In the metro operation environment, guiding signs provide direction and route conversion instructions to pedestrians. In metro stations with massive passenger flow, the rationality of sign setting would exert distinct effects on the efficiency of passenger flow. Currently, most studies on guiding signs focus on architecture, aesthetics and simulation. However, perspectives from humanization of pedestrian guidance signs such as pedestrian behavior needs and pedestrian cognition were seldom proposed. In this paper, the microscopic behavior characteristics data of pedestrians at different positions in typical metro stations were collected through pedestrian tracking experiments. After analyzing the characteristics of pedestrians’ microscopic behavior in metro stations, otherness of walking speed was found out among pedestrians in different types of passageways. The walking speed of pedestrians in closed-type passageways is higher than other types. Moreover, pedestrian speed at the stairs adjacent to the platform is higher than that at the stairs not adjacent to the platform. With the increase of crowd density, the change of walking speed of pedestrians can be represented by a unimodal curve. Finally, the key points of optimal setting of guiding signs in different regions and different periods were obtained according to the result analysis of the experiment. The research results of this paper can provide theoretical support and technical guidance for the optimal establishment of pedestrian guiding signs in metro stations with massive passenger flow.

Owing to the complicated geometric conditions and increasingly diversified driving environment, freeway curves have become a road section with frequent serious accidents. To ensure safe driving on curves, drivers must first perceive the movement condition and the vehicle’s position, and accurately evaluate the characteristics of the road to make the right speed choice. In this process, the perception of speed plays a crucial role. The present study aims to investigate the driver’s speed perception characteristics with respect to freeway curves to better understand the driver speed selection mechanism. We first construct six three-dimensional (3D) virtual highway models, which are consistent with the geometric lines and traffic engineering instruments of real freeways. A virtual simulation test is then conducted in a highly immersive environment. After the completion of the simulation experiment, we conduct a field verification experiment, test the actual driving speed and perceived speed of drivers in the same place as the simulation experiment, and verify the effectiveness of the simulation method. Finally, 25 3D curve models of four different types are constructed, and the influence of curve characteristics (e.g., curve radius, curve combination, tangent length between curves) on drivers’ speed perception accuracy are tested on the simulation platform. The results show that the driver’s perceived speed is lower than the real speed when driving on curves, and the tangent-to-spiral (TS) point is the section where the driver’s speed is most underestimated. Radius was the most important factor affecting driver’s speed perception, but the tangent length between curves also had a lesser influence. However, the curve combination had no effect on it. Our findings can help researchers and road designers understand the reasons for drivers’ speed choice, thus promoting drivers’ safety on freeway curves.

Recently, subways have become an important part of public transportation and have developed rapidly in China. In the subway station setting, pedestrians mainly rely on visual short-term memory to obtain information on how to travel. This research aimed to explore the short-term memory capacities and the difference in short-term memory for different information for Chinese passengers regarding subway signs. Previous research has shown that people’s general short-term memory capacity is approximately four objects and that, the more complex the information, the lower people’s memory capacity. However, research on the short-term memory characteristics of pedestrians for subway signs is scarce. Hence, based on the STM theory and using 32 subway signs as stimuli, we recruited 120 subjects to conduct a cognitive test. The results showed that passengers had a different memory accuracy for different types of information in the signs. They were more accurate regarding line number and arrow, followed by location/text information, logos, and orientation. Meanwhile, information type, quantity, and complexity had significant effects on pedestrians’ short-term memory capacity. Finally, according to our results that outline the characteristics of short-term memory for subway signs, we put forward some suggestions for subway signs. The findings will be effective in helping designers and managers improve the quality of subway station services as well as promoting the development of pedestrian traffic in such a setting.

Contraflow is a common traffic strategy used to improve the capacity of outbound roads during mass evacuation. Previous studies have focused on the contraflow network configuration, travel time, and number of evacuated vehicles on a macroscopic level. Only a few researchers have considered microscopic factors, such as the contraflow characteristics and moving bottlenecks caused by coaches and trucks. In this study, the effects of the contraflow strategy were investigated through field experiments and traffic simulations. Traffic data were collected from highway segments where trucks were forbidden under regular and contraflow conditions for analysis of the traffic characteristics and the effects of coach moving bottlenecks. The results demonstrate that the capacity and flow speed of contraflow lanes are lower than normal lanes, owing to the narrow cross sections and unfamiliar driving environment. The moving bottlenecks also reduced the speed of passenger car platoons by approximately 5–20 km/h. Four different contraflow schemes were developed and evaluated by Vissim to examine their effectiveness for minimizing the effect of truck moving bottlenecks. The findings revealed an obvious negative effect of trucks on the performance of the contraflow strategy, indicating the need for specific schemes when the truck ratio is large.