Suchergebnisse

A fundamental part of the orientation and mobility curriculum is the acquisition and retention of skills in using a long cane automatically and proficiently to detect and negotiate obstacles and drop-offs. Using practitioners' experiences and the principles of learning theory, instructors can monitor students' advancement and adapt teaching strategies to optimize the results.

This article presents a brief history of crossing or assistance cards for travelers who are deaf-blind, along with two studies on variables that predict effective solicitation of assistance to cross a street, Although gender does not greatly affect efficiency, the larger size of a communication card positively influences the receipt of assistance.

Pedestrians with visual impairments need to cross streets where traffic signals and traffic signage are not present. This study examined the influences of several interventions, including a pedestrian's use of a mobility cane, on the behavior of drivers when they were expected to yield to a pedestrian crossing at an uncontrolled crossing.

Introduction: The use of leading pedestrian intervals (LPIs) creates safer street crossings for typical pedestrians, giving them a head-start into the crosswalk. The LPI, however, delays the onset of the traditional traffic sound cue that pedestrians who are blind use to initiate crossing streets. LPIs can create situations where pedestrians who are blind will frequently begin or end crossings or both against the pedestrian signal. Methods: The researchers conducted two sets of observations in an urban environment. They measured the seconds from the initiation of the vehicular circular green signal to the front of the first vehicle passing through the center of the intersection (n = 40) to calculate the average driver's delay. Pedestrians who are blind, to confirm a straight-through surge of parallel traffic (i.e. not turning vehicles), listen for a vehicle to reach the roadway center to know it is the appropriate time to initiate a crossing. In the second set of observations (n = 40), the researchers recorded the length of the Walk, Flashing Don't Walk, and LPI to calculate average impacts on crossing. Results: The average time for vehicles to reach the center of the intersection was 6.0 s. When there was an LPI, on average the clearance for pedestrians after reaching the far corner was 0.49 s; for Walk intervals, there was an average of 3.35 s margin of time to begin crossing. Discussion: These observational studies verify the crossing latencies for pedestrians who are blind. At crosswalks with LPI, pedestrians can be expected to cross after the Walk sign has expired 15 to 38% of the time and end their crossing 40 to 82% of the time when the visual display says Don't Walk. Implications for Practitioners: Orientation and mobility specialists should instruct students on how to identify intersections with LPI to assist in decision making. Traffic management remediation is the installation of an accessible pedestrian signal (APS); specialists should advocate for the installation of APS where LPIs are implemented and teach students how to use APS.

Introduction A new market trend offers long canes for individuals with visual impairments in a variety of colors; however, the impact of these colors is unknown to orientation and mobility (O&M) specialists and individuals who are blind or who have low vision. The authors examined the impact of cane color on drivers' yielding behaviors; also, cane display effectiveness was assessed. Methods At traffic signal–controlled intersections, drivers' yielding responses (yield–no yield and seconds to crosswalk) were recorded by two raters when a pedestrian presented one of two conditions (display and flagging) with four differently colored long canes (white, black, yellow, and green). Results In trials where the pedestrian used a flagging cane technique, the white cane achieved 290% more yielding than the green cane, 100% more yielding than the yellow cane, and 40% more yielding than the black. Statistical differences were found between the white-with-red cane and the yellow and green canes. The measure of drivers' latency for moving forward was not statistically different between trials in which a pedestrian displayed a white cane at the crosswalk and trials in which no pedestrians were present. Discussion Cane color appears to have a substantial effect on drivers' yielding responses. The results also indicate only a slight driver response to a highly visible cane display, confirming the results of previous studies that recommended more potent pedestrian movements to mitigate the threat from turning vehicles. Implications for practitioners O&M specialists and cane travelers need to consider the options for cane color when using a cane to cross streets. A white cane, flagged at the onset of the walk signal, can achieve more desirable responses from drivers than can the long canes of other colors. More effective cane behaviors exhibited by pedestrians who are visually impaired should always be considered by O&M instructors in order to influence drivers.

Introduction This study examined the effects on drivers' yields of seven conditions (pedestrian behaviors) at a roundabout, measuring yielding behaviors. Methods At a roundabout, drivers' yielding responses were recorded (none, soft, hard) when a pedestrian presented one of seven conditions: pedestrian without long cane, long cane display, hand up, reversible step (a single step forward into the street), head turn gaze, hand up plus gaze, and a reversible step plus gaze. Trials were completed at the crosswalks at the entrance and exit lanes. Results At the entry and exit lanes, the hand up and reversible step conditions received significantly higher yield percentages than all other conditions. At the exit lanes, the reversible step condition received a significantly higher yield percentage than the hand up condition. There was no significant difference among the three head turn gaze conditions: hand up, hand up plus gaze, and reversible step plus gaze. The hand up and reversible step strategies averaged 83% yielding overall, compared with 20% yielding for the other strategies. Discussion This study demonstrates that forced detectable yields may be generated when pedestrians have not entered the travel lanes of the street at a crosswalk or have only entered the very edge of the street. Gazing behaviors do not substantially influence drivers' yielding rates. Implications for practitioners Using a hand up or reversible step can allow pedestrians who are visually impaired or blind to create circumstances to help determine if and when to initiate a crossing at a roundabout.

Introduction This study evaluated drivers' delays and yields in response to pedestrian behaviors when making right turns at the onset of a green traffic signal. Methods Researchers conducted trials at seven sites in the United States. Data were collected ( n = 445) in six conditions: no pedestrian present (control); and a pedestrian: standing with no cane (control), displaying a cane, flagging a cane, putting a hand up toward the driver, or taking a reversible step into the street. Driver delays were recorded in seconds from the onset of the green traffic signal to when the vehicle first moved and when the front bumper crossed the middle of the pedestrian's crosswalk. Results Regarding driver responses when the vehicle crossed the crosswalk: a cane display was not significantly different from no cane display; the cane-flagging, reversible-step, and hand-up conditions were all significantly better than a cane display; a reversible step was significantly better than both cane flagging and hand up. Analysis of yields found that: a cane display was not significantly different from not displaying a cane; cane flagging, reversible step, and hand up were all significantly better than the cane display; a reversible step was significantly better than both hand up and cane flagging. The greatest effect was the reversible step, which increased drivers' yielding 205% more often than a pedestrian displaying a cane. Implications for practitioners For drivers to behave appropriately, they must notice the pedestrian and understand the intent to initiate a crossing. The standard practices taught by O&M specialists may not result in substantial yielding by drivers. O&M specialists could develop new and more effective practices based on these results in order to change risks for pedestrians who are blind or visually impaired when crossing many streets.

Introduction: This study evaluated drivers' delays and yields when making right turns at the onset of a circular green traffic signal, in response to pedestrian behaviors, during daylight and at night with streetlamp lighting, in urban and suburban locations. Methods: Researchers conducted trials at three intersections, two typical urban and one typical suburban intersection. Driver movement data were collected (N = 302) in three conditions: no pedestrian present (control); a pedestrian displaying a cane; and a pedestrian flagging a cane. Driver delay was recorded in seconds from the onset of the green traffic signal to when the vehicle crossed the middle of the width of the pedestrian's crosswalk. Results: The primary result was that there are no statistical differences between day and night driver delay. Secondarily, statistically significant differences were found for urban versus suburban drivers when flagging the cane versus displaying the cane, with urban sites and flagging a cane garnering greater delays. Yield calculations, based on the time required for a pedestrian to nearly clear the first half of the crosswalk, confirmed the patterns of drivers' behaviors. Discussion: Authors anticipated negative effects on yielding in nighttime lower-light environments; however, there was similar driver delay and yields compared to daylight hours. Greater driver delay and yields, for flagging a cane and at urban settings, confirmed the results in previous studies. Implications for Practitioners: When assessing travel options, informed pedestrians and orientation and mobility specialists can consider the effectiveness of active cane techniques to increase the likelihood of yields from turning drivers, even at night where streetlamp lighting is the source of illumination. When instructing cane techniques for use at crosswalks, specialists can consider the options for mitigating risk when crossing typical streets in urban and suburban areas.