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AbstractThis study presents the outcomes of empirical investigations pertaining to human-vehicle interactions involving an autonomous vehicle (AV) equipped with both internal and external Human Machine Interfaces (HMIs) within a crosswalk scenario. The internal and external HMIs were integrated with implicit communication techniques, incorporating a combination of gentle and aggressive braking manoeuvres within the crosswalk. Data were collected through a combination of questionnaires and quantifiable metrics, including pedestrian decision to cross related to the vehicle distance and speed. The questionnaire responses reveal that pedestrians experience enhanced safety perceptions when the external HMI and gentle braking manoeuvres are used in tandem. In contrast, the measured variables demonstrate that the external HMI proves effective when complemented by the gentle braking manoeuvre. Furthermore, the questionnaire results highlight that the internal HMI enhances passenger confidence only when paired with the aggressive braking manoeuvre. [ABSTRACT FROM AUTHOR]

Promoting sustainable mobility and planning walkable school zones is a pressing priority, as it involves the movement of Vulnerable Road Users (VRUs), such as children aged 5–19, along with adult companions, parents, and school staff or faculty. If these children have a safe walking experience today, they will grow up to become ambassadors of sustainable mobility. In this study, several school zone areas were considered in the capital city of India, Delhi. To conduct a comprehensive walkability analysis, three distinct methods were employed: a stakeholder survey, an evaluation of existing walkable corridors, and a microscopic simulation using the Social Force Model (SFM). The limited focus on school zone safety issues in developing nations presents a case for studying the specific concerns of the school zone pedestrians, aiming to assess the magnitude of the problem, provide design centric solutions, and pick an efficient solution for implementation. The results highlight the parameters influencing pedestrian safety in school zones and their effect on pedestrian attributes. This research work can be replicated for school zone safety assessments across the world. This study will benefit the policymakers, urban planners, local government agencies, and traffic management professionals by assisting them in evaluating the walkability of school zones and promoting sustainable mobility choices. [ABSTRACT FROM AUTHOR]

Light Detection and Ranging (LiDAR) sensors at signalized intersections can accurately track the movement of virtually all objects passing through at high sampling rates. This study presents methodologies to estimate vehicle and pedestrian traffic signal performance measures using LiDAR trajectory data. Over 15,000,000 vehicle and 170,000 pedestrian waypoints detected during a 24 h period at an intersection in Utah are analyzed to describe the proposed techniques. Sampled trajectories are linear referenced to generate Purdue Probe Diagrams (PPDs). Vehicle-based PPDs are used to estimate movement level turning counts, 85th percentile queue lengths (85QL), arrivals on green (AOG), highway capacity manual (HCM) level of service (LOS), split failures (SF), and downstream blockage (DSB) by time of day (TOD). Pedestrian-based PPDs are used to estimate wait times and the proportion of people that traverse multiple crosswalks. Although vehicle signal performance can be estimated from several days of aggregated connected vehicle (CV) data, LiDAR data provides the ability to measure performance in real time. Furthermore, LiDAR can measure pedestrian speeds. At the studied location, the 15th percentile pedestrian walking speed was estimated to be 3.9 ft/s. The ability to directly measure these pedestrian speeds allows agencies to consider alternative crossing times than those suggested by the Manual on Uniform Traffic Control Devices (MUTCD). [ABSTRACT FROM AUTHOR]

Since autonomous vehicles (AV) are in the testing process, it is an open question of how pedestrians will communicate with self-driving cars. Nowadays, explicit communication pattern is the main way of pedestrian-driver interaction, however, AV may use implicit communication when making crossing decisions. This study aims to analyze pedestrians' gaze behavior when crossing the road using an eye camera and find the most applicable location for the LED interface on AVs. 10 pedestrian crossings in Gyor, Hungary were analyzed using the synchronized eye-tracking (ET) technology and regular video cameras for combined data processing. The data were analyzed using digital image processing techniques and statistical methods to identify where pedestrians looked and whether a pedestrian-driver interaction was captured during the crossing maneuver. [ABSTRACT FROM AUTHOR]

Selective visual attention determines what pedestrians notice and ignore in urban environment. If consistency exists between different individuals' visual attention, designers can modify design by underlining mechanisms to better meet user needs. However, the mechanism of pedestrians' visual attention remains poorly understood, and it is challenging to forecast which position will attract pedestrians more in urban environment. To address this gap, we employed 360° video and immersive virtual reality to simulate walking scenarios and record eye movement in 138 participants. Our findings reveal a remarkable consistency in fixation distribution across individuals, exceeding both chance and orientation bias. One driver of this consistency emerges as a strategy of information maximization, with participants tending to fixate areas of higher local entropy. Additionally, we built the first eye movement dataset for panorama videos of diverse urban walking scenes, and developed a predictive model to forecast pedestrians' visual attention by supervised deep learning. The predictive model aids designers in better understanding how pedestrians will visually interact with the urban environment during the design phase. The dataset and code of predictive model are available at https://github.com/LiamXie/UrbanVisualAttention [ABSTRACT FROM AUTHOR]

Objectives: Child pedestrian injuries represent a significant public health challenge. Understanding the most complex cognitive skills required to cross streets helps us understand, improve, and protect children in traffic, as underdeveloped cognitive skill likely impacts children's pedestrian safety. One complex component of street-crossing is the cognitive-perceptual task of judging time-to-arrival of oncoming traffic. We examined capacity of 7- and 8-year-olds to judge time-to-arrival for vehicles approaching from varying distances and speeds, as well as improvement in those judgments following intensive street-crossing training in a virtual reality (VR) pedestrian simulator. Methods: 500 seven- and eight-year-olds participated in a randomized trial evaluating use of a large kiosk VR versus smartphone-based VR headset to teach street-crossing skills. Prior to randomization into VR training condition and also prior to initiation of any training, children engaged in a video-based vehicle approach estimation task to assess ability to judge traffic time-to-arrival. They then engaged in multiple VR-based pedestrian safety training sessions in their randomly assigned condition until achieving adult functioning. Soon after training and again 6 months later, children repeated the vehicle estimation task. Results: Prior to randomization or training, children were more accurate judging time to arrival for closer versus farther traffic, and rapidly-moving versus slower-moving traffic, but those results were subsumed by a speed x distance interaction. The interaction suggested distance cues were used more prominently than speed cues, and speed had varying effects at different distances. Training group had minimal effect on learning and all children became significantly better at judging vehicle arrival times following training. Conclusions: Children tend to underestimate vehicle arrival times. Distance cues are more impactful on time-to-arrival judgments than speed cues, but children's estimations based both on manipulations of vehicle speed and manipulations of vehicle distance improved post-training. Improvements were retained six months later. This finding is consistent with psychophysics research suggesting vehicle approach judgments rely on optical size and looming, which are impacted both by vehicle speeds and distances. Implementation of VR-based training for child pedestrian safety is recommended, as it may improve children's judgment of vehicle time-to-arrival, but it must be conducted cautiously to avoid iatrogenic effects. [ABSTRACT FROM AUTHOR]

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While pedestrian crashes on suburban roads have received more attention over recent years, the role of pedestrian crossing risk in areas adjacent to pedestrian crossing facilities, such as pedestrian overpasses, has been neglected. Most pedestrians in suburban areas tend to avoid pedestrian overpasses, exhibiting crossing behaviors that increase the likelihood of pedestrian-involving crashes. As a result of the presence of overpasses, drivers may think that there are no pedestrians in the surroundings, so they choose a speed based only on the prevailing traffic and road environment without accounting for potential interactions with pedestrians. Consequently, crashes will occur, with pedestrians typically being the most seriously affected casualties. In this study, using video recordings from a suburban road in Amol-Babol, Iran, the risk of pedestrian crossing behavior in areas near pedestrian overpasses is investigated. The speed selection behavior of drivers in these areas has also been examined using speedometer cameras. To quantify the level of risk for pedestrians when interacting with approaching vehicles during the crossing movements, the post encroachment time (PET) was used as a surrogate safety measure. Based on critical thresholds of PET, three different risk levels were identified using a K-means algorithm: high, medium, and low risk. To identify the elements affecting the risk of pedestrian crossing behavior, structural equation models were estimated for all three risk levels. The results showed that human factors, relating to both drivers and pedestrians, have a dominant impact on pedestrian safety, especially in high and medium risk contexts. Road and vehicle factors were also found to have statistically observable effects on pedestrian safety, but to a milder extent compared to human factors. The findings of this study highlight the need for intervening in several aspects of vehicle-pedestrian interactions with critical importance for pedestrian safety, including road users' performance and compliance, state of alertness, and interaction with road infrastructure. [ABSTRACT FROM AUTHOR]

This paper concentrates on establishing a connectivity graph between building entities to model hazard flow and the interaction between pedestrians and hazards. Although three different ways are explored, the Uniform raycast-based approach resulted in being the most robust. We establish a link between hazards, indoor spaces and pedestrians through voxels, where navigable voxels are first derived, and further classified as IfcSpace and IfcDoor. In the end, only voxels with unique properties are kept, being < 1% of the total number of a building. Once the connectivity graph and voxels are identified the interaction between pedestrians and hazards is presented as straightforward. [ABSTRACT FROM AUTHOR]

To describe the sociodemographic data of injured pedestrians, temporal patterns of injury, injury patterns, and the independent predictors of hospital admission. A two year cross-sectional study was conducted at the Saint Ann's Bay Regional Hospital in pedestrians with injuries post collision with a motor vehicle. A census was performed in all patients who received either emergency room treatment, hospital admission, or surgical intervention. A 30-item interviewer questionnaire was administered to collect the data. A logical regression model was used to determine independent predictors for hospital admission. Ninety pedestrians were included. Age range: 6-86 years old (Mean=39.9). Males were 63.3%, 75.6% were employed, 31% had a chronic illness and 27% reported marijuana use. Most injuries occurred in April, lowest injury rates occurred in August and September. Twenty two percent of collisions occurred on Saturdays. Most injuries occurred at 5pm and 3pm. Many (54.4%) had a fracture, 73.5% were closed. Approximately 32% had contusions and 6.7% had lacerations. Independent predictors of admission were history of marijuana use and having a fracture. Those with history of marijuana use were 4.21 times more likely to be admitted. Those with fractures were 7.10 times more likely to be admitted. Injury patterns spanned a wide age range. They often involved a high energy mechanism of injury as evidenced by the frequency of fractures, hospital admission and surgery intervention rates. The data also suggests a need to implement marijuana testing programmes in our road users. [ABSTRACT FROM AUTHOR]

The study primarily seeks to investigate the behavioral attribution of distraction in pedestrian road crossing. A distraction-themed questionnaire survey was conducted across Kolkata city, India, to understand the contribution of distraction to near-misses and injuries. The survey response showed that among all reported respondents, 13.7% (61) encountered at least one near-miss and 4.5% (20) experienced at least one accident in the past. The video-based observational field study of 2,360 pedestrians revealed that 28.7% of the pedestrians were distracted while crossing the road. Pedestrians who text walked relatively slowly and 7.9% more likely to violate signal. Additionally, mobile phone talkers were observed to be 4.5% more likely to nearly hit/bump into another oncoming pedestrian. The present study constitutes vital information for planners and policymakers and plays a pivotal role in identifying critical intersections and developing countermeasures to minimize the impact or occurrence of pedestrian distraction and unsafe behavior. [ABSTRACT FROM AUTHOR]

The objective of this study was to describe fatal pedestrian injury patterns in youth aged 15 to 24 years old and correlate them with motor vehicle collision (MVC) dynamics and pedestrian kinematics using data from medicolegal death investigations of MVCs occurring in the current Canadian motor vehicle (MV) fleet. Based on a systematic literature review, MVC–pedestrian injuries were collated in an injury data collection form (IDCF). The IDCF was coded using the Abbreviated Injury Scale (AIS) 2015 revision. The AIS of the most frequent severe injury was noted for individual body regions. The Maximum AIS (MAIS) was used to define the most severe injury to the body overall and by body regions (MAISBR). This study focused on serious to maximal injuries (AIS 3–6) that had an increasing likelihood of causing death. The IDCF was used to extract collision and injury data from the Office of the Chief Coroner for Ontario (OCCO) database of postmortem examinations done at the Provincial Forensic Pathology Unit (PFPU) in Toronto, Canada, and other provincial facilities between 2013 and 2019. Injury data were correlated with data about the MVs and MV dynamics and pedestrian kinematics. The study was approved by the Western University Health Science Research Ethics Board (Project ID: 113440; Lawson Health Research Institute Approval No. R-19-066). There were 88 youth, including 54 (61.4%) males and 34 (38.6%) females. Youth pedestrians comprised 13.1% (88/670) of all autopsied pedestrians. Cars (n = 25/88, 28.4%) were the most frequent type of vehicle in single-vehicle impacts, but collectively vehicles with high hood edges (i.e., greater distance between the ground and hood edge) were in the majority. Forward projection (n = 34/88, 38.6%) was the most frequent type of pedestrian kinematics. Regardless of the type of vehicle, there was a tendency in most cases for the median MAISBR ≥ 3 to involve the head and thorax. A similar trend was seen in most of the pedestrian kinematics involving the various frontal impacts. Of the 88 cases, at least 63 (71.6%) were known to be engaged in risk-taking behaviors (e.g., activity on roadway). At least 12 deaths were nonaccidental (8 suicides and 4 homicides). Some activities may have been impairment related, because 26/63 (41.3%) pedestrians undertaking risk-taking behavior on the roadway were impaired. Toxicological analyses revealed that over half of the cases (47/88, 53.4%) tested positive for a drug that could have affected behavior. Ethanol was the most common. Thirty-one had positive blood results. A fatal dyad of head and thorax trauma was observed for pedestrians struck by cars. For those pedestrians hit by vehicles with high hood edges, which were involved in the majority of cases, a fatal triad of injuries to the head, thorax, and abdomen/retroperitoneum was observed. Most deaths occurred from frontal collisions and at speeds more than 35 km/h. [ABSTRACT FROM AUTHOR]

Cracks, common indicators of deterioration in bridge frameworks, frequently stem from wear and rust, leading to increased local flexibility and changes in the structure's dynamic behavior. This study examines how these cracks affect the dynamics of footbridges when subjected to loads generated by walking individuals. The pedestrian is modeled as a linear oscillator, while the cracked bridge is represented by a simply supported beam following Euler–Bernoulli's theory. The use of the Dirac delta function allows for the precise representation of the localized stiffness reduction at the crack location, facilitating the calculation of analytical expressions for the beam's vibration modes. The research suggests that the presence of cracks minimally affects the bridge's mid-span displacement. However, with a limited depth of cracks, the appearance of cracks notably amplifies the mid-span acceleration amplitude of the bridge, leading to a pronounced concentration of energy at the third natural frequency of the bridge in the acceleration spectrum. As the depth and number of cracks increase, the acceleration amplitude continues to decrease, but the corresponding spectrum remains almost unchanged. The study's outcomes enhance the comprehension of how cracks affect the performance of bridge structures when subjected to loads from pedestrians, offering insights for the monitoring and evaluation of the condition of cracked footbridges. [ABSTRACT FROM AUTHOR]

With the increasing prevalence of uninsured vehicles in urban areas, motorists’ behaviours on pedestrian safety are crucial for developing effective road safety strategies. This study investigated the happenings around uninsured motorists’ risk attitudes and pedestrian road safety in metropolitan Lagos, Nigeria. Using the survey approach cum the two-way sampling techniques comprised of purposive and convenience, data were gathered to analyse the behavioural dispositions of uninsured motorists and their implications on pedestrian road safety. The study adopted a structured questionnaire as a research instrument for data collection from a sample population of 209. The data analytical employed was descriptive statistics comprised of simple frequency percentages presented in tabular form and bar chart description. Findings revealed, based on pedestrian opinions, that uninsured motorists display riskier driving behaviours, such speeding and reckless driving pattern; which was found prevalent among commercial uninsured motorists. In addition, insufficient implementation of insurance regulation and socio-economic factors contributed to the proliferation of uninsured vehicles. The study also showcased the descriptive analysis of uninsured motorists’ risk attitudes towards pedestrian road safety. Further finding presented a descriptive analysis of pedestrians’ road safety metrics on Lagos roads. Then, the study accentuates the urgent need for comprehensive policy intervention targeting uninsured motorists, including stricter application of insurance laws, public awareness campaigns, enhanced infrastructure to improve pedestrian safety in urban environment, like metropolitan, Lagos, Nigeria and in similar contexts in other African cities and beyond. Thus, insurance practitioners, especially motor insurance providers, should synergise their efforts to improve the accessibility and affordability of insurance for motorists, particularly, the low-income individuals; by creating flexible payment options, and subsidising insurance premiums. Lastly, local communities should engage with other stakeholders in the transport industry to ensure road safety culture, promoting responsible driving behaviour and encouraging compliance with insurance regulation

While pedestrian crashes on suburban roads have received more attention over recent years, the role of pedestrian crossing risk in areas adjacent to pedestrian crossing facilities, such as pedestrian overpasses, has been neglected. Most pedestrians in suburban areas tend to avoid pedestrian overpasses, exhibiting crossing behaviors that increase the likelihood of pedestrian-involving crashes. As a result of the presence of overpasses, drivers may think that there are no pedestrians in the surroundings, so they choose a speed based only on the prevailing traffic and road environment without accounting for potential interactions with pedestrians. Consequently, crashes will occur, with pedestrians typically being the most seriously affected casualties. In this study, using video recordings from a suburban road in Amol-Babol, Iran, the risk of pedestrian crossing behavior in areas near pedestrian overpasses is investigated. The speed selection behavior of drivers in these areas has also been examined using speedometer cameras. To quantify the level of risk for pedestrians when interacting with approaching vehicles during the crossing movements, the post encroachment time (PET) was used as a surrogate safety measure. Based on critical thresholds of PET, three different risk levels were identified using a K-means algorithm: high, medium, and low risk. To identify the elements affecting the risk of pedestrian crossing behavior, structural equation models were estimated for all three risk levels. The results showed that human factors, relating to both drivers and pedestrians, have a dominant impact on pedestrian safety, especially in high and medium risk contexts. Road and vehicle factors were also found to have statistically observable effects on pedestrian safety, but to a milder extent compared to human factors. The findings of this study highlight the need for intervening in several aspects of vehicle-pedestrian interactions with critical importance for pedestrian safety, including road users’ performance and compliance, state of alertness, and interaction with road infrastructure.

Vehicle-pedestrian hit-and-run crashes have grave consequences as the pedestrian casualty is left at the crash scene, leading to delays in emergency response. Research indicates that prevailing weather conditions are pivotal in influencing these crashes. Nonetheless, there exists a substantial gap in understanding the diverse associations of contributing factors that impact the severity of pedestrian injuries in vehicle-pedestrian hit-and-run crashes under varying weather conditions. This paper extensively examines the intricate patterns of critical factor associations influencing the pedestrian casualty injury severity in vehicle-pedestrian hit-and-run collisions in Ghana, differentiating between clear and inclement weather conditions. Leveraging historical crash data, this research employs the robust Association Rule Mining tool to unveil the relationships between key crash factors and their outcomes. The association rules extracted from the data reveal that specific factors consistently influence injury outcomes in vehicle-pedestrian hit-and-run crashes, regardless of weather conditions. However, there are distinct patterns of factors contributing to fatal and severe injuries in these crashes that vary depending on the prevailing weather conditions. Hit-and-run crashes resulting in fatal and severe pedestrian injuries are primarily associated with males and are notably correlated with factors like pedestrian crossings, late and early morning hours, the absence of traffic control measures on median-separated motorways, and good urban roads, regardless of prevailing weather conditions. During clear weather conditions, fatal/severe injuries tend to occur in daylight conditions, primarily on roadways devoid of shoulders, and involve older pedestrians crossing the road. Conversely, for inclement weather conditions, these crashes are more prone to occur during nighttime hours on unlit roads, often involving younger pedestrians walking along the road's edge. The reduction of fatal/severe injury hit-and-run crashes involving vehicles and pedestrians can be effectively tackled by eliminating or improving the critical factors pinpointed in the extracted rules. The study underscores the urgency of policy recommendations to mitigate fatalities resulting from vehicle-pedestrian hit-and-run crashes, emphasising the need for stricter legislation, heightened enforcement measures, increased awareness of pedestrian safety, enhanced driver training, and infrastructure upgrades. By acting on these insights, a significant stride can be made in curbing the alarming rates of vehicle-pedestrian hit-and-run fatalities.

Objectives Ensuring traffic safety is one of the elements of transport policy, it is also directly related to state security – it is a permanent obligation of the state administration to take measures to eliminate the causes of traffic incidents resulting in the loss of life or health of road users and other negative consequences of such accidents. The pedestrian, is particularly vulnerable to loss of life or health as a result of a traffic incident. The main purpose of the article was to identify and establish relationships between variables that significantly determine pedestrian safety at pedestrian crossings. The article takes into account historical data on traffic accidents involving pedestrians in a specific area (analysis), but enriches it with additional information on the specifics of specific pedestrian crossings and identifies relationships between selected variables. A critical analysis of the literature was also carried out. The results of the study are discussed in the last section of the paper, both quantitative and qualitative. Material and methods The article takes into account historical data on traffic accidents involving pedestrians in a specific area (analysis), but enriches it with additional information on the specifics of specific pedestrian crossings and identifies relationships between selected variables. A critical analysis of the literature was also carried out. The results were analyzed and Spearman's correlation strengths were determined. Results Method of analysis, also an analysis of incidents involving pedestrians in 16 selected cities with a population size of 20,000 to 50,000. 515 pedestrian crossings were analyzed. Conclusions Based on the results it was described which pedestrian crossings were the safest and which were the least safe.

In this study, pedestrians' violation rate at signalised crosswalks and the associated risk factors were investigated. The data for the study were obtained through roadside pedestrian observational surveys at 10 selected crosswalks within Accra Metropolis, Ghana. The associated risk factors for the red-light violations were determined using mixed-effect logistic regression model. The descriptive statistics revealed that the red-light violation rate in the Accra metropolis was approximately 62%. Most (63.5%) of the violations occurred during the evening and on weekends (73.6%). Over 98% of pedestrians demonstrated safety consciousness by way of crossing behaviour before and during crossing by observing oncoming traffic. From the mixed-effect logistics regression model, six independent variables being age, signal cycle length, number of pedestrians crossing at a time, day of the week and pedestrian light observation significantly influenced the risk of red-light violation by pedestrians. Effective law enforcement, education campaigns and engineering measures could be used to reduce the tendency of red-light violations by pedestrians and improve pedestrian safety at signalised crosswalks in the Accra metropolis. [ABSTRACT FROM AUTHOR]

Abstract Observational studies, whether conducted on-site or through simulation, are practical options for investigating and comprehending pedestrian behaviour and validating the findings of similar studies that have already taken place on the same subject. Although they present difficulties in demographic characterisation and personal context, observation represents the adoption of actual behaviour, highlighting the different scenarios, contexts and characteristics of the environment and infrastructure in urban areas. However, with the growth in simulators, surveys, and data protection issues in Europe, field observation is less considered, and several studies have been left aside. Based on observation, this study answers behavioural and demographic questions, namely age and gender, using the data of six pedestrian crossings in Coimbra, Portugal. This experience occurred on different days of the week (the week before lockdown), registering blind (and non-blind) pedestrians' behaviour facing the electric vehicle in 6 crosswalks, 30 min in each crosswalk, morning or afternoon, with favourable weather conditions outside peak hours In total 180 (30*6) minutes were filmed and evaluated. The relationships between responsibility (when one pedestrian is guided by another) and group action in decision-making and crossing behaviour were also investigated. Another relevant aspect studied was the relationship between pedestrians and electric vehicles in different contexts. During the research, an electric vehicle was inserted in the observational experience, circulating in the streets to observe the pedestrians' reaction to the absence of noise. In this context, blind pedestrians were invited to perform crossings in these areas and identify the presence of the electric vehicle, to identify some differences in the behaviour of blind pedestrians and non-blind pedestrians. The results indicate that blind pedestrians tend to be more cautious than non-blind pedestrians, that younger and elderly pedestrians tend to have more dangerous and less calculated behaviours than other road users and that the differences are more perceptible in age than gender. It should be noted that when in a group, especially adolescents, they commit more traffic errors. Furthermore, regarding the absence of noise associated with the electric vehicle, in moments of pedestrian distraction, if the driver is not attentive, there is an increase in the risk of accidents.

An optimal pedestrian pathway should cater to various user needs, encompassing safety, comfort, and universal accessibility. This research endeavors to evaluate the efficacy of pedestrian pathways, with a particular focus on public green spaces in Kendari City. The study emphasizes the implementation of an inclusive design concept for pedestrian pathways, ensuring the protection and fulfillment of rights for all demographic groups. To achieve its objectives, the research employed both qualitative and quantitative methods. A qualitative case study approach was utilized to assess architectural elements, while a Likert scale was employed for the performance evaluation. The findings from the performance assessment indicate that the service attribute values fall short of being optimal. Observational data suggest that most existing facilities fail to adhere to universal design principles, catering to the needs of all individuals. Consequently, there is a pressing need for physical modifications in the pedestrian pathway areas. These modifications include the installation of ramps, clear markings, and pathways for people with disabilities (guiding blocks), as well as the integration of trees and plants, trash receptacles, traffic signs, and essential utilities such as street lighting and billboards. Furthermore, the research highlights the necessity of organizing street vendor (PKL) zones across all area segments to enhance overall accessibility and usability.

Objectives The article analyses the impact of legal regulations increasing pedestrian rights at crossings (introduced in the amended Road Traffic Law on June 1, 2021) on the actual safety of the youngest road users at pedestrian crossings. In accordance with the law, the scope of the pedestrian protection in the area of pedestrian crossings was increased. It was happened mainly because of imposing additional obligations on the vehicle driver. Material and methods In our study we used the method of quantitative and qualitative analysis of the content contained in scientific publications, programs and reports, normative acts related to the thematic area and statistical data. Police statistical data for the last quarter of 2023 collected in the Accident and Collision Registration System (SEWIK in Polish) were of particular importance for us. Results It might seem that over time, drivers will get used to the new regulations, and pedestrians, the youngest ones, will enter into some kind of synergy with them. The presented data show that the number of children aged 7-16 involved in road accidents at pedestrian crossings has significantly increased. The number of injured children has also increased. Conclusions We proved that the changes to the road traffic law introduced on June 1, 2021 (increasing the scope of pedestrian protection in the pedestrian crossing area by imposing additional obligations on the vehicle driver) have not had the expected (positive) impact on the actual safety of the youngest road users using pedestrian crossings. At the same time, the opposite tendency was demonstrated, i.e. the changing safety of the youngest people at pedestrian crossings, unfortunately with a downward trend.

Objectives Examining similarities and differences in road behavior and knowledge about selected aspects of road safety in two different age groups of pedestrians, i.e. people under 18 and over 65 years of age. Material and methods The analysis is based on a study conducted using a survey questionnaire in the period December 20, 2022 - June 1, 2023. 625 people took part in the study, 268 people under 18 and 357 people over 65. Results Research shows that both groups tend to engage in dangerous behaviors. Young people are more likely to cross the road in unauthorized places and to cross pedestrian crossings without traffic lights, using mobile phones and headphones. Older people are less likely to wear reflective elements. Awareness of selected threats in both age groups is low. Conclusions The research shows that both young and older people do not always behave safely on the road. People under 18 are more often responsible for dangerous behavior at pedestrian crossings. Another important problem is the lack of proper knowledge about the threats to which pedestrians are exposed and the lack of awareness of dangerous situations. In this study, most respondents were not aware of the dangers posed, partly due to their inappropriate behavior. Most questions regarding possible threats were answered incorrectly almost every time by over half of respondents in both age groups. None of the surveyed groups has an advantage regarding road traffic hazards. People under 18 more often correctly answered questions about priority at a pedestrian crossing and the driver's reaction time to the appearance of a live obstacle. People over 65 more often indicated the correct answer regarding the braking distance and the distance covered by a driver traveling at a speed of 50 km/h.

Improving urban mobility, especially pedestrian mobility, is a current challenge in virtually every city worldwide. To calculate the least-cost paths and safer, more efficient routes, it is necessary to understand the geometry of streets and their various elements accurately. In this study, we propose a semi-automatic methodology to assess the capacity of urban spaces to enable adequate pedestrian mobility. We employ various data sources, but primarily point clouds obtained through a mobile laser scanner (MLS), which provide a wealth of highly detailed information about the geometry of street elements. Our method allows us to characterize preferred pedestrian-traffic zones by segmenting crosswalks, delineating sidewalks, and identifying obstacles and impediments to walking in urban routes. Subsequently, we generate different displacement cost surfaces and identify the least-cost origin–destination paths. All these factors enable a detailed pedestrian mobility analysis, yielding results on a raster with a ground sampling distance (GSD) of 10 cm/pix. The method is validated through its application in a case study analyzing pedestrian mobility around an educational center in a purely urban area of A Coruña (Galicia, Spain). The segmentation model successfully identified all pedestrian crossings in the study area without false positives. Additionally, obstacle segmentation effectively identified urban elements and parked vehicles, providing crucial information to generate precise friction surfaces reflecting real environmental conditions. Furthermore, the generation of cumulative displacement cost surfaces allowed for identifying optimal routes for pedestrian movement, considering the presence of obstacles and the availability of traversable spaces. These surfaces provided a detailed representation of pedestrian mobility, highlighting significant variations in travel times, especially in areas with high obstacle density, where differences of up to 15% were observed. These results underscore the importance of considering obstacles’ existence and location when planning pedestrian routes, which can significantly influence travel times and route selection. We consider the capability to generate accurate cumulative cost surfaces to be a significant advantage, as it enables urban planners and local authorities to make informed decisions regarding the improvement of pedestrian infrastructure.

Observational studies, whether conducted on-site or through simulation, are practical options for investigating and comprehending pedestrian behaviour and validating the findings of similar studies that have already taken place on the same subject. Although they present difficulties in demographic characterisation and personal context, observation represents the adoption of actual behaviour, highlighting the different scenarios, contexts and characteristics of the environment and infrastructure in urban areas. However, with the growth in simulators, surveys, and data protection issues in Europe, field observation is less considered, and several studies have been left aside. Based on observation, this study answers behavioural and demographic questions, namely age and gender, using the data of six pedestrian crossings in Coimbra, Portugal. This experience occurred on different days of the week (the week before lockdown), registering blind (and non-blind) pedestrians' behaviour facing the electric vehicle in 6 crosswalks, 30 min in each crosswalk, morning or afternoon, with favourable weather conditions outside peak hours In total 180 (30*6) minutes were filmed and evaluated. The relationships between responsibility (when one pedestrian is guided by another) and group action in decision-making and crossing behaviour were also investigated. Another relevant aspect studied was the relationship between pedestrians and electric vehicles in different contexts. During the research, an electric vehicle was inserted in the observational experience, circulating in the streets to observe the pedestrians' reaction to the absence of noise. In this context, blind pedestrians were invited to perform crossings in these areas and identify the presence of the electric vehicle, to identify some differences in the behaviour of blind pedestrians and non-blind pedestrians. The results indicate that blind pedestrians tend to be more cautious than non-blind pedestrians, that younger and elderly pedestrians tend to have more dangerous and less calculated behaviours than other road users and that the differences are more perceptible in age than gender. It should be noted that when in a group, especially adolescents, they commit more traffic errors. Furthermore, regarding the absence of noise associated with the electric vehicle, in moments of pedestrian distraction, if the driver is not attentive, there is an increase in the risk of accidents. [ABSTRACT FROM AUTHOR]

In the real world, the severity of traumatic injuries is measured using the Abbreviated Injury Scale (AIS) and is often estimated, in finite element human computer models, with the maximum principal strains (MPS) tensor. MPS can predict when a serious injury is reached, but cannot provide any AIS measures lower and higher from this. To overcome these limitations, a new organ trauma model (OTM2), capable of calculating the threat to life of any organ injured, is proposed. The OTM2 model uses a power method, namely peak virtual power, and defines brain white and grey matters trauma responses. It includes human age effect (volume and stiffness), localised impact contact stiffness and provides injury severity adjustments for haemorrhaging. The focus, in this case, is on real-world pedestrian brain injuries. OTM2 model was tested against three real-life pedestrian accidents and has proven to reasonably predict the post mortem (PM) outcome. Its AIS predictions are closer to the real-world injury severity than the standard maximum principal strain (MPS) methods currently used. This proof of concept suggests that OTM2 has the potential to improve forensic predictions as well as contribute to the improvement in vehicle safety design through the ability to measure injury severity. This study concludes that future advances in trauma computing would require the development of a brain model that could predict haemorrhaging. [ABSTRACT FROM AUTHOR]

• This study shows the actual features of the risky behaviour of pedestrians when crossing the road and walking on the street. • The formation of social responsibility of citizens during walking will contribute to the elimination of the human factor among the causes of traffic accidents. • Nowadays, the complexity of the interaction of intensive traffic and pedestrian flows requires proactive safety-based management of these flows. As vulnerable road users, pedestrians are the object of research in various areas of road safety. One of the ways to reduce the level of risky behaviour of pedestrians is to increase their social responsibility by applying the "traditional" 3 E: engineering, education, and enforcement. Social responsibility involves a focus on responsibility for both actions related to personal safety and actions that benefit society. This paper deals with the results of a survey of pedestrians regarding their risky behaviour while walking, namely, violation of crossing rules and distraction by using a smartphone or listening to music through headphones. It was found that risky behaviour depends on the age of pedestrians, and listening to music through headphones also depends on the person's gender. It was established that respondents' assessment of the safety of transport modes does not correlate with data on mortality in road traffic accidents using different types of transport. It is proposed that social responsibility of pedestrians can be increased by analyzing the causes and events that lead to traffic accidents during the study of safety disciplines in higher education institutions. [ABSTRACT FROM AUTHOR]

When developing strategies aimed at mitigating air pollution in densely populated urban areas, it is vital to accurately investigate the vertical distribution of airborne particulate matter (PM) and its primary influencing factors. For this study, field experiments were conducted to quantify the vertical distribution and dispersion processes of PM at five vertical heights related to trees—including at street level near vehicular emission sources (0.3 m), pedestrian breathing height (1.5 m), beneath the canopy (6 m), mid-canopy (9 m), and the top of the canopy (12 m)—within a street-facing building in Wuhan, China. Comparing the vertical dispersion patterns of PM with six particle sizes (PM1, PM2.5, PM4, PM7, PM10, and total suspended particulates—TSPs), larger particles exhibited more pronounced variations with height, notably TSPs (correlation coefficient of −0.95) and PM10 (−0.84). The findings consistently revealed a downward trend in PM concentrations across various particle sizes with increasing height, indicating a negative linear correlation between particle concentrations and altitude within the street canyon. For every 1% increase in vertical height, the PM2.5 concentration decreased by approximately 5.44%, the PM10 concentration decreased by 132.1%, and the TSP concentration decreased by 180.6%. These findings show potential for guiding building designers in developing effective strategies, such as optimal vent placement, in order to mitigate the intrusion of outdoor air pollution—particularly PM2.5—into indoor environments. Furthermore, this research provides novel insights for residents living in street-facing buildings and individuals with respiratory diseases, aiding them in the selection of residential floors to minimize health risks associated with exposure to respirable PM. [ABSTRACT FROM AUTHOR]

AbstractThe interaction between autonomous vehicles (AVs) and pedestrians has gained significant attention, leading to the exploration of external human-machine interfaces (eHMIs) equipped on AVs to facilitate effective communication. While existing research suggests that perceptions of vehicle appearances may influence interactions between pedestrians and AVs, a comprehensive study on the eHMIs related to AV appearance remains lacking. Therefore, we conducted a virtual reality (VR) experiment to investigate how AV appearances affect pedestrians’ acceptance regarding Awareness, Intent, and Harmony during interactions with various eHMIs. Leveraging the fuzzy set qualitative comparative analysis (fsQCA) method, we identified specific combinations of AV appearances and eHMIs that yield either high or low-performance interactions. For example, our findings reveal that text displays exhibit high performance in terms of awareness on AVs that are aggressive and ordinary. Furthermore, we distilled design guidelines to provide actionable suggestions for the design of eHMIs, fostering the acceptance of AVs among pedestrians. [ABSTRACT FROM AUTHOR]

While various sensors have been deployed to monitor vehicular flows, sensing pedestrian movement is still nascent. Yet walking is a significant mode of travel in many cities, especially those in Europe, Africa, and Asia. Understanding pedestrian volumes and flows is essential for designing safer and more attractive pedestrian infrastructure and for controlling periodic overcrowding. This study discusses a new approach to scale up urban sensing of people with the help of novel audio-based technology. It assesses the benefits and limitations of microphone-based sensors as compared to other forms of pedestrian sensing. A large-scale dataset called ASPED is presented, which includes high-quality audio recordings along with video recordings used for labeling the pedestrian count data. The baseline analyses highlight the promise of using audio sensors for pedestrian tracking, although algorithmic and technological improvements to make the sensors practically usable continue. This study also demonstrates how the data can be leveraged to predict pedestrian trajectories. Finally, it discusses the use cases and scenarios where audio-based pedestrian sensing can support better urban and transportation planning. [ABSTRACT FROM AUTHOR]

• Perceptions of pedestrian safety interacting with self- vs. human-driven vehicles. • Deception experiment to measure implicit attitudes (Autonomy Bias). • Autonomy Bias exists, is negative on average, and varies widely across individuals. • Autonomy Bias is more related to technological orientation than socio-demographics. • Implicit and explicit attitudes are strongly related but distinct. Ensuring comfort and safety for pedestrians is essential to the responsible introduction of automated or self-driving vehicles (SDV). Few studies have attempted to isolate the effect of vehicle automation on perceptions of pedestrian interactions with SDV, separate from the potentially confounding effects of vehicle operation or appearance, and we still have limited understanding of the explicit and implicit attitudes mediating those perceptions. The objectives of this study are to determine 1) if there is an "Autonomy Bias" in the population of British Columbia, Canada (i.e., whether people perceive pedestrian-SDV interactions as inherently more or less comfortable and safe than otherwise equivalent interactions with human-driven vehicles or HDV), and if so, 2) which personal attributes influence Autonomy Bias. We isolate the effect of vehicle autonomy on perceptions using a novel deception-based experiment in which 1,133 participants rate 8 video clips of pedestrian interactions in a crosswalk; all clips show HDV, but a random half of the videos for each participant are described as SDV. Results show that Autonomy Bias varies widely across the population, with a small but significantly (p < 0.05) negative mean value (i.e., SDV interactions are perceived as less comfortable and safe). To ensure that an average person is as comfortable crossing with SDV as they currently are with HDV (i.e., to offset their Autonomy Bias), SDV must allow at least 0.4 s additional passing time at crosswalks; at least 3.7 s additional time is needed to ensure equivalent comfort for 85 % of the population. The implicit attitude of Autonomy Bias is strongly related to but distinct from explicit, self-reported attitudes toward technology and SDV, and may improve with SDV familiarity. [ABSTRACT FROM AUTHOR]

• Pedestrians' road-crossing decisions and head movement patterns in response to different vehicle kinematics in mixed traffic were investigated. • A distributed platform incorporating a CAVE-based pedestrian simulator and a desktop driving simulator was developed to enable pedestrian-vehicle interaction in VR. • Pedestrians displayed different head movement patterns prior to crossing and non-crossing decisions, suggesting this to be a promising indicator of pedestrians' road-crossing intention. • The 'last moment check' behaviour in pedestrians' head movements before crossing initiation, can be used by future AVs for early recognition of pedestrians' road-crossing intention. • The similar road-crossing percentage and head-turning patterns of pedestrians demonstrated that the kinematic difference between human-driven and predefined vehicles did not impact pedestrians' behaviour prior to road crossings. The impending deployment of automated vehicles (AVs) will lead to mixed traffic conditions, where pedestrians will be required to interact with both AVs and human-driven vehicles. For traffic flow to be safe and efficient, AVs' understanding of pedestrians' behaviour and intention is as important as pedestrians' perception of AVs' status and intent. To investigate pedestrians' road-crossing decisions and interactive behaviour in mixed traffic, a distributed simulation study was developed by linking a CAVE-based pedestrian simulator and a desktop driving simulator. Twenty-five pairs of pedestrians and drivers were recruited, and each pair experienced 32 trials, where pedestrians decided to cross (or not) before an approaching vehicle at an un-signalised, single-lane, road. The driving pattern of the approaching vehicle (controlled by either a predefined program or human driver) and braking mode (braking/non-braking) were manipulated. For the predefined vehicles, the braking pattern was subdivided into hard braking and soft braking to provide more kinematic variability. Human drivers were also instructed to yield, or not, in different trials. Pedestrians' road-crossing decisions and head movements were recorded and analysed. Results revealed a significant difference in head-turning patterns between crossing and non-crossing manoeuvres, demonstrating pedestrians' head movements as a valid indicator of their road-crossing intentions. Moreover, results identified a 'last moment check' behaviour before pedestrians' crossing initiation, with a significant increase in head-turning during the last 2 s. Finally, pedestrians made a similar percentage of road crossings and displayed a similar pattern of head movements, in response to human-driven and predefined vehicles, suggesting that the difference of implicit cues in the current mixed traffic setup does not impact their behaviour prior to road crossings. The findings from this study extend our knowledge of how pedestrians behave when crossing the road in mixed traffic, particularly in terms of their head-turning behaviour. We hope this information can be used by future AVs to better predict pedestrians' road-crossing intentions in urban settings. [ABSTRACT FROM AUTHOR]

Transport demand has been increasing in most third-world countries. However, poorly maintained facilities and poor planning exposed pedestrians to hightraffic accidents. This paper aims to evaluate pedestrian facilities using the pedestrian level of service to enhance pedestrian safety in Addis Ababa. Relevant data was collected through field measurement and direct observation from 13 purposively identified pedestrian sites across the Piyasa to Bole bridge and Megenagna to Torihayloch road corridors. Pedestrian level of service derivation considered capacity, traffic, comfort, safety, and security conditions and their sub-components. The weight of each criterion and sub-factor was decided according to the Saaty scale using the judgment of experts under the analytical hierarchical process. The result of the study strongly stipulates the presence of the problem of pedestrian facilities in Megenagna, Mexico, Urael Church, and Golagol which can affect the level of pedestrian safety. However, Denibel City, Legahare, Torhayloch, and National Theater sites have scored better Pedestrian level of service for the walking population. Finally, the study recommended the requirement of prior attention for the sites with very poor and poor pedestrian levels of service by the concerned sectors. [ABSTRACT FROM AUTHOR]

In this study, two injury prediction algorithms for an Advanced Automatic Collision Notification (AACN) system were developed for the road safety benefit of pedestrians and cyclists. The algorithm development data consisted of all car-to-pedestrian and car-to-bicycle accidents that occurred throughout Japan (2014-2019), using macro data from the Institute for Traffic Accident Research and Data Analysis (ITARDA). The injury prediction algorithm for pedestrians was developed by considering the main pedestrian injury risk categories including vehicle travel speed, vehicle type, type of road, pedestrian behavior, pedestrian age and in addition, natural lighting conditions and the main injured body area of the pedestrian. For cyclists, vehicle travel speed, vehicle type and age of cyclist were considered as well as additional injury risk factors which included cyclist behavior, impact direction, helmet usage, natural lighting conditions and the main injured body area of the cyclist. The predicted injury values (objective variables), were used in an ordinal logistic regression for minor injuries, serious injuries and fatalities. In this study, the injury prediction algorithm for pedestrians is referred to as Version 2023P and for cyclists as Version 2023C. In emergency medical care, treatment priorities are determined based on the severity and urgency of the injured patient, known as triage. The priority level differs greatly between a patient with a serious injury requiring urgent treatment and a patient with no signs of life. The injury prediction algorithm developed in this study can represent risk curves for minor injuries, serious injuries and fatalities, and can be applied for triage determination at the time of an accident by incorporating it into an AACN system. [ABSTRACT FROM AUTHOR]

The number of opportunities in a specific area significantly influences the planning, development, and zoning of city neighborhoods. In this study, a methodological approach was employed to analyze pedestrian accessibility between two neighborhoods of varying strata in Manizales, Colombia. The research utilized the ArcGIS program, yielding results that highlighted disparities in service access and opportunities between the neighborhoods. It was concluded that higher strata neighborhoods offer greater amenities to residents, emphasizing the need to reconsider urban planning strategies. [ABSTRACT FROM AUTHOR]

Hit-and-run crashes often have severe consequences for vulnerable road users. In light of governmental efforts to promote pedestrian-friendly urban environments, the significance of these crashes cannot be overstated. In this study, we assessed the factors that influence the injury severity of pedestrians involved in hit-and-run crashes in Ghana. Historical crash data (1469 observations) spanning from 2013 to 2020 was used in this study. An injury-severity model was developed using random parameters logit approach to assess what crash factors significantly affect the injury outcome of the crashes. It was observed that hit-and-run crashes that occur on dark and unlit roadways were more likely to result in fatal injuries. Also, female pedestrians were less likely to be killed in hit-and-run crashes. These findings provide the basis for developing and implementing appropriate countermeasures, such as punitive laws for drivers who leave the crash scene and protective laws for those who help their victims. [ABSTRACT FROM AUTHOR]

This study employs machine learning (ML) techniques to predict pedestrian compliance at crosswalks in urban settings in Jordan, aiming to enhance pedestrian safety and traffic management. Utilizing data from 2437 pedestrians at signalized intersections in Amman, Irbid, and Zarqa, four models based on different ML algorithms were developed: an artificial neural network (ANN), a support vector machine (SVM), a decision tree (ID3), and a random forest (RF). The results have shown that local infrastructure and traffic conditions influence pedestrian behavior. The RF model, with its excellent accuracy and precision, has proven to be an excellent choice for accurately predicting pedestrian behavior. This research provides valuable insights into the demographic and spatial aspects that influence pedestrian compliance with laws and regulations in the local environment. Additionally, this work highlights the ability of ML algorithms to improve urban traffic dynamics. Policymakers and urban planners, particularly with the rise of theories and trends toward the humanization of urban roads, should firmly establish this understanding among themselves to create environments that make pedestrians safer. This strategy could be a measurable solution for international urban situations if future research focuses on integrating these prediction models with real-time traffic management systems to improve pedestrian safety dynamically. [ABSTRACT FROM AUTHOR]

Including pedestrians in urban design is vital so that they prefer walking over motorized transport. Motorized mobility, which mainly involves automobiles, has conditioned urban design, pedestrian movement, sustainability, and urban resilience. Studies of walkability in cities have recently been conducted, and they can be classified into those that use a qualitative observer-perception-based approach and a second approach based on the measurement of observable variables. This work aims to develop a tool that allows for walkability in public spaces to be evaluated based on directly observing reality while considering both approaches: those related to perceiving the environment and physical reality. Walking is one of the main ways of moving around and achieving sustainable urban mobility. The conditions of public spaces are fundamental for people in their preference for moving around by walking. A literature review related to walkability revealed that previous works included a variety of viewpoints, scales, tools, variables, and approaches. This study included a developed tool by modeling a definition of working areas, processing walkability data, and determining the Walkability Index (WI). The reliability of the data observed from the walkability variables was verified, and the tool's usefulness for urban planning was demonstrated. Pedestrian-centered urban design promotes cities' sustainable mobility, sustainability, and resilience. People's conduct reveals how the urban environment is perceived. The developed WI evaluates the existing reality and allows for its evolution to be monitored. [ABSTRACT FROM AUTHOR]

Pedestrianization is a significant discourse focus within urban planning and design research. However, the need for more clarity from the inconsistent use of near-synonym concepts or terms necessitates attention. This review article addresses this issue through a comprehensive analysis of synonym proliferation in pedestrian research, culminating in developing a robust "near synonymous toolkit" and "synonym selection framework". Employing a linear snowball sampling technique, numerical analysis, and a qualitative content analysis-based summative approach, we examined sixteen peer-reviewed articles from 11 scientific journals. Through systematic classification based on consistency and variability, the summative review identifies three primary groups of near synonyms: dominant and widely utilized conceptual or terminological near synonymy in pedestrianization in the urban planning and design literature, near synonyms directly associated with a pedestrian, pedestrianize, and those indirectly linked to another conceptual or terminological synonymy. Further analysis delves into the nature of near-synonym concepts or terms, revealing three discernible patterns: the use of distinct, precise concepts or terms with near-synonym meanings, similar concepts or terms conveying divergent meanings, and the juxtaposition of unrelated vocabulary lacking semantic resemblance. These insights illuminate semantic relationships within the studied vocabulary, underscoring the importance of addressing inconsistency for clarity, precision, and coherence in scientific discourse. By offering practical guidance through the proposed framework, this study empowers academic researchers to navigate synonym selection adeptly, thereby enhancing the caliber of scholarly writing in urban planning and design. [ABSTRACT FROM AUTHOR]

Safely walking or wheeling in a wheelchair in the community is a civil and human right. Some progress has been made in the US towards making walking/wheeling paths more accessible for people with disabilities through the construction of new curb ramps, fixing sidewalk barriers, and installing accessible pedestrian signals. However, pedestrians with disabilities continue to be limited by infrastructure barriers on sidewalks and streets. To encourage progress and government transparency, we developed a set of performance metrics for local governments to monitor and report their progress in implementing barrier removal plans, called Americans with Disabilities Act (ADA) transition plans. We used the five-step Nominal Group Technique to systematically develop and prioritize a set of performance metrics with an expert panel of ADA coordinators, disability organizations, and state and federal Department of Transportation staff. The research resulted in obtaining 53 metrics across five goals and 14 objectives that can be used to measure all phases of implementation and are intended to be customized to fit different community contexts and capacities. The metrics could be used by federal and state transportation agencies, as well as internationally, with some adaptation to ensure that adequate progress in barrier removal is being made. Local governments can use the metrics to document and communicate their progress and effectively reduce ADA compliance litigation concerns. [ABSTRACT FROM AUTHOR]

(1) Background: Almost all trips include a walking leg. Pedestrian flow dynamics are an essential input to infrastructure design as well as efficient and safe operations. Pedestrian walking speed is the most influential traffic flow variable. This study examines the factors influencing pedestrian walking speed, categorizing them into pedestrian flow characteristics, pedestrian attributes, layout configuration, ambient conditions, and pedestrian behavioral patterns. (2) Methods: A comprehensive literature review was conducted, aggregating studies that investigate pedestrian walking speed across various environments and conditions. The identified factors were systematically categorized, and a meta-analysis was employed to synthesize the results. (3) Results: Speed measurements seem to be dependent on the method and technique employed, with experiments systematically overestimating speed and video recordings systematically underestimating it. Pedestrian density strongly influences speed as in motorized traffic. Being female, being of older age, walking in a group, engaging in social interactions or phone-related tasks, and moving under noise conditions are reported to have a negative impact on walking speed. Carrying baggage and moving under adverse weather conditions are also reported to have a statistically significant impact, but the direction of the impact is not always the same and seems to be very context dependent. (4) Conclusions: The findings highlight the significance of physiological, psychological, and environmental elements in shaping pedestrian behavior and thus speed. Valuable insights from this review can assist researchers, designers, and operators in providing safer, more inclusive, and reliable infrastructures for pedestrians. Future investigations should broaden the scope of data collection methods, particularly indoors. [ABSTRACT FROM AUTHOR]

As an essential element of a smart city, rapid health assessment of transportation infrastructure, including footbridges, is crucial. This study proposes a method for identifying the frequencies of a footbridge with pedestrians using the vibrations of a shared scooter. To simulate a rider and a scooter, a novel finite-element (FE) model with four degrees of freedom (DOFs) is proposed. One of the key challenges in identifying the frequency of footbridges is the impact of pedestrians, which can result in complex vehicle–footbridge–pedestrian interaction (VFPI) processes. The contact-point (CP) response is further deduced from the 4-DOF model's accelerations to eliminate its self-frequencies. The influence of road roughness is weakened by employing the residual CP response of the two wheels, which highlights the frequencies of the footbridge. The results indicate that pedestrians can play a "positive" role in indirectly identifying the footbridge's fundamental frequency even with poor road roughness classes (B and C in this study). The effects of the environmental noise, footbridge damping, and tire damping were examined. [ABSTRACT FROM AUTHOR]

Fall injury and fatality claims and legal cases involving ordinary pedestrians as well as employees/contractors at work sites have increased dramatically over the course of the author's 43-year engineering career. As a result, forensic engineers are frequently being contacted by insurers and attorneys to analyze these incidents. The need is to determine probable cause(s) and ascertain as to whether location features were designed, constructed, installed, manufactured, and/or maintained in accordance with the standard of care, including requirements specified in applicable codes and standards. The proper contemporary analysis techniques for these incidents are addressed in this paper as well as what constitutes proper basis for establishing a standard of care for involved installations and/or equipment. It will also expand on and update information provided in approximately two dozen past NAFE papers on various aspects of fall incident analysis, most of which are more than 10 to 30 years old. [ABSTRACT FROM AUTHOR]

Pedestrian pathways should be designed to meet the needs of regular pedestrians and accommodate individuals with disabilities. Presently, a substantial number of pedestrian routes across Indonesia remain inaccessible to those reliant on wheelchairs and people with disabilities. This study aimed to evaluate and design disability-friendly pedestrian pathways for optimal accessibility and safety in Indonesia. A pedestrian pathways model was derived using a triangulation of data methodology (a review of literature, observation and simulation, and a focus group discussion convening stakeholders). Based on research results, none of the pedestrian pathways meet the criteria for individuals with disabilities. The Customer Satisfaction Index (CSI) score on pedestrian pathways indicates the unsatisfied category. Pedestrians with physical limitations argue that pedestrian pathways cannot provide comfort to support their movement. The evaluation results show that people with disabilities face difficulty accessing pedestrian pathways. This research produces pedestrian pathway designs based on three universal principles: adequate maneuvering space, clear signage and information, and appropriate surface materials. These universal design principles refer to efforts to create accessible, safe, and comfortable environments for everyone, regardless of age and physical ability. [ABSTRACT FROM AUTHOR]

The temporary L.A. Al Fresco outdoor dining program provided crucial support to restaurants, bars and cafes during the COVID-19 pandemic. This research performs an economic analysis of the program, comparing parking meter revenue with sales tax revenue and compares treatment corridors with Al Fresco to control corridors without Al Fresco. Results show the program has been successful in keeping more than 80% of businesses open during the pandemic. Treatment corridors with Al Fresco generated an increase of $12 million in gross sales in 2022 compared to 2019. The City of Los Angeles stands to benefit economically and socially by transitioning into a permanent L.A. Al Fresco program.

While the impact of the pandemic on active mobility patterns is widely studied in several cities, the underlying characteristics that describe the heterogeneity in changes in active mobility are less understood. This is particularly important for post-pandemic active mobility planning. This study aims to investigate and describe the association between urban population and land-use features, as well as changes in the spatio-temporal patterns of walking from pre-pandemic to post-pandemic through a case study of the city of Sydney, Australia, using 11 years of pedestrian count data from 2013 to 2023. The findings indicate that during the pandemic, the average daily pedestrian traffic in Sydney decreased significantly compared to the pre-pandemic period. However, since experiencing the lowest pedestrian traffic in 2020, activities in the study area have shown signs of partial recovery, with a 51% increase observed in 2023. The observed changes in pedestrian activities are, however, spatially heterogeneous. Modeling results reveal that areas with greater commercial land use, more points of interest (POIs), higher population density, and higher network connectivity experienced a significant negative change in the number of walking trips from the pre-pandemic to the pandemic period. Areas with higher percentages of educational and residential use and with higher personal income experienced smaller changes in pedestrian activities during the pandemic compared to the pre-pandemic period. During the post-pandemic recovery, the influential features remain mostly unchanged; however, the association direction is the opposite.

Since autonomous vehicles (AV) are in the testing process, it is an open question of how pedestrians will communicate with self-driving cars. Nowadays, explicit communication pattern is the main way of pedestrian-driver interaction, however, AV may use implicit communication when making crossing decisions. This study aims to analyze pedestrians' gaze behavior when crossing the road using an eye camera and find the most applicable location for the LED interface on AVs. 10 pedestrian crossings in Gyor, Hungary were analyzed using the synchronized eye-tracking (ET) technology and regular video cameras for combined data processing. The data were analyzed using digital image processing techniques and statistical methods to identify where pedestrians looked and whether a pedestrian-driver interaction was captured during the crossing maneuver.

The Central Business Districts (CBDs) of Dhaka are characterized by heavy traffic congestion, air pollution and peak office hour commuting density. Pedestrian-friendly environment is crucial for accessing the CBDs as it reduces auto-mobile dependency and encourages transit use. As of now, no research has assessed the walkability of Dhaka’s CBDs considering meso-scale factors such as land use diversity, density, street connectivity and micro-scale factors such as footpath continuity and quality, accessibility, safety, security, amenity and comfort of the streets. This paper evaluates the built environment attributes of total 15 wards across core CBDs of Dhaka North City Corporation (DNCC) and Dhaka South City Corporation (DSCC): Motijheel, Karwan Bazar, Mohakhali, Gulshan-Banani, and Mirpur to objectively assess walkability at both meso and micro scales. At meso-scale, a walkability index is generated that categorizes the wards into the most and least walkable using GIS, with Mirpur DNCC Ward-03 identified as the most walkable and Motijheel DSCC Ward-08 as the least walkable. At micro-scale, the walking environments in Mirpur Ward-03 and Motijheel Ward-08 are assessed based on Multi-Criteria Decision-Making (MCDM) approach. Results reveal several challenges such as narrow and discontinuous footpaths, presence of multiple barriers including utility poles, pillars, trees and, limited accessibility in Mirpur Ward-03 and garbage dumping, illegal car parking, haphazard hawker encroachments in Motijheel Ward-08. Our findings identify targeted areas needing improvement to enhance overall pedestrian-friendliness of the CBDs. The methodology followed in this study could be applied to evaluate the walkability of CBDs worldwide.

Pedestrians contribute significantly to the total number of road fatalities and injuries, with their behavior playing a pivotal role in traffic mishaps. Despite this, a limited body of research has delved into the walking behaviors of Chinese seniors. Given this gap, our study rigorously examines the patterns of seniors’ walking behaviors and their influencing factors. We employed exploratory factor analysis to decipher the intrinsic component structures of seniors' walking patterns in China. Subsequently, structural equation modeling was utilized to analyze the impact of demographic attributes and personality characteristics on these behaviors. The findings revealed a four-dimensional structure for senior walking behaviors: transgression, inattention, aggression, and positive behaviors. Introducing personality traits as variables notably enhanced the explanatory power of our model. Specifically, anger, altruism, and normlessness significantly influenced certain dimensions of walking behaviors, while sensation-seeking did not exhibit any notable effect. This study not only highlights the complexity and diversity of elderly walking behaviors but also underscores the importance of tailored interventions to improve walking safety and quality of life for seniors.

Daily pedestrian travels involve navigating various locations, putting them at risk because they are vulnerable worldwide to road users. Road traffic accidents claim the lives of many pedestrians every year. Any roadway and traffic management design must consider the speed at which pedestrians cross or walk. To improve current operating policies and to provide logical safety assessments, it is essential to comprehend the characteristics of pedestrian speed. While crossing several vehicular lanes, pedestrians must look for vehicle gaps in each route according to the direction of traffic. However, existing studies often overlook the diversity in pedestrian behaviors. This paper seeks to summarize the pedestrian crossing speeds, delays, and gap acceptance behavior in Asian nations based on several investigations. Several notable pieces of information were also formulated through tabulation. By averaging the pedestrian speed of some Asian countries, it was found that pedestrians move at 1.23 m/s, and Indonesian pedestrians move slower than other countries’ pedestrians. Gap acceptance behavior depends on age, gender, group/individual, education status, day/night, vehicle type, traffic flow, waiting location etc. Such factors are also the influencing factors for pedestrian speed too. The study’s conclusions will help mitigate traffic safety issues by creating an effective intersection control system. Practitioners and policymakers can use the study results to develop effective management strategies to lessen collisions between pedestrians and vehicles in uncontrolled locations in urban areas.