Electric scooters (or e-scooters) are among the most popular micromobility options that have experienced an enormous expansion in urban transportation systems across the world in recent years. Along with the increased usage of e-scooters, the increasing number of e-scooter-related injuries has also become an emerging global public health concern. However, little is known regarding the risk factors for e-scooter-related crashes and injury crashes. This study consisted of a two-phase survey questionnaire administered to a cohort of e-scooter riders (n = 210), which obtained exposure information on riders’ demographics, riding behaviors (including infrastructure selection), helmet use, and other crash-related factors. The risk ratios of riders’ self-reported involvement in an e-scooter-related crash (i.e., any crash versus no crash) and injury crash (i.e., injury crash versus non-injury crash) were estimated across exposure subcategories using the Negative Binomial regression approach. Males and frequent users of e-scooters were associated with an increased risk of e-scooter-related crashes of any type. For the e-scooter-related injury crashes, more frequently riding on bike lanes (i.e., greater than 25% of the time), either protected or unprotected, was identified as a protective factor. E-scooter-related injury crashes were more likely to occur among females, who reported riding on sidewalks and non-paved surfaces more frequently. The study may help inform public policy regarding e-scooter legislation and prioritize efforts to establish suitable road infrastructure for improved e-scooter riding safety.

Pedestrian crashes are a pronounced threat to public safety. Numerous factors have been linked to their recent increase, such as higher pedestrian and vehicle volume, proximity to bus stops, as well as increased distraction and other risky driving behaviors that result in poor yielding rates. Reducing the conditions that lead to pedestrian crashes involves not only changes to roadways and crosswalks, but also changing the cultural influences that tolerate unacceptable driver behaviors. A multi-faceted approach was implemented to improve driver compliance with pedestrian laws. Average stopping behavior was observed to be significantly poorer at sites in near proximity to bus stops. The planned multi-faceted intervention improved yielding rates and multiple-threat passing rates over time. Public transit vehicles were significantly more likely to stop for pedestrians than the rest of the fleet and had a disproportionate improvement in response to high-visibility police enforcement with ticketing compared with the rest of the fleet. Overall, the study replicates the effectiveness of high-visibility enforcement and outreach on increasing yielding rates to pedestrians, generalizes this effect to both passing behavior and public transit, and links past research showing significantly higher pedestrian crash rates with poorer yielding of drivers near sites close to bus stops.

This study investigated electric-scooter (e-scooter) rider behaviors and preferences to inform ways to increase safety for e-scooter riders. Data was collected from 329 e-scooter riders via two online and one in-person survey. Survey questions considered rider roadway infrastructure preferences, safety perceptions, and helmet-wearing behavior. Protected bike lanes were more commonly indicated as the safest infrastructure (62.4%) but were less likely to be the most preferred infrastructure (49.7%). Sidewalks were better matched between riders, indicating them as their preferred riding infrastructure (22.7%) and the perceived safest riding infrastructure (24.5%). Riders had low feelings of safety and preference for riding on major/neighborhood streets or on unprotected bike lanes. Riders reported significant concern about being hit by a moving vehicle, running into a pothole/rough roadway, and running into a moving vehicle. In line with the Theory of Planned Behavior, a significant relationship was found between the frequency of riding and helmet-wearing behavior, with more frequent riders being more likely to wear helmets. Findings suggest that existing roadway infrastructure may pose safety challenges and encourage rider-selected workarounds. Public policy may consider emphasizing protected bicycle lane development, rather than helmet mandates, to support e-scooter riding safety for all vulnerable road users.

This paper explores the usability and user experience challenges of ARROWS, a novel Augmented Reality (AR) and Wearable Technology (WT) safety system for roadway work zones, an area with limited existing usability research. We utilized a mixed-method approach with two complementary experiments in indoor and outdoor settings, using the Wizard of Oz methodology and a high-fidelity prototype. We focused on identifying usability challenges, factors contributing to user experience, and the distinct needs of highway workers, documenting results using the System Usability Scale (SUS), Rating Scale Mental Effort (RSME), and a trust score. Participants rated the usability of ARROWS above average in both settings, while making a reasonable level of mental effort. The findings also indicate a significant correlation between perceived trust and usability, highlighting the importance of trust in user experience.

Introduction: The aging population has been rapidly growing in the United States (U.S.). In line with this trend, older adults’ mobility and transportation safety are an increasing priority. Many states have implemented driver licensure laws specific to older adults to limit driving among the elderly with driving skill decline. Evaluations of these laws have primarily focused on their safety benefits related to older drivers’ fatal crash rate or injury rate. However, very few studies investigated licensure law effects on older adults’ mobility. Objective: The objective of our study is to evaluate the association between older driver licensure laws and older adult daily traveling and passenger exposure. Methods: The 2003–2017 American Time Use Survey (ATUS) data were linked with statewide driver licensure law provisions. Adults aged 55–64 years were used as the reference group to control for the effects of non-licensure-law factors (e.g., economic trend). We used modified Poisson regressions with robust variance to estimate the relationships between licensure law provisions and the likelihoods of older men and women’s daily traveling and passenger behaviors. Results: Laws requiring a vision test at in-person renewal were associated with increased daily traveling likelihood for women aged 75 years or older, primarily as a passenger. Laws requiring a knowledge test were related to a reduced daily overall traveling likelihood for women aged 75 years or older. Conclusions: In general, licensure law provisions are not strongly related to older adults’ mobility, in particular for older male adults. Older female adults’ daily mobility may be more likely to be influenced by the change of licensure laws than older male adults. The existence of gender-based disparities in responding to licensure laws requires future studies to account for the gender difference in estimating the effects of those traffic policies on older adults’ mobility and traffic safety.

Alerts presented through the auditory modality improve drivers’ crash avoidance performance in driving simulations, but drivers’ ability to accurately localize the source of the auditory alerts is understudied. Because the results of driving simulation studies may hinge on assumptions that sound locations are accurately perceived by drivers, this study utilized a sound localization task in a full-chassis driving simulator. Twenty-nine participants engaged in a sound localization task while seated in the driving simulator. Performance was assessed by sound localization accuracy, relative directional error, and participant confidence across seven sound sources surrounding the simulator. Performance was best when sounds were presented in left and right cardinal regions, and poorest when presented from the front and rear. Participants were less confident in their localization judgments when sounds were presented from the rear. Practitioner Summary: Drivers’ ability to accurately localize auditory alerts is understudied. Participants performed an auditory localization task with external sounds while seated in a full-chassis driving simulator. Participants were better detecting sounds from the sides instead of the front and rear. This has implications for external auditory alarms during driving.