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The common scientific approaches to the reasoning of problems are mathematical reasoning or statistical reasoning. Mathematical or formal reasoning is usually deductive, therein one reason from general assumptions to specifics using symbolic logic and axioms for multi criteria decision-making. Mathematical probability, which is the basis of all statistical theories, had its beginning in the past. The aim of this paper is to explore a number of the mathematical and statistical aspects of the disposition and behavior of road frontage activities, which are of importance in pedestrian behavior as considered. It's shown that number of crossings from right to left is proportional to the pedestrian on the right (PXRL∝ NR) and therefore, the number of crossings left to right is proportional to the pedestrians on the left (PXLR∝ NL). Frequency distributions of the pedestrians generated for a given shopping string arterial were of 4 kinds, one related to pedestrians passing through not crossing the road, not going into and out of outlets. The second kind related to pedestrians crossing the road for the aim of going into and out of outlets, etc. the third kind related to pedestrian going into shops and eventually, the fourth kind related to others, e.g. Pedestrians generated from parking vehicles, buses, etc. A formula is given for the frequency with crossing from left to right and right to leave based on the land-use activities on the left and right. In considering the capacity of road systems it should be remembered that increases in traffic flow generally produce corresponding decreases in speed. However, it's an assumption that a rise in population generated along the footpath can cause the crossing the road, and usually produce corresponding decreases in vehicle speed. The paper concludes with aconstatationof the pedestrian movements at a continuing rate that expressed in mathematical form.

To date, several macro-level walkability measures have been proposed, but microscale and audit-based walkability approaches prove to be highly effective to support realistic, quick and cheap mechanisms for pedestrian-friendly environments. Yet, walkability audits are time- and cost-intensive solutions, because they require several streetscape observations. This study aims to investigate whether a multiple linear regression model of urban form- and function-related variables can effectively predict an audit-based average walkability indicator. For this purpose, we use a virtual, brief and reliable audit tool (MAPS-Mini) in Athens city centre in order to collect street-level data and in turn to construct a microscale walkability indicator (dependent variable). Moreover, our approach suggests a flexible statistical model of open-source data, with six exploratory variables of the macro-level built environment: angular integration, population density, transit stop density, pedestrian street density, retail and entertainment activity density, and building height. The results indicate that audit-based average walkability scores can be effectively estimated, as the regression model can explain about 82% of the variation. Furthermore, the density of retail and entertainment activities was indicated as the strongest correlate of more walking-friendly streetscapes, while some urban policy implications include the promotion of footpath repairs and better-engineered crossings.

As the most basic travel mode of residents, walking trip takes place more frequently in residential districts. It is of great significance to study the land use characteristics of the residential district suitable for walking in order to create a good walking environment and land use model. In this paper, 18 residential blocks in Xi'an are taken as the research object, based on the relevant data of the pedestrian flow rate and land use of residential blocks, this paper analyzes the interactive relationship between the non-commuting hours during the week, the commuting hours during the week and the weekends by using the multiple linear regression model, and the land use characteristics of residential blocks under the guidance of walking trip are revealed. The results show that the land use factors related to pedestrian flow rate are mainly 9 factors, such as building density, buildings mixing degree, mixing degree of business functions and density of functional formats. In different hours, walking trips have different demands on various elements of land use. During the non-commuting hours during the week, the demand for walking trips for building density, mixing degree of business functions, density of functional formats and footpath area ratio is large. During the commuting hours during the week, the demand for walking trips for buildings mixing degree, density of functional formats, road network connectivity, and green area ratio of footpath is large. During the weekends, the demand for building density, density of functional formats, road network density, and footpath density is large. Through the above analysis, the optimization strategy is proposed for residential blocks in Xi 'an, which provides a theoretical basis for the optimization and transformation of the space environment of residential blocks to promote walking trip.

A Level Crossing remains as one of the highest risk assets within the railway system often depending on the unpredictable behaviour of road and footpath users. For this purpose, interlocking through automated safety systems remains a key area for investigation. Within Europe, 2015–2016, 469 accidents at crossings were recorded of which 288 lead to fatalities and 264 lead to injuries. The European Union’s Agency for Railways has reported that Level Crossing fatalities account for just under 28% of all railway fatalities. This paper identifies suitable obstacle detection technologies and their associated algorithms that can be used to support risk reduction and management of Level Crossings. Furthermore, assessment and decision methods are presented to support their application. Finally state of the art and synergistic opportunity of which a combination of obstacle detection sensors with intelligent decisions layers such as Deep Learning are discussed which can provide robust interlocking decisions for rail applications. The sensor fusion of video camera and RADAR is a promising solution for Level Crossings. By applying additional sensing techniques such as RADAR imaging, further capabilities are added to the system, which can lead to a more robust approach.

Traffic flow is one of the major issues that most of the metropolitan cities are facing in spite of measures beingtaken to ease and reduce it. Traffic congestion in the recent past years, has emerged as one of the main challengefor engineers, planners and policy makers in urban areas. Also it is a challenge to provide efficient road width,footpath width, and signal time for the increasing demand with the limited resources available. In this researchtraffic flow and pedestrian facilities of selected routes in Nagpur city has been studied. This researchinvestigates those sections of the Nagpur city which are considered among the busiest roads.

This study proposes a geographic information system (GIS)-based cellular automata (CA) model, which is designed for planning bikeways upon existing footpath networks within an urban area. The CA model was developed based on a GIS platform as a visual interface whereby spatiotemporal characteristics and spatial processing can be combined in a highly effective way. The host value of each CA cell is conditioned upon four indicator variables, namely cycling demand level, land-use nature, social value, and traffic safety. This model gives traffic planners a quick and intuitive framework to develop cycling facilities under limited land resources. A model prototype has been developed in a common desktop GIS and applied to a mid-sized rapidly developing area in Singapore. Published version

Does infrastructure shape human behavior, or does human behavior shape infrastructure? Users’ perception about infrastructure, both current condition and future needs, is essential in devising policy decisions. In the transport sector, one of the reasons for several large infrastructure projects not performing at par with the expectations, once they are built, is because the users are not taken into confidence sufficiently. At the same time, it is uncertain to what extent user perception leads to actual behavior change – how many people that say today will walk more if walking environment is improved, will actual do so when the facility is built? The current research measures the users’ satisfaction of present walking environment using a revealed preference survey on factors that include quality of infrastructure, comfort, safety, design, and others, in two different urban settings of a large metropolis – one a newly planned suburb and the other and older and well established area. Results of an ordinal logistic regression model shows that the factors which are likely to significantly influence the overall user satisfaction of pedestrian facilities are buffer, ease of walking, zebra crossings, footpath continuity, night time safety and location. Subsequently, stated preference data was collected and the results of a negative binomial regression model shows that improving footpath continuity has the greatest impact in the likelihood of bringing about a change in user behavior when compared to not only other individual improvements, but also the combined improvement in buffer and ease of walking.

Urban footpath quality and pedestrian level of service is a popular subject for modelling and simulation in transport engineering. This paper reports an investigation into the capacity of footpaths alongside a city street in Sari, Iran to determine whether the current provision can meet the present and forecast pedestrian demand, or whether improvements are required. To assess the capacity of the footpaths, a database including the location and time, speed and number of pedestrians, as well as determining and identifying points of footpaths with relatively high crowding, was prepared. Finally, the level of service (LOS) was obtained using a US code and proprietary modelling tool. The results indicated that some sections of the route were currently below an acceptable LOS and needed improvement to provide an adequate provision for pedestrians. When factoring in forecast growth, the LOS in these substandard sections was predicted to reduce even further and, without improvement, could undermine future economic growth.

Introduction: Walkability continues to attract great attention from urban planners, designers, and engineers as they recognize not only the merits of pedestrian facilities in terms of the health benefits but also their demerits in terms of accident risk to pedestrians. Wide footpaths improve the pedestrian environment and experience, and thereby motivate travelers to walk as much as possible. However, if footpaths are too wide, they may leave a smaller space for the roadway. On the other hand, wide road lanes may lead to higher road vehicle safety but are costly to construct and maintain and also may leave little space for the footpath. Evidently, for a fixed urban space, what is needed is an optimal balance between the vehicle lane and pedestrian path. This problem is encountered routinely in dense cities including Hong Kong where land availability is severely limited. Method: To address the issue, this paper first establishes safety performance functions (SPFs) for the pedestrian space and the road space, using the random-parameter negative binomial regression. The results indicate the extent to which road lane and footpath width changes are associated with changes in in-vehicle occupant and pedestrian casualties. Then the paper uses the SPFs to develop a methodology for optimizing the width allocations to the road lanes and footpaths, duly considering the user (safety) costs and agency (construction) costs associated with each candidate allocation of the widths. Finally, the paper analyzes the sensitivity of the optimal solution to the relative weights of user cost and agency cost. Results: When user and agency costs are considered equally important, the optimal lane width is 5.4 m. Conclusion: It is observed that the road space allocation ratio used by the Hong Kong road agency suggests that the agency places a higher weight to user cost compared to agency cost. Practical Application: The findings can help incorporate design-safety relationships, and the stakeholders (agency and users) perspectives in urban road and footpath design.

High-speed rail edge stations, which are located within the urban fabric limits of a city, have generally a good access through motorised transportation modes while the pedestrian/bicycle access becomes, in many cases, very difficult. This paper assesses the quality of pedestrian routes linking high-speed rail edge stations to the city centre, considering physical aspects such as footpaths width, characteristics of the built environment or detours at street crossings. The assessment demonstrates that a pedestrian route could be redesigned to minimise discontinuities and to improve walkability, extending the walkable distance threshold through an adequate design. The proposed methods could provide a useful tool for cities to identify the most appropriate footpath to create convenient and legible pedestrian routes with walkable promenades for edge stations, because, in general, there are no specific strategies or policies to favour these walkable connections. In many cases, these edge stations are hidden city gates and the station-city pedestrian connection is the missing link in this intermodal transport chain.

BackgroundMany studies have used the concept of ‘walkability’ to assess how conducive a neighbourhood is to physical activity, especially active travel. Studies in the United States and Australia have traditionally used a road-based network system of intersection density to derive a walkability index. However, other studies suggest that analyses based on footpath networks may provide a more robust basis for assessing the walkability of built environments in the European context as they better capture alternative opportunities for physical activity such as parks and greenways. To date, no studies have examined whether a road- or footpath-based network is more closely related to actual physical activity behaviour. Therefore, the aims of this paper were to examine associations between active travel and walkability indices based on both road- and footpath-based intersection density and to establish which measure provided the best fit to the data. MethodsCross-sectional survey and geographical information system (GIS) data were collected from February 2010-January 2011. A series of crude and fully adjusted zero-inflated negative binomial regression analyses examined associations between road- and footpath-based walkability and the average minutes per week of active travel. ResultsModel fit indices suggested that the models using road-based walkability provided a marginally better fit. However, regression results indicated similar findings with respect to the effect of road- and footpath-based walkability on active travel.ConclusionResults suggest that footpath-based indices of walkability are comparable to road-based indices in their associations with active travel and are an alternative model, particularly for assessing environmental change in non-road-based built environment interventions.

Pedestrian deaths causing from road traffic crashes are a foremost and rising problem in urban India. However, pedestrian safety assessment using precise statistical analysis and modeling techniques is still in an early stage in urban India owing to the absence of crash data collection and maintenance, difficulties in obtaining appropriate road inventory data and traffic volume data. The present study composes an effort to fill the research gap by analyzing past crash data (2011–2016) collected from Kolkata police and identifies the hazardous corridors and intersections posing the high risk to the pedestrian. Consequently, to develop an understanding of the risk factors associated with pedestrian fatalities, a set of fixed-parameter Negative Binomial models is established. In these models, several attempts are made to identify the risk factors linked to traffic exposures and operational parameters, roadway characteristics and infrastructure, land use and road network planning. Based on the statistical analyses carried out in this study, there is evidence that factors such as approaching speed of the vehicles, vehicular traffic and pedestrian volume of the intersection and their interaction, disorderly movement of traffic (i.e., overtaking tendency of the vehicles), the presence of specific land-use type (i.e., commercial hubs), inefficient planning and design (i.e., inaccessibility of the pedestrian crosswalk, the absence of pedestrian signal head, etc.), the presence of wider carriageway, the encroachment of the footpath, restricted visibility (i.e., inadequate sight distance) are found to be major risk factors with regards to the fatal pedestrian crash occurrence in Kolkata City, India.

Introduction: Sustainable and eco-friendly mobility is of great significance to alleviate urbanisation pressure and to improve urban quality of life. Providing good non-motorised transport (NMT) facilities for active mobility (covering principally walking and cycling) is an effective way to promote bicycle use which in turn improves one's physical health. Singapore, with a tight space constraint, has been focusing strongly on active mobility developments over the recent decade which can depress motorisation growth and thereby alleviate road traffic congestion. Methods: In order to evaluate the effects of upgrading a cycling infrastructural network on active mobility in a residential township in Singapore, a before-and-after study was applied to evaluate NMT infrastructure developments. Three rounds of perception surveys and traffic count surveys were conducted before and after the upgrading of the cycling network. The number of cyclists and pedestrians was enumerated and spatial distributions of cyclists and pedestrians in AMK town are presented using Geographic Information System (GIS). Results: Traffic count surveys show that the numbers of cyclists and pedestrians have increased on a large proportion of the investigated pathway segments after upgrading the cycling network. Paired two-tailed t-test results suggest significant differences at 95% confidence level between the before-and-after counts after the cycling network was implemented in 2017. Perception surveys show that a higher proportion of pedestrians and cyclists/PMD riders feel safe to share the footpath, feel safe and convenient to cycle, as well as feel satisfied with current cycling infrastructure, as compared to 2016. Conclusions: The enhanced cycling network not only attracts more cyclists and encourages cycling activities, but it also increases walking activities, and has positive impact on the mobility of both cyclists and pedestrians. As the city grows in population and housing density, the health benefits of the cycling network are more than a change in active mobility usage, but a whole community transformation. Ministry of Education (MOE) This research is supported by Singapore Land Transport Authority (LTA), and Singapore Ministry of Education Academic Research Fund Tier 2 MOE2014-T2-2-097.

Autonomous vehicles (AVs) operating in shared urban environments, often referred to as “pods”, will constantly have to interact with pedestrians. As a result, an effective strategy will be required for pods to continue operating, while in close proximity to people. This strategy could be in terms of active negotiation, where a pod identifies a person and gives way; or a more passive strategy, such as requiring pods to travel close together in platoons, in order to reduce the number of individual vehicle encounters. For this latter example, it is critical to understand how the spaces between pods and AVs in general are perceived by pedestrians, and what factors will persuade and dissuade crossing. Therefore, this paper seeks to understand this relationship, and presents results from a pedestrian gap acceptance study for platoons. To ensure the safety of participants, a virtual environment was used instead of real vehicles. The goal of the experiment described in this paper, is to understand the gap acceptance behaviour of participants, when presented with a platoon of pods in different environments. The experiment evaluated four vehicle speeds, from 1 km/h to 16 km/h, four temporal gaps, from 2 s to 5 s, and two environments. These environments were a typical road layout, with footpath and line markings, and a shared space, where all markings and separation between pod and pedestrian were removed. For each scenario, participants were asked if they would cross between the pods and how safe they felt about the situation, recorded as a Likert score. The results suggest that people are more likely to attempt to cross between a platoon of pods when they are travelling closer together in a shared space (no line markings or separation between vehicles and pedestrian), compared to a road environment (separated by raised pavement and road markings). However, it was also found that people’s subjective rating of safeness was higher in the road environment, when presented with a platoon of pods, compared to the shared space.

Pedestrians are the most neglected road users and witness an alarming accident rate each year. In India, annually, around one-third of road accidents involve pedestrians as victims. The pedestrian accident-prone urban road stretch along National Highway 66 in Thiruvananthapuram City was selected as the study stretch. In this paper, a statistical model for predicting the number of pedestrian accidents and their severity levels such as grievous, minor and fatal injury was developed for urban midblock sections. Poisson regression models were found to be the most suitable model to fit the data. Several factors such as number of bus stops, speed of vehicles, traffic volume, pedestrian volume along footpath and crosswalk, side roads, signalized crossings and the quality of crossings were found to considerably affect the pedestrian accidents. This paper helps to provide an insight into the hazardous conditions to pedestrians in urban areas and also proposes recommendations for enhancing the safety of the pedestrians.

The promotion of active transport (a type of sustainable transportation) such as walking is a form of response against environmental pollution engendering from transport sector. Pedestrian level of service (PLOS) is a measurement tool to evaluate the degree of pedestrian accommodation on roadway to provide a comfortable and safe walking environment. The roadway characteristics-based model to measure PLOS has been widely applied since this approach is conceived as being transferable to different contexts. We present a comprehensive framework to measure the influence of pedestrian facilities on perceived PLOS qualitatively and quantitatively. We modeled triangular relationships among pedestrian facilities, perceived roadway conditions (accessibility, safety, comfort, and attractiveness), and perceived PLOS to identify pedestrian facilities, related to footpath, carriageway, and transit, influencing perceived PLOS. We developed these models for a case study of Chittagong Metropolitan Area in Bangladesh. Poor condition of pedestrian facilities in the region resulted in PLOS B as the highest tier of perceived PLOS. Findings of this study showed that accessibility and attractiveness influenced the perceived PLOS for footpath, carriageway, and transit, whereas safety is an important roadway condition for carriageway and transit facilities. We further measured the influence of 22 selected parameters of pedestrian facilities on roadway conditions and perceived PLOS. We concluded that achieving a better perceived PLOS is dependent on the availability, maintenance, and planning of different pedestrian facilities, as improper placement and poor condition of such facilities increased the probability that a lower level PLOS will be perceived.

In recent years, there is a sharp increase in the PMD (Personal Mobility Device) usage for first and last mile commute in developed nations such as Singapore. However, there is a lack of dedicated infrastructure for PMDs which forces them to share the path with pedestrians. This increases the safety risk for PMD riders as well as the pedestrians. This paper explains a practical experiment carried out to understand the reaction of the pedestrians to the PMDs. The effect of the factors such as speed of the PMD, passing distance, the gender of the pedestrians and the PMD model itself are considered in the pedestrian perception results. The results indicate that pedestrians are cautious to a newer PMD model and are more comfortable when they see a familiar PMD model. In addition to that, the effect of pedestrian gender on perception results is discussed. A sample prediction application is described which can alert the PMD riders if they are causing discomfort to the pedestrians in their path. The findings of our study validate the recent safety guidelines and speed limit regulations passed by Singapore’s government for PMD users.

Creating a cityscape conducive to a safe and efficient pedestrian experience requires a holistic understanding of the relationship between the built structures of a city and the movement of individuals within it. To empower policy makers to design, implement, and successfully deliver measures aimed at reducing footpath congestion and improving pedestrian safety the link between pedestrian volume and different features of the built environment needs to be investigated. Observed pedestrian counts at 50 intersections across the City of Melbourne are used as the input dependent variable of two regression models. A global ordinary least squares regression model and a local geographically weighted regression model are generated and evaluated for best fit of purpose. Spatiotemporal statistical handling is employed to clean the data of contextual anomalies. The output of the regression models identified eight key features as the most statistically significant predictors of pedestrian volume in Melbourne, Australia. These features include distance to schools and train stations and measures of footpath connectivity. This study reveals that due to significant spatial and temporal non-stationarity exhibited between pedestrian count sensors and built environment variables, the geographically weighted regression is the most appropriate modelling technique. This paper presents a methodology for the creation of a robust pedestrian prediction model.

It is very important to plan, design and implement non-motorised transport facilities accurately and effectively. For more accurate decisions regarding walking facilities, evaluation process needs to include all the details of obstructions that exist on walking path (footpath). In India different types of obstructions have been observed on footpaths. Many of them are easier to remove compared to others which needs long term planning. Based on amount and types of obstructions including their effect on walking, an index (Footpath Score based on Types of Obstructions – FOSTO) has been developed using analytical hierarchy process (AHP) to assign a score value for footpath conditions ranging from 0 to 100. Data have been collected by capturing a continuous videography of footpath area which has been used to prepare a detailed footpath inventory by extracting details of lying obstructions for each meter length. This can be used as decision making tool with respect to short term and long term planning towards the improvement of walking facilities on footpaths.

Here, the focus is to control the traffic on bridge as well as on road by using the traffic control optimizer, this setup is provided for the foot path and also the divider of the road which is used to control the traffic by providing extra space on the road during over crowd conditions. Traffic is a major problem in modern era. Morning to evening, till late night, each one is facing a problem every day. According to the survey, According to “TRAFFIC CORPORATION OF INDIA and IIM KOLKATA” in the year 2012 there is loss of 60,000 crore rupees of India per year due to traffic jam. The study revealed that on 17 big routes of country there is a national fuel mileage of 3.96 kilometres per litre. According to the survey of “Centre for Transforming India” in 2010, there is loss of 2.5 litre of fuel per day in car and 0.7 litre of fuel per day in bike. Due to traffic jam, there is a loss of 90 minutes per day of an average person, if we would calculate it in years, about 23 days an average person wastes in traffic. According to study of IBM the 40% of productivity of the country decreases due to wasted time in traffic jams. Thus the main purpose of making this optimizer is to control the jam by shift down of the footpath (using IR sensor), if there is no crowd on other side of lane then it shifts the divider towards the other side of road at some definite length. In this whole phenomena, IR sensor which sends signal to the microcontroller and operates motorised scissor jack which provides path on the road.

Motorcycle transportation has burgeoned in war-affected West Africa over the past decade. The penetration of motorcycle taxis deep into isolated rural communities has spread spontaneously and created direct and indirect employment opportunities for low-skilled youth, a category most susceptible to militia recruitment. Equally important, it has significantly contributed to lifting smallholder farmers out of poverty by reducing the costs of moving produce to markets, with motorcycles able to visit villages connected to feeder roads solely by footpaths. Nevertheless, state actors and international donors remain reluctant to allocate funds to rural track building/upgrading, preferring to stick to more conventional, but expensive, construction/rehabilitation of rural roads accessible to four-wheeled vehicles. Through a case study of Liberia – still recovering from two civil wars and an Ebola health crisis – this paper argues that the impact of bringing community access through track construction/footpath upgrading is significant, particularly because track construction lends itself par excellence to the involvement of the rural communities themselves.

This article examines the issue of cycling in Russian cities on the example of the city of Kazan. The authors come to the conclusion that the existing bicycle zones in Kazan aren’t connected to each other and don’t intersect complex transport hubs with high traffic intensity, therefore, cycling around the city isn’t safe and comfortable. As a solution to this problem, the idea of a new combined overpass, combining a pedestrian and roadway for cyclists, is presented. In addition, it’s proposed to develop the street and road network of the city of Kazan, through the construction of new bicycle paths. The combined overpass will allow for a more rational redirection of the city's traffic flows, ensure the safety of high-speed traffic and create comfortable conditions for the city's population. The construction of a bicycle path will reduce the total traffic load on the city's roads, and ensure safe movement for citizens in the central part of the city. Thus, the need to introduce and develop bicycling in our city, which entails planning not only bicycle paths, but also the construction of other transport infrastructure facilities for comfortable crossing of transport hubs with high traffic intensity by cyclists, seems obvious.

In India, large number of commuters travel by means of buses, auto rickshaws, taxis and personal vehicles. Commuters face many problems such as lack of parking space for vehicles, increase in traffic congestion, dynamics in fuel price, and shortages of right of way complicated by unauthorised parking. With the introduction of metro, the scenario is supposed to change for metro cities to some extent. However, in order to increase the modal shift from private to public transport, it is essential to provide easy intermodal interchanges for which adequate planning of multimodal integration is essential. This paper aims at planning for improvement of the traffic flow under and around the proposed metro station by planning for appropriate lane widening based on the traffic forecasts for the horizon time period that the metro will be operational. The movement of pedestrians is improved by providing the station area with adequate pedestrian infrastructures like footpaths, walkover bridges, railings and pedestrian crossings. This will help to resolve the bottlenecking and traffic congestions and will ultimately result in reduction of road accidents. This study considers various alternatives and on the basis of opportunities and constraints, selection of best alternative. In order to increase the ridership for the proposed metro station, well defined and legible feeder routes have been designed, which will make the unconnected region within the catchment area accessible to the commuters. Special consideration for physically disabled commuters have been made in the form of ramps, continuous and widened footpath.

Indigenous footpaths have been the major means of passage from origin to destination before the advent of cars and town planning. Over the years, these traditional areas have retained their original attributes with additional walking links to the motorable roads. In this study, footpaths to municipal solid waste bins were modelled in order to locate waste bins within an area in Ilorin, north central Nigeria. A network dataset was built in a standard GIS application (ArcMap 10) from the downloaded satellite image of the study area. The Location-Allocation tool in the Network Analyst window was then used to determine the optimal location of facilities based on cut-off walking distance which defines command area of a waste bin. The result of this analysis could act as a decision support tool for the determination of type, size and removal frequency of each waste bin based on estimates of waste generation from each command area.

The present study in Srinagar city is to ascertain Volume to Capacity (V/C) ratio as Roadway Congestion Index (RCI) for 22 road links and determining their Level of Service (LOS). The results indicate that conventional evaluation practice by V/C are biased that does not take into account the flow of non-motorised vehicles (pedestrians) in determining LOS on the urban roads which accounts for 22% of total number of trips and have no access to footpath in study area. Moreover V/C does not take into account both space and time parameters simultaneously in determining LOS. Without taking speed into consideration while estimating LOS on urban roads turn out to be a “naive approach”. LOS defined in IRC 106:1994 in urban road scenario is faulty in many ways after achieving LOS F in speed flow-curve as it emphasizes that below a vehicle speed of 20 kmph (i.e. 33% FFS in present study) as per speed-volume curve, LOS approaches F irrespective of flow. The unacceptable LOS ranges has been compared with HCM method to give difference in LOS ranges with two methods. The study also found IRC 106:1994 and HCM method is not applicable in urban road scenario in calculating LOS. The study recommended that code needs a revision in speed parameter, pedestrian flow in defining LOS on urban roads.

The positive effects of low-intensity physical activity are widely acknowledged and in this context walking is often promoted as an active form of transport. Under the concept of walkability the role of the built environment in encouraging walking is investigated. For that purpose, walkability is quantified area-wise by measuring a varying set of built environment attributes. In purely GIS-based approaches to studying walkability, indices are generally built using existing and easily accessible data. These include street network design, population density, land use mix, and access to destinations. Access to destinations is usually estimated using either a fixed radius, or distances in the street network. In this paper, two approaches to approximate a footpath network are presented. The two footpath networks were built making different assumptions regarding the walkability of different street types with respect to more or less restrictive safety preferences. Information on sidewalk presence, pedestrian crossings, and traffic restrictions were used to build both networks. The first network comprises car traffic free areas only. The second network includes streets with low speed limits that have no sidewalks. Both networks are compared to the more commonly used street network in an access-to-distance analysis. The results suggest that for the generally highly walkable study area, access to destination mostly depends on destination density within the defined walkable distance. However, on single street segments access to destinations is diminished when only car traffic free spaces are assumed to be walkable.

This paper examines a case study of the SkyCabs system as a way to alleviate some of the traffic problems of Auckland, New Zealand. SkyCabs is an elevated two-way monobeam carrying light eight-seater cabs on tracks on each side of the beam, available on demand, providing fast, pollution-free, unimpeded travel above the footpath with panoramic views of the city. The aim of this study is to investigate the attractiveness of implementing the SkyCabs system to and from Auckland central business district (CBD) and Auckland international airport by examining four variables: different routes, different number of stops/stations, different passenger demand levels, and different number of cabs in the system. The analysis utilizes geographical information system and simulation tools for the various scenarios considered. The results show that it is possible to assess the cost–benefit of alternative routes in terms of those four variables and rate of return on investment.

The City of Sao Paulo has a legal instrument called Urban Operation, which allows a developer to build above the statutory limit within the Master Plan in exchange for buying municipal bonds. Therefore, this revenue is allocated towards infrastructure improvements within the UO area. The Batata Square Urban Renewal Project, described in this paper, is part of the “Faria Lima Urban Operation” and its main goal is to revamp an extremely deteriorated area previously occupied by a disorganized and unsafe bus terminal and a busy but illegal street market. The project main objectives are the creation of large open space areas, the strengthening of the activity centre through intermodal transport integration and to encourage private investment in both residential and commercial buildings. Due to the construction of a new metro station (Faria Lima Station) and the need to relocate the existing Bus Terminal, the project area was extended resulting in a new Bus Terminal adjacent to the metro and the commuter train station called Pinheiros Station. The main proposals for each area were: (1) Batata Square: New Public Space Areas (parks, expositions and performances by artists, new public lighting and pedestrian areas) and street improvements; (2) Pinheiros Bus Terminal: Bus terminal for municipal and metropolitan buses, integration with the metro and the commuter train stations, underground parking lot and ‘kiss & ride’ area; and (3) Connecting Area: Increase local street capacity, footpath renewal and landscaping.

Sidewalks play an important role in transportation, as they provide a safe path for people to walk along that is separated from the motorized traffic. In suburban areas, sidewalk helps to provide equal access to people who cannot drive, notably children, the elderly and the economically disadvantaged. Sidewalks also play an important role in accommodating people that, while perfectly able to drive, may choose not to depending on the length and type of trip they are undertaking - such as a walk to a local shop, a walk for recreation or physical exercise, or taking a pet (such as a dog) for a walk. High densities, mixed land use patterns, short trip distances and high share of walk are major characteristics of Indian cities. But, many of Indian towns and cities are not friendly to the pedestrian movements. The safety of pedestrians has been seriously affected by the rapid growth of vehicular traffic and inadequate pedestrian network especially in the Central Business Districts. The pedestrians are further affected by the urban air pollution and noise pollution. Pedestrians are expected to walk on the sidewalk constructed on the side of the carriageway. Most of the times, these sidewalks are encroached by road-side development or occupied by vendors and hawkers. In case sidewalks are available, then a buffer area is provided for the pedestrians but those buffers are either occupied by parked vehicles or encroached by other users. As a result pedestrians are forced to walk on the carriageway. Not many comprehensive studies on pedestrian sidewalk facilities and assessment of their safety and quality have been taken up especially in the mid sized cities in the country. Absence of sidewalk wherever necessary, deteriorated conditions of footpath, encroachments of footpath, presence of footpath wherever pedestrian movement is negligible are some of the problems to be studied. As pedestrians are the most vulnerable among road accident victims, the study aims to highlight the need for providing better sidewalk facilities for pedestrians to save them from road accidents.

Given the heterogeneous structure of Indian society and urban areas, street vendors are not only necessary but also inevitable on urban streetscape, as they provide services to all commuters with cheap and easily available goods. They have always been a characteristic feature of footpaths in Indian cities and towns. Therefore, instead of usual Indian approach of eliminating them from the pedestrian facilities, it is prudent to integrate them into the pedestrian policy and facility design guidelines. So far, there has been no attempt in India in this direction and any such pedestrian policy and design documents are silent in this aspect. The draft national policy on street vendors prepared recently in India argues that needs of this section are vital for urban planning purposes. Considering this background, this paper proposes a pedestrian micro-simulation based approach for preparing footpath design guidelines integrating street vendors in these facilities. The micro-simulation model was calibrated and validated using data collected on selected locations in Bangalore city. The model was then used for two purposes; (a) to demonstrate strategies to improve level-ofservice at the study locations in Bangalore with re-organized vendor spaces, (b) to develop general footpath design guidelines (integrating street vendors) for different footpath widths and pedestrian flows. The paper demonstrates the effectiveness of pedestrian micro-simulation approach to develop such guidelines for footpath design integrating street vendors. KeywordsStreet Vendors; Pedestrian; Footpath; Design Guidelines; Bangalore; India

When the consideration take place about the traffic of Chandigarh, no one think about the traffic related issue on slow moving traffic like pedestrian, bicyclist and other slow moving traffic. Though the motor vehicles have the revolutionized the road transport, but the steep growth of traffic in Chandigarh in recent years has caused an increment in traffic congestion and the rate of accident. According to the black book 2013 compiled by road accident analysis by Chandigarh traffic police, Geographical area of the Chandigarh is 114 sq. kms. Total population of Chandigarh is over 11 lakhs. Vehicular population of the city is more than 8.8 Lacs which is the highest per capita vehicular population in the country. Everyday more than 100 vehicles are added in U.T. Chandigarh. Total road length of Chandigarh is 1536 kms. More than 130 lives are being lost every year in Chandigarh Walking is an important mode of transport. In sector areas a significant proportion of trips up to 1-2Kms in length are performed on foot. Moreover every journey necessarily starts and ends as a walk trip. Since pedestrian are more vulnerable to being involved in accidents, it is imperative that adequate consideration should be given to their safety through provision of facilities like guard rails, secured crossing areas, footpath and grade separations. Pedestrian facilities should be planned in an integrated manner so as to ensure a continuous pedestrian flow. It should be useful therefore to look at pedestrian needs for an area as a whole and prepare an overall strategic plan. The basic aim should be to reduce pedestrian conflicts with vehicular traffic to the minimum. Efforts should be made to create such conditions that pedestrian are not forced to walk in unsafe circumstances and that the motorist respects the position of pedestrian. While planning the convenient of pedestrian should be paramount consideration. Otherwise the facilities provided will not be fully used. Suggestions formulated as traffic management schemes to provide safety to the pedestrians by reducing conflict in between vehicle movement and pedestrians

This paper explores the similarities and differences between bicycle and motorcycle crashes with other motor vehicles. If similar treatments can be effective for both bicycle and motorcycle crashes, then greater benefits in terms of crash costs saved may be possible for the same investment in treatments. To reduce the biases associated with under-reporting of these crashes to police, property damage and minor injury crashes were excluded. The most common crash type for both bicycles (31.1%) and motorcycles (24.5%) was intersection from adjacent approaches. Drivers of other vehicles were coded most at fault in the majority of two-unit bicycle (57.0%) and motorcycle crashes (62.7%). The crash types, patterns of fault and factors affecting fault were generally similar for bicycle and motorcycle crashes. This confirms the need to combat the factors contributing to failure of other drivers to yield right of way to two-wheelers, and suggest that some of these actions should prove beneficial to the safety of both motorized and non-motorized two-wheelers. In contrast, child bicyclists were more often at fault, particularly in crashes involving a vehicle leaving the driveway or footpath. The greater reporting of violations by riders and drivers in motorcycle crashes also deserves further investigation.

Footpath is a path intended particularly for pedestrians to avoid any conflicts with motor vehicles. However in reality, most of the pedestrians are unwilling to use paths and they prefer to walk on the roads. This research was conducted with the aim to identify the existing condition of pedestrian footpaths based on field observations and to determine the factors that cause the pedestrians are reluctant to walk on the trails. The method used to investigate the pedestrians’ perception was by distributing questionnaires to the pedestrians. The results of this study found that the factors that caused the pedestrians did not want to use footpaths were the footpath width, the existence of barriers and obstacles, unstable height (not continuous), damaged surface, non-standard driveway that intersects sidewalk, suboptimal function of ramp, transverse steep slope, and the absence of bollard that could protect footpaths from the access of motorcycles.

In support to the nation’s goal of developing a liveable city, Malaysian government aims to improve the mobility in Kuala Lumpur by providing good quality transit services across the city. However, the public starts to demand for more than just a connectivity between two points. They want their transit journey to be comfortable and pleasant from the very first mile. The key here is the first and last mile (FLM) of the transit service which defines their journey to access the station itself. The question is, does the existing transit services’ FLM satisfy public’s needs? Therefore, many studies had emerged in attempt to assess the pedestrian-friendliness. While most of them did base on the pedestrian’s perceptions, there were also studies that spatially measured the connectivity and accessibility to various landuses and point of interests. While both can be a good method, their integration could actually produce a better assessment. However, till date, only a few studies had attempted to do so. This paper proposes a framework to develop a Spatial Walkability Index (SWI) by integrating a multicriteria evaluation technique, Analytical Network Process (ANP) and network analysis on geographical information system (GIS) platform. First, ANP will aggregate the degree of importance for each walkability criteria based on the pedestrian’s perceptions. Then, the network analysis will use the weighted criteria as attributes to find the walkable routes within half mile radius from each station. The index will be calculated by rationing the total length of walkable routes in respect to the available footpath. The final outcome is a percentage of walkable FLM transit routes for each station which will be named as the SWI. It is expected that the developed framework can be applied in other cities across the globe. It can also be improvised to suit the demand and purpose there.

Walking is an important mode of transport. In urban areas a significant proportion of trips up to 1-2Kms in length are performed on foot. Moreover every journey necessarily starts and ends as a walk trip. Since pedestrian are more vulnerable to being involved in accidents, it is imperative that adequate consideration should be given to their safety through provision of facilities like guard rails, secured crossing areas, footpath and grade separations. Pedestrian facilities should be planned in an integrated manner so as to ensure a continuous pedestrian flow. It should be useful therefore to look at pedestrian needs for an area as a whole and prepare an overall strategic plan. The basic aim should be to reduce pedestrian conflicts with vehicular traffic to the minimum. Efforts should be made to create such conditions that pedestrian are not forced to walk in unsafe circumstances and that the motorist respects the position of pedestrian. While planning the convenient of pedestrian should be paramount consideration. Otherwise the facilities provided will not be fully used. Suggestions formulated as traffic management schemes to provide safety to the pedestrians by reducing conflict in between vehicle movement and pedestrians.

Despite its importance, very little is found in the literature on the visual tasks of pedestrians, particularly at night. This study was performed to identify and characterise the principal visual tasks of pedestrians at night and the key aspects of the visual environment that are important to pedestrians. In this study, an eye tracking method was employed. Wearing an eye tracker, subjects were asked to walk three different residential routes (5 subjects in day time and 15 subjects at night). In order to obtain further information about the experience of the subjects during the walk, a short interview was performed after completion of the task. The results show that whilst pedestrians may spend between 40% and 50% of their time looking at the footpath, not all of that time is spent on critical visual tasks. Looking at other people appears to be important to pedestrians but during this study the amount of time when subjects fixated on other people was limited. The apparent importance of the visual tasks away from the footpath compared to the tasks on it raises questions about how appropriate it is to specify the lighting on residential road using illuminance on the road and pavement.

During the last decades urban migration rate has broken all records in Bangladesh due to several factors like climatic changes, increase in national income, technological advancements etc. These unusual urban dwellers create pressure on travel pattern within the cities. As a result intensive traffic flow has become a common scenario in almost every city in Bangladesh which creates severe traffic congestion that brings speechless woe for citizens. This situation challenges transportation planners and engineers to provide sustainable traffic management strategies to manage traffic congestion. This study has been conducted to measure the intensity of traffic congestion of Pabna town and to identify the traffic congestion spot within the town. Spot speed study and journey and delay studies were the main methodological approaches to conduct the study. The data collected has been analyzed through the use of different statistical computer packages. The study has explored that the average speed of Pabna town has found 13.67 K. P. H with average delays of 3.38 minutes or 203 seconds for a single journey. Pachmatha morr has been identified as the most congested prone intersection of the town. The study has also found that pedestrians movement on the streets due to unavailable footpath, unauthorized hawkers alongside the streets, illegal parking on streets, loading and unloading of passengers by auto-rickshaw and cycle rickshaw, right diverging and cross movement of traffic flow at intersections are the major causes of creating traffic congestion in the town. The suggestion from the study is one-way traffic flow and strict implementation of traffic regulation as a possible solution of congestion for the town.

Walking School Buses (WSBs), organized groups for children to walk to school under the supervision of adults, help reduce traffic congestion and contribute towards exercise. Routes are based largely on need, traffic safety and travel time, with exposure to air pollution not generally considered. This paper explores whether reductions in exposure can be achieved based on the side of the road travelled using data collected in Auckland, New Zealand. Exposure to air pollution was measured for a 25-min commute consisting of a 10-min segment along a quiet cul-de-sac and a 15-min segment along a main arterial road with traffic congestion heavier in one direction. Two participants were each equipped with a portable P-Trak ultrafine particle monitor and a portable Langan carbon monoxide monitor, and walked the route on opposite sides of the road simultaneously, for both morning and afternoon, logging 10-s data. The results suggest that pedestrians travelling on the footpath next to the less congested side of the road in the morning avoid many short-term peaks in concentration and experience significantly lower mean exposures than those travelling on the footpath next to the more congested side. Significant reductions in air pollution exposure could be made for children by taking into account the side of the road in WSB route design.

There is now a strong body of research that suggests that the form of the built environment can influence levels of physical activity, leading to an increasing interest in incorporating health objectives into spatial planning and regeneration policies and projects. There have been a number of strands to this research, one of which has sought to develop “objective” measurements of the built environment using Geographic Information Science (GIS) involving measures of connectivity and proximity to compare the relative “walkability” of different neighbourhoods. The development of the “walkability index” (e.g. Leslie et al 2007, Frank et al 2010) has become a popular indicator of spatial distribution of those features of the built environment that are considered to have the greatest positive influence on levels of physical activity. The success of this measure is built on its ability to succinctly capture built environment correlates of physical activity using routinely available spatial data, which includes using road centre lines as a basis of a proxy for connectivity. This paper discusses two key aspects of the walkability index. First, it follows the suggestion of Chin et al (2008) that the use of a footpath network (where available), rather than road centre lines, may be far more effective in evaluating walkability. This may be particularly important for assessing changes in walkability arising from pedestrian-focused infrastructure projects, such as greenways. Second, the paper explores the implication of this for how connectivity can be measured. The paper takes six different measures of connectivity and first analyses the relationships between them and then tests their correlation with actual levels of physical activity of local residents in Belfast, Northern Ireland. The analysis finds that the best measurements appear to be intersection density and metric reach and uses this finding to discuss the implications of this for developing tools that may better support decision-making in spatial planning.

As part of efforts to curb road deaths and serious injuries, the World Bank Global Road Safety Facility (GRSF) invited the International Road Assessment Programme (iRAP) to work with the National Department of Transport Infrastructure (Departamento Nacional de Infraestrutura de Transportes, DNIT) to assess the safety of Brazilian roads. During this second assessment of Brazilian roads, approximately 3,400km of roads were assessed. This technical report describes the road assessment project and includes details on data collection, the methodology used and a summary of the results. The infrastructure-related risk assessment involved detailed surveys and coding of 50 road attributes at 100 meter intervals along the network and creation of Star Ratings, which provide a simple and objective measure showing the level of risk on the road network. The star ratings show that 1 percent of road length is rated as 5-star, 9 percent is rated as 4-star, 58 percent is rated as 3-star, and the remaining 32 percent is rated as 2-star and below for vehicle occupants. For motorcyclists, no roads were rated as 5-star, only 3 percent of road length is rated as 4-star, 47 percent is rated as 3-star, and the remaining 50 percent is rated 2-star and below. For pedestrians less than 1 percent is rated as 4-star and 5-star, 2 percent is rated as 3-star and the remaining 13 percent is rated 2-star and below. For bicyclists less than 1 percent is rated as 5-star or 4-star, 5 percent is rated as 3-star and the remaining 14 percent is rated 2-star and below. The project also involved the creation of a Safer Roads Investment Plans, which draws on more than 90 proven road safety treatments, ranging from low cost road markings and pedestrian refuges to higher cost intersection upgrades and full highway duplication.

The objective of this study is to find out an optimal type of vicinity infrastructure suitable for aging community especially in cold and snowy regions.An investigation was carried out at a couple of aging new towns developed in Midorigaoka, which are situated on the fringe of the urbanising area of a regional centre city of Asahikawa in Hokkaido.The residents of the Midorigaoka district appreciate the existing infrastructure of partly widened road in the cul-de-sac system, and it is concluded that a footpath widening to make a small pedestrian precinct for vicinity use is much preferable for the aging community in cold and snowy regions.

We describe a novel computationally efficient method for the fine-grained analysis of accessibility in multimodal (urban) transport systems. In contrast to existing work, we use a full-detail representation of the transport system, including exact timetables and complete maps of road, footpath and cycleway networks, which enables more accurate accessibility assessment. Compared to existing work, our approach also calculates a wider range of location- and time-dependent transport accessibility metrics, including service frequency and the number of transfers for public transport and physical effort and elevation gain for cycling. Because it employs efficient single-origin multiple-destination shortest-path graph search techniques, our method is also faster than existing approaches relying on point-to-point search algorithms. We demonstrate our method on the city of Prague, showing the interactive frontend for location accessibility analysis as well as the application of our algorithms for comparing the city-wide transport accessibility before and after large-scale timetable change.

Walking is the most useable transport mood through all over the world as well as Rajshahi. Maximum people use this mood to go a short distance and sometimes to cover the long distances. For the increasing number of population, it is very urgent to assess and provide proper facilities while they walk. In this research, several methods have been followed to assess pedestrian behavior and the service quality that is provided to facilitate pedestrian. For these three different study areas have been chosen according to commercial, mixed use and residential area. About 98 samples have been taken on the basis of the purposive sampling technique. Both qualitative and quantitative data are considered for this purpose. Quantitative data includes determination of effective walkway width, calculation of average pedestrian space and volume by capacity ratio. Questionnaire survey method has been followed to collect qualitative data. In this case, variables are considered according to the good pedestrian facilities by following literature review. After that, ratio method is used to give relative rankings and weights to the qualitative and quantitative variables. Collected data are analyzed separately for assessing the pedestrian level of service and pedestrian behavior using Microsoft excel. This research revealed that the highest pedestrian flow was in the commercial area. Maximum respondents have been given emphasizes on rehabilitation of illegal establishment, construct the footpath infrastructures and restriction on footpath parking in the commercial and mixed used areas. Recommendations for improving the existing situation have been discussed on the basis of pedestrian given priority.

Objective To determine the level of adherence by transport cyclists to road rules in traffic situations and their reasons for non-adherence. Design The Safer Cycling Study was a prospective cohort study of transport and recreational cyclists. Over 2000 cyclists were recruited between March and November 2011. Subjects and Setting 770 Transport cyclists aged 18 years and older, who lived in New South Wales, Australia. Participants completed a baseline questionnaire plus provided data during a further six survey weeks over 12 months. In one of their survey weeks, cyclists were asked how often they infringed road rules and what contributory factors led to their road rule infringement. Data were collected via web-based online questionnaires. Methods Quantitative data were analysed descriptively. Qualitative data were analysed to identify themes derived from the text. Results Riding on the footpath and red light infringement were the most commonly reported road rule breaches. Poor infrastructure design was the most frequently identified contributing factor to road rule breaches, followed by the speed of motorised traffic and the behaviour of other road users. Conclusions A transport network needs to facilitate cyclists of all capabilities to reach their required destination in a safe and timely manner, and encourage compliance with the road rules.

本研究は, 設計速度の低い道路の線形形式で知られる単曲線設置法 (カーブセッチィング) の土木技術に着目し, 単曲線の部分にスラローム理論 (既往研究) によって提唱される歩行時の「曲率式」を適用した, 園路における平面線形の実践的設計ツールの開発が目的である。内容は,(1) 歩行園路の曲率式に基づく, 平面線形の設計法の開発 (2) 公園内で実測された踏み跡道の線形と本ツールが生成する線形との比較検証 (3) 本ツールを使用した歩行園路の設計例を作成し, 開発研究の結果が妥当であることを例証して結論とした。

Every year there are thousands of pedestrians in Sweden who are injured because of slippery pavements and roadways. Using an appropriate anti-skid device may reduce the risk of slips and falls on ice and snow. Methods to describe functional problems in walking on different slippery surfaces during winter have been developed as rating scales for evaluating walking safety and walking balance and an observation method to observe posture and movements during walking. Practical tests of all 25 anti-skid devices on the market in Sweden were carried out on different slippery surfaces; gravel, sand, salt, snow and ice. The anti-skid devices were described according to the subjects' perception of walking safety, walking balance and priority for own use. The postures and movements during walking were analysed by an expert physical therapist. The wholefoot device 'studs' was perceived as the best according to walking safety and walking balance and had the highest priority for own use.