/battery systems in powering public lighting. • The importance of LED lighting and smart control in reducing carbon emissions. • Pros and cons of the previous works, and key findings of the study. [ABSTRACT FROM AUTHOR]

Physical activity is essential for promoting public health, and it is affected by the built environment at population level. Extensive evidence exists on the associations between the built environment and physical activity, but results are inconclusive for different age groups. Therefore, we conducted a narrative review summarizing existing reviews on the associations between the built environment and physical activity for children, adults and older people and synthesized their findings. We followed the PRISMA 2020 review procedure and searched for systematic reviews published between January 2010 and April 2022 in seven databases (Scopus, Web of Science, Medline, PsycINFO, EMBASE, SocIndex and Cochrane Library) using keywords related to the built environment, urban interventions, physical activity and health. The selection process yielded 29 reviews with moderate to high quality. From these reviews, we identified 21 built environment characteristics, several of which were positively related to physical activity. For example, children and older people's physical activity was positively associated with pedestrian-friendly features and general safety. Furthermore, adults and older people's physical activity was positively related to the availability and accessibility of shops/commercial services and parks/open spaces. Lastly, the walkability index was positively associated with physical activity in every age group. Our findings provide valuable information on creating health-promoting urban environments for practitioners. Further research is needed to understand which characteristics make urban environments age friendly for physical activity. Special attention should be paid to less explored promising characteristics such as street lighting and the quality of green spaces. • We found 21 destination, route and neighborhood-related built environment features. • Most characteristics had mixed or no associations with physical activity (PA). • Positive associations were mostly different for children, adults and older people. • Evidence on the relation of the built environment with PA was scarce for older people. • The findings on the three age groups help to create a Health-for-All environment. [ABSTRACT FROM AUTHOR]

Understanding the conduciveness of an environment for running is critical for promoting community wellbeing through physical activity. In-person assessment of these factors is time consuming and costly on a large scale, causing researchers to audit environments virtually using Street View Imagery (SVI). However, no studies have assessed the efficacy of SVI for auditing environments for runnability, which measures the conduciveness of an area for running. This research seeks to determine whether virtual audits of street view imagery are a reliable proxy for in-person environmental scans. A secondary goal of this work was to design a preliminary runnability index based solely on runner studies. In this study, virtual and in-person audits were conducted in 30 locations around Metropolitan Vancouver, Canada, assessing runnability to compare SVI with field observations. Results reported high agreement between both methods for most runnability variables, especially for natural environment characteristics. Virtual scans were less reliable than in-person scans for measuring path continuity and street lighting. We recommend researchers continue to validate virtual audits with in-person scans until SVI technology improves. • Runability refers to the conduciveness of an environment to support running. • Virtual audits are a reasonably adequate replacement for runnability field audits. • Agreement between audit types was highest for natural environment variables. • Detailed path features were harder to detect in virtual audits than in field audits. [ABSTRACT FROM AUTHOR]