Crosswalk Research Articles

Interdependence of driver and pedestrian behavior in naturalistic roadway negotiations

Objective This paper characterizes the actions of pedestrian-driver dyads by examining their interdependence across intersection types (e.g., zebra crossings, stop signs). Additionally, the analysis of interdependence captures other external factors, such as other vehicles or pedestrians, that may influence the interaction. Methods A 228 epoch vehicle-pedestrian interaction dataset was extracted from a large naturalistic driving data collection effort, which included vehicle, pedestrian, and contextual information (e.g., intersection type, jaywalking, vehicle maneuver, and lead vehicle presence). An expanded Actor-Partner Interdependence Model (APIM) was used to analyze driver-pedestrian dyads using driver and pedestrian standard deviations of velocity as the independent variables and wait times as dependent variables. APIM structural equation models were augmented to include driver effects (i.e., lead vehicle and maneuver type) and pedestrian effects (i.e., lead pedestrian, crossing group size, crossing direction). Results The level of protection afforded by an intersection had an effect on the extent of driver-pedestrian dyadic behavior. Interactions in undesignated crossings (i.e., jaywalking) were associated with interdependent behavior whereas interactions in designated crossings (i.e., crosswalks and parking lots) showed a partner effect on the driver’s wait time but no significant corresponding partner effect on the pedestrian. Finally, protected intersection interactions (i.e., traffic lights and stop signs) demonstrated no significant partner effects. Conclusions The difference in behavior patterns associated with the intersection type and level of protection shows that context can mediate the level of negotiation required between drivers and pedestrians. These findings inform how context and driver-pedestrian interactions should be incorporated in future modeling efforts which may, ultimately, support design of automated systems that are able to interact more safely, efficiently, and socially.

PEDESTRIAN PATH LIVABILITY CONCEPT IN THE RTH AREA RELIGIOUS MONUMENT OF KENDARI CITY

Green Open Space is a city-forming element that has an important role in maintaining environmentalbalance and environmental sustainability in urban areas. Parks in addition to having an ecologicalfunction, can be used as a place for socializing and economic activities. Thus, the park as a city facilitymust have a good level of livability for the convenience of its visitors. Pedestrian trails located in thegreen open space area of Kendari City are parks with indications of decreased livability. This studyaims to analyze the feasibility and performance of pedestrian pathways in the green open space area ofKendari City against applicable standards such as: accessibility, connectivity, circulation, security,safety, noise, beauty, climate and cleanliness and determine the priority of services needed to improveperformance. pedestrian facilities. The purpose of this study was to evaluate the service andperformance of pedestrian paths in the Green Open Space (RTH) of Kendari City by using 27 researchvariables which were a combination of quantitative and qualitative research, with a sample of 399people. respondents. This study uses the Importance Performance Analysis (IPA) method in assessingthe performance of the existing pedestrian path, and the Customer Satisfaction Index (CSI) todetermine the user satisfaction index for the services received. The results obtained in this study arerelated to evaluating the performance of the existing pedestrian path which consists of goodcategories: facilities for pedestrians with special needs (guiding blocks), availability of road markings,availability of crossing lanes, security systems (cctv, security posts), speed control facilities ,cleanliness level. adequate/ordinary categories: dimensions of pedestrian paths, lighting of pedestrianpaths, differences in the level of height of pedestrian paths with road bodies, availability of pedestrianpath markings and signs/signals, surface texture of materials, seating, climate (shady), shelter/shelter ,Vegetation/shade plants, Number and quality of trash bins. bad/bad categories: the availability oframps, pedestrian paths connected to urban transportation elements, continuity of pedestrian paths,obstructions in pedestrian paths, crossings, and noise suppression facilities, while the pedestrian pathuser satisfaction index for services is only in the category quite satisfied with a value of 65.57%.

Modeling the Assessment of Intersections with Traffic Lights and the Significance Level of the Number of Pedestrians in Microsimulation Models Based on the PTV Vissim Tool

The present article contains a microsimulation analysis of the impact of the number of pedestrians on pedestrian crossings controlled by traffic lights. To analyze the level of freedom of movement using the HCM 2010 method based on the level of service (LOS) implemented in the PTV VISSIM tool, a simulation of two interconnected intersections is performed. These crossings differ in the number of inlets as well as in the intensity of vehicles at each of the inlets. The microsimulation model was based on real data on the intensity of vehicles from an intelligent traffic control system as well as real traffic light programs. Eleven different variants of the same initial conditions were tested in which the number of pedestrians at pedestrian crossings was increased every 50 and the time of the right turn and the LOS of the right turn were compared. The result shows the impact of the number of pedestrians on the assessment of LOS traffic conditions at the entire intersection. The results consider the ranges in which the number of pedestrians has a significant impact and change the assessment of the entire intersection to the next worse level of freedom of movement. The article shows how it can be a mistake to overlook adding the exact number of pedestrians at traffic light intersections with PTV Viswalk in the microsimulation model.

Caught in the blind spot of a truck: A choice model on driver glance behavior towards cyclists at intersections

Vulnerable road users (VRUs) constitute an increasing proportion of the annual road fatalities across Europe. One of the crash types involved in these fatalities are blind spot crashes between trucks and bicyclists. Despite the presence of mandatory blind spot mirrors, truck drivers are often reported to have overlooked the presence of a bicyclist. This raises the question if and when truck drivers check their blind spot mirrors for the presence of bicyclists, and which factors contribute to such glance behavior. The current study presents the results of an analysis of naturalistic glance behavior by 39 truck drivers in 1,903 right-turning maneuvers at urban intersections, where in each maneuver there was a chance of crossing the path of a bicyclist. The descriptive analysis revealed that most often truck drivers did not cast a glance upon their blind spot mirrors as recommended by the examination guidelines. Furthermore, a choice model was developed with the main factors that have an impact on glance behavior. Drivers were more likely to glance with a priority regulation that allowed conflicts, with lower speed limits, with zebra crossings, without cyclist facilities, without a lead vehicle making the same maneuver, in presence of VRUs, without adverse sight conditions, in lower age groups, without certain non-driving related activities, when driving a truck with more direct vision on VRUs, and without a camera providing a view on the blind spot, and with less time between a standstill and starting the maneuver. Three factors did not significantly improve the choice model and were therefore left out, despite showing significant effects in bivariate tests: intersection layout (e.g., three vs. four legs), presence of advanced stopping lanes, and visual obstruction. Implications of the choice model are discussed for driver education (in terms of timely glances, reducing inattention, and hazard anticipation) and vehicle design (in terms of direct vision).

Speed of pedestrian movement at marked pedestrian crossings

The pedestrians crossing was influenced by a number of factors, which the most important of those are the time and speed of pedestrian crossings. They are in direct dependence on the width of the marked pedestrian crossing, and they were analyzed at two marked crossings in Teslić, with the same characteristics, next to the high school and next to the primary school. The target groups of the research consisted of different ages of students divided by gender and three grade classes and students who come with their parents. In order to obtain the most accurate data on pedestrian speeds, which is the goal of the research, in addition to the method of scientific observation, the video recording technique was also used. The result of these methods are tables in which speeds and crossing times are classified, on the basis of which graphs of speed, crossing times and the level of service of given pedestrian crossings are presented. As a result, it was concluded that by increasing the width of the pedestrian crossing at both locations, the speed of pedestrian crossing would decrease, bearing in mind that a larger width of the pedestrian crossing allows for a longer crossing time.

Analisis Pengaruh Pejalan Kaki Yang Menyeberang Jalan Pada Fasilitas Penyeberangan Zebra Cross Terhadap Panjang Antrian Kendaraan

The increase number of vehicles is not the main factor causing congestion. There are other factors, such as the movement of pedestrians crossing the road using a zebra cross. This study aims to determine the effect of pedestrians crossing on vehicle queue lengths using shock wave analysis, and evaluate whether zebra cross facilities are still suitable for use or not at research site. This research was conducted for 4 days on Sam Ratulangi street in front of Multimart Ranotana Manado City. Data analysis uses traffic characteristics correlation of volume, speed and density. The characteristic correlation that will be used for the shock wave analysis calculation is based on the highest coefficient of determination (R2). The results of the study, based on shock wave analysis showed that pedestrians crossing could make a vehicle queue length of 33.5 meters for the left lane and 74.6 meters for the right lane. Based on the average number of pedestrians crossing the volume of vehicles and the number of conflicts that occur (PV2), it is recommended that the type of crossing facility is pelican with a protector. The greater duration of pedestrians crossing (r) then the maximum queue length of vehicles (Qm) will be greater.

Impacts of road and hydrographic networks in the conditions of the Raut river basin environment

Road infrastructure in the Republic of Moldova represents the totality of road networks classified in express, republican and regional, including a complex of objects that ensure the efficiency of road traffic, such as bridges, gas stations, pedestrian crossings, street lighting, etc. Road construction and maintenance also require changes in geographical systems, including within river basins. The research highlights the impact of the river network on road infrastructure construction and maintenance projects and at the same time the impact of the road network on the river network in the environmental conditions within the Răut river basin. Therefore, the most frequent environmental impressions are left by the relief levelling and geological settlement works, by the extraction and displacement of mineral substances (gravel, sand) according to construction or repair projects, river valley modelling for bridge construction, landscaping of the space adjacent to the roads by deforestation of trees, irradiation of the soil layer, by modification of surface runoff and environmental pollution.

Development and Evaluation of Non-Traditional Pedestrian Timing Treatments for Coordinated Signalized Intersections

Pedestrian signal timings are one of the major issues to be addressed when developing signal timing plans. So far, two different treatments of pedestrian timings for coordinated systems exist. The first treatment accommodates pedestrian timing within the cycle. Therefore, it requires longer cycle lengths that usually increase the total delay on the network. In contrast, the second treatment uses shorter cycle lengths sufficient to serve vehicular demand only. The problem with the latter is that the concurrent phase is usually not long enough to serve pedestrians. Thus, with every pedestrian call, a follow-up transition process occurs, affecting cycle lengths and coordination quality. This study develops two novel pedestrian timing treatments to overcome the problems of the traditional ones. Novel pedestrian treatments utilize a cycle length optimized to cover necessary times for vehicular phases, although pedestrian timings may require longer time intervals. However, when pedestrian calls occur, their minimum safety timings are accommodated within such a shorter cycle, and thus the transition process is not required. Our study evaluates the proposed and traditional pedestrian timing treatments using a corridor of five signalized intersections in West Valley City, Utah. Various experiments were conducted in a microsimulation environment VISSIM and collected results were statistically compared. Results show the promising property of the proposed treatments, as they outperformed the traditional pedestrian timing treatments. Therefore, further investigation of these pedestrian timing treatments is warranted. Future research should investigate possibilities of implementing similar treatments to fully actuated control systems on various networks and traffic conditions.

Pedestrian crossing light violation in Costa Rica: exploring factors affecting mid-block crossing behavior

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.

CENCHRUS LONGISPINUS (HACK.) FERNALD ON ANTHROPOGENICLY TRANSFORMED AREAS OF THE DNIESTER DISTRICT

During the study of flora of ecotopes of the railway tracks of the Dniester embankment, 14 localities of the North American species Cenchrus longispinus were identified. On the sand the plants are better developed, have more lateral shoots. On crushed stone substrate, especially in the interrail space of the railway, plants are low – 7 (10) cm high. In addition, Cenchrus longispinus on the Dniester embankment was found in areas where no radical transformation of the ecotope (beach) is detected. Problem. The adventive species Cenchrus longispinus (Hack.) Fernald in Ukraine is at the expansion stage. It poses significant potential threat to the environment due to stress tolerance, wide ecological amplitude, high degree of naturalization, significant coenotic activity and so on. Much attention is now being paid to the study of the conditions for the emergence and naturalization of new adventitious species, especially quarantine ones. Cenchrus longispinus originates from North America and is distributed with grain bulks. The species has spread to many countries - it has been found in South Africa, India, Moldova, Russia, in a number of European countries. Навести яких. In Ukraine, the species was first detected in the southern regions. It is a kenophyte, agrio-epecophyte and belongs to the quarantine organisms that are partially distributed in Ukraine (A-2). In the ecological sense, the species prefers arid soil conditions. It is a heliophyte, in ecological and coenotic terms - a psammophyte. Most of its populations are concentrated in anthropogenic ecotopes. Methods. In the summer of 2021, anthropogenically transformed areas of the Dniester embankment were surveyed by a route method. The flora of the railway tracks between the railway stations Karolinа-Bugas and Sonyachna was studied. Results. 14 localities of Cenchrus longispinus were identified. Their coordinates are given in the publication. Plants are mostly localized in areas of unauthorized or organised pedestrian crossings over railway tracks. The substrate is crushed stone of railway tracks or adjacent sandy soil. Conclusions. On sand plants, by sight, are better developed, have more lateral shoots, are higher. On the crushed stone substrate of railway tracks, especially in the interrail space, the plants are low - 7 (10) cm high. Specimens on both types of substrate, even those that undergo moderate and severe mechanical damage by pedestrians, possess a significant number of grown additional shoots. Almost all shoots have developed fruit. Cenchrus longispinus on the Dniester embankment is represented not only in areas with strong anthropogenic impact, but also where human influence is moderate or apparently nonexistent. However, all surveyed areas are visited by pedestrians or vacationers.

A Review of Research on Pedestrian-vehicle Conflict in Non-signal-controlled Road Sections

Pedestrian crossings, as the main traffic facilities for pedestrians crossing the street, play an important role in ensuring the safety of pedestrians crossing the street. However, there are many places on domestic crosswalks without signal control, which leads to the interaction between vehicles and pedestrians on the crosswalk, which will not only cause traffic congestion, affect the normal traffic order, but also cause traffic accidents. It is of great significance to improve the traffic efficiency to strengthen the understanding of the seriousness of the conflict between people and vehicles in the non-signal control section, and to prevent the accident of drivers and pedestrians.

What are intersections for pedestrian users?

Abstract. The increase of accessibility and pedestrian data in geographic databases such as OpenStreetMap brings with it the possibility to find a number of applications for pedestrian users.The way in which different urban spaces are crossed obviously depends on their nature. In particular, crossing an intersection is not the same as walking along a street. Intersections are particularly complex areas, where crossing is almost mandatory, often with several possible routes.Although there are various works in the literature that are interested in locating these intersections in a road network, to our knowledge there is no work that deals with the precise segmentation of intersections at the scale of pedestrian use.In this article, we propose an approach that allows us to segment the OpenStreetMap street network at the pedestrian level, by precisely identifying the boundaries between intersections and other spaces.By combining the geometry, topology and semantics of the urban automobile network of OpenStreetMap, we propose an algorithm for locating elementary intersections, and then successively assembling them in a multi-scale approach, in order to obtain the intersections as they are considered by pedestrians during their movements. In particular, our approach relies on the elements that constitute the boundaries of these intersections, such as pedestrian crossings and traffic lights.After presenting an implementation of this approach, we offer a number of results that illustrate the robustness of the proposed approach.

Analysis of emergent patterns in crossing flows of pedestrians reveals an invariant of 'stripe' formation in human data.

When two streams of pedestrians cross at an angle, striped patterns spontaneously emerge as a result of local pedestrian interactions. This clear case of self-organized pattern formation remains to be elucidated. In counterflows, with a crossing angle of 180°, alternating lanes of traffic are commonly observed moving in opposite directions, whereas in crossing flows at an angle of 90°, diagonal stripes have been reported. Naka (1977) hypothesized that stripe orientation is perpendicular to the bisector of the crossing angle. However, studies of crossing flows at acute and obtuse angles remain underdeveloped. We tested the bisector hypothesis in experiments on small groups (18-19 participants each) crossing at seven angles (30° intervals), and analyzed the geometric properties of stripes. We present two novel computational methods for analyzing striped patterns in pedestrian data: (i) an edge-cutting algorithm, which detects the dynamic formation of stripes and allows us to measure local properties of individual stripes; and (ii) a pattern-matching technique, based on the Gabor function, which allows us to estimate global properties (orientation and wavelength) of the striped pattern at a time T. We find an invariant property: stripes in the two groups are parallel and perpendicular to the bisector at all crossing angles. In contrast, other properties depend on the crossing angle: stripe spacing (wavelength), stripe size (number of pedestrians per stripe), and crossing time all decrease as the crossing angle increases from 30° to 180°, whereas the number of stripes increases with crossing angle. We also observe that the width of individual stripes is dynamically squeezed as the two groups cross each other. The findings thus support the bisector hypothesis at a wide range of crossing angles, although the theoretical reasons for this invariant remain unclear. The present results provide empirical constraints on theoretical studies and computational models of crossing flows.

АНАЛИЗ ФАКТОРОВ, ВЛИЯЮЩИХ НА ВЕРОЯТНОСТЬ ВОЗНИКНОВЕНИЯ ДОРОЖНО-ТРАНСПОРТНЫХ ПРОИСШЕСТВИЙ

Objective: To identify and reduce deficiencies in the functioning of the road infrastructure in order to eliminate them and increase safety on public roads. Problem: To study the factors affecting the accident rate, analyzing the number and types of road accidents, as well as the main areas where accidents are frequent on the example of Orenburg region. Experimental studies were carried out by the method of observation and statistics on accidents. This paper is characterized by the complexity of considering and analysis of factors affecting the likelihood of road accidents. The accident rate can be reduced as part of implementing the activities of the regional project "Regional and Local Road Network", so by taking measures to control and supervise the arrangement of places of road works, introducing new organizational measures. The increase in the number of cameras for fixing traffic offences in cities and regions, installation of artificial irregularities, aboveground pedestrian crossings, etc., also contribute to the reduction of road accidents. In Orenburg region, the decrease in the number of road accidents in 2021 compared to 2020 reached 19.6%.

Pedestrian User-Friendly Intelligent Crossing Advance For Improved Safety

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

Physical activity and perceived environment among adults from a city in Southern Brazilian.

The article aimed to verify the association between physical activity (PA) and perceived environment among adults from a city in southern Brazil. This is a population-based cross-sectional study with 820 adults living in the city of Criciúma-SC. Perceived environment was assessed using the Neighborhood Environmental Walkability scale and PA in the leisure and transportation domains using the long version of the International PA Questionnaire. It was observed that the neighborhood with public spaces for the practice of physical exercises and dog walking was associated with higher prevalence of compliance with moderate-to-vigorous physical activity (MVPA) guidelines. The fact of having an invitation from friends and/or relatives for PA, sporting events and the habit of dog walking were associated with leisure-time walking. Access to places for the purchase of fresh fruits/ vegetables, light/diet foods, to have sidewalks in most streets, to have pedestrian crossings and sporting events in the neighborhood were associated with higher prevalence of active transportation. Conversely, places for snacks or fast food in the neighborhood were associated with lower prevalence of active transportation. The perception of environmental variables was associated with MVPA, walking and active transportation.

Intelligent Transportation System

Abstract: People have experienced frequent communication and information exchange in recent years as a result of the proliferation of mobile devices. For example, when people go on vacations, it is common for each person to bring a smart phone with them to get information about nearby attractions. When a user visits a location, the application will provide useful information based on the user's current location preferences and previous visits to locations and their traffic signs. This new feature of map will learn your preferences and will display traffic signs in the area this system would display all traffic signs in and around the city including No Parking, Give Way, Speed Breakers ,Zebra Crossings ,Signals ,Tunnels, Sharp Curves, Speed ,No Overtaking Zones, Accidents Ponds, and Cycle Lanes. The use of popularity based filtering allows users to see all of the traffic signs in the area. Keywords: Traffic signs, Intelligent Transportation

Methods of increasing pedestrian safety in the road traffic

The article presents methods of increasing pedestrian safety in the road traffic. A significant number of different concepts and inventions is systematically appearing on the automotive market to protect pedestrians and support the driver. Through constant analyses, manufacturers have noticed that not only vehicle passengers are at risk of the loss of health or life at the time of an accident, but also unprotected road users (pedestrians and cyclists), of whom there are still more. From year to year, the constructors propose safety devices that protect the driver and passenger, as well as active and passive safety systems. The active and passive safety systems as well as some concepts of creating safe pedestrian crossings have been discussed here.

Walking through the neighborhood: Understanding older people’s experiences during the pandemic, in a harsher Santiago

This article aims at investigating the conditions older people face when walking through their neighborhoods. It seeks to identify the ways in which the built environment, the socio-spatial features of the neighborhoods, and the COVID-19 pandemic affect their walks. To that end, the article reports the findings of a set of interviews and focus groups where older people who reside in four neighborhoods located in the Commune of Santiago, Chile, were invited to talk about their walks and the obstacles they face when taking them. The findings show that older people consider walking a highly beneficial activity whereby they remain active, connected, and visible. They state that the processes of change that have affected their neighborhoods have transformed their landscape and social architecture, increasing fear of the public space and the feeling of loneliness. The analysis of the data also showed that older people face many obstacles when walking, including sidewalks in disrepair, hostile pedestrian crossings, and unpleasant landscapes. Those obstacles were multiplied by the arrival of the new coronavirus, which added restrictions and concerns that make walking even more difficult. The data gathered emphasizes the relevance of walking for older people, making the creation of walkable neighborhoods and their promotion in the public policies as a practice of self-care, crucial.

Evaluation of the effectiveness of speed tables combined with other traffic calming measures and their community acceptance in Mauritius

Traffic Calming Measures (TCMs) are believed to be most effective in mitigating road safety issues when combined together as part of a traffic calming scheme. The purpose of this study is to investigate the effectiveness of speed tables in combination with other TCMs in reducing vehicle speed while simultaneously assessing their acceptance by the community in Mauritius. Four speed table design combinations implemented at identified high risk road segments were analysed in this research. These are: (1) Speed table in combination with rumble strips and changed surfacing; (2) Speed table in combination with pinch points and changed surfacing; (3) Speed table and changed surfacing; and (4) Two speed tables in combination with round-top humps and changed surfacing. On-site surveys were carried out using the moving car method and android speedometer application for spot speed measurements and face-to-face questionnaire interviews to gauge community acceptance. All four design combinations were found to result into a speed reduction of between 30 and 50% at the centre of the traffic calmed zone. However, it was observed that rumble strips did not have the desired effect of reducing vehicular speed and were not favoured by people in the community due to noise and vibration associated with them. Additionally, the community acceptance survey indicated that the public generally viewed speed table combinations as having positive impact on road user safety, with people finding that a pavement with rough surface texture and a change in colour would provide the highest impact for speed reduction. The study has shown that policy makers should consider speed tables in combination with pinch points for implementation where pedestrian crossings are required while speed tables with humps should be considered outside residential areas to minimise disturbance.