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Pedestrian safety is a critical concern worldwide, as pedestrians account for nearly a quarter of all road crash deaths. In Poland, in the last decade, the number of pedestrians killed in road accidents varied from 25 to 30% of all road accident victims each year. A similar tendency is observed in EU countries, but the average number of pedestrian fatalities is lower and amounts to 20%. Numerous activities have been undertaken to improve the safety of vulnerable road users. Land planning plays a crucial role in enhancing pedestrian safety. Effective land-use planning can mitigate risks by integrating pedestrian-friendly infrastructure into urban design. Numerous measures have been implemented to improve the safety of vulnerable road users, including education campaigns, speed reduction measures, and infrastructure enhancements. One of the latest initiatives involves enhancing the visibility of pedestrian crossings through the installation of additional lighting systems. In order to assess the effects of the undertaken activities, a number of zebra crossings with and without additional luminance were investigated. Crash data gained from police statistics, along with the calculated crash rates (CRs), were utilized to evaluate changes in safety performance at selected crosswalks. For this purpose, a „before–after" method was applied. Importantly, the research results did not show a clear impact of additional lighting on reducing the number of road crashes and they highlight that other factors, including the geometric characteristics of crossings and their location and proximity to land uses generating significant pedestrian traffic, significantly influence crash rates. [ABSTRACT FROM AUTHOR]

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.

It is assumed that a crossing speed of 1.2 m/s ensures safe pedestrian crossing. However, this walking pace might not be suitable for preschoolers. We sought to identify whether the time allocated to pedestrian crossing in the crosswalks with pedestrian crossing lights in an urban area, was enough to allow safe passage of the pre-schoolers. For this purpose, we assessed the mean walking speed of 48 pre-schoolers, and their reaction time. The time elapsed from the onset of the green man phase to the onset of the red man phase of 50 crosswalks located in three Spanish cities was registered. The results indicated a mean walking speed of 0.88 ± 0.2 m/s that was not considered sufficient to ensure safe crossing in 38% of the crosswalks analysed. According to the obtained data, a crossing speed of 1.2 m/s was not considered to be appropriate to ensure safe crossing among pre-schoolers. [ABSTRACT FROM AUTHOR]

Objective: In Bangladesh, drivers' failure to yield to pedestrians at designated crossings poses a significant safety risk and discourages their use of such crossings. The use of behavior change theories could be more appropriate in such complex situations where the interdependent behaviors of drivers and pedestrians interact. While many studies have identified factors that affect drivers' yielding behavior in the literature, fewer efforts have been made to apply behavior change theories in exploring and validating these factors, and to reach a consensus among competing road users. This study is among the first to utilize behavior change theories in Bangladesh to identify pedestrians' safety factors that could promote drivers' yielding behavior, upon which a consensus between drivers and pedestrians could be established. Methods: A self-reported attitudinal survey was administered to 202 drivers on two highways in Bangladesh with a questionnaire using the capability, opportunity, motivation, and behavior (COM-B) model for the comprehensive coverage of behavior change theories. The focus group interviews were also conducted with 40 pedestrians and 19 drivers who have experience with four crossing sites on the selected highways. The collected data were analyzed using a regression model to identify significant factors influencing the drivers' yielding behavior. These factors were then justified using a deductive thematic coding framework based on behavior change theories. Results: The regression model explained the variance in drivers' yielding by 45.1% with eight factors. The model found seven positive significant contributory factors in the drivers' yielding that could promote pedestrian safety. Of them, the motivation factors were avoiding random crossing by pedestrians, vulnerable groups, assertiveness, and facial fear expressions; and the opportunity factors were traffic signs or advanced yield lines, crossing in groups at specific times, and enforcement. Conclusions: The study's findings have practical implications for policymakers, highway designers, and other stakeholders involved in promoting pedestrian safety by acknowledging their stake in making any decision that might impact them. Highway designers can use the thematic coding framework to recommend any contributory factors involved, where competing drivers' unwillingness to yield is the primary threat to pedestrians' safety. [ABSTRACT FROM AUTHOR]

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Crosswalks play a fundamental role in road safety. However, over time, many suffer wear and tear that makes them difficult to see. This project presents a solution based on the use of computer vision techniques for identifying and classifying the level of wear on crosswalks. The proposed system uses a convolutional neural network (CNN) to analyze images of crosswalks, determining their wear status. The design includes a prototype system mounted on a vehicle, equipped with cameras and processing units to collect and analyze data in real time as the vehicle traverses traffic routes. The collected data are then transmitted to a web application for further analysis and reporting. The prototype was validated through extensive tests in a real urban environment, comparing its assessments with manual inspections conducted by experts. Results from these tests showed that the system could accurately classify crosswalk wear with a high degree of accuracy, demonstrating its potential for aiding maintenance authorities in efficiently prioritizing interventions. [ABSTRACT FROM AUTHOR]

This study aims to explore the application of spatial analysis to identify optimal locations for Grade-Separated Pedestrian Crossings (GSPCs) to improve pedestrian safety. The rise of motorized vehicles has increased dependency on automobiles and reduced pedestrian activities. Despite walking's resurgence due to health benefits, pedestrian safety remains critical, with pedestrians accounting for 50% of road fatalities in Pakistan. Hazardous road-crossing behaviors necessitate effective planning and design of pedestrian infrastructure. This study employs spatial analysis, incorporating global and local radius analyses of vehicular and pedestrian dynamics. This method integrates data on pedestrian safety and vehicular movement, proving objective results compared to the traditional survey methods. Spatial analysis identified optimal locations for GSPCs, providing a framework for enhancing pedestrian safety and optimizing GSPC placement. Meticulous planning is crucial to prevent underutilization and ensure cost-effectiveness. This approach may be extended to other urban areas to enhance pedestrian infrastructure. [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.

Pedestrian safety is a critical concern worldwide, as pedestrians account for nearly a quarter of all road crash deaths. In Poland, in the last decade, the number of pedestrians killed in road accidents varied from 25 to 30% of all road accident victims each year. A similar tendency is observed in EU countries, but the average number of pedestrian fatalities is lower and amounts to 20%. Numerous activities have been undertaken to improve the safety of vulnerable road users. Land planning plays a crucial role in enhancing pedestrian safety. Effective land-use planning can mitigate risks by integrating pedestrian-friendly infrastructure into urban design. Numerous measures have been implemented to improve the safety of vulnerable road users, including education campaigns, speed reduction measures, and infrastructure enhancements. One of the latest initiatives involves enhancing the visibility of pedestrian crossings through the installation of additional lighting systems. In order to assess the effects of the undertaken activities, a number of zebra crossings with and without additional luminance were investigated. Crash data gained from police statistics, along with the calculated crash rates (CRs), were utilized to evaluate changes in safety performance at selected crosswalks. For this purpose, a „before–after” method was applied. Importantly, the research results did not show a clear impact of additional lighting on reducing the number of road crashes and they highlight that other factors, including the geometric characteristics of crossings and their location and proximity to land uses generating significant pedestrian traffic, significantly influence crash rates.

The paper presents a proposed methodology for designing and planning research on driver behavior at pedestrian crossings using whole-vehicle simulators. It was assumed that dedicated research should be conducted in specific problem contexts. The problems identified were the identification of hazards and the risk of accidents involving vulnerable road users. The purpose of this identification is to determine the determinants of safety at pedestrian crossings, which should constitute guidance when designing new solutions for safety support systems at pedestrian crossings. A number of hazard factors were identified; divided into categories, including types of crossings, location, and surroundings; behavior of vulnerable road users; and attention (focus) distractors, both inside and outside the vehicle. A method for defining and selecting research scenarios and selecting a group of research participants was proposed. Additionally, it was proposed to conduct repeatable test scenarios for different driving speeds and different weather conditions. With respect to the publications on this topic, this work focuses on the process of designing and planning dedicated simulation studies, which may provide a source of guidance and good practices for other researchers. This is an example of how interdisciplinary research involving human factors, traffic organization, and ITS systems can be planned and implemented. [ABSTRACT FROM AUTHOR]

A properly designed and manufactured autonomous lighting system has an impact on reducing the amount of conflicts between pedestrians and drivers. For pedestrian crossings located outside of urban areas, one of the utilized solutions is PV installations with an electrochemical energy storage bank. So, the question should be asked: is it possible to maintain proper energy and lighting parameters throughout the year? This depends on the technical parameters of the installation, insolation, operating time, and the number and power of lighting luminaires directly prescribed by formal regulations. The purpose of this article is to present a method for evaluating the performance of a lighting installation at isolated pedestrian crossings based on annual power generation data obtained from a photovoltaic installation. This article presents lighting requirements for pedestrian crossing lighting. Based on the developed five lighting scenarios and energy calculations, year-round operation was simulated. Problems and risks that may affect the availability and performance of the lighting system were introduced. Directions for further research on the application of photovoltaic installations in road infrastructure were identified. [ABSTRACT FROM AUTHOR]

The object of research is pedestrian safety when crossing railroad tracks at pedestrian crossings. A method for improving the safety of pedestrian traffic when crossing railroad tracks within the area approaching the railroad pedestrian crossing has been developed, by introducing an information system for warning pedestrians about train movement with a fixed warning time. Experimental measurements of the speed of the rolling stock were carried out in the area approaching the pedestrian crossing over the railroad track. With the mixed movement of trains, it was found that the lowest speed of the train was 67.46 km/h, and the highest was the passenger train – 131.9 km/h. At the same time, the speed of freight trains ranged from 74 to 79 km/h. Such data are needed to determine the speed of the rolling stock on the approach to the crossing or transition, which will allow the light and sound signal to be turned on in time when the movement of a pedestrian across the track will be dangerous. The methodology for calculating the length of the approach section to the pedestrian crossing, depending on the speed of the rolling stock, has been given. It was established that the speed of the rolling stock has a significant effect on the length of the approach section. At the lowest measured speed of the train – 67.46 km/h, the length of the approach section was 317.46 m, and when the passenger train was moving at a speed of 131.9 km/h – 620.68 m. For a single-track section of the railroad, a fixed time has been established for warning pedestrians about the approach of a train to the crossing. It is a constant value that is included in the warning information system on a single-track section, and after it, a complex light and sound alarm with an information board is activated, which will warn the pedestrian about the movement of the train. The method for improving the safety of pedestrian traffic with a fixed time of the pedestrian’s anticipation of the train movement could be used at crossings with pedestrian traffic, as a supplement to the crossing signaling subsystem in railroad transport. It can also be used at equipped pedestrian crossings over railroad tracks in urbanized areas. The advantage of introducing such a method is a fixed time to warn the pedestrian, in each specific case of the train approaching the crossing. [ABSTRACT FROM AUTHOR]

Pedestrian crossings are an essential part of the urban landscape, providing safe passage for pedestrians to cross busy streets. While some are regulated by timed signals and are marked with signs and lights, others are simply marked on the road and do not have additional infrastructure. Nevertheless, the markings undergo wear and tear due to traffic, weather, and road maintenance activities. If pedestrian crossing markings are excessively worn, drivers may not be able to see them, which creates road safety issues. This paper presents a study of computer vision techniques that can be used to identify and classify pedestrian crossings. It first introduces the related concepts. Then, it surveys related work and categorizes existing solutions, highlighting their key features, strengths, and limitations. The most promising techniques are identified and described: Convolutional Neural Networks, Histogram of Oriented Gradients, Maximally Stable Extremal Regions, Canny Edge, and thresholding methods. Their performance is evaluated and compared on a custom dataset developed for this work. Insights on open issues and research opportunities in the field are also provided. It is shown that managers responsible for road safety, in the context of a smart city, can benefit from computer vision approaches to automate the process of determining the wear and tear of pedestrian crossings. [ABSTRACT FROM AUTHOR]

The safety of roads in urban areas is a major concern for governments, demanding innovative solutions to enhance pedestrian safety. This paper introduces a novel approach to crosswalks by integrating resin with photoluminescent additives, offering a significant boost to road safety. A thorough methodology was employed to assess its effectiveness, covering mechanical, lighting, and vibroacoustic aspects, alongside a photogrammetric analysis of real-world experiments. The material exhibited noteworthy mechanical properties, displaying consistent tensile strength, load capacity, and strain values with a remarkable Shore A hardness. After 20 min, luminance values peaked at 68 mcd/m2, surpassing standard vehicle headlights at 100 m. Additionally, vibroacoustic analysis highlighted a noticeable relationship between vehicle speed and sound bandwidth, indicating the system's potential to alert pedestrians. Tests revealed that the proposed system significantly decreased the average vehicle speed by 36.96% compared to conventional crosswalks, with a 27.80% reduction when drivers yielded to pedestrians. Furthermore, a survey involving 35 participants, focusing on the knowledge of road safety regulations, behavior, signage, and visibility, found positive results regarding accident reduction. The estimations indicate potential decreases of 26.26% in injuries and 35.4% in fatalities due to improved road conditions, 26.58% in injuries and 53.16% in fatalities resulting from reduced average speeds, and 52.56% in injuries and 79.91% in fatalities through enhanced road education. This underscores the multifaceted impact of the system on urban road safety. [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]

Lighting pedestrian crossings play an important role in ensuring the safety of pedestrians on the road, especially at night or in conditions of reduced visibility. Currently functioning normative and formal requirements, which are the basis for the design of lighting for pedestrian crossings, are described by criteria of lighting intensity. Each of the existing solutions operates in an urban environment, and at the stage of design and operation, the obtained values of the produced luminance contrast of the pedestrian silhouette and its background are not known. The main purpose of the article is to compare, based on luminance parameters, the three lighting solutions used at pedestrian crossings. This article presents and describes the method of determining the luminance contrast based on luminance measurements of the pedestrian silhouette and its background. Detailed results of measurements of luminance parameters at selected pedestrian crossings are presented. An analysis of the results was made with a breakdown of typical lighting solutions used in urban conditions. The differences between standard lighting were discussed, as well as supplementary and dedicated lighting. The obtained ranges of luminance contrast levels occurring in urban conditions for individual solutions were determined. The energy indicator for each solution was determined. [ABSTRACT FROM AUTHOR]

Crosswalks play a fundamental role in road safety. However, over time, many suffer wear and tear that makes them difficult to see. This project presents a solution based on the use of computer vision techniques for identifying and classifying the level of wear on crosswalks. The proposed system uses a convolutional neural network (CNN) to analyze images of crosswalks, determining their wear status. The design includes a prototype system mounted on a vehicle, equipped with cameras and processing units to collect and analyze data in real time as the vehicle traverses traffic routes. The collected data are then transmitted to a web application for further analysis and reporting. The prototype was validated through extensive tests in a real urban environment, comparing its assessments with manual inspections conducted by experts. Results from these tests showed that the system could accurately classify crosswalk wear with a high degree of accuracy, demonstrating its potential for aiding maintenance authorities in efficiently prioritizing interventions.

One significant and simultaneously interesting problem in urban mobility has to do with the study of shared spaces where various categories of users coexist and act together. This paper aims to examine the behavior and preferences of pedestrians and cyclists, who both coexist in a shared space infrastructure along the seafront (which has a length of around 4.0 km) of the city of Thessaloniki, Greece. Furthermore, the problems caused by the coexistence, such as at the locations where there are pedestrian crossings on the bicycle lane, are recorded and evaluated. Traffic calming measures aimed at improving the existing situation in terms of safety and comfort for both pedestrians and cyclists are also explored. Data were collected through a web-based questionnaire survey, which was distributed via email to students and employees of Aristotle University of Thessaloniki. A total of 1194 questionnaires were collected in the framework of the survey during the year 2021, including responses from both pedestrians and cyclists. The questionnaires were analyzed through the use of descriptive and inferential statistics; the latter method suggested several significant differences in how each group of users (pedestrians or cyclists) perceived their behavior compared with the other. Latent variable and path models were estimated to investigate the behavior and attitude of users towards the crossings, examined as a function of their perception towards the other group; perception about the benefits of the infrastructure; preference for additional interventions; and overall opinion about the quality of the shared space area. The results suggest that forms of aggressive behavior, preference towards using the crossings, and the perceived safety are affected by the aforementioned factors. The results of this study can inform decision takers and decision makers in the area of land use regarding policy recommendations for facilitating interactions between pedestrians and cyclists in shared spaces. [ABSTRACT FROM AUTHOR]

The paper presents a proposed methodology for designing and planning research on driver behavior at pedestrian crossings using whole-vehicle simulators. It was assumed that dedicated research should be conducted in specific problem contexts. The problems identified were the identification of hazards and the risk of accidents involving vulnerable road users. The purpose of this identification is to determine the determinants of safety at pedestrian crossings, which should constitute guidance when designing new solutions for safety support systems at pedestrian crossings. A number of hazard factors were identified; divided into categories, including types of crossings, location, and surroundings; behavior of vulnerable road users; and attention (focus) distractors, both inside and outside the vehicle. A method for defining and selecting research scenarios and selecting a group of research participants was proposed. Additionally, it was proposed to conduct repeatable test scenarios for different driving speeds and different weather conditions. With respect to the publications on this topic, this work focuses on the process of designing and planning dedicated simulation studies, which may provide a source of guidance and good practices for other researchers. This is an example of how interdisciplinary research involving human factors, traffic organization, and ITS systems can be planned and implemented.

A properly designed and manufactured autonomous lighting system has an impact on reducing the amount of conflicts between pedestrians and drivers. For pedestrian crossings located outside of urban areas, one of the utilized solutions is PV installations with an electrochemical energy storage bank. So, the question should be asked: is it possible to maintain proper energy and lighting parameters throughout the year? This depends on the technical parameters of the installation, insolation, operating time, and the number and power of lighting luminaires directly prescribed by formal regulations. The purpose of this article is to present a method for evaluating the performance of a lighting installation at isolated pedestrian crossings based on annual power generation data obtained from a photovoltaic installation. This article presents lighting requirements for pedestrian crossing lighting. Based on the developed five lighting scenarios and energy calculations, year-round operation was simulated. Problems and risks that may affect the availability and performance of the lighting system were introduced. Directions for further research on the application of photovoltaic installations in road infrastructure were identified.

The safety of roads in urban areas is a major concern for governments, demanding innovative solutions to enhance pedestrian safety. This paper introduces a novel approach to crosswalks by integrating resin with photoluminescent additives, offering a significant boost to road safety. A thorough methodology was employed to assess its effectiveness, covering mechanical, lighting, and vibroacoustic aspects, alongside a photogrammetric analysis of real-world experiments. The material exhibited noteworthy mechanical properties, displaying consistent tensile strength, load capacity, and strain values with a remarkable Shore A hardness. After 20 min, luminance values peaked at 68 mcd/m2, surpassing standard vehicle headlights at 100 m. Additionally, vibroacoustic analysis highlighted a noticeable relationship between vehicle speed and sound bandwidth, indicating the system’s potential to alert pedestrians. Tests revealed that the proposed system significantly decreased the average vehicle speed by 36.96% compared to conventional crosswalks, with a 27.80% reduction when drivers yielded to pedestrians. Furthermore, a survey involving 35 participants, focusing on the knowledge of road safety regulations, behavior, signage, and visibility, found positive results regarding accident reduction. The estimations indicate potential decreases of 26.26% in injuries and 35.4% in fatalities due to improved road conditions, 26.58% in injuries and 53.16% in fatalities resulting from reduced average speeds, and 52.56% in injuries and 79.91% in fatalities through enhanced road education. This underscores the multifaceted impact of the system on urban road safety.

It is necessary to analyze pedestrian behavior at crossings to improve their safety and mobility. Mid-block pedestrian crossings are structures that facilitate the mobility of pedestrians, safeguarding them from vehicular traffic; however, illegal crossing by pedestrians is an everyday occurrence and represents a risk to their safety. The purpose of this study is to evaluate the relationship between different human and road factors and the decision to illegally cross signalized mid-block crossings. Several human factors such as age, gender, waiting time in traffic light, use of the pushbutton and individual or group crossing, as well as road characteristics such as the length of traffic light phase, length of crossing, and vehicular volume were analyzed. To collect information about these variables this study recorded a one-hour video in six selected crosswalks within the Montes de Oca County in Costa Rica. A total of 1,707 crossings were recorded, 10.6% of which corresponded to instances of illegal crossing. After applying a logit model, this research found that traffic volume, pedestrian red-light time, waiting time, vehicle illegal crossing and group crossings reduced the probability of violations by pedestrians. On the other hand, minimum traffic light time and crossing length increased the possibility of pedestrian illegal crossings. This study concluded that the traffic light cycle is an important variable that must be rigorously analyzed to ensure pedestrian's compliance with traffic lights, which will improve the safety of the pedestrian mid-block crossings.

The night time, based on many world studies, generates an increased risk of serious accidents (with fatalities and serious injuries). This is especially true for accidents with pedestrians. Pedestrian crossings are very sensitive to the influence of the time of day in terms of pedestrian safety, elements of road infrastructure. This is visible on the example of Poland, where numerous accidents at crosswalks are recorded, characterized by high severity at night. Road infra-structure managers take corrective actions to improve this condition. An example of such work is the Road Safety Audit (RSA), initiated in 2016 by the Municipal Roads Management Board in Warsaw. The analyses carried out by the au-thors, among others, in the years 2016 - 2019, included pedestrian crossings without traffic lights located on roads managed by ZDM (Municipal Roads Authority) in twelve districts: Bemowo, Bielany, Mokotów, Ochota, Praga Połud-nie, Praga Północ, Śródmieście, Targówek, Ursynów, Wawer, Włochy, Żoliborz. The assessment was carried out in terms of the correct lighting of these passages, traffic organization, geometry and environmental impact. The main aim of the article is to present a methodology for evaluating the technical condition of road lighting infrastructure on a large scale (e.g. district, city). The article discusses the general and detailed state of pedestrian safety in Poland against the background of research conducted in Warsaw. The procedure of inspection and assessment of the state of lighting of pedestrian crossings is described and selected results are presented. On the basis of a detailed analysis of the results of individual pedestrian crossings, the general condition of the tested crossings was assessed and recommendations were indicated. An attempt was made to assess the influence of pedestrian crossings lighting on the general state of road safety. A critical evaluation of the obtained effects was made. The utilitarian aim of the article is to apply the described methodology in other cities and to use the results of the conducted analyses to plan and implement road investments in the field of modernization of lighting at pedestrian crossings on a large scale.

For this study, accident statistics of 14 European countries were analysed for the number of fatalities and injuries occurring at pedestrian crossings from 2015 to 2017. The road traffic death rate (killed per 1 million inhabitants) and the road traffic injury rate (injured per 1 million inhabitants) at pedestrian crossings were calculated and compared. It was found that there are large differences between the European countries: The road traffic death rate at pedestrian crossings is the lowest in Great Britain and Germany and the highest in Poland and Lithuania. Statistical analysis showed a significant correlation between road traffic death and injury rates at pedestrian crossings.

• Encouraging walking requires addressing experienced barriers. • Pedestrian crossings perceived as barriers to walking are objectively characterised. • Characteristics are compared with local design guidelines and Healthy Streets. • Technical documents are shown to be not specific enough to inform retrofit. • Recommendations are made towards retrofit-ready evidence-base. Pedestrian crossings are a staple of city design and a key feature both in terms of risk of road trauma and impacts on pedestrian experience. In car-dominated environments, the challenge is in retrofitting existing infrastructure to enable and encourage walking. It is unclear what diverse people might find difficult and to what extent existing design recommendations identify those needs. This study aims to provide a real-world perspective on local design guidelines and the Healthy Streets metrics, by triangulating them with objective measures of the built environment and users' perceptions of unfeasibility or difficulty. The study builds on previous research having identified non-signalised crossing points experienced by interview participants (half of whom were disabled) as barriers to access. These non-walkable crossings are characterised objectively, using a range of potentially relevant metrics and specific thresholds. The study then sought the simplest way to describe those crossings, identifying the importance of three metrics: (a) peak-hour traffic; (b) complexity; and (c) turning radii for traffic. The results also identified important gaps in local design guidelines and Healthy Streets metrics, which are currently not set up to enable cities to easily identify these difficult crossings. These findings are important because they can be used to identify crossings that are likely to cause difficulties walking and should be retrofitted to support walking. They also provide indications of complementary information needed to improve local guidelines and Healthy Streets metrics to enable them to support proactive retrofit. [ABSTRACT FROM AUTHOR]

Urban barriers are often a consequence of the unplanned expansion of transport infrastructures, housing growth nearby existing transport infrastructures, and the vehicular traffic itself. This process, also known as “community severance”, is a problem that affects the travel patterns of the population and causes negative impacts to adjacent communities, but it is not easy to assess. As an alternative to the costly technologies and restricted-access data sometimes used to analyze urban barriers, we propose an analytical approach that assesses community severance levels by classifying the quality of Pedestrian Crossings on Urban Streets (the PeCUS index). Additionally, the approach is used to identify possible inequities nearby the different classification groups regarding demographic data. We used the chi-square (χ2) test of independence and the standardized Pearson residuals to indicate deficits and excesses of residents regarding the demographic characteristics studied surrounding the urban streets. We found the following evidences of associations: residents with low-income or those aged up to 19 tend to live close to the worst crossings, whereas residents with permanent mobility constraints or the elderly tend to live near the crossings with the best classifications. Therefore, the study shows that the assessment of community severance by the analysis of the PeCUS index is feasible. Moreover, it reveals that the distribution of residents surrounding the distinct classes of quality of crossings is equitable for vulnerable social groups, except for low-income or young residents.

• Pedestrian - Motorized two-wheeler conflicts were analyzed through mockup study. • Brake reaction times and evasive actions were analyzed using repeated-measures ANOVA. • Mixed effects modeling indicated that time-to-collision and scenario type affected brake-reaction times. • Braking was the primary evasive action and hard-braking was seen in 32% of surprise events. • Yaw-rates indicated loss of control of motorized two-wheeler at the end of maneuver. This study aims to model the motorized two-wheeler (MTW) riders' evasive-action behavior towards jaywalking pedestrians using a mockup study. The brake reaction times (BRTs), approach speeds, decelerations, headings, and yaw rates were analyzed for two surprise scenarios (scenarios 1 and 3), one stationary scenario (scenario-2), and one expected scenario (scenario-4). In total, 50 riders participated in the mockup study. The results revealed that the 90th percentile BRT for the expected and surprise scenarios were 3.6 and 1.6 s, respectively. Further, repeated-measures ANOVA was performed followed by mixed effect modeling to ascertain the effect of conflict severity (two groups: group-1 with Time to Collision (TTC) < 1.5 s and group-2 with TTC > 1.5 s) and scenario type (three groups: scenarios 1, 3 and 4) on BRT. The results indicated that the main effects were significant while the interaction effect was not significant. The positive and significant coefficient (0.32) of TTC group-2 indicated higher BRTs than TTC group-1. Considering scenario-1 as the base scenario, the coefficient of scenario 3 (-0.02) indicated that scenario-1 and scenario-3 had a similar effect on BRT, while the coefficient of scenario-4 (1.47) indicated higher BRTs compared to scenario-1. The analysis of evasive action behavior revealed that 32% of riders performed hard braking in surprise scenarios. Further, yaw rate values at the crossing point indicated a loss of control of MTW in 90% of surprise events. The observations from this study provide a basis for developing countermeasures to improve pedestrian and MTW rider safety. [ABSTRACT FROM AUTHOR]

• Research assessed nighttime effectiveness of the PHB, RRFB, and LED-Em. • The PHB is highly effective during the nighttime as well as the daytime. • Value of using advance yield lines was demonstrated. • Findings offer caution for LED-Em on higher speed, higher volume, or wider roads. Introduction: A large majority of pedestrian fatal crashes occurred during the nighttime. The focus of this research was to identify if the following pedestrian crossing treatments were more or less effective at night: pedestrian hybrid beacon (PHB), rectangular rapid flashing beacon (RRFB), or LED-embedded crossing warning sign (LED-Em). Method: For each treatment, two statistical evaluations were used on the staged pedestrian data: ANCOVA models that considered per site mean yield rates and logistic regression that considered the individual driver response to the crossing pedestrian. Results: For the PHB, essentially no difference was found between the very high daytime and nighttime driver yielding values. The research found RRFBs to be more effective at night, and the LED-Em to be more effective during the day. Using the results from the logistic regression evaluation, higher driver yielding was observed at LED-Em sites in the lower speed limit group (30 or 35 mph (48.3 or 56.3 kph), with 2 lanes (rather than 4 lanes), with narrow lanes of 10.5 or 11 ft (3.2 or 3.4 m) widths (rather than 11.5 or 12 ft (3.5 or 3.7 m) widths), and lower hourly volumes. The results from the ANCOVA model for LED-Ems also showed a statistically significant difference for yield lines (higher yielding when present). Conclusions: This analysis represents the only known study to date on the effectiveness of pedestrian crossing treatments at night. Practical Applications: This study provides additional support for the PHB as a treatment because the PHB was found to be highly effective during the nighttime as well as the daytime. The value of using advance yield lines was also demonstrated. The findings offer a caution regarding the use of the LED-Em treatment on higher speed, higher volume, or wider roads. [ABSTRACT FROM AUTHOR]

• Safety effectiveness of pedestrian hybrid beacons (PHB) was examined. • Significant crash reductions for all, rear-end, and pedestrian-related crashes. • PHBs with a raised median or pedestrian refuge island had fewer total crashes. Introduction: The pedestrian hybrid beacon (PHB) is a traffic control device used at pedestrian crossings. A recent Arizona Department of Transportation research effort investigated changes in crashes for different severity levels and crash types (e.g., rear-end crashes) due to the PHB presence, as well as for crashes involving pedestrians and bicycles. Method: Two types of methodologies were used to evaluate the safety of PHBs: (a) an Empirical Bayes (EB) before-after study, and (b) a long-term cross-sectional observational study. For the EB before-after evaluation, the research team considered three reference groups: unsignalized intersections, signalized intersections, and both unsignalized and signalized intersections combined. Results: For the signalized and combined unsignalized and signalized intersection groups, all crash types considered showed statistically significant reductions in crashes (e.g., total crashes, fatal and injury crashes, rear-end crashes, fatal and injury rear-end crashes, angle crashes, fatal and injury angle crashes, pedestrian-related crashes, and fatal and injury pedestrian-related crashes). A cross-sectional study was conducted with a larger number of PHBs (186) to identify relationships between roadway characteristics and crashes at PHBs, especially with respect to the distance to an adjacent traffic control signal. The distance to an adjacent traffic signal was found to be significant only at the α = 0.1 level, and only for rear-end and fatal and injury rear-end crashes. Conclusions: This analysis represents the largest known study to date on the safety impacts of PHBs, along with a focus on how crossing and geometric characteristics affect crash patterns. The study showed the safety benefits of PHBs for both pedestrians and vehicles. Practical Applications : The findings from this study clearly support the installation of PHBs at midblock or intersection crossings, as well as at crossings on higher-speed roads. [ABSTRACT FROM AUTHOR]

The topic of the use of mobile devices and headphones on pedestrian crossings is much less explored in comparison to the use of the mobile phone while driving. Recent years have seen many discussions on this issue, especially in foreign countries. The Slovak Republic, however, has not been giving it enough attention (and it is not mentioned in the National Road Safety Plan for the Slovak Republic from 2011 to 2020). This paper aims to draw attention to this issue. It presents basic outputs of a pilot study on pedestrian safety, with a focus on the use of mobile devices and headphones at selected non-signalized pedestrian crossings in three Slovak cities. Overall, 9% of pedestrians used headphones or mobile devices at observed pedestrian crossings (4% of them used headphones, 1% used headphones and at same time used their mobile phone, 2% made phone calls and 2% used their mobile phones). While these numbers can be considered relatively low, the study proved that during weekdays every 2 min someone was using the crossing without fully focusing on crossing the road safely. Another main finding was that although the safety risk at pedestrian crossings is increased by factors such as rush hour traffic or reduced visibility, pedestrian behavior related to the use of mobile phones and headphones does not change. A safety assessment was also carried out at the crossings. The results show that pedestrian behavior is not affected by the level of safety of the crossing (e.g., visibility of the crossing for drivers). The results of the presented analysis suggest that action is needed to change that. Due to the lack of information about accidents involving pedestrians using mobile phones and headsets when crossing the road, no relevant statistical data could be analyzed. The dataset collected can be used as a basis for further investigation or comparisons with other countries of the relevant indicators. In future work, we would like to include a pedestrian-driver interaction factor focusing on driver speed behavior in relation to pedestrians (who are on or are about to step onto a pedestrian crossing) and identify critical situations caused by improper behavior of drivers and/or pedestrians. This will help to understand speed adjustment problems related to pedestrian crossings. [ABSTRACT FROM AUTHOR]

Urban barriers are often a consequence of the unplanned expansion of transport infrastructures, housing growth nearby existing transport infrastructures, and the vehicular traffic itself. This process, also known as "community severance", is a problem that affects the travel patterns of the population and causes negative impacts to adjacent communities, but it is not easy to assess. As an alternative to the costly technologies and restricted-access data sometimes used to analyze urban barriers, we propose an analytical approach that assesses community severance levels by classifying the quality of Pedestrian Crossings on Urban Streets (the PeCUS index). Additionally, the approach is used to identify possible inequities nearby the different classification groups regarding demographic data. We used the chi-square (χ2) test of independence and the standardized Pearson residuals to indicate deficits and excesses of residents regarding the demographic characteristics studied surrounding the urban streets. We found the following evidences of associations: residents with low-income or those aged up to 19 tend to live close to the worst crossings, whereas residents with permanent mobility constraints or the elderly tend to live near the crossings with the best classifications. Therefore, the study shows that the assessment of community severance by the analysis of the PeCUS index is feasible. Moreover, it reveals that the distribution of residents surrounding the distinct classes of quality of crossings is equitable for vulnerable social groups, except for low-income or young residents. [ABSTRACT FROM AUTHOR]

• Video-based safety assessment is proposed using detection of dangerous encounters. • Dangerous events are identified using vehicle speed, deceleration and min. distance. • A Dangerous Encounter Index is proposed as a surrogate safety indicator. • Crossing two lanes involves more risk than crossing one lane, given similar traffic. • Improvement of safety was observed with active signage involving blinking lights. Although the road safety situation in Poland is generally improving, the number of accidents at pedestrian crossings has not decreased in the last four years. This paper presents the results of the MOBIS research project, the aim of which was to develop surrogate safety indicators, based on detection of pedestrian-vehicle conflicts using video analysis. Pedestrian and vehicle traffic was filmed at two unsignalised pedestrian zebra crossings in Warsaw and Wrocław for over 40 days. Motion trajectories of vehicles and pedestrians were determined based on video processing. Several variables describing pedestrian-vehicle interactions were calculated, such as speed, post-encroachment time, distance between the participants, decelerations, etc. Classification of encounters was based on interactions of pedestrians and vehicles i.e. drivers yielding to pedestrians, vehicles passing just in front of, or behind pedestrians. Criteria for identification of dangerous encounters were selected with the assumption that it should be possible to automate the assessment process. The selected variables were: pedestrian-vehicle passing distance and the vehicle speed at that moment. Other criteria were used in cases of abrupt braking – deceleration exceeding 4 m/s2 and vehicle speed. A Dangerous Encounter Index is proposed as a surrogate safety indicator for pedestrian crossings. It relates the occurrence of dangerous events to exposure, defined as the number of pedestrian-vehicle encounters. The proposed index shows that crossing two lanes involves more risk than crossing one lane, given similar traffic flow. Some improvement of safety at both types of crossing was observed after active signage involving blinking lights had been introduced. The proposed method is a step towards automation of safety assessment. [ABSTRACT FROM AUTHOR]

Glow‐in‐the‐dark (GiD) material has the advantage that it can absorb energy in the presence of a light source and emit the absorbed energy in the form of visible light in the absence of external light. The presented research work deals with the development, testing, and environmental impact assessment of GiD‐concrete. New innovative interlocking concrete blocks have been developed which have the ability to GiD without the need of any external power source. The presented GiD‐concrete has the advantage of long‐term durability over using GiD material as emulation. Through experimentation, 20% GiD addition was found to be the optimum dosage for GiD‐concrete. Mechanical tests consisting of strength, skid resistance, thermal cycling, and glow intensity and duration were conducted on the prepared prototypes. In addition, environmental impact assessment and toxicity testing was conducted in accordance with the U.S. Environmental Protection Agency's (U.S. EPA) standards and regulations in order to ascertain the effects of GiD material on the environment and human health. Through these experimentations, the durability and safety of the developed material with regard to the real‐world application have been judged. The provided information can be used by engineers and researchers along with regulatory bodies to develop guidelines regarding the application of the newly developed material in infrastructure projects. Furthermore, the developed prototype can be used in a variety of ways to improve safety and living conditions, ranging from bicycle lanes, pedestrian crossings, building basements, walkways, concrete barriers, and curbstones along with other architectural and esthetical applications. [ABSTRACT FROM AUTHOR]

The article addressed the behaviour of pedestrians at road crossings based on the conducted studies. The introduction includes the discussed restrictions of pedestrian traffic in the city and basic data on pedestrian safety. The article presented the results of research including the behaviour of people at pedestrian crossings. The research included two types of pedestrian crossing: with and without traffic lights. Based on the observations made during the research and comparison of the results presenting the behaviour of pedestrians on both types of crossings, the influence of the traffic lights on behaviour of pedestrians at the road crossings was presented. [ABSTRACT FROM AUTHOR]

The topic of the use of mobile devices and headphones on pedestrian crossings is much less explored in comparison to the use of the mobile phone while driving. Recent years have seen many discussions on this issue, especially in foreign countries. The Slovak Republic, however, has not been giving it enough attention (and it is not mentioned in the National Road Safety Plan for the Slovak Republic from 2011 to 2020). This paper aims to draw attention to this issue. It presents basic outputs of a pilot study on pedestrian safety, with a focus on the use of mobile devices and headphones at selected non-signalized pedestrian crossings in three Slovak cities. Overall, 9% of pedestrians used headphones or mobile devices at observed pedestrian crossings (4% of them used headphones, 1% used headphones and at same time used their mobile phone, 2% made phone calls and 2% used their mobile phones). While these numbers can be considered relatively low, the study proved that during weekdays every 2 min someone was using the crossing without fully focusing on crossing the road safely. Another main finding was that although the safety risk at pedestrian crossings is increased by factors such as rush hour traffic or reduced visibility, pedestrian behavior related to the use of mobile phones and headphones does not change. A safety assessment was also carried out at the crossings. The results show that pedestrian behavior is not affected by the level of safety of the crossing (e.g., visibility of the crossing for drivers). The results of the presented analysis suggest that action is needed to change that. Due to the lack of information about accidents involving pedestrians using mobile phones and headsets when crossing the road, no relevant statistical data could be analyzed. The dataset collected can be used as a basis for further investigation or comparisons with other countries of the relevant indicators. In future work, we would like to include a pedestrian–driver interaction factor focusing on driver speed behavior in relation to pedestrians (who are on or are about to step onto a pedestrian crossing) and identify critical situations caused by improper behavior of drivers and/or pedestrians. This will help to understand speed adjustment problems related to pedestrian crossings.

Road markings were sometimes reported as meaningful contributors to microplastic pollution. To estimate their wear, 126 pedestrian crossings, which constitute the worst-case scenario because all passing vehicles encroach on them, were analysed for luminance loss as an indicator of complete abrasion. The assessment was done in Sweden, where thermoplastic road marking materials prevail – unique because they can be made with polymeric or non-polymeric binders. Average loss of marked surface was 19.1%; hence, after adjusting for lower abrasion at longitudinal lines, the annual contribution of road markings to microplastic pollution in Sweden should not exceed 60 t (assuming the exclusive use of non-polymeric binders) or up to 231 t (assuming all non-volatile organics being potential microplastics), corresponding to 5.7−‍22.0 g/person/year. The outcome of this study should be utilised by environmental scientists assigning sources of pollution and should be useful for regulators and road administrators to promote the most environmentally friendly road markings. [Display omitted] • Microplastic pollution originating from road markings was estimated. • Pedestrian crossings were assessed to represent the worst-case scenario. • Assessment of abrasion was done based on analysis of images collected in the field. • Abrasion was estimated at <6% (all road markings) and <20% (pedestrian crossings). • Results indicate that prior research significantly overestimated emissions. [ABSTRACT FROM AUTHOR]

The article focuses on facilitating the use of pedestrian crossings for visually impaired people. Topics include examines Cerema and the City of Paris conducts various tests and experiments in partnership, involving experts, manufacturers and user associations as in order to find a technical solution to a national compulsory requirement with no standardized solution.