## 4 Discussion
Generally, the length of the pedestrian crossing time is directly proportional to the chance of a pedestrian encountering a right-turning vehicle. Therefore, the size of an intersection may have a significant influence on collisions between right-turning vehicles and pedestrians. In 2020, the European New Car Assessment Programme (Euro NCAP) added a new test scenario for AEB systems detecting pedestrians, wherein the target was a pedestrian crossing a road into which a vehicle was turning at an intersection [32]. The road in the Euro NCAP test for each pedestrian side has two lanes in opposite directions, which is the same as that in Figure 10a. The results of the current study support the road width in the Euro NCAP protocol for the Right-Pedestrian condition, where vehicles travel on the right side of the roads, as in European countries (the opposite side in Japan). To improve pedestrian-AEB systems for both right- and left-turning vehicles at intersections, it may be desirable to consider the road width in the test protocol. When we focused on the existence of other vehicles, the total rates of incidents with other vehicles were relatively high (69.4% for Left-Pedestrian and 77.5% for Right-Pedestrian) in the near-miss incident data, as listed in Table 5. For categorized other vehicles for Left-Pedestrian, the rate of incidents with preceding vehicles (23.6%) was the highest, followed by oncoming vehicles (22.2%) and preceding and oncoming vehicles (15.3%). For Right-Pedestrians, the rates of incidents with preceding vehicles (25.0%) and oncoming vehicles (25.0%) were higher than those for other combinations of vehicles. When preceding and/or oncoming vehicles were traveling in an intersection, the bodies of one or more vehicles could block the line of sight of the ego vehicle driver to the pedestrian. In addition, the driver had to pay attention not only to pedestrians but also to other vehicles. These situations might have caused more dangerous near-miss incidents involving pedestrians, assuming that the time necessary for drivers to recognize pedestrians was reduced. To decrease severe conditions between turning vehicles and pedestrians at intersections, pedestrian-AEB systems that can detect both the movement of other vehicles and pedestrians should be developed. [PERSON] et al. indicated that the occlusion time could reduce the effectiveness of AEB systems in detecting pedestrians [33]. In the current Euro NCAP test protocol for pedestrian-AEB systems in turning vehicles at an intersection,  
Figure 10: Size of the intersection with vehicles traveling on the left side of roads where near-miss incidents are frequently observed: (**a**) Left-Pedestrian; (**b**) Right-Pedestrian. no other vehicles exist in the traffic environment. In future, it is expected that the Euro NCAP test protocol will involve the presence of other vehicles, such as preceding and/or oncoming vehicles. A drive recorder unit with a camera to capture the front image was installed at the center of the upper part of the inner windshield glass. However, the driver's view of pedestrians crossing the crosswalk from the left is likely to be blocked by A-pillars [34; 35; 36]. Therefore, the influence of a blind spot caused by the A-pillars on the driver's visibility of pedestrians could not be verified in the video image captured by the drive recorder unit. Therefore, it is vital to investigate the shielding status of the A-pillars in depth to elucidate the driver's blind spots. In the current study, we examined the characteristics of dangerous situations involving ego vehicles and pedestrians when vehicles turn right at an intersection using near-miss data. However, the characteristics of turning left at an intersection may differ from those obtained in the current study. In future, it will be necessary to consider dangerous situations involving ego vehicles and pedestrians when ego vehicles turn left at intersections. The present study has limitations: we used near-miss data of vehicles driven by taxi drivers.