Pedestrian temporal and spatial gap acceptance at mid-block street crossing in developing world

Pawar, Digvijay S.; Patil, Gopal R.

doi:10.1016/j.jsr.2014.12.006

Cited by 100 publications

(44 citation statements)

References 14 publications

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“…This is logical, as there were no raised medians on the sites we studied, except one in the middle of the 2 × 3 lanes near the Nagoya train station. The number of lanes increased the acceptable distance of the next car for pedestrians, but they considered the safe distance to be shorter when in the presence of a pedestrian refuge island [29,31]. A previous study [36] showed that refuge islands increase the crossing rate by 5.4%, but still concluded that refuge islands make it significantly safer for pedestrians to cross the road.…”

Section: Discussionmentioning

confidence: 99%

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Cultural influence of social information use in pedestrian road-crossing behaviours

Péle¹,

Bellut

Debergue

et al. 2017

R. Soc. open sci.

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Social information use is common in a wide range of group-living animals, notably in humans. The role it plays in decision-making could be a key to understanding how social groups make collective decisions. The observation of road-crossing behaviours in the presence of other individuals is an ideal means to study the influence of social information on decision-making. This study investigated the influence of culture on social information used by pedestrians in a potentially dangerous scenario, namely road crossing. We scored the collective crossing of pedestrians at four locations in Nagoya (Japan) and three locations in Strasbourg (France). French pedestrians cross against the lights much more often (41.9%) than Japanese ones (2.1%). Individuals deciding to cross the road were strongly influenced by the behaviour and the presence of other pedestrians, especially in Japan, where a stronger conformism was noted. However, Japanese pedestrians were half as likely to be influenced by social information as their French counterparts when crossing at the red light, as they were more respectful of rules. Men show riskier behaviour than women (40.6% versus 25.7% of rule-breaking, respectively), deciding quickly and setting off earlier than women. Further related studies could help target specific preventive, culture-specific solutions for pedestrian safety.

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Section: Discussionmentioning

confidence: 99%

“…As described in previous studies, we expected an effect of age and gender on the probability to break the rules and to follow social information. We also expected pedestrians who had waited longer at the red light to start crossing earlier than those who had waited less [29]. …”

Section: Introductionmentioning

confidence: 99%

Cultural influence of social information use in pedestrian road-crossing behaviours

Péle¹,

Bellut

Debergue

et al. 2017

R. Soc. open sci.

View full text Add to dashboard Cite

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“…This load is increasing continuously as the population is increasing (CTS 2008). This increasing transportation load is making it difficult to manage the health and safety of society (Pawar and Patil 2015). Long-term exposure to air pollution leads to a variety of adverse health effects including respiratory, cardiovascular, developmental, reproductive, gastrointestinal, and neurological health outcomes (Bertazzon et al 2015).…”

Section: Introductionmentioning

confidence: 99%

Comparison of predicted vehicular pollution concentration with air quality standards for different time periods

Kumar

Patil

Dikshit

et al. 2016

Clean Techn Environ Policy

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Air pollution is caused by variety of sources such as industries, vehicles, cremation, bakeries, and open burning. These sources have variation in emission with different time scales. Industry and bakeries have variation in emission with day or week, rest of the sources like vehicles and domestic sector have variation with time in a day. In fact, vehicles have a large variation in emission with time period of the day. The average concentration of 24 h is much less than hourly concentration of peak time when there is heavy vehicular emissions. The hourly concentration of off-peak time or lean time is very low due to low emission for that period. The air quality standards of India are prescribed for 24-h average concentration with which the predicted average concentration from models is compared. However, the peak time concentration may be much higher than the standard. In the peak time, outdoor concentration is more and since a large proportion of the population is out the exposure is also very high and can cause severe health effect. In this paper, vehicular pollution modeling has been carried out using AERMOD with simulated meteorology by Weather Research and Forecasting model. NO x and PM concentrations were 3.6 and 1.45 times higher in peak time than off-peak and evening peak, respectively. Lean time has higher concentration for both NO x and PM than off-peak and evening peak. It shows the misleading concept of comparing average predicted concentration of 24 h with standards for vehicles.

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“…More recently, Brewer et al [1] found that 85% gap acceptances (i.e., instances where pedestrians choose to cross) fall between 5.3 and 9.4 seconds. Pawar and Patil [7] provide convergent data, showing that, in developing countries, a similar relationship exists between TTA and gap existence. While these studies have provided valuable information and models about realworld crossing behavior, to design robust safety systems and vehicle automation, it's important to understand how dynamics of trajectories, as opposed to a static notion of TTA, relate to pedestrian decision making.…”

Section: Introductionmentioning

confidence: 88%

Dynamics of Pedestrian Crossing Decisions Based on Vehicle Trajectories in Large-Scale Simulated and Real-World Data

Terwilliger¹,

Glazer²,

Schmidt³

et al. 2019

Proceedings of the 10th International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle Design: Dri

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a) Example video frame of the forward roadway. (b) Pedestrian and vehicle detection via YOLO v3.Fig. 1. Example video frame and detection of vehicles and pedestrians from the MIT-AVT naturalistic driving dataset [4].Abstract-Humans, as both pedestrians and drivers, generally skillfully navigate traffic intersections. Despite the uncertainty, danger, and the non-verbal nature of communication commonly found in these interactions, there are surprisingly few collisions considering the total number of interactions. As the role of automation technology in vehicles grows, it becomes increasingly critical to understand the relationship between pedestrian and driver behavior: how pedestrians perceive the actions of a vehicle/driver and how pedestrians make crossing decisions. The relationship between time-to-arrival (TTA) and pedestrian gap acceptance (i.e., whether a pedestrian chooses to cross under a given window of time to cross) has been extensively investigated. However, the dynamic nature of vehicle trajectories in the context of non-verbal communication has not been systematically explored. Our work provides evidence that trajectory dynamics, such as changes in TTA, can be powerful signals in the non-verbal communication between drivers and pedestrians. Moreover, we investigate these effects in both simulated and real-world datasets, both larger than have previously been considered in literature to the best of our knowledge.

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Pedestrian temporal and spatial gap acceptance at mid-block street crossing in developing world

Cited by 100 publications

References 14 publications

Cultural influence of social information use in pedestrian road-crossing behaviours

Cultural influence of social information use in pedestrian road-crossing behaviours

Comparison of predicted vehicular pollution concentration with air quality standards for different time periods

Dynamics of Pedestrian Crossing Decisions Based on Vehicle Trajectories in Large-Scale Simulated and Real-World Data

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