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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Pedestrian Crossing Behavior at Signalized Crosswalks</title>
      <link>https://trid.trb.org/View/1466173</link>
      <description><![CDATA[This study investigated pedestrian jaywalking at signalized crosswalks. Observational surveys were conducted at seven crosswalks in different areas in Hong Kong, after which pedestrian information and site condition data were incorporated into a database. A binary logit model was used to identify possible factors that determine the probability of pedestrian jaywalking. To address the variation in the effects of the explanatory variables among pedestrians and the unobserved heterogeneity across sites, a random parameter model and a random effect model were used, respectively. The results showed that the random parameter model performed the best in terms of goodness of fit. It was found that the signal when a pedestrian arrives at the crosswalk is critical for decision making, and the jaywalking of surrounding pedestrians also influences the pedestrian’s decision to cross. The gender and walking speed of the pedestrian, vehicle flow, and site location and condition of the crosswalk were also found to significantly determine the probability of pedestrian jaywalking.]]></description>
      <pubDate>Fri, 26 May 2017 11:30:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1466173</guid>
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    <item>
      <title>Pedestrian Behavior and Pedestrian Control: Some Performance Measures</title>
      <link>https://trid.trb.org/View/1439013</link>
      <description><![CDATA[Pedestrians crossing midblock (between signalized intersections) is considered to be an efficient convenience for those who do it, but many others view it as a safety hazard.  Midblock crossers can be accommodated in several ways, they can be severely controlled, or there may be compromise solutions.   This paper ... (1) Summarizes a study of pedestrian behavior regarding the crossing of a major arterial as it passes through a university campus.  The 2500-ft arterial corridor possesses a variety of characteristics that can affect pedestrian behavior, making it a good site to study.  (2) Introduces a set of simple metrics that can describe the consequences of various control strategies, whereas such strategies tend to be chosen on largely subjective bases; and (3) Demonstrates some spreadsheet-based tools that can guide the design of pedestrian control strategies.]]></description>
      <pubDate>Tue, 24 Jan 2017 15:15:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1439013</guid>
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    <item>
      <title>Analysis of dilemma zone for pedestrians at high-speed uncontrolled midblock crossing</title>
      <link>https://trid.trb.org/View/1421419</link>
      <description><![CDATA[Pedestrians are vulnerable to accidents and are at risk whenever they share road space with vehicular traffic. The risk to pedestrians is especially high in countries like India where a large number of pedestrians are seen on roads with vehicular traffic not yielding to their needs. Therefore, it is not surprising that many of the victims of road accidents in India, particularly in urban areas, are pedestrians. One of the primary reasons for accidents at pedestrian crossing (when drivers do not yield to pedestrians) lies in the inability of pedestrians to judge the safe gap while crossing a road. Often pedestrians are in a state of confusion/dilemma while making a decision on whether to accept or reject a gap. Under these circumstances, decision making for pedestrians during road crossing is a tough task. This paper aims at analyzing and quantifying the dilemma zone for crossing pedestrians at high-speed uncontrolled midblock crossings. A field study was undertaken in which crossing pedestrians and through-moving vehicles were recorded by placing video cameras at selected midblock road sections, having marked pedestrian crossing. Total of 1107 pedestrian lags/gaps were extracted and studied with consideration of both temporal and spatial lags/gaps for analysis. Dilemma zone was determined by using different methods such as the gap cumulative distribution method, the binary logit method, the support vector machine and the probabilistic method. For the selected midblock sections, dilemma zone started at 49 m and ended at 62 m upstream from the marked pedestrian crossing. The upper and lower boundaries of dilemma zone can be further used to develop a pedestrian assistance system at midblock crossing for the safe movement of pedestrian.]]></description>
      <pubDate>Fri, 23 Sep 2016 11:17:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1421419</guid>
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    <item>
      <title>Pedestrian Road Crossing Behavior Under Mixed Traffic Conditions: A Comparative Study of an Intersection Before and After Implementing Control Measures</title>
      <link>https://trid.trb.org/View/1412162</link>
      <description><![CDATA[Traffic accidents involving pedestrians have become a major safety problem in most of the developing countries like India due to rapid urbanization, increase in vehicular growth and lack of adherence to traffic regulations by both drivers and pedestrians. The existing roads design does not provide adequate facilities for pedestrians and hence, there exists a constant conflict between the pedestrians and the vehicles in sharing the limited space available on a road. At intersections, pedestrian crossing behavior is even more complex since the vehicles have very little response time to control the vehicles, particularly in urban areas. All these issues are pointing towards the research work required for studying the road crossing behavior of pedestrians at urban intersections. The main motivation of this study is to investigate the changes in pedestrian road crossing behavior of an intersection under mixed traffic conditions before and after signal installation. For this purpose, traffic and pedestrian data were collected from an intersection located in Mangalore city. Different parameters like age, gender, crossing patterns, crossing times, waiting times and crossing speeds of pedestrians, speed and types of vehicles and vehicular flows were extracted from the videos. The study analysis shows that majority of the pedestrians chooses one-step crossing after signal installation since they get sufficient gap to cross the road during the red phase of the signal provided for vehicles. The waiting times of the pedestrians were increased after installation of the signal since pedestrians have to wait for gaps until the vehicles get dissipated during the green phase. The 15th percentile crossing speed of pedestrians for both the scenarios were lesser than the crossing speed (1.2 m/s) used in pedestrian facility design as per Indian Road Congress (IRC 103). Critical gap of pedestrians has reduced marginally due to the decrease in crossing speeds of pedestrians after installation of the signal. A model was developed considering pedestrian gap size as the dependent variable and pedestrian and traffic characteristics as the independent variables using multiple linear regression (MLR) technique. A total of 468 and 333 accepted gaps of pedestrians were used for modeling the before and after scenarios, respectively. It was found that pedestrian jaywalking behavior is reduced after installation of the signal. The study concludes that after signal installation the factors such as traffic volume, average speed of vehicles and age-group play a predominant role in estimating the pedestrian gap acceptance. This study will be useful for understanding the complex pedestrian road crossing behavior at intersections under mixed traffic conditions. The findings of this paper have great implications for designing pedestrian facilities and also, for devising traffic management measures for pedestrian safety.]]></description>
      <pubDate>Wed, 27 Jul 2016 09:49:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1412162</guid>
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    <item>
      <title>Effect of Situational Factors on Pedestrian Intention to Jaywalk</title>
      <link>https://trid.trb.org/View/1349185</link>
      <description><![CDATA[This study explored the effect of situational factors on pedestrian intention to jaywalk. In particular, eight scenarios were designed to manipulate three situational factors, namely, time pressure, descriptive norm, and official supervision. A total of 124 subjects participated in the study. Repeated-measures analysis of variance (ANOVA) analyses indicated that hypothetical high time pressure, negative (unsafe) descriptive norm, and unsupervised effect significantly increase pedestrian intention to jaywalk. Additionally, the effect of descriptive norm was moderated by official supervision, which implied that only under an unsupervised condition can descriptive norm serve an important function in predicting pedestrian intention to jaywalk. The potential implications of this research were discussed.]]></description>
      <pubDate>Thu, 28 May 2015 09:24:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1349185</guid>
    </item>
    <item>
      <title>Where Do Pedestrians Jaywalk and How to Drivers React? -- A Study in a Campus Environment</title>
      <link>https://trid.trb.org/View/1336614</link>
      <description><![CDATA[Pedestrian and driver behaviors as well as their interactions, are essential in planning, designing and operating highway facilities. Jaywalking, i.e., pedestrian crossing outside of a marked or unmarked crosswalk, is one of those pedestrian behaviors that may affect safety and operations. Unlike permissible crossings at crosswalks, jaywalking events are not always anticipated by drivers, which may result in less driver reaction time and different vehicle operation dynamics. From an operations and planning perspective, it is important to understand how drivers yield to jaywalkers vs. other crossing pedestrians, as well as the jaywalking gap acceptance and speeds. However, little quantitative and behavioral research has been conducted to investigate this interaction. This paper aims to explore both pedestrian jaywalking behavior (gap acceptance and speeds) and the corresponding driver reactions (yielding behavior). The study also quantifies the differences between jaywalking and regular vehicle-pedestrian interactions. An instrumented vehicle study (from driver’s perspective) and an observational study (from pedestrian’s perspective) on the campus of the University of Florida were conducted to collect data related to both perspectives. It was found that the locations of jaywalking events are highly concentrated and influenced by the crossing environment, such as pedestrian and vehicular volume, bus stops presence and crossing distance. Also, large differences were observed in crossing speed, yield acceptance and delay between permissible crossings and jaywalking crossings. Similarly, different driver behaviors were observed when approaching jaywalkers vs. pedestrians at a crosswalk. They are less likely to yield to jaywalkers and decelerate more for pedestrians within a crosswalk. These differences in driver behavior may in turn affect jaywalker operations. This paper establishes several quantitative relationships in vehicle-jaywalker interactions which have implications for pedestrian safety, crosswalk design, pedestrian movement planning, as well as driver behavior modeling for traffic operational analyses.]]></description>
      <pubDate>Tue, 27 Jan 2015 11:23:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1336614</guid>
    </item>
    <item>
      <title>Pedestrians' intention to jaywalk: Automatic or planned? A study based on a dual-process model in China</title>
      <link>https://trid.trb.org/View/1239392</link>
      <description><![CDATA[The present study investigates the determining factors of Chinese pedestrians' intention to violate traffic laws using a dual-process model. This model divides the cognitive processes of intention formation into controlled analytical processes and automatic associative processes. Specifically, the process explained by the augmented theory of planned behavior (TPB) is controlled, whereas the process based on past behavior is automatic. The results of a survey conducted on 323 adult pedestrian respondents showed that the two added TPB variables had different effects on the intention to violate, i.e., personal norms were significantly related to traffic violation intention, whereas descriptive norms were non-significant predictors. Past behavior significantly but uniquely predicted the intention to violate: the results of the relative weight analysis indicated that the largest percentage of variance in pedestrians' intention to violate was explained by past behavior (42%). According to the dual-process model, therefore, pedestrians' intention formation relies more on habit than on cognitive TPB components and social norms. The implications of these findings for the development of intervention programs are discussed.]]></description>
      <pubDate>Wed, 08 May 2013 10:54:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1239392</guid>
    </item>
    <item>
      <title>Study on Pedestrian Red-Time Crossing Behavior: Integrated Field Observation and Questionnaire Data</title>
      <link>https://trid.trb.org/View/1242266</link>
      <description><![CDATA[In many cities in China, the problems of low efficiency and pedestrian risk taking at signalized intersections are mainly attributed to pedestrian red-time crossing. Pedestrian red-time crossing has many causes, such as traffic design and signal control, traffic flow, and the psychology of pedestrians’ decision making. In this study, data were collected on pedestrian red-time crossing, signal control, crossing facility design, and vehicle traffic flow with field observations and on pedestrians’ decision-making psychology data by using an intercept questionnaire administered after the crossing. A model for pedestrian red-time crossing choice was proposed on the basis of integrated field observations and questionnaire data. The model was compared with models based on either observational data alone or questionnaire data alone and proved to be well fit and to yield better prediction accuracy. The duration of red signal time was found to be the biggest influence on pedestrian red-time crossing. Suggestions for intersection design and signal control are proposed on the basis of these findings. Model building and data collection methods of pedestrian red-time crossing are also discussed.]]></description>
      <pubDate>Tue, 19 Feb 2013 08:45:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1242266</guid>
    </item>
    <item>
      <title>Jaywalker Detection Based on Motion Path Analysis</title>
      <link>https://trid.trb.org/View/1113989</link>
      <description><![CDATA[Jaywalking is the most common urban traffic violation, so an intelligent jaywalker detection method is presented in this paper. The method analyzes and detects a jaywalker's abnormal behavior against traffic rules. Firstly, the motion object is segmented based on the background difference method, and the pedestrian is recognized from a vehicle according the height-width ratio. Secondly, the pedestrian's motion path is obtained through the linear predictive tracking algorithm. Then the pedestrian motion path is simplified to the line set through linear fitting, and the motion direction is calculated. Finally, the jaywalker is detected according to the angle between the pedestrian's motion direction and road direction. The experiment shows that the method can detect the jaywalker effectively in short time, and it is suitable to use in real time monitoring.]]></description>
      <pubDate>Mon, 31 Dec 2012 17:55:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1113989</guid>
    </item>
    <item>
      <title>Study of Pedestrians' Gap Acceptance Behavior When They Jaywalk Outside Crossing Facilities</title>
      <link>https://trid.trb.org/View/1096360</link>
      <description><![CDATA[Current traffic microsimulation tools are usually of limit use for evaluating the operations of pedestrian-involved systems, especially under unsignalized conditions (e.g. jaywalking and mid-block pedestrian crossings are not typically modeled), due to insufficient understandings of Pedestrian-Vehicle Interaction (PVI) behavior at such locations. This paper studies pedestrians' gap acceptance behavior when they jaywalk outside crossing facilities, which is regarded as the most basic and important part to improve current PVI behavior models. A field study was conducted to collect the data of pedestrians' decisions and concurrent traffic status using a set of synchronized video cameras on a typical unsignalized urban road section. The data were used to develop and validate a pedestrian gap acceptance model based on discrete choice approach. The initial results with the model are appealing when considered in combination of simplicity and accuracy. The results can be used to supplement existing guidelines for pedestrian-involved problems, or to form a knowledge base to incorporate pedestrians into current vehicle-dominated microsimulation models in a more realistic way.]]></description>
      <pubDate>Fri, 19 Aug 2011 07:35:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1096360</guid>
    </item>
    <item>
      <title>PEDESTRIAN SAFETY AT TRAFFIC SIGNALS: A STUDY CARRIED OUT WITH THE HELP OF A TRAFFIC CONFLICTS TECHNIQUE</title>
      <link>https://trid.trb.org/View/302595</link>
      <description><![CDATA[Most pedestrian accidents in built-up areas occur at intersections.  Even after signalization the number of accidents involving pedestrians often remains high.  After reviewing the published evidence, this paper describes how the Traffic Conflicts Techniques has been used to examine the risk to pedestrians at 120 intersections.  The principal results indicate that signalization of a high-speed intersection (mean speed above 30 km/h in at least one arm) reduces pedestrian risk to approximately half.  If mean speed in every arm is below 30 km/h signalization also reduces pedestrian risk, as long as most vehicles are not turning.  Another finding from these studies was that a crosswalk should be located less than two meters from the intersection to optimize pedestrian safety.  The conflict studies as well as analyses of accident data show that one should examine separately accidents between turning vehicles and "green-walking" pedestrians and accidents involving pedestrians walking against red light.  The effect of an exclusive pedestrian signal phase (scramble) was tested at three sites and proved to be very safety-beneficial in a small town, while in Stockholm it did not prove effective because of a high percentage of red-walkers.  Vehicle delay, as well as pedestrian delay, increased at all three sites. Data collected at 152 crosswalks has been used to estimate the parameters of a multivariate model of the frequency of "red-walking".  The size of the town and traffic volumes appear to be the major factors influencing this frequency. Additional insight has been obtained from personal interviews of 450 persons.  These indicate that shorter waiting times and police enforcement are considered the most efficient measures to reduce the frequency of red-walking.]]></description>
      <pubDate>Mon, 31 Dec 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/302595</guid>
    </item>
    <item>
      <title>PEDESTRIANS IN PERIL</title>
      <link>https://trid.trb.org/View/309118</link>
      <description><![CDATA[This article discusses pedestrian safety in the Washington, D.C., area.  Included is information on factors contributing to pedestrian accidents, and on measures that are being used to reduce pedestrian injuries and fatalities.  Such measures include increased enforcement to prevent traffic violations, ticketing jaywalkers, and school child traffic safety education.  Cities in the area recognized by AAA for their pedestrian safety achievements in 1984 are listed.]]></description>
      <pubDate>Tue, 31 Jul 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/309118</guid>
    </item>
    <item>
      <title>CHARACTERISTICS OF PEDESTRIAN ACCIDENTS IN MONTREAL CENTRAL BUSINESS DISTRICT</title>
      <link>https://trid.trb.org/View/306574</link>
      <description><![CDATA[Pedestrian trips constitute a substantial portion of the total daily intra-central business district (CBD) journeys. As a consequence, conflicts between pedestrians and vehicles continue to be a major concern for transportation planners and engineers.  CBDs are expected to expand in terms of persons employed and persons entering the area for business and social activities.  Despite crackdowns on jaywalking and extensive traffic management schemes, the number of pedestrian accidents in the Montreal CBD has remained virtually unchanged between 1985 and 1987.  Analysis of available data pertaining to the Montreal CBD suggests that more pedestrians involved in accidents are in the 20- to 29-yr-old category than in any other age group considered in the study.  Over 40 percent of the accidents occur during the 12-6 p.m. period and 80 percent are within commercial land use areas.  Very similar characteristics are evident in the accident statistics for the Calgary CBD.  The fact that almost 40 percent of the CBD pedestrians in Calgary are in the above age category, and that they walk the farthest but always choose the shortest path, partly explains the higher rate of involvement of this age group in accidents.  The data available in Montreal are sufficient for reporting but not for planning.  The research suggests that further detailed studies are required to determine movement patterns and identify the highly involved groups and their need to travel as pedestrians.  Means of obtaining and analyzing such information are suggested.]]></description>
      <pubDate>Wed, 28 Feb 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/306574</guid>
    </item>
    <item>
      <title>STATEWIDE PEDESTRIAN STUDY. PHASE 2 REPORT: EVALUATION OF THIRTY-ONE (31) HIGH PEDESTRIAN ACCIDENT LOCATIONS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/274043</link>
      <description><![CDATA[This report presents the detailed evaluation of thirty-one (31) highway and street sections identified by a statewide survey as experiencing a high incidence of pedestrian accidents.  These sections represent the most critical sections of roadways in the State (excluding Baltimore City) in regard to total pedestrian accidents based on a three-year period, 1974-1976.  By the use of multiyear accident data listings, concentrated clusters of pedestrian accidents were identified.  Traffic studies conducted at these locations found a number of highway characteristics and pedestrian behavior patterns that are contributing factors to the pedestrian accidents.  Also, a number of highway deficiencies that could adversely impact pedestrian safety were identified.  These deficiencies included wide roadways, poor sight distances, poor street lighting, and poorly marked crosswalks.  From the data collected, it was found that there were many similarities at all or many of the study sections.  All of the study sections involved commercial areas in close proximity to residential areas. All the sections are located along high volume highways or streets.  Certain types of business that tend to pedestrian traffic, e.g., bars, liquor stores, convenience stores, and fast food restaurants are prevalent along these sections and can have a critical impact on pedestrian safety.  All the sections contained a high percentage of "jaywalking" and general disregard of the traffic control devices by the pedestrians.  Vehicle speed reduction and signing aimed at both drivers and pedestrians could be the most effective approach in reducing the number and severity of the accidents at many of the sections.  Engineering improvements such as sidewalks, pedestrian islands, street lighting, and marked crosswalks will provide a safer walking environment for the pedestrians, but their effectiveness in reducing accidents is questionable unless there are changes in the pedestrians' crossing attitudes.]]></description>
      <pubDate>Sat, 28 Feb 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/274043</guid>
    </item>
    <item>
      <title>STATEWIDE PEDESTRIAN STUDY. PHASE 3 REPORT: CORRELATION AND EVALUATION OF PEDESTRIAN ACCIDENT DATA. FINAL REPORT</title>
      <link>https://trid.trb.org/View/274047</link>
      <description><![CDATA[This report presents the comparison of data collected at thirty-one (31) high pedestrian accident sections.  It was found that all the sections were located along high volume arterial or collector roads;  that the sections involved commercial areas in close proximity to residential areas; and that all the sections contained a high percentage of "jaywalking" and general disregard of the traffic control devices by the pedestrians.  Certain businesses located along these sections, i.e., convenience stores, fast food restaurants, and establishments that sell alcoholic beverages seem to generate hazardous crossing situations for the pedestrians.  The study sections were stratified into four general scenarios:  1) established shopping - business districts for small urban centers; 2) sections where over the years commercial strips have slowly replaced residential housing; 3) shopping centers and high density apartment complexes developed in basically rural settings along relocated or reconstructed highways; 4) established residential areas located along minor highways that are convenient "shortcuts" for through traffic.  It was found that a relatively small number of roads statewide contain a high percentage of the State's pedestrian accidents.  The ability to identify these roads offers the opportunity to develop and implement countermeasures that have the potential to make the roads safer for pedestrians.  Vehicle speed reduction and signing aimed at both drivers and pedestrians could be the most effective approach to an overall safety program.  Other types of engineering improvements will provide a safer walking environment for the pedestrians, but their effectiveness in reducing accidents is questionable unless there are changes in the pedestrians' crossing attitudes.  Educational programs designed to better inform pedestrians are vital to the overall safety effort.]]></description>
      <pubDate>Sat, 28 Feb 1987 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/274047</guid>
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