A significant percentage of pedestrians walk in social groups (friends, families, or acquaintances who walk together). Although patterns generated by social interactions among group members have been shown to affect crowd dynamics, studies on the effect of social interactions at different crossing phases under low pedestrian density are limited. This study aims to comprehensively examine the influence of size and sex composition on pedestrians’ behaviors when walking alone and with friends in different phases before, during, and after the road crossing. For this, experiences were carried out with controlled small groups of friends (varying size and sex composition) at three unsignalized crosswalks with low pedestrian density. The average speed and distance between the young pedestrians in six segments of the trajectories (two in each phase), extracted from video recordings, were analyzed with linear mixed models. Results show that pedestrians reduce their speed when approaching the curb, they accelerate while on the crosswalk, and reduce again when they reach the other side. In all phases, the average speed of the groups was lower than the single pedestrians, and the females’ groups walked slower than the males, except during the crossing, where no sex-related differences were found. On the contrary, before the crossing, the distance increased and decreased from the second segment in the crosswalk. The smallest distance was observed between the female groups and dyads. These findings have relevant implications for research on pedestrian behavior, helping to better understand the complexity of pedestrian dynamics and improve pedestrian safety.

This paper identifies and analyzes variables that influence pedestrian safety based on the definition of models of pedestrian crash frequency for urban areas in Portugal. It considers three groups of explanatory variables, namely: (i) built environment; (ii) pedestrian infrastructure, and (iii) road infrastructure, as well as exposure variables combining pedestrian and vehicular traffic volumes. Data on the 16 variables considered were gathered from locations in the counties of Braga and Guimarães. The inclusion of pedestrian infrastructure variables in studies of this type is an innovation that allows for measuring the impacts of the dimensions recommended for this type of infrastructure and assessing the implementation of policies to support the mobility of vulnerable users, especially pedestrians. Examples of such variables are unobstructed space for pedestrian mobility and the recommendable distance separating regulated crossings. Zero-Truncated Negative Binomial Regression Models (ZTNB) and Generalized Estimation Equations (GEE) are used to develop crash prediction models. Results show that in addition to the variables identified in similar studies such as carriageway width, other statistically significant variables like longitudinal slope and distance between crosswalks have a negative influence on pedestrian safety. On-street parking places, one-way streets, and the existence of raised medians have an opposite contribution to safety.