Robust spatial self-organization in crowds of asynchronous pedestrians.

Human crowds display various self-organized collective behaviours, such as the spontaneous formation of unidirectional lanes in bidirectional pedestrian flows. In addition, parts of pedestrians' footsteps are known to be spontaneously synchronized in one-dimensional, single-file crowds. However, footstep synchronization in crowds with more freedom of movement remains unclear. We conducted experiments on bidirectional pedestrian flows (24 pedestrians in each group) and examined the relationship between collective footsteps and self-organized lane formation. Unlike in previous studies, pedestrians did not spontaneously synchronize their footsteps unless following external auditory cues. Moreover, footstep synchronization generated by external cues disturbed the flexibility of pedestrians' lateral movements and increased the structural instability of spatial organization. These results imply that, without external cues, pedestrians marching out of step with each other can efficiently self-organize into robust structures. Understanding how asynchronous individuals contribute to ordered collective behaviour might bring innovative perspectives to research fields concerned with self-organizing systems.

Investigating mid-block pedestrian crossing behaviour and safety at urban streets in Cairo.

Pedestrians are the most vulnerable road users in the transportation system. Understanding pedestrian behaviour and road safety culture is critical for improving traffic safety in developing countries. The primary goal of this 2-fold study is to provide an investigation of pedestrian behaviour in Egypt, a developing country. The first part of this study validated the applying of Pedestrian Behaviour Scale (PBS) to investigate pedestrian behaviour in Egypt. Confirmatory Factor Analysis (CFA) was applied to 533 participants to assess the pedestrian's behavioural factors based on four validated categories: transgressions, lapses, aggressive and positive behaviours. The second part investigated pedestrian crossing behaviour at five different mid-block locations using video recordings. Then, logistic regression models were conducted to investigate pedestrian crossing safety. Males reported more aggressive behaviour than females. Pedestrians previously involved in a collision committed more transgressions and lapses. The presence of forced pedestrian crossing facilities, such as raised pedestrian crossings or traffic signals, significantly reduced the number of unsafe crossings when compared to uncontrolled pedestrian crossings. The aforementioned findings can be used by policymakers to improve road safety programs, create effective traffic safety campaigns, and enact appropriate laws, which could reduce the number of pedestrian-related crashes.

Using computer vision and machine learning to identify bus safety risk factors.

In road safety research, bus crashes are particularly noteworthy because of the large number of bus passengers involved and the challenge that it puts to the road network (with the closure of multiple lanes or entire roads for hours) and the public health care system (with multiple injuries that need to be dispatched to public hospitals within a short time). The significance of improving bus safety is high in cities heavily relying on buses as a major means of public transport. The recent paradigm shifts of road design from primarily vehicle-oriented to people-oriented urge us to examine street and pedestrian behavioural factors more closely. Notably, the street environment is highly dynamic, corresponding to different times of the day. To fill this research gap, this study leverages a rich dataset - video data from bus dashcam footage - to identify some high-risk factors for estimating the frequency of bus crashes. This research applies deep learning models and computer vision techniques and constructs a series of behavioural and street factors: pedestrian exposure factors, pedestrian jaywalking, bus stop crowding, sidewalk railing, and sharp turning locations. Important risk factors are identified, and future planning interventions are suggested. In particular, road safety administrations need to devote more efforts to improve bus safety along streets with a high volume of pedestrians, recognise the importance of protection railing in protecting pedestrians during serious bus crashes, and take measures to ease bus stop crowding to prevent slight bus injuries.

The principles of pedestrian route choice.

Pedestrian route choice, the process by which individuals decide on their walking path between two locations, is a fundamental problem across disciplines. Because this behaviour is investigated from different conceptual and methodological angles, and because it strongly depends on the environmental context, it is challenging to establish a systematic framework for research. Here, by reviewing previous work, we identify four principles for pedestrian route choice that are relevant across disciplines. First, 'information perception' deals with how pedestrians can perceive information selectively and purposely, given the limited available information. Second, 'information integration' considers how pedestrians subjectively integrate environmental spatial information into mental representations. Third, 'responding to information' is concerned with how pedestrians tend to be attracted and repelled by specific attributes individually and how this can lead to positive or negative feedback loops across many individuals. Fourth 'decision-making mechanisms' describe how pedestrians trade off the evidence provided by different attributes. How pedestrians perceive, integrate, respond to, and act upon information is not fixed but varies with the context. We give examples for each principle and explain how these principles shape pedestrian choice behaviours. We hope this contribution provides a systematic overview of the field and helps to spark inspiration among specialists.

The pedestrian behaviour scale: A systematic review of its validation around the world.

OBJECTIVE: The Pedestrian Behaviour Scale (PBS) is a self-report questionnaire that distinguishes five dimensions of pedestrian behaviour: violations, errors, lapses, aggressive behaviours and positive behaviours. This study aimed to meet three objectives: to trace the development of the PBS worldwide from 1997 to 2021, to report on its varied uses and to analyse the scientific validation of the different dimensions of pedestrian behaviour reflected by the PBS and its derivatives. DESIGN/METHODOLOGY: In this systematic literature review, we selected all works that cited the 2013 founding study of the PBS as well as all publications that cited the 2017 US validation of PBS which was frequently replicated around the world. We conducted an online database search using Web of Science, Google Scholar, ResearchGate and PubMed. After excluding duplicates, 116 studies were identified. A total of 30 studies were selected to meet our first two objectives and 14 studies were selected to meet our third objective. RESULTS: Over time, the PBS has undergone many changes. Overall, we found differences in the scientific validation of this questionnaire depending on the version used, the validation tests performed and the population studied. The original version of the PBS and its Turkish adaptation proved most appropriate for assessing the transgressions dimension. The American version of the PBS proved a suitable alternative but it is more suited to assessing the two independent dimensions of violations and errors. The Chinese version of the PBS (CPBS) proved unsuitable for assessing the lapses dimension, while the original version of the PBS emerged as the best option for assessing aggressive behaviours. The positive behaviour dimension presented many validation difficulties but its assessment by the CPBS seems to be the most appropriate option. CONCLUSION: As no systematic review of the PBS has been conducted before, researchers can now make an informed choice of methodology quickly and be guided by our recommendations regarding the use and possible improvements of the different validated versions.

An investigation of urban pedestrian behaviour in Bangladesh using the Perceptual Cycle Model.

In Bangladesh, pedestrians remain the most neglected road user group in terms of research and safety measures, even though they are involved in nearly 50% of all fatal collisions. In the Dhaka metropolitan area, this statistic rises to around 65%. To reduce the recurrence of such collisions, it is necessary to understand the underlying thought processes of pedestrians, and how pedestrians interact with different road users, particularly when crossing the road. This study contributes to knowledge through the analysis of verbal data from 46 pedestrians, framed in terms of the Perceptual Cycle Model, where cognitive processes are described in terms of three categories: schema (mental templates), action (doing things), and world (environmental information). Concurrent verbal reports were provided by participants while they negotiated a busy area of mixed traffic in the centre of Dhaka city. The analysis revealed some of the factors that affected decision-making (for road crossing behaviour) at the different road sections. Many external factors (e.g., street sellers, rubbish blocking the path, lack of shade and poor pavement condition) prevented the pavement from being used and contributed to riskier road crossing behaviour. Some safety implications and related recommendations are presented.

Analysis of pedestrians' behaviour: A segmentation approach based on latent variables.

Crash statistics indicate that the number of pedestrian fatalities has been increasing at an alarming rate in Iran. Crossing over non-designed places is a main cause of traffic crashes among pedestrians. This study aimed to investigate how perceptions about walking facilities and risk-taking affect pedestrians' crossing behaviour. A stated preference questionnaire was designed and a random sample of 390 pedestrians were interviewed face-to-face in two regions of Tehran with three options for pedestrians to cross (overpass, zebra crossing, and non-designed places (NDP)). Exploratory factor analysis (EFA) resulted in three latent dimensions: risk-taking/conformity, pedestrians' perception of overpass, and NDP. Then, data were classified based on latent variables using K-means cluster analysis. Clustering resulted in four groups: group 1 (Cautious; negative perception of overpasses; positive perception of NDP), group 2 (Cautious; negative perception of overpasses; negative perception of NDP), group 3 (Cautious; positive perception of overpasses; negative perception of NDP), and group 4 (Risk-taker; negative perception of overpasses; negative perception of NDP). Finally, a Multinomial Logit Model (MNL) was developed for four groups of pedestrians. The results show that pedestrians' behaviour differentiate based on latent variables. It was found that being accompanied by a child increases the probability of using an overpass even for pedestrians in group 4 with high risk-taking propensity, but it was more important for pedestrians in group 3 who held positive perceptions of overpasses and negative perceptions of NDP. Also, during congestion, group 4 was more inclined to cross at NDP. It was concluded that in the first group, unsafe choices among student respondents could be associated with their facility perceptions rather than their risk-taking/conformity. Results of this study can be helpful in selecting more appropriate locations for overpasses and crosswalks installation based on pedestrians' behaviour.

Progress in pedestrian safety research.

This paper looks at the pedestrian safety issue and the research that has followed to understand and solve the problem of pedestrian safety in the last 120 years - since the time of the first reported pedestrian fatality in 1899. Researches have studied the epidemiology of pedestrian crashes, pedestrian behaviour, pedestrian movements and pedestrian flows. The suggested strategies to reduce pedestrian crashes have ranged from controlling vehicular speeds to controlling pedestrian behaviour. This study presents a summary of the progress we have made in understanding pedestrian crash patterns. Pedestrian behaviour observed in different regions of the world tend to have similarity in pedestrian behaviour: gap acceptance, preferences of route choice and location for crossing roads. High income countries(HIC) have reported reduction in pedestrian fatalities as compared to low and middle income countries(LMICs), however pedestrian trips have also reduced in these countries leading to concerns about the effectiveness of 'known' strategies. Speed control through active measures have been found to have themaximal benefit and education and training programs for altering pedestrian behaviour on the road the least benefits. Low and middle income countries face pedestrian exposure on high speed roads. New research efforts are required to address pedestrian safety in both HIC and LMICs.

Risk perception, worry, and pedestrian behaviour in the Norwegian population.

The aim of the study was to investigate the association between pedestrians' risk perception and worry, and how worry influence pedestrians' behaviour. Worry is regarded as a feeling that emerges as a result of an individual's cognitive assessment of risk. The study was based on a questionnaire survey carried out among a representative sample (n = 2000) of the Norwegian population. The results showed differences in how people perceived risk and how worried they were about being exposed to different hazards (traffic accident, harassment, theft, and terror) as a pedestrian during night-time and daytime. As expected, pedestrians perceived their risk as higher and were more worried being exposed to hazards during night-time than in daytime. Structural equation modelling (SEM) revealed that risk perception was a significant predictor variable for worry during both night-time and daytime. Additionally, worry was found to influence pedestrian behaviour. Worry was moderately associated with walking frequency during night-time, and how often individuals walked alone outdoors during night-time. These associations were stronger for people without access to a private car. No associations were found between worry and walking frequency during daytime. The results of the study contribute to the understanding of the association between pedestrians' risk perceptions and worry, and how worry influence walking frequency. From both a pro-environmental and a health promoting perspective, it is important that people choose to walk or cycle for their daily travels.

Vulnerable road users in low-, middle-, and high-income countries: Validation of a Pedestrian Behaviour Questionnaire.

The primary aim of this study was to validate the short version of a Pedestrian Behaviour Questionnaire across six culturally and economically distinct countries; Bangladesh, China, Kenya, Thailand, the UK, and Vietnam. The questionnaire comprised 20 items that asked respondents to rate the extent to which they perform certain types of pedestrian behaviours, with each behaviour belonging to one of five categories identified in previous literature; violations, errors, lapses, aggressive behaviours, and positive behaviours. The sample consisted of 3423 respondents across the six countries. Confirmatory factor analysis was used to assess the fit of the data to the five-factor structure, and a four-factor structure in which violations and errors were combined into one factor (seen elsewhere in the literature). For some items, factor loadings were unacceptably low, internal reliability was low for two of the sub-scales, and model fit indices were generally unacceptable for both models. As such, only the violations, lapses, and aggressions sub-scales were retained (those with acceptable reliability and factor loadings), and the three-factor model tested. Although results suggest that the violations sub-scale may need additional attention, the three-factor solution showed the best fit to the data. The resulting 12-item scale is discussed with regards to country differences, and with respect to its utility as a research tool in cross-cultural studies of road user behaviour.

Lévy walk process in self-organization of pedestrian crowds.

Similar to other animal groups, human crowds exhibit various collective patterns that emerge from self-organization. Recent studies have emphasized that individuals anticipate their neighbours' motions to seek their paths in dynamical pedestrian flow. This path-seeking behaviour results in deviation of pedestrians from their desired directions (i.e. the direct path to their destination). However, the strategies that individuals adopt for the behaviour and how the deviation of individual movements impact the emergent organization are poorly understood. We here show that the path-seeking behaviour is performed through a scale-free movement strategy called a Lévy walk, which might facilitate transition to the group-level behaviour. In an experiment of lane formation, a striking example of self-organized patterning in human crowds, we observed how flows of oppositely moving pedestrians spontaneously separate into several unidirectional lanes. We found that before (but not after) lane formation, pedestrians deviate from the desired direction by Lévy walk process, which is considered optimal when searching unpredictably distributed resources. Pedestrians balance a trade-off between seeking their direct paths and reaching their goals as quickly as possible; they may achieve their optimal paths through Lévy walk process, facilitating the emergent lane formation.

Effect of sound-related activities on human behaviours and acoustic comfort in urban open spaces.

Human activities are important to landscape design and urban planning; however, the effect of sound-related activities on human behaviours and acoustic comfort has not been considered. The objective of this study is to explore how human behaviours and acoustic comfort in urban open spaces can be changed by sound-related activities. On-site measurements were performed at a case study site in Harbin, China, and an acoustic comfort survey was simultaneously conducted. In terms of effect of sound activities on human behaviours, music-related activities caused 5.1-21.5% of persons who pass by the area to stand and watch the activity, while there was a little effect on the number of persons who performed excises during the activity. Human activities generally have little effect on the behaviour of pedestrians when only 1 to 3 persons are involved in the activities, while a deep effect on the behaviour of pedestrians is noted when >6 persons are involved in the activities. In terms of effect of activities on acoustic comfort, music-related activities can increase the sound level from 10.8 to 16.4dBA, while human activities such RS and PC can increase the sound level from 9.6 to 12.8dBA; however, they lead to very different acoustic comfort. The acoustic comfort of persons can differ with activities, for example the acoustic comfort of persons who stand watch can increase by music-related activities, while the acoustic comfort of persons who sit and watch can decrease by human sound-related activities. Some sound-related activities can show opposite trend of acoustic comfort between visitors and citizens. Persons with higher income prefer music sound-related activities, while those with lower income prefer human sound-related activities.