The influence of a pedestrian countdown display on pedestrian behavior at signalized pedestrian crossings

Pedestrian behavior has been a subject of surveys carried out at two signalized pedestrian crossings, in the city of Doboj (BIH, Republic of Srpska). The analysis is made on the basis of video recordings, and includes behavior at pedestrian crossings, in various conditions (two locations, different vehicle flows, with or without a countdown display). The analysis also includes the distribution of illegal crossings (at the pedestrian red light) of different categories of pedestrians (gender, age), before and after the installation of a pedestrian countdown display, at two different pedestrian crossings. The results of the study have shown that a countdown display reduces statistically significantly the total number of violators, regardless of its location and traffic flow. However, this reduction is not the same at various categories of pedestrians (male, female, elderly, young people). The influence of the display has been particularly dominant at the pedestrian crossing located outside the centre of the city, with the smaller intensity of traffic. Children pedestrians do not accept the behavior in accordance with the countdown display in case of a reduced intensity of traffic, at a pedestrian crossing located in the backstreet. A countdown display does not statistically significantly change the distribution form of the number of offences during the red light for pedestrians, regardless of the pedestrian environment. However, there is a statistically significant difference in certain intervals (during the first and last 4 s) in the total distribution, as well as in the categories (female pedestrians, children). A countdown display does not reduce the overall number of “slow” pedestrians, but the impact on certain categories of “slow” pedestrians (gender/children), as well as on pedestrian violators, per age categories, varies depending on the location and traffic flow at an intersection.     

The effects of traffic wardens on the red-light infringement behavior of vulnerable road users

In some Chinese cities, traffic wardens are employed to maintain traffic order at the intersections with a high mixed traffic flow in peak hours. The main work of a traffic warden is to advise pedestrians and riders to wait at the appropriate area during red light periods. In many other countries, there are also traffic wardens at the areas with dense crowds or vehicles, such as at some large parking lots near parks and shopping malls. This paper investigated the effects of traffic wardens on the crossing behavior of pedestrians, cyclists and electric bike riders at signalized intersections. A total of 795 samples with traffic wardens and 773 samples without traffic wardens at intersections in Beijing, China were observed. Logistic regression and multivariate analysis of variance were used to test the effect of traffic wardens on the red-light crossing behavior. The results indicated that the presence of traffic wardens would significantly reduce by 21% red-light infringement behavior of vulnerable road users. However, the effects of traffic wardens were different among different groups. The effect of traffic wardens on reducing the violation rate for pedestrians was smaller compared to cyclists and electric bike riders (8% vs. 23% and 27%, respectively). The effect of traffic wardens was significant for the individuals approaching straight ahead the intersection, while it was not significant for the individuals approaching from the left and right sides of the observed direction. The possible reasons for the different effects and some practical countermeasures to reduce red light infringement were discussed. This study provides insights into the effects of traffic wardens on enhancing the safety of vulnerable road users under mixed traffic conditions. It is useful for the administrators to evaluate the supervision performance of traffic wardens and make informed decisions to employ traffic wardens at locations with dense crowds or vehicles.     

Hazard-based duration approach for understanding pedestrian crossing risk exposure at signalised intersection crosswalks – A case study of Kolkata,India

Pedestrian signal violation is a significant concern among policymakers and traffic engineers as this leads to a pedestrian-vehicle crash. The waiting time for a pedestrian at intersections is crucial in street-crossing decision-making. Once pedestrians terminate their waiting behaviour during the red-light period, they would cross in the red light and put themselves in danger. A total of 2089 red-light arriving pedestrian observations were made at eight intersection crosswalks across Kolkata city (India). With the help of hazard-based duration models, the waiting duration till signal violation has been analysed. Kaplan–Meier curve has been plotted to understand the survival probabilities. A semi-parametric Cox Proportional Hazard model was used to understand the different factors influencing signal violation behaviour. However, the proportional hazard assumption was not satisfied. Therefore, a parametric Accelerated Failure Time (AFT) model was used to understand the various covariates that affect the waiting duration. The results highlighted that 49.5% of pedestrians crossed immediately after arriving at the intersection in the red-light phase. A pedestrian’s probability of crossing the road when it is unsafe, i.e., motor vehicles still have green or yellow, varies with the waiting time. As waiting time increases, pedestrians get impatient and violate the traffic signal. This violation places them at an increased risk of being struck by a motor vehicle. The covariate analysis using the AFT model showed that pedestrian glance/looking behaviour, different types of distractions, signal cycle length, carrying luggage, and traffic plying on the road impacted signal violation behaviour. Signal modifications by reducing red-light phase length for pedestrians might be the most efficient means of reducing the likelihood of signal violation and being hit by a motor vehicle.     

Modelling pedestrian crossing behaviour in urban roads: A latent variable approach

As pedestrians are the most exposed and vulnerable road users to traffic accidents, urban planners frequently propose alternatives to improve their safety. However, some solutions, such as pedestrian bridges and crosswalks at signalized intersections, usually imply longer walking distances compared to the direct crossing alternative which, in its turn, involves a higher risk.In this article, a hybrid framework is proposed to analyse the pedestrians’ choice on how to cross an urban road where three crossing options are available: crossing directly, crossing by using a pedestrian bridge or using a crosswalk at a signalized intersection. The decision process is modelled as a discrete choice model incorporating latent variables to consider perceptions and psychological factors, using stated preference data coming from a survey applied in Bogotá, Colombia.Results show that the latent variables security/safety and attractiveness of each crossing alternative are relevant to understand the pedestrian crossing behaviour. These latent variables are strongly determined by socioeconomic characteristics of the individual (age, gender, level of study) and conditioned by the circumstances of the trip (main mode of transport, walking or not with children). It was found that a longer walking distance to a pedestrian bridge or a signalized crosswalk increases the probability of direct crossing, having a more relevant effect in the case of the pedestrian bridge.     

Analyzing pedestrian behavior when crossing urban roads by combining RP and SP data

Considering the high crash rates involving pedestrians on urban roads, it is highly relevant to understanding pedestrian crossing behavior. This paper is the first to combine stated preference (SP) and revealed preference (RP) data to evaluate the impact that individual attributes, trip characteristics, built environment, strategies to prevent unauthorized crossing, and traffic flows have on pedestrians crossing decisions in an urban context. SP and RP surveys were designed and collected in Barranquilla (Colombia) near pedestrian bridges or signalized intersections where direct crossings and a high concentration of pedestrian fatalities related to traffic accidents exist. A logit model was estimated using the data enrichment paradigm. Results show that pedestrians weigh risks and costs when choosing how to cross the road. The trajectories observed in the RP component suggest that people prefer direct crossings; nevertheless, pedestrian bridges and signalized intersections can be attractive alternatives if their location matches the origin or destination of the crossing, and no detour is needed to use them. Waiting time; safety; the fine imposed for jaywalking; personal security, and previous decisions are also variables that influence pedestrian behavior when crossing urban roads. These results can be helpful to urban planners and decision-makers interested in proposing appropriate pedestrian infrastructure. The data pooling technique and the inclusion of a cost-related variable (i.e., fine) allowed computing the willingness to pay and marginal substitution rates for attributes of the built environment and other characteristics associated with the crossing decision. Also, the inclusion of several crossing alternatives and situations allowed assessing pedestrian crossing preferences under different scenarios.     

The likelihood of becoming a pedestrian fatality and drivers’ knowledge of pedestrian rights and responsibilities in the Commonwealth of Virginia

Pedestrian–vehicle crashes represent a small percentage of all Virginia crashes (less than 2% over the past 10 years). However, approximately 10% of crash fatalities are pedestrians. We analyzed pedestrian crash trends from 1990–1999 and investigated variables believed to predict these crashes, such as location (urban versus rural setting), sex, age, pedestrian drinking, driver drinking, driver violation, and time of day. A logistic regression analysis, controlling for year, found all of these variables significantly predicted the odds of dying versus being injured in a pedestrian crash. The typical fatality victim was an older male who had been drinking and was walking in a rural area between 12:00 and 5:59 a.m. A driver who had been drinking but would not be cited for a violation more likely struck this pedestrian. Crash data do not tell us about the knowledge drivers and pedestrians have regarding pedestrian laws, and how such knowledge suggested typical self-reported behaviors. Thus, we conducted a telephone survey of licensed Virginia drivers to assess such self-reported knowledge and behaviors. Most respondents reported knowing and following state laws regarding driver yielding and walking across streets. However, we found one area of particular concern. Respondents tended to believe pedestrians had the right-of-way at all times even when not crossing at crosswalks or intersections when Virginia law does not yield right-of-way to pedestrians in all cases. Virginia does not assign right-of-way in all cases to any group; rather the context determines who may proceed while others yield. Additional analyses from the crash trends and survey are reported in the text. The authors also draw parallels between their US research and that of the international community.     

For heaven’s sake follow the rules: pedestrians’ behavior in an ultra-orthodox and a non-orthodox city

The present study focuses on the effect of the elements of religiosity and faith on pedestrian behavior. The sample consisted of 1047 pedestrians who were observed at two busy urban intersections. The observations were conducted in three separate intervals at two busy intersections in Ramat-Gan (secular area) and Bnei-Brak (ultra-orthodox area) during the afternoon hours. Five activities were the focus of the observation: running a red-light, crossing where there is no crosswalk, walking along the road, failing to check for traffic prior to crossing, and taking a child’s hand when crossing. A Chi square test for independence was used to estimate the effect of location, gender and age. In the case of two-by-two cross-tabulation, Φ, the non-directional measure of association for categorical variables, was calculated. Findings indicate that males committed significantly more violations than females, and there is a negative correlation between age and frequency of violations. The younger the individual, the more frequently s/he commits a violation. Beyond age and gender as behavioral determinants, pedestrians in the orthodox environment committed violations about three times more frequently than those in the secular environment. Part of the robust difference found between the secular and the ultra-orthodox pedestrians, may be due to the fact that the age-related trend does not exist in Bnei-Brak. Age was related to the violation rate in Ramat-Gan, but not in Bnei-Brak. The following discussion relates to ideological, psychological and practical explanations of these findings.     

Survival analysis: Pedestrian risk exposure at signalized intersections

Pedestrian behaviour was observed at seven selected intersections in Delhi, India. Data collection occurred at these intersections by placing a video camera at each zebra crossing. Pedestrian crossing behaviour was then obtained from careful review of the videotapes. Pedestrian crossing behaviour was analyzed using survival analysis statistical methodology. The analyses produce Kaplan–Meier survival curves for waiting time prior to crossing unsafely, separately for males and females, and for each intersection. Mean observed waiting time and model-based waiting time of 90% of pedestrians were then studied. Mean waiting time of females are 27% more than for males, while the waiting time of 90% of female pedestrians are 44% more than the corresponding number for males. The probability for a pedestrian to cross the road, when it is unsafe, i.e. motor vehicles still have green or yellow, varies with waiting time. People do not want to wait too long to cross streets. As signal waiting time increases, pedestrians get impatient and violate the traffic signal. This violation places them at increased risk of being struck by a motor vehicle. Thus, reducing the waiting time for pedestrians are likely to decrease the probability of pedestrian crossers being hit by a motor vehicle.     

A field investigation of red-light-running in Shanghai,China

Red-Light-Running (RLR) is the major cause of severe injury crashes at signalized intersections for both China and the US. As several studies have been conducted to identify the influencing factors of RLR behavior in the US, no similar studies exist in China. To fill this gap, this study was conducted to identify the key factors that affect RLR and compare the contributing factors between US and China. Data were collected through field observations and video recordings; four intersections in Shanghai were selected as the study sites. Both RLR drivers and comparison drivers, who had the opportunity to run the light but did not, were identified. Based on the collected data, preliminary analyses were firstly conducted to identify the features of the RLR and comparison groups. It was determined that: around 57% of RLR crossed the stop line during the 0–0.4 second time interval after red-light onset, and the numbers of red light violators decreased as the time increased; among the RLR vehicles, 38% turned left and 62% went straight; and at the onset of red, about 88% of RLR vehicles were in the middle of a vehicle platoon. Furthermore, in order to compare the RLR group and non-RLR group, two types of logistic regression models were developed. The ordinary logistic regression model was developed to identify the significant variables from the aspects of driver characteristics, driving conditions, and vehicle types. It was concluded that RLR drivers are more likely to be male, have local license plates, and are driving passenger vehicles but without passengers. Large traffic volume also increased the likelihood of RLR. However, the ordinary logistic regression model only considers influencing factors at the vehicle level: different intersection design and signal settings may also have impact on RLR behaviors. Therefore, in order to account for unobserved heterogeneity among different types of intersections, a random effects logistic regression model was adopted. Through the model comparisons, it has been identified that the model goodness-of-fit was substantially improved through considering the heterogeneity effects at intersections. Finally, benefits of this study and the analysis results were discussed.     

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.     

Impact of “Signal Ahead” pavement marking on driver behavior at signalized intersections

When drivers are approaching a signalized intersection at the onset of yellow signal, they may hesitate to decide whether to stop or cross the intersection due to the dilemma zone. As defined in the Traffic Engineering Handbook [Institute of Transportation Engineers (ITE). (1999). Traffic engineering handbook, Washington, DC: Institute of Transportation Engineers], the dilemma zone for an intersection is a specific road segment, prior to the intersection in which a vehicle approaching the intersection during the yellow phase can neither safely clear the intersection, nor stop comfortably at the stop line. In this study, a pavement marking countermeasure is proposed to reduce the dilemma zone and improve traffic safety at signalized intersections. A pavement marking with word message ‘Signal Ahead’ that is placed on the pavement upstream of a signalized intersection may have a potential to assist drivers in stop/go decisions and improve driver performance during the signal change. This paper presents a simulator-based study that was designed to test the impact of the pavement marking countermeasure on driving behaviors, including driver’s stop/go decision, red-light running violation, brake response time, and deceleration rate of the stopping vehicle. The experiment results indicated that the marking had positive effects on drivers’ behaviors at signalized intersections. It was found that the marking can reduce the probabilities of both conservative-stop and risky-go decisions, contribute to a lower red-light running rate, and result in a lower deceleration rate for stopping drivers at higher speed limit intersections. These findings suggest that the marking countermeasure may have a potential to reduce the probabilities of both rear-end and angle crashes.     

Crossing at a red light: Behaviour of individuals and groups

The present study examines the road behaviour of individual pedestrians at an intersection with a traffic signal compared to groups of pedestrians at the same intersection.In total, 1392 pedestrians were unobtrusively observed in an urban setting at a pedestrian street crossing of undivided streets; 842 were female (60.5%) and 550 were male (39.5%). The observations took place between 7:30 and 8:30 in the morning. Chi-square test revealed the males crossed on red more frequently than females. Logistic regression predicting red-light crossing for pedestrians arriving during a red-light phase indicated that, apart from gender, the tendency to cross on red was greater when there were fewer people waiting at the curb, either when a pedestrian arrived, or joining after arrival. The discussion refers to the theoretical explanations concerning the theory of ‘social control’ and to some practical implications of the results, such as using the positive value of social control in media campaigns and adjusting the red light duration in order to encourage people to obey the traffic light.     

Larger size vehicles (LSVs) contribution to red light running,based on a driving simulator experiment

Larger size vehicles (LSVs), comprising semis and six-wheelers drive higher and wider than passenger cars which could affect the visibility of traffic lights for the following passenger car driver at signalized intersections. This paper investigates the contribution of LSVs to red light running resulting from vertical visibility blockage based on a driving simulator experiment. Three sub-scenarios were developed in the driving simulator. The first sub-scenario served as a base sub-scenario, where the simulator car follows a passenger car. The second sub-scenario served as the test sub-scenario, where the simulator car tracks an LSV. The results obtained by comparing the sub-scenarios confirmed that LSVs generate higher red light running rate at signalized intersections due to vertical visibility blockage. The third sub-scenario (or suggested solution sub-scenario) tested a suggested solution by the Federal Highway Administration for the vertical visibility blockage issue, which consists of installing an additional signal pole on the right side of the road. The comparison between the test sub-scenario and the suggested solution sub-scenario demonstrated that the addition of a signal pole on the right side of the road decreases red light running resulting from vertical visibility blockage significantly.     

Pedestrian behaviors at and perceptions towards various pedestrian facilities: an examination based on observation and survey data

This paper presents findings from an observational study of pedestrian behaviors at various urban crosswalks and a pedestrian user survey which sought pedestrian perceptions toward various pedestrian facilities in a divided urban boulevard located next to a large university campus, Michigan State University, East Lansing, MI, USA. Such facilities included signalized and unsignalized intersection crosswalks, unsignalized marked and non-striped midblock crosswalks, physical barriers (vegetation and two-foot high concrete wall), midblock crosswalk shelters, colored paving (red brick pavement) at medians and curbs, and pedestrian warning signs at midblock crossing locations, messaging “cross only when traffic clears.” Pedestrian behavior data were obtained from the reduction of video images of pedestrian movements recorded throughout the study site. Pedestrian perceptions information was obtained through a user survey completed by pedestrians using the study site. It was found that unsignalized midblock crosswalks were the treatment of preference to pedestrians (83% reported a preference to cross) and also showed high crossing compliance rate of pedestrians (71.2%). It was also evident that the crosswalk location, relative to the origin and destination of the pedestrian, was the most influential decision factor for pedestrians deciding to cross at a designated location (90% said so). Proper traffic control can further encourage pedestrian crossings at designated locations since the effect of the availability of pedestrian signal to influence pedestrians’ decisions to cross at a specific location was quite high (74% said so). Moreover, vegetation and concrete barriers influenced the decision to cross of a significant number of pedestrians surveyed (65%). It is expected that the findings from this study will help traffic engineers, urban planners and policy makers understand pedestrian behaviors and attitudes at/towards pedestrian crosswalks.     

Pedestrian behaviour of 6th grade Estonian students: Implications of social factors and accident-prevention education at school

Children as pedestrians are one of the most vulnerable groups of road users. Therefore factors associated with risky pedestrian behaviour should be carefully studied. The aim of this article is to clarify how the traffic behaviour of 6th grade students as pedestrians is associated with the behaviour of their traffic companions and prevention activities at school, also taking gender into consideration. The research was conducted based on a randomly-selected sample of 1033 6th-grade students with the mean age of 12.77 ± 0.38 (SD) years. The results showed that compared to girls boys take significantly more risks as pedestrians: they rarely use reflectors during periods of darkness and often cross the road against the red light. The most important role models for adolescents in traffic behaviour are their parents. The role model behaviour with the strongest effect on adolescent high-risk behaviour in traffic is the role model not using crosswalks to cross the street. The results also showed that higher-risk traffic behaviour by adolescent pedestrians is predicted by higher-risk behaviour on the part of their companions (parents, teachers), walking alone on the street, as well as by an adolescent’s lower involvement in the less active prevention activities in the classroom. To improve adolescent pedestrians’ traffic behaviour social environment and school-based factors should be considered more thoroughly in prevention work at school.     

A simulator study of factors influencing drivers’ behavior at traffic lights

Drivers’ reactions to changing traffic lights have an impact on safety at intersections. We examined the influence of transient factors – more specifically time pressure and social context, both conducive to traffic-light violation – on behavior behind the wheel when a traffic light changes. We carried out an experiment on a driving simulator. The participants were 94 car drivers (53 males) with a mean age of 21.7 years. They drove under time pressure vs. no time pressure. At several intersections the participants were alone (no other drivers present), whereas at several other intersections they were behind a line-up of vehicles, the last of which ran the yellow light (other drivers present). As expected, time pressure and social context (presence of other drivers) increased participants’ risky behaviors while approaching, and going through traffic lights, as well as undesirable rapid accelerations when the signal changes to green. The effect of time pressure on yellow-light running was not mediated by approach speed, which showed that participants in a hurry were likely to run lights intentionally. The results are interpreted in view of proposing effective measures for reducing yellow-light running and rapid accelerations at traffic lights.     

Pedestrian temporal gap acceptance behavior at unsignalized intersections in Kanpur,India

Vehicle heterogeneity, lack of lane discipline, lack of infrastructure facilities, and weak enforcement of traffic rules are all characteristics of Indian traffic. These characteristics make Indian roads difficult for non-motorized road users, especially pedestrians. Most intersections in urban areas in India are unsignalized, which results in complex interactions between pedestrians and motorists. This study aims to understand pedestrian gap acceptance behavior at unsignalized intersections in India under heterogeneous traffic conditions. Pedestrian data were collected from six unsignalized intersections in the city of Kanpur. The critical gap was estimated using Wu’s (2006) macroscopic model, and then the effects of several variables on the critical gap were studied. A discrete choice model (binary logit model) was developed to understand the choice of accepted and rejected vehicular gaps depending on traffic, road, and peer pedestrian characteristics. The mean critical headway was 3.76 s using Wu’s model. The behavioral analysis revealed that pedestrians accept rolling gaps to cross unsignalized intersections, resulting in a reduction of the size of the critical gap. The adoption of rolling gap behavior can be attributed to the unyielding behavior of motorists, which forces pedestrians to accept short vehicular gaps in the traffic stream.     

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.     

Pokemon gaming causes pedestrians to run a red light: An observational study of crossing behaviours at a signalised intersection in Taipei City

Since the launch of the smartphone game “Pokemon Go”, the worldwide craze has led to numerous traffic crashes and injuries resulting from falling or tripping. This paper investigates the effects of several smartphone distracting activities (gaming, talking, texting, Web surfing, and listening to music) on the street-crossing behaviours of pedestrians in Taipei City, Taiwan. A field study using video cameras was conducted to observe pedestrian crossing behaviours (e.g., crossing time, sudden movements, running a red light, and walking outside the crosswalk) at a selected signalised intersection. Data such as phone features, distracting activities, and personal attributes of the pedestrians were obtained in interviews conducted after pedestrians had completed crossing the street. In total, 1995 pedestrians engaging in various smartphone activities were observed. Results indicate that unsafe crossing behaviours were more prevalent among those playing “Pokemon Go”. Texting via instant-message apps appeared to be the second-most risk distracting activity. Results of the logistic models reveal that contributing factors to unsafe behaviours include being a student, phone screen of 5 in. or larger, and having an unrestricted 4G Internet data allowance. Two interaction terms (gaming × students, and gaming × unlimited 4G data allowance) in the models appear to be important determinants of unsafe crossing behaviours. The current research suggests that to prevent potential crashes and injuries, smartphone gaming while crossing the street should be prohibited.     

Analysing the perceptions of pedestrians and drivers to shared space

Shared space is an approach to improving streets and places where both pedestrians and vehicles are present, with layouts related more to the pedestrian scale and with features encouraging drivers to assume priority having been reduced or removed. It creates a more pedestrian-friendly environment than conventional street layouts, which are based on greater segregation between pedestrians and vehicles, while at the same time introducing uncertainty, which makes drivers engage more fully with their surroundings, leading to lower vehicle speeds and improved safety. This paper investigates the importance of certain person-, context- and design-specific factors affecting the perceptions of pedestrians and drivers to shared space. Using two web-based stated-preference surveys, two sets of responses are collected from pedestrians and drivers, who are presented with different combinations of binary factors forming scenarios. Regression analysis is carried out with logit models for each survey. The results suggest that pedestrians feel most comfortable in shared space under conditions which ensure their presence is clear to other road users – these conditions include low vehicular traffic, high pedestrian traffic, good lighting and pedestrian-only facilities. Conversely, the presence of many pedestrians and, in particular, children and elderly, makes drivers feel uneasy and, therefore, enhances their alertness.