UNASSIGNED: The objective of this study was to determine the most effective cut-off point for the Smombie Scale and evaluate its ability to screen for pedestrian safety risks among young adults.
UNASSIGNED: Data were obtained from an online sample of 396 Korean young adults aged 18-39 years. Latent profile analysis was used to distinguish the risk group as a reference measure for the Smombie Scale. Discriminative power was assessed using sensitivity, specificity, receiver operating characteristic (ROC) curves, and the area under the ROC curve. The cut-off points were estimated from the Youden index and the balanced score.
UNASSIGNED: The latent profile analysis showed two different classes: \"risk group\" of 17.8% and \"others.\" Based on the latent profile analysis, sensitivity, and specificity analysis showed that an adequate cut-off point of 2.78 of five points or higher was associated with a high risk of distracted walking.
UNASSIGNED: The Smombie Scale is a good predictor of problematic smartphone use on the road and can be used as a screening tool for assessing risk levels among young adult pedestrians.

In response to global challenges in resource supply, many industries are adopting the principles of the Circular Economy (CE) to improve their resource acquisition strategies. This paper introduces an innovative approach to address the environmental impact of waste Glass Fiber Reinforced-Polymer (GFRP) pipes and panels by repurposing them to manufacture structural components for new bicycle and pedestrian bridges. The study covers the entire process, including conceptualization, analysis, design, and testing of a deck system, with a focus on the manufacturing process for a 7-m-long prototype bridge. The study shows promising results in the concept of a sandwich structure utilizing discarded GFRP pipes and panels, which has the flexibility to account for variabilities in dimensions of incoming products while still meeting mechanical requirements. The LCA analysis shows that the transportation of materials is the governing contributing factor. It was concluded that further development of this concept should be accompanied by a business model that considers the importance of the contributions from the whole value chain.

Safety decisions for vehicles at an intersection rely on real-time, objective and continuous assessment of risks in vehicle-pedestrian interactions. Existing surrogate safety models, constrained by ideal assumptions of constant current speed and reliant on interaction points, often misjudge risks, and show inefficiency, inaccuracy and discontinuity. This work proposes a novel model for evaluation of those risks in vehicle-pedestrian interactions at intersections, which abstracts the pedestrian distribution density around a vehicle into a generalized model of driver-pedestrian interaction preferences. The introduction of two conceptions: \'driving risk index\' and \'driving risk gradient,\' facilitates the delineation of driving spaces for identifying safety-critical events. By means of the trajectory data from three intersections, model parameters are calibrated and a multidimensional vehicle-pedestrian interaction risk (VPIR) model is proposed to adapt the complex and dynamic characteristics of vehicle-pedestrian interactions at intersections. Commonly used surrogate safety models, such as Time to Collision (TTC), are selected as benchmark models. Results show that the proposed model overcomes the limitations of the existing interaction-point-based models, and offers a ideal assessment of driving risks at intersections. Finally, the model is illustrated with a case study that assesses the risks in vehicle-pedestrian interactions in varied scenarios and the case study indicates that the VPIR model works well in evaluating vehicle-pedestrian interaction risks. This work can facilitate humanoid learning in the autonomous driving domain, and achieve an ideal evaluation of vehicle-pedestrian interaction risks for safe and efficient vehicle navigation through an intersection.

UNASSIGNED: The purpose of this study was to investigate gaze-scanning by pedestrians with homonymous hemianopia (HH) when walking on mid-block sidewalks.
UNASSIGNED: Pedestrians with right homonymous hemianopia (RHH), and left homonymous hemianopia (LHH) without and with left spatial neglect (LHSN) walked on city streets wearing a gaze-tracking system. Gaze points were obtained by combining head movement and eye-in-head movement. Mixed-effects regression models were used to compare horizontal gaze scan magnitudes and rates between the side of the hemi-field loss (BlindSide) and the seeing side (SeeingSide), among the three subject groups, and between mid-block walking and street crossing segments.
UNASSIGNED: A total of 7021 gaze scans were obtained from 341 minutes of mid-block walking videos by 19 participants (6 with LHH, 7 with RHH, and 6 with LHSN). The average gaze magnitude and scanning rate in mid-block segments were significantly higher towards the BlindSide than the SeeingSide in LHH (magnitude larger by 1.9° (degrees), P = 0.006; scan rate higher by 4.2 scans/minute, P < 0.001) and RHH subjects (magnitude larger by 3.3°, P < 0.001; scan rate higher by 3.2 scans/minute, P = 0.002), but they were not significantly different in LHSN subjects. The scanning rate, in terms of scans/minute (mean, 95% confidence interval [CI]) was significantly lower in LHSN subjects (mean = 6.9, 95% CI = 5.6-8.7) than LHH (mean = 10.2, 95% CI = 8.0-13.1; P = 0.03) and RHH (mean = 11.1, 95% CI = 9.0-13.7; P = 0.007) subjects. Compared to street-crossings, the scan rate during the mid-block segments was lower by 3.5 scans/minute (P < 0.001) and the gaze magnitude was smaller by 3.8° (P < 0.001) over the 3 groups.
UNASSIGNED: Evidence of compensatory scanning suggests a proactive, top-down mechanism driving gaze in HH. The presence of spatial neglect (SN) appeared to negatively impact the top-down process.

BACKGROUND: Pedestrian traffic injuries are a rising public health concern worldwide. In rapidly urbanizing countries like Saudi Arabia, these injuries account for a considerable proportion of trauma cases and represent a challenge for healthcare systems. The study aims to analyze the key characteristics, seasonality, and outcomes of pedestrian traffic injuries in Riyadh, Saudi Arabia.
METHODS: This study was a retrospective cohort analysis of all pedestrian traffic injuries presented to King Saud Medical City, Riyadh, and included in the Saudi Trauma Registry (STAR) database between August 1, 2017, and December 31, 2022. The analysis of metric and nominal variables was reported as mean (standard deviation, SD) or median (interquartile range, IQR) and frequencies (%), respectively. A logistic regression analysis was performed to examine the influence of patients\' pre-hospital vitals and key characteristics on arrival at the ED on the need for mechanical ventilation and in-hospital mortality.
RESULTS: During the study period, 1062 pedestrian-injured patients were included in the analysis, mostly males (89.45%) with a mean (SD) age of 33.44 (17.92) years. One-third (35.88%) of the patients were Saudi nationals. Two-thirds (67.04%) of the injuries occurred from 6 p.m. until 6 a.m. Compared to other years, a smaller % of injury events (13.28%) were noticed during the COVID-19 pandemic (2020). Half (50.19%) of the patients were transported to the emergency department by the Red Crescent ambulance, and 19.68% required intubation and mechanical ventilation. Most of the patients (87.85%) were discharged home after completion of treatment, and our cohort had a 4.89% overall mortality. The logistic regression analysis showed the influence of patients\' pre-hospital vitals and key characteristics on arrival at the ED on the need for mechanical ventilation (Chi2 = 161.95, p < 0.001) and in-hospital mortality (Chi2 = 63.78, p < 0.001) as a whole significant.
CONCLUSIONS: This study details the demographic, temporal, and clinical trends of pedestrian traffic injuries at a major Saudi trauma center. Identifying high-risk individuals and injury timing is crucial for resource allocation, targeting road safety interventions like public awareness campaigns and regulatory reforms, and improving prehospital care and patient outcomes.

BACKGROUND: Weather and season are determinants of physical activity. Therefore, it is important to ensure built environments are designed to mitigate negative impacts of weather and season on pedestrians to prevent these losses. This scoping review aims to identify built environment audits of pedestrian environments developed for use during a specific weather condition or season. Secondly, this review aims to investigate gaps in the inclusion of relevant weather mitigating built environment features in pedestrian environment audit tools.
METHODS: Following a standard protocol, a systematic search was executed in CINAHL, Medline and Web of Science to identify built environment audit tools of pedestrian spaces. These databases were chosen since they are well-known to comprehensively cover health as well as multi-disciplinary research publications relevant to health. Studies were screened, and data were extracted from selected documents by two independent reviewers (e.g., psychometric properties and audit items included). Audit items were screened for the inclusion of weather mitigating built environment features, and the tool\'s capacity to measure temperature, precipitation, seasonal and sustainability impacts on pedestrians was calculated.
RESULTS: The search returned 2823 documents. After screening and full text review, 27 articles were included. No tool was found that was developed specifically for use during a specific weather condition or season. Additionally, gaps in the inclusion of weather mitigating items were found for all review dimensions (thermal comfort, precipitation, seasonal, and sustainability items). Poorly covered items were: (1) thermal comfort related (arctic entry presence, materials, textures, and colours of buildings, roads, sidewalk and furniture, and green design features); (2) precipitation related (drain presence, ditch presence, hazards, and snow removal features); (3) seasonal features (amenities, pedestrian scale lighting, and winter destinations and aesthetics); and (4) sustainability features (electric vehicle charging stations, renewable energy, car share, and bike share facilities).
CONCLUSIONS: Current built environment audit tools do not adequately include weather / season mitigating items. This is a limitation as it is important to investigate if the inclusion of these items in pedestrian spaces can promote physical activity during adverse weather conditions. Because climate change is causing increased extreme weather events, a need exists for the development of a new built environment audit tool that includes relevant weather mitigating features.

The rising prevalence of e-bikes and shared bikes in transportation modes adds complexity to pedestrian movement at intersections. The conflict technique is a substitute for collisions in analyzing pedestrian safety at digital countdown signal intersections. Pedestrian and two-wheeler trajectories were obtained using Unmanned Aerial Vehicle (UAV) and T-Analyst software. The severity of pedestrian-two-vehicle conflicts was assessed using indicators such as Time to Collision (TTC), Post Encroachment Time (PET), and Yaw Rate Ratio (YRR), along with the fuzzy C-mean clustering method. An analysis of the impact of pedestrian characteristics, cyclist characteristics, and road conflict factors on severity was conducted using a random parameter ordered logit model. A total of 630 valid conflicts were identified, comprising 105 potential conflicts, 242 minor conflicts, and 283 serious conflicts. More minor and serious conflicts occurred in Signal 1 and Signal 2. Serious conflicts mainly occurred in road Zone 2, Zone 3, and Zone 5, while minor conflicts were more frequent in Zone 4 and Zone 5. Pedestrian crossing at Signal 2 increased the conflict severity, and the refuge island had a similar effect. Cyclists passing the conflict point first reduced the probability of serious conflicts. Older adults are safer at countdown signal intersections than young people. It is essential to enhance the awareness of digital countdown signals among youth. Managers should consider diverting two-wheelers during peak hours and encourage cyclists to walk through crosswalks.

Various safety enhancements and policies have been proposed to enhance pedestrian safety and minimize vehicle-pedestrian accidents. A relatively recent approach involves marked sidewalks delineated by painted pathways, particularly in Asia\'s crowded urban centers, offering a cost-effective and space-efficient alternative to traditional paved sidewalks. While this measure has garnered interest, few studies have rigorously evaluated its effectiveness. Current before-after studies often use correlation-based approaches like regression, lacking effective consideration of causal relationships and confounding variables. Moreover, spatial heterogeneity in crash data is frequently overlooked during causal inference analyses, potentially leading to inaccurate estimations. This study introduces a geographically weighted difference-in-difference (GWDID) method to address these gaps and estimate the safety impact of marked sidewalks. This approach considers spatial heterogeneity within the dataset in the spatial causal inference framework, providing a more nuanced understanding of the intervention\'s effects. The simplicity of the modeling process makes it applicable to various study designs relying solely on pre- and post-exposure outcome measurements. Conventional DIDs and Spatial Lag-DID models were used for comparison. The dataset we utilized included a total of 13,641 pedestrian crashes across Taipei City, Taiwan. Then the crash point data was transformed into continuous probability values to determine the crash risk on each road segment using network kernel density estimation (NKDE). The treatment group comprised 1,407 road segments with marked sidewalks, while the control group comprised 3,097 segments with similar road widths. The pre-development program period was in 2017, and the post-development period was in 2020. Results showed that the GWDID model outperformed the spatial lag DID and traditional DID models. As a local causality model, it illustrated spatial heterogeneity in installing marked sidewalks. The program significantly reduced pedestrian crash risk in 43% of the total road segments in the treatment group. The coefficient distribution map revealed a range from -22.327 to 2.600, with over 95% of the area yielding negative values, indicating reduced crash risk after installing marked sidewalks. Notably, the impact of crash risk reduction increased from rural to urban areas, emphasizing the importance of considering spatial heterogeneity in transportation safety policy assessments.

Virtual reality (VR) simulation offers a proactive, cost effective, immersive, and low risk platform for studying pedestrian safety. Within immersive virtual environments (IVEs), existing and alternative design conditions and intelligent transportation systems (ITS) technologies can be directly compared, prior to real-world implementation, to assess the impacts alternatives may have on pedestrian safety, perception, and behavior. Environmental factors can be controlled within IVEs so that test trials are replicable and directly comparable. Coupled with stated preference feedback, participants\' observed preferences and behavior provide a comprehensive understanding of the impacts of proposed design alternatives. This research presents a case study of pedestrian behavior with three different mid-block crossing safety treatments modeled within a one-to-one scale IVE replication of a real-world location in Charlottesville, Virginia. The three safety treatments consider both passive and active collision avoidance designs and technologies, including (1) the existing painted crosswalk, (2) the addition of rectangular rapid flashing beacons (RRFBs), and (3) a pedestrian to everything (P2X) ITS phone application. Additionally, this paper demonstrates a VR simulation experimental design and framework for testing pedestrian safety treatments within naturalistic and replicable IVEs to assess both stated and observed preferences and behaviors of pedestrians. Repeated measures ANOVA indicated changes in both accepted gap size (p = 0.001) and crossing speed (p < 0.001) with alternative safety treatments. Generalized mixed models showed that pedestrians waited for statistically larger gap sizes (p = 0.02) without the assistance of alternative safety technologies (RRFBs and P2X application) and pedestrians crossed the street significantly faster (p = 0.001) without the alternative safety technologies, leading to unsafe dashing behavior. Through post-experiment surveys, it was found that participants perceived the As Built environment to be the least safe of the three treatments and that their sense of risk within the IVE was realistic. Considering both the observed crossing behavior and stated feedback, pedestrians exhibited intentionally unsafe darting behavior without assistive safety technology. This study demonstrates how VR simulation may be leveraged to study both stated preferences and observed behavior for understanding the safety implications of alternative roadway designs, providing a proactive approach for assessing and designing for pedestrian safety.

CONCLUSIONS: Performance-based outcome measures are crucial for clinical trials of field expansion devices. We implemented a test simulating a real-world mobility situation, focusing on detection of a colliding pedestrian among multiple noncolliding pedestrians, suitable for measuring the effects of homonymous hemianopia and assistive devices in clinical trials.
OBJECTIVE: In preparation for deploying the test in a multisite clinical trial, we conducted a pilot study to gather preliminary data on blind-side collision detection performance with multiperiscopic peripheral prisms compared with Fresnel peripheral prisms. We tested the hypothesis that detection rates for colliding pedestrians approaching on a 40° bearing angle (close to the highest collision risk when walking) would be higher with 100Δ oblique multiperiscopic (≈42° expansion) than 65Δ oblique Fresnel peripheral prisms (≈32° expansion).
METHODS: Six participants with homonymous hemianopia completed the test with and without each type of prism glasses, after using them in daily mobility for a minimum of 4 weeks. The test, presented as a video on a large screen, simulated walking through a busy shopping mall. Colliding pedestrians approached from the left or the right on a bearing angle of 20 or 40°.
RESULTS: Overall, blind-side detection was only 23% without prisms but improved to 73% with prisms. For multiperiscopic prisms, blind-side detection was significantly higher with than without prisms at 40° (88 vs. 0%) and 20° (75 vs. 0%). For Fresnel peripheral prisms, blind-side detection rates were not significantly higher with than without prisms at 40° (38 vs. 0%) but were significantly higher with prisms at 20° (94 vs. 56%). At 40°, detection rates were significantly higher with multiperiscopic than Fresnel prisms (88 vs. 38%).
CONCLUSIONS: The collision detection test is suitable for evaluating the effects of hemianopia and prism glasses on collision detection, confirming its readiness to serve as the primary outcome measure in the upcoming clinical trial.