Analysis of the occurrence and severity of vehicle-pedestrian conflicts in marked and unmarked crosswalks through naturalistic driving study

BackgroundAlthough many studies have been conducted on the safety of pedestrian crossings, few researches have been focused on drivers' behavior in unmarked crosswalk and marked crosswalk areas. Considering that statistics of pedestrian accidents are not the same in the two types of crossing area, based on the last report of the World Health Organization, it is very critical to evaluate driver yielding behavior to determine the differences in the actions of drivers when encountering pedestrians in the two areas.MethodsThis study was conducted based on surrogate measures of safety (SMoS) collected through a Naturalistic Driving Study on 52 participants in Iran. The study was carried out from April 2017 to April 2018 using the installation of cameras in the private vehicle of the participants. The analysis of the recorded films showed that 956 conflicts have occurred in unmarked crosswalks and 392 conflicts in marked crosswalks, respectively.ResultsA model was developed for driver yielding behavior using binary logistic regression, and showed that yielding rates in unmarked crosswalsk were about fifty percent of the yielding rates in marked crosswalks. Based on the model, it is indicated that the aggressive behavior of pedestrians during the crossing, such as running, zigzag and diagonal crossing, as well as the late detection of pedestrians by drivers resulting from high-speed driving in the unmarked crossing areas, will reduce the yielding behavior rate. Also, using the Swedish traffic conflicts technique, the severity of the conflicts was classified into four general categories: encounter, potential, slight, and serious conflict, through 30 different levels on the basis of conflicting speed and time to the accident. The results showed that pedestrians behavior during conflicts of the group “encounter” and drivers’ behavior during conflicts of the groups of “potential”, “slight” and “serious”, were the principal factors in preventing collision through an evasive maneuver. The results showed that increasing the level of conflict severity, which indicates an increase of the conflicting speed and a decrease of the time remaining to point of a possible collision with pedestrian, causes drivers to yield a harsh-maneuver to prevent collision. Soft-maneuvers such as deceleration and acceleration, as well as harsh-maneuvers such as changing the lane/stop during conflicts were most driver yielding behavior during conflict groups of slight and serious. According to the results of the analysis, the behavior of drivers in marked crossing areas is better than in the unmarked crossing area, leading to safer crossing for pedestrians.ConclusionsThis study suggests that the significant differences in driver yielding behavior in the two areas is due to the late detection of pedestrians by drivers and also the less proper action by them in unmarked crosswalk areas. Thus, the probability of accidents in Unmarked Crossing areas is higher than in marked crossing areas. Consequently, the design of improved advanced driver assistance systems to identify the risk of pedestrian accident may improve the driver yielding behavior and thus increase the safety of pedestrians.     

Multimodal traffic safety concerns in a university population

Travelers have different concerns about traffic safety, which may affect their transportation choices and risk-taking behaviors as well as the overall safety performance of multimodal transportation systems. The objective of this study was to examine factors associated with stated concerns surrounding traffic safety among travelers using multiple transport modes. The analysis used data from an online questionnaire survey completed by over 2,000 students and employees at Utah State University in Logan, Utah, US. Four latent variables—concerns about pedestrians and cyclists, auto drivers, modal interactions, and roadway conditions—were confirmed using factor analysis from 16 questions about traffic safety concerns. These four types of safety concerns were then analyzed to understand their associations with mode choice, commuting behavior, and socio-demographics using a structural equation model. Results showed that safety concern varied systematically among different mode users and demographic groups. Auto drivers perceived interactions with pedestrians and cyclists as concerning, while non-auto users felt more concerned by automobile traffic. Commuters who were recently involved in a crash were especially concerned with non-motorized modes. Women, lower-income, and non-white road users were more concerned with traffic safety overall. Findings about multimodal traffic safety concerns provide insights into people’s perceptions, which can be useful in developing designs, plans, and policies for making a safer transportation system for all road users.     

The safety and conspicuity of pedestrian crossing at roundabouts: The effect of median refuge island and zebra markings

Roundabouts are one of the most used road intersections because, compared to signalized ones, they reduce conflict points between traffic flows and moderate driving speed. Great attention should also be paid to vulnerable road users at roundabouts. According to accident statistics, in fact, accessibility of pedestrians and cyclists is not always ensured.This paper has evaluated the effects on the visibility of pedestrian crossing before and after the displacement of zebra markings, moved before intersections, and the introduction of media refuge islands and “Yield here to pedestrians” vertical signs. The above effects have been assessed by before-after analysis of speed and visual behaviour of drivers approaching the crosswalk.Moreover, the analysis of the drivers’ eye movements has highlighted the most salient elements of the pedestrian crossing. The relation between the drivers’ visual behaviour and the vehicle speed have also been calculated. Results have confirmed that the intervention carried out has increased both visibility and safety of the studied pedestrian crosswalks.Zebra markings and the median refuge island have turned out to be the most glanced elements, respectively seen by 93.75% and 56.25% of the drivers, followed by the “Yield here to pedestrians” vertical sign. The mean distance of first fixation of the crosswalk increased from 21.98 m before the intervention, to 40.69 m after it. The drivers perceived the pedestrian crossings from a longer distance after the intervention, and they continued to glance at the crosswalk while approaching it, enhancing their visual attention.     

Illusion of safety? Safety-related perceptions of pedestrians and car drivers around 3D crosswalks

Facilitating safe pedestrian road crossings is a major prerequisite for safe urban environments. In multiple cities around the world, 3D crosswalks have been painted, which provoke an optical illusion, of e.g., a crosswalk floating above the road, in car drivers who approach the crosswalk. However, to date, no detailed study of road users’ safety related perceptions on 3D crosswalks has been conducted. Hence, we investigated car drivers’ and pedestrians’ perceptions of a 3D crosswalk, and how they rate its safety in comparison to traditional (non-3D illusion) crosswalks. In an on-site questionnaire survey, we interviewed 201 pedestrians and 102 car drivers in the direct vicinity of a newly painted 3D crosswalk located in Yangon, Myanmar. Our results show that only 53.9 % of the car drivers report to have consciously perceived the 3D effect of the crosswalk. Nonetheless, both, pedestrians and car drivers rate the 3D crosswalk as safer for road crossing than a traditional crosswalk. A high share of pedestrians (43.3 %) report taking a detour to use the 3D crosswalk for road crossing. Approximately one third (31.3 %) of pedestrians and 48.0 % of car drivers interviewed have talked to their friends about the 3D crosswalk, indicating a high potential for using 3D crosswalks as a marketing tool for road safety actors to generate attention for pedestrian safety. Unrelated to our main research question, we found that pedestrians prefer to cross in groups, as it increases the perceived likelihood of cars yielding to them. Overall, the data points to significant increases in the perceived safety of drivers as well pedestrians around the 3D crosswalk. Future studies need to investigate how these perceptions translate to actual safety related behavior.     

Beliefs,motives and situational factors related to pedestrians’ self-reported behavior at signal-controlled crossings

The study examined pedestrians’ self-reported road-crossing behavior in relation to beliefs regarding the consequences of the behavior incorporated in the health belief model, instrumental and normative motives for compliance with safety rules, and situational factors. A questionnaire was administered to 205 students at two Israeli higher education institutions. The results show that crossing against a `Don’t walk' sign is predicted by perceived consequences of the behavior, as well as by normative motives. The results revealed consistent gender differences: women’s perception of their susceptibility to an accident resulting from an unsafe crossing is higher than that of men; women also report more than men that they are motivated by normative and instrumental considerations. Nevertheless, for women unsafe crossing is predicted only by instrumental motives, whereas for men both normative and instrumental motives predict unsafe crossing behavior. Among the situational variables, the presence of other pedestrians is related to the self-reported crossing behavior of women, whereas traffic volume is related to that of men. The results are discussed with regard to similarities and differences between pedestrians and drivers in compliance with safety laws.     

Investigations into pedestrian crossing choices on Cape Town freeways

South Africa is regularly identified in international literature as one of the countries with the highest number of traffic deaths per capita. Of these, around one third are pedestrians. Freeways constitute one of the highest risk locations for pedestrians – in most developed countries pedestrians are not seen in such locations, but for many South African pedestrians freeways are a regular part of their commute. Walking alongside and crossing of freeways are extremely common – and deaths associated with such activity also tragically so. Over the past four years in the Cape Town area alone there have been 413 pedestrian crashes causing 139 pedestrian deaths on freeways, as well as an unrecorded number of serious injuries.While pedestrian crossing behaviour has been extensively researched in many parts of the world, almost none has so far been carried out in the context of freeways. Little is known about pedestrian crossing decisions in locations where the stakes are so high.Following a study using traffic cameras associated with the Freeway Management System to measure the frequency and location of pedestrians crossing freeways, this article reports on surveys into crossing decisions of pedestrians on Cape Town’s freeways. Two successive surveys were conducted with pedestrians on or alongside the freeway. These included pedestrians who crossed using footbridges, and pedestrians who crossed at grade.In the analysis it was clear that while some of the traditional factors such as time saving and convenience were considered, far more important to pedestrians were issues of safety. Safety from fast-moving vehicles was one factor, while safety from criminals was a second and often conflicting factor which affected crossing choices. Crossing at grade was partly described in terms of utility maximisation (time and distance saving) but it was also, for many, one way of avoiding becoming a victim of crime. In terms of their perceptions of being involved in crashes, at-grade crossers reflected an astute awareness of the risks that they face. Many pedestrians articulated the belief that their choice of crossing was constrained by lack of alternatives. Until public transport and safe crossing locations are provided for these pedestrians it is clear that many will continue to cross dangerous roads, in full awareness of the risks they face.     

Cautious behaviors of pedestrians while crossing narrow streets: Exploration of behaviors using virtual reality experiments

This study explores the cautious behaviors of pedestrians in a typical local street environment using virtual reality (VR)-based experiments under various physical safety design scenarios for roadways. The built environment of this study focused on narrow local roads where frequent daily walking occurs within a neighborhood. VR experiments can provide an objective and accurate measurement of pedestrian behaviors, thus improving the understanding of complicated pedestrian behaviors. Based on experimental data from 200 university students, we identified pedestrians’ crossing behavior that is cautionary or risky concerning various physical safety designs of streets. This study found that there are trade-off relationships between various behaviors which should be systematically studied to produce safer street design guidelines. Furthermore, as the contexts and sequences matter in behaviors for intersection crossing, the interpretation of behaviors should carefully consider the context of built environments and sequential decisions made by pedestrians. This sequential understanding of before- and during-crossing behaviors and their connections expands our knowledge of pedestrians’ crossing behaviors.     

Predicting pedestrians’ intention to cross the road in front of automated vehicles in risky situations

Due to the absence of a human driver, the introduction of fully automated vehicles (FAVs) may bring new safety challenges to the traffic system, especially when FAVs interact with vulnerable road users such as pedestrians. To ensure safer interactions between pedestrians and FAVs, this questionnaire-based study aims to understand Australian pedestrians’ intention to engage in risky road-crossing behaviors when they interact with FAVs vs. human-driven vehicles (HDVs). A 2 × 2 between-subject design was utilized, in which two risky road-crossing scenarios were designed and took into account the vehicle type (FAV vs. HDV) and vehicle speed (30 km/h vs. 50 km/h). A total of 493 participants (aged 18–77) were randomly assigned to one of the four experimental conditions and completed an online questionnaire based on the extended Theory of Planned Behavior (TPB). This questionnaire measured pedestrians’ intentions to cross the road in the assigned scenarios as well as the motivational factors behind these intentions in terms of attitude, subjective norm, perceived behavioral control, perceived risk and trust in the vehicle. The results show that pedestrians had significantly higher intentions to cross the road in front of approaching FAVs than HDVs. Participants also reported a lower risk perception of crossing in front of FAVs and greater trust in this type of vehicle. Attitude, subjective norm, and perceived behavioral control were significant predictors of intentions to engage in risky road-crossing behavior. Findings of this study provide important implications for the development and implementation of FAVs in the future road transport system.     

Autonomous vehicle safety: Understanding perceptions of pedestrians and bicyclists

Autonomous vehicle (AV) technologies have been rapidly advancing. One benefit of AVs is that the technology could eliminate many driver errors and also mitigate many pedestrian and bicyclist collisions. Real-world AVs have been tested in many cities. Five companies are running around 50 AVs in Pittsburgh, following the autonomous testing guidelines. BikePGH, a non-profit organization located in Pittsburgh, Pennsylvania conducted a follow-up survey in 2019 (the first survey was conducted in 2017) to understand non-motorists’ opinions of AVs. This study examined how pedestrians and bicyclists perceived AV safety based on their understanding and experiences. At first, this study performed a comparison group test to determine which questions vary by participants’ AV safety rating. The responses were later analyzed with a data mining method known as ‘association rules mining.’ A new performance measure, known as the rule power factor, was then used to identify the significant patterns in the form of rules. The participants also provided their thoughts in responses to the open-ended questions. Using Latent Dirichlet Allocation (LDA), a topic modeling algorithm, 40 topic models were developed based on five open-ended questions. The findings show that the non-motorists showed comparatively fewer negative opinions towards AVs than positive assessments. The results also show that perception patterns vary by the participant’s rating on AV safety. Findings of this study would be beneficial for the AV stakeholders in making AVs and roadways safer for non-motorists.     

An examination of the influence of crosswalk marking removal on pedestrian safety as reflected in road user behaviours

In some local authorities in Israel, road markings were removed from non-signalised crosswalks situated on multilane divided urban roads. This study examined whether this treatment contributes to pedestrian safety, based on the analysis of differences in road user behaviours and pedestrian crossing conditions at sites without crosswalk markings (treatment sites) versus those with the markings (comparison sites). Field observations were conducted at two treatment and four comparison sites, including video-recordings and free-flow speed measurements. The speed data analysis indicated that treatment sites were associated with higher speeds as compared to other sites, at least in one travel direction, and that speed values were sufficiently high to create a threat of severe injury for the crossing pedestrians. Examinations of other road user behaviours showed that treatment sites are associated with higher obedience of pedestrians to safe crossing rules and low rates of pedestrian-vehicle conflicts during the crossing, but also with long waiting times by pedestrians prior to crossing, low rates of giving-way to pedestrians and more vehicles ignoring pedestrian needs to cross. In general, pedestrian crosswalk removal brought about a worsening in the possibility of crossing the road for pedestrians that in combination with high vehicle speeds cannot be recognised as a safety-improving measure. The study did not support the claim that removing a marked crosswalk leads to safety benefits for pedestrians.     

To cross or not to cross: Impact of visual and auditory cues on pedestrians’ crossing decision-making

The controlled study of pedestrians’ crossing decision-making is relevant to the search for better safety conditions for this class of vulnerable road users. Several risk factors have been identified in the literature related to the crosswalks’ surrounding environment, the socio-demographic characteristics of the pedestrians crossing the road and the place where the crosswalks are inserted, as well as situational variables, such as speed and distance of the approaching vehicle during the crossing. In this work, the roles of visual and auditory cues in crossing decisions were analysed, comparing different speeds and distances, and taking into consideration different speed patterns of the approaching vehicle, aiming to identify what can affect pedestrians’ crossing behaviour. Experiments were performed in a virtual environment. Participants were presented with 10 different stimuli featuring a vehicle approaching with different speeds and movement patterns, combined with 2 auditory conditions: one concerning a vehicle with a gasoline combustion engine and another one with no sound cues. Participants were tasked with indicating the moment they decided to cross the street when they thought it was safe to do so by pressing a response button. Percentage of crossings, response time (RT), and time-to-passage (TTP) were recorded and subsequently analysed. The results showed that lower speeds and higher distances lead to higher percentages of crossings and RTs. The auditory condition did not significantly affect participants’ responses, leading to the conclusion that participants’ crossing decision was especially based on their visual perception of the movement characteristics of the approaching vehicle, particularly its speed and distance. These results may have relevance for the development of communication strategies between the vehicles, especially the automated ones, and pedestrians.     

The effect of drivers’ eye contact on pedestrians’ perceived safety

Many fatal accidents that involve pedestrians occur at road crossings, and are attributed to a breakdown of communication between pedestrians and drivers. Thus, it is important to investigate how forms of communication in traffic, such as eye contact, influence crossing decisions. Thus far, there is little information about the effect of drivers’ eye contact on pedestrians’ perceived safety to cross the road. Existing studies treat eye contact as immutable, i.e., it is either present or absent in the whole interaction, an approach that overlooks the effect of the timing of eye contact. We present an online crowdsourced study that addresses this research gap. 1835 participants viewed 13 videos of an approaching car twice, in random order, and held a key whenever they felt safe to cross. The videos differed in terms of whether the car yielded or not, whether the car driver made eye contact or not, and the times when the driver made eye contact. Participants also answered questions about their perceived intuitiveness of the driver’s eye contact behavior. The results showed that eye contact made people feel considerably safer to cross compared to no eye contact (an increase in keypress percentage from 31% to 50% was observed). In addition, the initiation and termination of eye contact affected perceived safety to cross more strongly than continuous eye contact and a lack of it, respectively. The car’s motion, however, was a more dominant factor. Additionally, the driver’s eye contact when the car braked was considered intuitive, and when it drove off, counterintuitive. In summary, this study demonstrates for the first time how drivers’ eye contact affects pedestrians’ perceived safety as a function of time in a dynamic scenario and questions the notion in recent literature that eye contact in road interactions is dispensable. These findings may be of interest in the development of automated vehicles (AVs), where the driver of the AV might not always be paying attention to the environment.     

Interaction between pedestrians and automated vehicles: Exploring a motion-based approach for virtual reality experiments

External human machine interfaces (eHMI) might contribute to an enhanced traffic flow and road safety by providing relevant information to surrounding road users. To quantify the effect of eHMI on traffic flow, the majority of studies required participants to indicate their crossing decision in an explicit manner, such as pressing a button. While this approach proved to be efficient, the transfer to real-world behavior is unclear. Here, we propose a more realistic, motion-based approach allowing pedestrians to actually cross the road in front of a vehicle in a virtual reality environment. Participants (N = 51) encountered simulated automated vehicles (AVs) in two scenarios. We investigated the effect of different eHMIs on traffic flow and road safety. Pedestrians’́ body movements were obtained using a motion capturing system with six sensors. Our approach was validated using a two-step procedure. First, we assessed crossing behavior and subjective safety feeling while approaching AVs with and without eHMI. Second, we tested to which extent objective crossing behavior matched self-reported safety feeling. For this purpose, we evaluated if subjective safety feeling can be reliably predicted from actual crossing behavior using a functional data analysis. The proposed motion-based approach proved a valid investigation method for eHMI designs. The results indicated that eHMIs have a beneficial effect on traffic flow and road safety. Regarding traffic flow, participants crossed the road earlier and felt significantly safer when encountering an AV with an eHMI compared to no eHMI. In addition, in situations in which only some of the AVs were equipped with an eHMI, participants’ crossing behavior and safety feeling became more conservative for encounters without eHMI, indicating higher road safety. Further, subjective safety feeling was significantly predicted from actual crossing behavior. These findings highlight that eHMIs are beneficial for pedestrians’ crossing decision, both from an objective and subjective perspective.     

Pedestrian compliance and cross walking speed adaptation due to countdown timer installations: A self report study

Although they are aware of the possible risk, a high number of pedestrians still violate the red light indication and cross the road illegally. This hazardous behaviour may cause incidents between them and the road vehicles. In order to reduce this illegal behaviour, the traffic signals are equipped with countdown timers, in order to provide more information and decrease pedestrians’ noncompliant behaviour. The main purpose of the present paper is to investigate the influence of countdown timers on pedestrians’ compliance regarding their crossing behaviour at intersections as well as to examine the parameters affecting walking speed adaptation. In the context of this analysis two regression models were developed. The first model is a binary logistic regression model which examines pedestrians’ self reported compliance. The results showed that the gender, the age, the perceived comfort and the seconds remaining for the onset of red light are the main parameters that affect compliance. The second model is an ordinal regression model which examines the factors that make pedestrians adapt their walking speed as they are crossing the road and are informed by the countdown timers about the second remaining for the termination of the green phase. The results of the second model revealed that the age, the compliance and the perceived assistance that the countdown timer provides for the walking speed adaptation affect the minimum remaining time before a pedestrian accelerates.     

Surrogate safety indicator for unsignalised pedestrian crossings

ProblemAlthough 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.MethodPedestrian 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.Results and discussionCriteria 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.Practical applicationsThe 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.     

Lessons learned from pedestrian-driver communication and yielding patterns

Understanding the hidden patterns of tacit communication between drivers and pedestrians is crucial for improving pedestrian safety. However, this type of communication is a result of the psychological processes of both pedestrians and drivers, which are very difficult to understand thoroughly. This study utilizes a naturalistic field study dataset and explores the hidden patterns from successful and failed communication events using a pattern recognition method known as Taxicab Correspondence Analysis (TCA). The successful communication scenarios indicate the combinations of variable attributes such as eye contact, facial expression, the assertion of crossing, and effective traffic control devices are strongly associated with successful scenarios. The patterns for failed scenarios are most likely to be on the roadway with a relatively higher speed limit (e.g., 35 mph) and a relatively lower speed limit (e.g., 15 mph) under different conditions. On roadways with a higher speed limit, the failed scenarios are highly associated with passive and undecisive pedestrians, pedestrians far away from the crosswalk, regardless of pedestrian-driver eye contact and facial expression of the pedestrians. Instead of waiting for pedestrians to making a crossing decision, overspeeding drivers are more likely to speed up and pass the crosswalk. On roadways with a lower speed limit, the failed scenarios are often associated with distracted pedestrians, vehicles having the right of way, and the absence of effective traffic control devices. These findings could help transportation agencies identify appropriate countermeasures to reduce pedestrian crashes. The findings on driver-pedestrian communication patterns could provide scopes for improvement in computer vision-based algorithms designed for autonomous vehicle industries.     

Investigating the effects of Rectangular Rapid Flash Beacons on pedestrian behavior and driver yielding on 25 mph streets: A quasi-experimental field study on a university campus

Rectangular Rapid-Flash Beacons (RRFBs) are safety measures that have become popular in recent years in the USA. Such equipment has demonstrated effectiveness in reducing vehicle speed and conflicts among road users, and increasing drivers’ yielding to pedestrians. However, RRFB effects on pedestrian behaviors are less well documented, and perhaps could produce contraindicated effects in crossing behavior. Specifically, RRFBs may give pedestrians a feeling of protection and induce them to more risk-taking when crossing the road. The current study was designed to investigate drivers and pedestrians’ reactions to a RRFB system installed at a university campus located in Virginia, USA. We deployed (a) field observation, using a multiple pretest/posttest non-equivalent control group quasi-experiment design and (b) interviews of students throughout the project’s multiple time periods. In total, 2454 pedestrians and 1312 drivers were observed and 265 students were interviewed. RRFB installations did not distinguish driver yielding likelihood between sites with or without RRFBs. However, driver yielding overall increased linearly over the five rounds of the study. Whether this was the result of the general presence of RRFBs on campus from the third round to the end of the fifth round is unknown. There is evidence from person interviews that students perceived increased safety for pedestrians over time. Being a RRFB chosen site or actual activation of the RRFBs did not have a significant relationship with pedestrian looking behavior either. The potential consequences of these results as well as the context of RRFB use on a university campus and generally low-speed roads are discussed.     

Racial bias in driver yielding behavior at crosswalks

Psychological and social identity-related factors have been shown to influence drivers’ behaviors toward pedestrians, but no previous studies have examined the potential for drivers’ racial bias to impact yielding behavior with pedestrians. If drivers’ yielding behavior results in differential behavior toward Black and White pedestrians, this may lead to disparate pedestrian crossing experiences based on race and potentially contribute to disproportionate safety outcomes for minorities. We tested the hypothesis that drivers’ yielding behavior is influenced by pedestrians’ race in a controlled field experiment at an unsignalized midblock marked crosswalk in downtown Portland, Oregon. Six trained male research team participants (3 White, 3 Black) simulated an individual pedestrian crossing, while trained observers cataloged the number of cars that passed and the time until a driver yielded. Results (88 pedestrian trials, 173 driver-subjects) revealed that Black pedestrians were passed by twice as many cars and experienced wait times that were 32% longer than White pedestrians. Results support the hypothesis that minority pedestrians experience discriminatory treatment by drivers at crosswalks.     

Group cycling safety behaviours: A systematic review

BackgroundThe popularity of cycling in a group is longstanding and increasing. Compared to riding as an individual, many cyclists feel safer when riding in a group as they have better personal security, potential support in case of mishaps, safer wayfinding and are more visible to other road users. However, further to the safety challenges shared with individual cyclists, group cyclist safety is impacted by rider proximity, the larger space taken up on roadways, potentially higher speeds, and social norms that could increase risky behaviours. Despite these unique safety considerations, the practice of cycling in groups has received little academic attention and group cyclist safety behaviours have not been analysed by road safety researchers.ObjectiveTo identify, describe, categorise and conceptualise within a teamwork framework, safety related behaviours of groups of cyclists as mentioned in academic literature.MethodsThree academic databases (Google Scholar, Proquest, and Scopus) were searched for peer reviewed literature that mentioned safe or risky behaviours of groups of cyclists. A total of 32 papers met the inclusion criteria. Relevant group cyclist behaviours were described and categorised using a conceptual teamwork framework.ResultsGroup cyclists’ safety behaviours are governed by a comprehensive but informal and adaptable set of rules. These rules are safety critical and are often strictly controlled within groups. Many groups of cyclists may ride in a safer manner than individual cyclists due to teamwork factors, particularly shared mental models, team orientation, and adaptability.ConclusionGroup cyclists take safety seriously. Teamwork factors may make behavioural interventions to decrease risky behaviours easier to implement with group cyclists compared to individual cyclists. Investigation of group cycling safety behaviours may inform safe system interventions to increase road safety.     

Roles of personal and environmental factors in the red light running propensity of pedestrian: Case study at the urban crosswalks

Pedestrian is vulnerable to mortality and severe injury in road crashes. Red light running violation of pedestrians is one of the leading causes to the crashes at signalized intersections, at which the crash involvement rates of pedestrians are high. Therefore, it is important to identify the factors that affect the propensity of red light running of pedestrian. In this study, effects of both personal factors (pedestrians’ demographics and behavior) and environmental factors (presence and behavior of other pedestrians, signal time, and traffic condition) on the individual decision of red light running violation are examined, using the video observation surveys at the signalized crossings that are prone to pedestrian-vehicle crashes and have moderate pedestrian and vehicular traffic volumes in the urban area. Crossing behaviors of 6320 pedestrians are captured. Results of a random parameter logit model indicate that pedestrian gender, age, number of lanes, presence of a companion, number of pedestrians around, presence of other violators in the same cycle, time to green, red time, traffic volume, and percentage of heavy vehicles all affect the propensity of red light running violation of pedestrians. Also, there are significant interaction effects by pedestrian’s gender and age, presence of other violators, with a companion, and traffic volume on the propensity. Findings are indicative to the development of effective engineering, enforcement and educational initiatives combating the red light running violation behavior of pedestrians. Therefore, pedestrian safety level at the signalized intersections can be enhanced.