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Background: Studies from Finland and Taiwan have shown that walking against traffic was beneficial for reducing pedestrian crashes and fatalities. This study examined whether such beneficial effects are consistent across various circumstances. Methods: This study aimed to investigate pedestrian fatalities in walking-against or with-traffic crashes by analysing the UK STATS19 crash data for the period between 1991 and 2020. We firstly employed Chi-square tests to examine risk factors for pedestrian injury severity. These variables were then incorporated into stepwise logistic regression models with multiple variables. We subsequently conducted joint effect analysis to investigate whether the beneficial effects of walking against traffic on injury severity vary across different situations. Results: Our data contained 44,488 pedestrian crashes, of which 16,889 and 27,599 involved pedestrians walking against and with traffic, respectively. Pedestrians involved in with-traffic crashes were more likely to sustain fatalities (adjusted odds ratio [AOR] = 1.542; confidence interval [CI] = 1.139–1.927) compared with those in walking against-traffic crashes. The detrimental effect of walking with traffic on fatalities appeared to be more pronounced in darkness-unlit conditions (AOR = 1.48; CI = 1.29–1.70), during midnight hours (00:00–06:59 am) (AOR = 1.60; CI = 1.37–1.87), in rural areas (AOR = 2.20; CI = 1.92–2.51), when pedestrians were elderly (≥ 65 years old) (AOR = 2.65, CI = 2.16–3.26), and when heavy goods vehicles were crash partners (AOR = 1.51, CI = 1.28–1.78). Conclusions: Walking against traffic was beneficial in reducing pedestrian fatalities compared with walking with traffic. Furthermore, such a beneficial effect was more pronounced in darkness-unlit conditions, at midnights (00:00–06:59 am), in rural areas, when pedestrians were elderly, and when heavy goods vehicles struck pedestrians. [ABSTRACT FROM AUTHOR]

Developing new structural materials, such as composite materials, has provided many opportunities in bridge engineering. Among these materials, glass-fiber-reinforced polymers (GFRPs), in particular, have found applications in footbridges. However, some of the commonly recognized advantages of GFRPs, such as the high values of the strength/weight ratio, can also be considered disadvantageous for certain realizations, particularly when the composite material used in a footbridge is, for example, subjected to dynamic actions such as those that are induced by wind and walking and/or running users. The induced accelerations can reach high values in comparison to recommended thresholds. Further, the natural frequency decays during the service life, reducing the capacity of the frequencies to move toward the frequency content of the pedestrian step. In this framework, the presented research is devoted to the dynamic comfort assessment of a pioneering cable-stayed GFRP pedestrian bridge, Aberfeldy, which was assembled in 1992 in the eponymous small town, which is located in Scotland (UK). The assessment was numerically performed through a finite element (FE) model, which was tuned based on the literature data concerning geometry, structural details, and in situ-acquired frequencies. The analyses carried out in this study include the evaluation of the accelerations' time histories, which were induced when simulating a set of pedestrian path scenarios, and the dynamic actions that occur during pedestrian traveling. Specifically, different values of velocity and step frequency were considered as well as the inclusion of walking and running movements. Then, based on the acceleration values, the assessments of comfort criteria for the current standards were elaborated while also recognizing that the peak accelerations—usually attained for short periods—cannot be the only parameters considered in evaluating the pedestrian bridge capacity. This investigation allowed a dynamic comfort rating to be established for the Aberfeldy footbridge. [ABSTRACT FROM AUTHOR]

• UK survey and observation study of interactions with autonomous vehicles (AVs). • Pedestrians not perceived to be less vulnerable around AVs than around normal cars. • Pedestrians did not take undue risks around AVs at an undesignated crossing point. • Pedestrians, joggers, and cyclists yielded to AVs during passing in a shared space. • Positive (short-term) outlook for road safety but some concerns for mobility. Researchers have predicted that "vulnerable road users" (VRUs) such as pedestrians will feel less vulnerable and thus take more risks around autonomous vehicles (AVs) than around human-operated vehicles (HOVs). However, data on the behaviours pedestrians are likely to display during passing as well as crossing interactions with AVs – particularly from naturalistic studies – are currently lacking. Such data could help inform AV system designers and authorities, as well as researchers. So, a novel study was conducted in London, UK. Perceived vulnerability was gauged via a survey on hypothetical pedestrian-vehicle interactions (N = 267). Behaviours were observed during real crossing and passing interactions with AV shuttle pods in a shared space (N = 330). While pedestrians were the main focus, joggers and cyclists were also frequenting the observation site and were included in the analysis of passing interactions. The survey results showed that pedestrians were not perceived to be less vulnerable around AVs. Diminishing initial boldness in the crossing interactions, and high yielding in the passing interactions, supported this, demonstrating that VRUs were not taking undue risks; rather, they appeared to be experiencing some uncertainty and discomfort. Further results showed other VRU behaviours (gap acceptance, inattention, hesitation, changes in speed, explicit communication, a side preference) may be relevant in AV interactions, but not necessarily to the same degree as when around HOVs or not in line with UK road rules. Positive conclusions were drawn for AV programming, and for safety, at least in the short term, but concerns regarding mobility need addressing. [ABSTRACT FROM AUTHOR]

This paper estimates the negative effects of motorised road traffic on the travel and walking behaviour of local residents in Great Britain and the cost of the wider negative impacts on local economic activity, external effects of motorised transport, social exclusion, neighbourhood social capital, self-rated health, and subjective wellbeing. We use the results of a survey (n = 3038) and models linking the characteristics of roads and pedestrian crossing facilities in each participant's local area, travel and walking behaviour, and the level and monetary value of the wider impacts of travel behaviour. The costs of road traffic borne by local communities were estimated as £31.9 billion per year, i.e. 1.6% of the Gross Domestic Product, or £631 per person. This value varies within the interval £569-£698/person/year, depending on the assumptions made. The highest estimated costs of motorised road traffic are reduced neighbourhood social capital (£236) and reduced subjective wellbeing (£196/person/year). The costs for some population segments, such as London residents, city residents, and people aged 25–34 are higher than the average. The characteristic of roads causing the highest costs is volume of motorised traffic above low (£264/person/year), followed by multiple lanes (£148), traffic speeds above low (£119), and absence of a median strip (£60). By quantifying for the first time, at the national level, the costs of the negative community effects of motor vehicles, this study provides evidence supporting policies to reduce traffic volumes and speeds and reallocate roadspace to pedestrians. [ABSTRACT FROM AUTHOR]

In 1962, the University of Edinburgh proposed that the area adjacent to its central campus should be designated as a Comprehensive Development Area, with the planner (and university senior lecturer) Percy Johnson-Marshall showing how historic tenements could be replaced by a new urban landscape of slab blocks situated on an elevated pedestrian podium above new roads, creating a seamless continuum between the university and the city. The proposals sit alongside contemporaneous 'paper' renewal projects, including SPUR's plans for Boston Manor and the proposals of the 1963 Buchanan Report. Drawing on the archive, the article explores the genesis of the scheme, the terms in which it was presented to the public, and the reaction it gained. It also considers how and why the proposals were abandoned in the early 1970s. At its core, the article reflects on the often messy processes which shaped urban renewal in 1960s and 1970s Britain, the continuities of the period, and the value of looking to the specific local factors which explain why particular approaches were taken. [ABSTRACT FROM AUTHOR]

This research aims to contribute to understanding the range of site characteristics that are associated with multi-modal trip generation rates at residential developments. Data was extracted from the Trip Rate Information Computer System (TRICS) database for 933 residential developments in the United Kingdom and Ireland, with trip generation rates estimated separately for person, vehicle, public transport, pedestrian and bicycle trips. A total of 65 independent variables were included in the analysis, representing a range of site characteristics relating to location and housing attributes, public transport service quality, parking and travel plan measures. Trip generation rates by mode and time period were then regressed against the site characteristics to explore their association with multi-modal trip generation. Key findings showed that multi-modal trip generation rates are associated with a range of site characteristics at residential developments. These include, to varying degrees, locational and housing attributes such as apartment developments and housing size, population density, car ownership, distance to local facilities such as the nearest local/corner shop, public transport service quality, on-site parking spaces/dwelling, plus various travel plan initiatives such as secure well-lit/covered cycle parking. The results imply that various site characteristics deserve greater consideration in establishing multi-modal trip generation rates and that characteristics that support travel by non-vehicle modes should be incorporated within new residential developments where possible. • Data extracted from TRICS database for 933 residential developments (UK & Ireland). • Trip generation rates estimated separately by transport mode and time period. • Total of 65 variables considered, representing a range of site characteristics. • Multi-modal trip generation rates were associated with various site characteristics. • Associations with site characteristics differed by transport mode and time period. [ABSTRACT FROM AUTHOR]

• Investigates the determinants of pedestrian crash severity on UK rural roads. • Considers five-year pedestrian-vehicle crashes at intersections and non-intersections. • Latent Class Analysis and Ordered Probit model account for heterogeneity in factors affecting crashes. • Certain factors are statistically significant to only intersections or non-intersections. • Some factors are statistically significant to both intersections and non-intersections. Pedestrian safety is a critical issue in the United Kingdom (UK) as pedestrians are the most vulnerable road users. Despite numerous studies on pedestrian-vehicle crashes globally, limited research has been conducted to explore the factors contributing to such incidents in the UK, especially on rural roads. Therefore, this study aimed to investigate the severity of pedestrian injuries sustained on rural roads in the UK, including crashes at intersections and non-intersections. We utilized the STATS19 dataset, which provided comprehensive road safety data from 2015 to 2019. To overcome the challenges posed by heterogeneity in the data, we employed a Latent Class Analysis to identify homogeneous clusters of crashes. Additionally, we utilized the Ordered Probit model to identify contributing factors within each cluster. Our findings revealed that various factors had distinct effects on the severity of pedestrian injuries at intersections and non-intersections. Several parameters like the pedestrian location in footway and one-way roads are only statistically significant in the intersection section. Certain factors such as the day of the week, the pedestrian's location in a refuge, and minor roads (class B roads) were found to be significant only in the non-intersection section. Parameters including pedestrians aged over 65 years and under 15 years, drivers under 25 years, male drivers and pedestrians, darkness, heavy vehicles, speed limits exceeding 96 km/h (60 mph), major roads (class A roads), and single carriageway roads are significant in both sections. The study proposes various measures to mitigate the severity of pedestrian-vehicle crashes, such as improving lighting conditions, enhancing pedestrian infrastructure, reducing speed limits in crash-prone areas, and promoting education and awareness among pedestrians and drivers. The findings and suggested measures could help policymakers and practitioners develop effective strategies and interventions to reduce the severity of these incidents and enhance pedestrian safety. [ABSTRACT FROM AUTHOR]

• Behaviours in road user interactions recorded using novel observation protocol. • Looking behaviour and use of signals associated with response of drivers. • Communication between road users can lead to greater certainty during interactions. • Results have implications for communication by automated vehicles. Appropriate communication between road users can lead to safe and efficient interactions in mixed traffic. Understanding how road users communicate can support the development of effective communication methods for automated vehicles. We carried out observations of 66 pedestrian-driver and 124 driver-driver interactions in a shared space setting. Specific actions and reactions of the road users involved were recorded using a novel observation protocol. Overall, results showed that pedestrians' failure to look towards a driver created the greatest uncertainty in the interaction, with the driver slowing down, but not completely stopping, in response to pedestrians. Looking towards the driver also influenced which road user took priority in driver-driver interactions. Groups of pedestrians were more likely to be given priority than an individual pedestrian, and the use of vehicle-based signals were also associated with taking priority during an interaction. Our observations show the importance of non-verbal communication during road user interactions, highlighting it as an essential area of research in the development of automated vehicles, to allow their safe, cooperative, interactions with other road users. Observations were made on a limited number of interactions to inform challenges facing future automated vehicles. Further work should therefore be done to corroborate and extend our findings, to examine interactions between human road users and automated vehicles in shared space settings. [ABSTRACT FROM AUTHOR]

• The use of public digital screens for casualty-reduction campaign messaging was tested using a quasi-experimental design. • Perceived importance of driver priorities around cyclists was examined before and after campaign exposure. • 6271 people were observed passing images and 364 members of the public intercept-interviewed over five days. • Exposure to the digital image was not associated with public awareness around the road safety message. • Short-term use of digital signage may be ineffective in raising awareness of road safety campaigns. Introduction: Recent evidence suggests fatality risks for cyclists may be increasing in Britain. Understanding how to increase levels of cycling while keeping risk low is paramount. Educating drivers about cyclists may help with road safety, and mass-media messaging is a possible avenue, potentially utilizing digital displays screens in public areas. However, no studies have examined the use of these screens for road safety campaigns. Methods : A quasi-experiment was conducted to examine if digital screens may be effective to raise awareness of a campaign message and encourage recall of car drivers. A digital campaign image was selected that encouraged car drivers and cyclists to 'look out for each other,' and stated than 80% of cyclists owned a driving license. Views and knowledge on driver priorities around cyclists were examined before (control) and after campaign exposure (intervention), and tested using regression modelling. Results : 364 people were interviewed over five days. Those interviewed on intervention days were more likely to rank 'Look out for cyclists' as being more important compared to those interviewed on control days (OR 1.20), but this was not statistically significant (p = 0.355). Those who said they had seen the image did not rank 'Look out for cyclists' higher than those who said they had not seen it (p = 0.778). The disparity between reported and displayed percentage of cyclists with a driving license did not differ between intervention and control days, but was 8% higher amongst those who claimed to have seen the image (p = 0.026). Conclusions : We did not find strong evidence that use of an image on digital screens increased public awareness or recall of a casualty reduction campaign message. Work is needed to investigate the effects of longer-term exposure to road safety images. Practical Applications : Short-term use of digital signage is not recommended for raising awareness of road safety campaigns. [ABSTRACT FROM AUTHOR]

• Historical review of models and methods for collision analysis. • Analysis of the Uber collision with a pedestrian using eight methods. • Comparison of eight methods for collision analysis against systemic, theoretical, methodological and practical criteria. • Detailed analysis of the Uber collision with a pedestrian with Actor Map and AcciMap. • Proposed list of potential recommendations for testing automated vehicles. Unlike aviation, maritime and rail, road traffic collision investigation currently does not have a national investigatory body in the UK. Yet the numbers of people killed and seriously injured on the roads is far in excess of those other domains. The research presented in this paper is part of a larger project investigating the development of a road collision investigation branch in the UK. An important part of the process involves identifying a suitable accident analysis method to support investigations with the development of suitable interventions. This paper describes a study that was undertaken to identify a systemic method for investigating road collisions. Eight potential methods were identified and compared using a common incident, that of the recent Uber collision with a pedestrian. The methods were analysed against four sets of criteria: systemic, theoretical, methodological and practical. The AcciMap method, together with the accompanying Actor Map, was recommended as an appropriate approach to support road traffic collision investigations. [ABSTRACT FROM AUTHOR]

• A "traverse" is the passage over a level crossing by a road user. • New data on traverses in Britain are used to give fatality rates per traverse. • Fatality rates for pedestrians are ten times higher than for road vehicle users. • Fatality rates at passive crossings are 100 times higher than at controlled crossings. • The valuation of delays and of fatalities at active crossings are compared. This paper investigates relationships between traverses, delays and fatalities to road users at railway level crossings in Great Britain. A 'traverse' means a passage across a level crossing by a road user, who may be a pedestrian, cyclist, or occupant of a road vehicle. The paper finds that the road users with the highest fatality rate per traverse are pedestrians at passive crossings. Their rate is about three orders of magnitude higher than that of users with the lowest risk, who are road vehicle occupants at railway-controlled crossings. The paper considers the choice between automatic and railway-controlled crossings on public roads. Railway-controlled crossings are widely used in Britain. They are about one order of magnitude safer than automatic crossings, but they impose greater delays on users. A formula is developed to give the overall delay to road users at either type of crossing in terms of the numbers of road users and trains per day, and in terms of the length of time that the crossing must be closed to the road to allow the passage of one train. It is found that automatic level crossings cause substantially less delay than railway-controlled level crossings. The official monetary values of road user delay and of preventing a fatality were used to estimate the valuations of delays and fatalities at hypothetical but representative automatic and railway-controlled crossings. These valuations were then used to explore the effect of replacing representative railway-controlled with automatic crossings or vice-versa. It is found that the valuation of the reduced delays from adopting automatic crossings typically outweighs the valuation of the losses from the increased casualties. However, in practice Britain has chosen to retain a large number of railway-controlled crossings, which implies accepting the delays in return for a good level crossing safety record. Finally, an analysis is carried out to determine the additional risk of typical car and walk journeys that involve traversing a level crossing compared with similar journeys that do not. It is found that the additional risk is small for motor vehicle journeys, but substantial for walk journeys. [ABSTRACT FROM AUTHOR]

Pedestrian crossing warrants are guidelines used around the world for safe pedestrian crossing movements. Pedestrian volume (P) and vehicular volume (V) are the most widely used parameters in crossing warrants. PV2-based pedestrian crossing warrants are used in India, Iran, and UK. These warrants were first reported in UK in 1987 and adopted in India in 1988. The registered vehicles in India have increased 10 times since then. Moreover, the pedestrian crossing warrants recommended in India by IRC 103:2012 do not identify the type of crossing facility to be installed in case, the warrant criteria is satisfied. To re-examine the existing warrants, the maximum hourly pedestrian and vehicular flows estimated from the data are used as the upper bounds for developing the PV2 matrices. K-means clustering was used to obtain the new PV2 threshold values. The proposed warrant charts can be used to identify the type of crossing facility that is suitable for a location based on the observed peak hour pedestrian and vehicular volume. [ABSTRACT FROM AUTHOR]

According to psychological theories of environmental affect, the physical environment moderates the walking experience and its psychological wellbeing benefits. The present paper further demonstrates that affective experiences also influence intentions to walk. A study to explore the influence of affective experiences of walking on walking intentions is reported. A sample of adults working or studying in Bristol, UK (n = 384) participated in an experiment involving virtual exposure to one of five environments, with evaluations of their affective experience and of intentions to walk in the setting. A subsample (n = 14) then took part in photo-elicited semi-structured interviews. Multiple regression analyses showed that affective experiences of walking influenced walking intentions. Interview analyses highlighted the role of traffic, city busyness, and poor aesthetics. This is the first empirical study that examines the walking experience and related walking intentions from the pedestrian perspective employing theories of environmental affect. The findings indicate that safety, comfort, and moderate sensory stimulation are crucial elements for the walking experience. Following this, a strategy to promote active mobility in the built environment can be constructed around safety, comfort, and moderate sensory stimulation by targeting the micro elements that prevent them. [ABSTRACT FROM AUTHOR]

This paper has re-analysed and compared data between three studies conducted in the United Kingdom and in Sweden (the OPUS 'Older People's Use of Unfamiliar Space' study in the United Kingdom and the Swedish studies 'Let's Go for a Walk' and 'Walking in Old Age') to provide a comprehensive account of the issues facing older people in the outdoor environment. All three studies draw on the 'fit' between the person and their environment as a guiding conceptual base – capturing the dynamics of the relationship between older people's personal needs and their wider environmental context. This common conceptual base allowed us to test theory against practice, and to explore the utility of this concept across different geographical contexts. Participatory research was also applied, highlighting the importance of the voice of older people and involving older people in research. The studies also used a mixed-method approach involving both quantitative and qualitative methods. The paper highlights that although not generalisable, you can compare cross-locales and cross-nationally using different methodology; it investigates the challenges of cross-national comparative analysis and draws on findings from the three studies to illustrate the different challenges and solutions and finally looks at lessons that are transferable. [ABSTRACT FROM AUTHOR]

The assessment of the social impacts of road traffic is usually based on objective indicators or on expert judgement, without input from the affected communities. This paper considers the perceptions and priorities of local residents about traffic impacts and possible mitigation measures, using as a case study a rural area that will be affected by traffic associated with the construction of a nuclear power station. The study consisted of a qualitative phase followed by a stated preference survey. Econometric models were used to measure the relative priority of different impacts and mitigation measures. The most impactful aspects were noise, vibration and increased car or bus travel times. The most preferred measures were night-time restrictions to HGVs, parking restrictions and safety measures for pedestrians and cyclists. There were significant differences in preferences according to residence location, gender, employment status and household composition. The results provide information about aspects that tend to be aggregated in existing assessment frameworks, separating the reduction in the utility of some activities (like walking and driving) and the suppression of those activities. [ABSTRACT FROM PUBLISHER]

There is a lack of tools to identify and measure community severance caused by large roads and motorised traffic, despite the evidence of its negative impacts on local communities. This paper reports the development of a suite of tools to measure and value community severance, undertaken as a part of the Street Mobility and Network Accessibility research project. The tools include participatory mapping, spatial analysis, a video survey, street audits, a health and neighbourhood mobility survey, and a valuation tool based on a stated preference survey. They were tested in the area around Finchley Road, a busy arterial road in North London. The study found that Finchley Road is an unpleasant place for pedestrians due to high traffic levels, air and noise pollution, and the lack and poor quality of pedestrian crossing facilities. This has a negative impact on the mobility and accessibility of local residents and, to some extent, on their health and wellbeing. The analysis showed coherence between the findings from the different measurement tools applied individually, but also revealed interconnections between factors which contribute to severance, demonstrating that overall the suite is reliable for assessing community severance in urban areas. Overall, the paper provides a multidisciplinary approach to developing standardised methods to measure a negative impact of transport that is still relatively unknown. [ABSTRACT FROM AUTHOR]

• TPB was applied to predict pedestrian intention to cross the road while distracted. • An online survey was conducted with consideration for different types of distraction. • Perceived Behavioural Control (PBC) was the most significant predictive factor of intention to cross while distracted. • Crossing type significantly predicted PBC, with marked crossings facilitating PBC. • Interventions should target marked crossings, where distraction is more prevalent. Despite improvements to road safety, accidents involving pedestrians are still numerous, for example in the UK there were over 20,000 pedestrian casualties on public roads in 2019. One of the potential causal factors is pedestrian distraction. Therefore, this study aimed to predict pedestrian intention to cross the road under conditions of distraction (using phone maps, talking to another pedestrian, listening to music through headphones), by applying the Theory of Planned Behaviour (TPB) using an online survey. This also involved investigation of the impact of selected traffic characteristics (traffic density, vehicle speed) and crossing type (pelican, zebra, unmarked). The survey consisted of 72 questions and took approximately 15 min to complete. The results (N = 81) revealed that the TPB construct of perceived behavioural control (PBC) was a significant predictor of intention to cross the road while distracted across all scenarios. Furthermore, crossing type was a significant predictor of PBC across all scenarios, with marked crossings facilitating feelings of PBC. Findings suggest that high feelings of PBC, as measured through ease and confidence, are linked with stronger intention to cross the road while distracted. This understanding of pedestrian motivation can be used to help design interventions (such as auditory and visual pedestrian warnings) that prevent conflict between distracted pedestrians and vehicles. These interventions should target marked crossing types, whereby pedestrians are more likely to cross while distracted. [ABSTRACT FROM AUTHOR]

• Piloting the Walking and Cycling Behaviour Questionnaires in the UK. • Factor structures were found to be different to those reported previously. • Self-reported unintentional walking and cycling behaviours correlate significantly. • Self-rated cycling proficiency correlates with the performance of unintentional errors. • Cycling Behaviour Questionnaire scores add little to the explanation of past collisions. Greater uptake of active transport has been argued as necessary for the transport system to achieve relevant sustainability and public health goals; however, the research tools used to investigate behaviour when using these modes are far less well-developed than those used to investigate driving behaviour. This study takes two self-report behavioural measures, the Walking Behaviour Questionnaire (WBQ) and the Cycling Behaviour Questionnaire (WBQ), and pilots them in the UK. Exploratory and confirmatory factor analyses with data from 428 respondents revealed factor structures different to those described in the limited number of previous studies that used the CBQ and WBQ. Across both questionnaires, scales measuring intentional behaviour differed from original descriptions to a greater extent than did the scale concerning unintentional attention or memory errors. In addition to a validation exercise, this research explored the relationships between variables, finding a correlation between the reported performance of unintentional errors when walking and cycling. Looking in more detail at cycling behaviours, we found that those who rated themselves as more proficient cyclists also reported performing fewer unintentional cycling errors. Results also showed self-reported helmet use to bear little to no relationship with other self-reported cycling behaviours or self-rated cycling proficiency. Finally, using structural equation modelling, we demonstrated that responses to the CBQ add very little (over and above age, gender, and exposure to the road environment) to the explanation of self-reported past collision involvement. In total, only 7% of the variation in past collision involvement was explained by the included variables. We urge caution when using self-report behavioural measures that have not been validated in the context of intended use, and the importance of using such measures in combination with other approaches rather than in isolation when trying to develop an understanding of overall system performance. [ABSTRACT FROM AUTHOR]

It is over 18 years since the UK Disability Discrimination Act legislated for access in Britain's built environment and in transport services. A decade on, the signalled a rebalancing of the hierarchy of movement towards the pedestrian, redressing the dominance of the car and transport engineer in ensuring effective flow of traffic. The notion of social inclusion in transport also brought into play wider consideration of how the built environment, fear of crime and other barriers conspire to restrict mobility and access to public transport. This paper critiques access in the UK's urban environment and to formal transport, including an assessment of design and planning guidance in the form of toolkits and models which have been developed in this period to assist transport and urban planners and designers in street and transport service provision. This will draw on a 6 year study of accessibility and user needs in transport with a focus on urban design and social inclusion. A street design audit approach will then be outlined, which responds to these access imperatives and seeks to join up the whole journey environment. [ABSTRACT FROM AUTHOR]

An essay is presented that discusses pedestrian conditions in light of mass motorization as exemplified by the activism of the British activist movement Pedestrians' Association (PA). Topics include motor vehicle accident deaths among pedestrians in Great Britain, the development of traffic laws, and problems with urban traffic congestion and high traffic speeds. The periodical "The Pedestrian" is noted.

Abstract: Objectives: Point-of-choice prompts consistently increase stair climbing in public access settings. This study investigated the single and combined effects of a volitional and motivational component of a stair climbing intervention to test the theory underlying the success of point-of-choice prompts. Design: Quasi-experimental, interrupted time series cross-over design. Methods: Ascending stair/escalator choices were observed in a UK tram station (n =38,187). Baseline observations (2 weeks; stage 1) preceded a 2-week point-of-choice prompt positioned alone (stage 2) followed by an additional message positioned at the top of each climb (6 weeks; stage 3). Four weeks after message removal, another baseline (2 weeks; stage 4) preceded installation of the intervention components in reverse order. Thus, the message positioned alone at the top of each climb (4 weeks, stage 5) was supplemented with the point-of-choice prompt (2 weeks, stage 6). Logistic regression analyses of stair/escalator choice included the independent variables of intervention components, gender, time of morning and pedestrian traffic volume. Results: There was no change in stair climbing percentages when only one intervention component was used, i.e. only the point-of-choice or the message at the top of each climb. In contrast, stair climbing increased when both components of the intervention were installed. Additionally, men took the stairs more than women and stair climbing was more common earlier in the morning and at higher pedestrian traffic volumes. Conclusions: A motivational component targeting intentions increased the effectiveness of a volitional point-of-choice prompt for stair climbing in a setting where choice of the stairs incurred a time penalty for pedestrians due to the site layout. [Copyright &y& Elsevier]

Abstract: It can be difficult for both patients and staff to find particular locations within large, modern hospital building complexes. Interactive way-finding information on a touch-screen kiosk might remedy this, but numerous design issues face those developing appropriate interfaces. This paper discusses the decisions underlying a design which provided routes to 16 destinations in the UK’s third largest hospital, for both stair users and those wishing to avoid stairs. All routes included an animated map, photographs and text boxes with optional spoken output. Assessment methods included unobtrusive observation of kiosk users, analysis of computer logs, and interviews with reception staff who normally answered way-finding queries. Observation confirmed that people using the touch-screen reached their destinations. The computer logs over 10weeks showed a stable daily average of 82 people interacting with the kiosk. Most way-finders (72%) retained the voice output but 28% turned it off, suggesting that modality choice is needed in multimedia interfaces for the public. This study highlighted beneficial side-effects of interactive way-finding kiosks, such as enabling patients to access relevant route information before visiting the hospital. This information could be provided via the internet or by including a printout of the relevant route with the appointment letter. [Copyright &y& Elsevier]

Traffic cameras are a widely available source of open data that offer tremendous value to public authorities by providing real-time statistics to understand and monitor the activity levels of local populations and their responses to policy interventions such as those seen during the COrona VIrus Disease 2019 (COVID-19) pandemic. This paper presents an end-to-end solution based on the Google Cloud Platform with scalable processing capability to deal with large volumes of traffic camera data across the UK in a cost-efficient manner. It describes a deep learning pipeline to detect pedestrians and vehicles and to generate mobility statistics from these. It includes novel methods for data cleaning and post-processing using a Structure SImilarity Measure (SSIM)-based static mask that improves reliability and accuracy in classifying people and vehicles from traffic camera images. The solution resulted in statistics describing trends in the 'busyness' of various towns and cities in the UK. We validated time series against Automatic Number Plate Recognition (ANPR) cameras across North East England, showing a close correlation between our statistical output and the ANPR source. Trends were also favorably compared against traffic flow statistics from the UK's Department of Transport. The results of this work have been adopted as an experimental faster indicator of the impact of COVID-19 on the UK economy and society by the Office for National Statistics (ONS). [ABSTRACT FROM AUTHOR]

The article describes the challenges in assessing the quality of pedestrian networks in facilities in Great Britain. It cites the ways in which the challenges were addressed during the development of the pedestrian environment review system (PERS) by the Transport Research Laboratory (TRL). The article offers insights about PERS and its use in conducting pedestrian network quality analysis. The diverse nature of pedestrians and their sensitivity to subjective influences are also discussed.

Several models have been created over the years that are used in simulation packages to predict pedestrian speed and flow on sidewalks. However, the predictive power of these models has been weak. In this paper the results of a modeling exercise in the United Kingdom is reported. A number of video surveys of pedestrian movement on sidewalks, which are representative of different levels of service, have been made. These videos have been analyzed to yield data on pedestrian flows and speeds and a variety of other variables. From this data regression models have been constructed and the predictive performance of these models assessed and found to perform reasonably well. The value of the models to designers is then discussed. [ABSTRACT FROM AUTHOR]

Aim: To determine whether local politicians influence the distribution of traffic calming measures. Methods: Longitudinal ecological study in two UK cities. Local political constituencies were categorized by representation by members of the cabinet structure as a marker of influence. The density of traffic calming features per political area, adjusted for the historical pattern of road injuries, was compared between cabinet represented and non-represented areas. Results: Traffic calming density was significantly associated with cabinet representation status, adjusted for historical collision risk (risk ratio 2.77, 95% confidence interval 1 .37 to 5.61). Conclusion: These results support the hypothesis that senior local politicians are effective advocates for enhancing safety in their areas. [ABSTRACT FROM AUTHOR]

The article presents the road and pedestrian safety in the nineteenth century for understanding the issues regarding pedestrian policy initiatives in Great Britain. It examines as well the construction of footpaths, road space, use of guard rails and median crossing points. It demonstrates the conflicting interests of protecting the pedestrians and improving traffic flows.

This article reports that in June/July 2000, shortly after the opening of the London Millennium Bridge in Great Britain, experiments were undertaken on a full-scale section model built to represent a footbridge swaying under pedestrian action in Great Britain. The processes of human-structure interaction and the phenomenon of phase synchronization were investigated. Various instabilities were observed using 3D motion capture equipment, and lateral forces were inferred from the dynamic response of the rig. The first lateral mode of the central span of the Millennium Bridge was simulated by creating a three-bar linkage. The diagonal bars represented the cables and the central rigid body the deck. The bridge deck was assumed to contribute little to the lateral stiffness: thus all stiffness of the model was provided by gravity. The dimensions of the mechanism were obtained from sketches and photographs of the full-scale structure.

This paper discusses the opportunities afforded by novel population sensing technologies in the field of 'smart' urban management. In particular, it focuses on the application of these new sources of data in retail analysis. Our goal is to integrate data derived through novel pedestrian counting and point-of-sale systems to build a statistical model that captures the relationship between retail turnover and footfall in the UK. The point-of-sales data are provided by two UK-based food & beverage retailers. To accurately measure the pedestrian activity around retail units, we make use of the data generated by the SmartStreetSensor project: a deployment of a large network of sensors installed across 105 towns and cities in the UK that collect Wi-Fi probe requests generated by mobile devices. We propose and implement novel methods for processing these raw signals into accurate estimates of pedestrian activity without compromising participants' privacy. The resulting data is then integrated into seasonal ARIMA and dynamic regression models that can be used to predict future sales. Our results indicate that the dynamic regression model that accounts for fluctuations in footfall data outperforms seasonal ARIMA model that uses only past values and behaviours of transaction data to predict future sales. Thus, we conclude that footfall does have a strong impact on retail sales and therefore integrating footfall measures into sales forecasting can significantly improve the forecasting results. We also examine differences between the two retailers and observe a stronger correlation at the Fast Food Retailer locations compared to the correlation at Family Restaurant locations. [ABSTRACT FROM AUTHOR]

In the past, Britain held a pre-eminent position in many areas of science. Present achievement is more pedestrian, especially in the physical sciences and engineering. There are clouds hanging over the future because of the inherently conservative nature of the current peer-review process for research proposals and the ever-increasing micromanagement and regulation imposed by the UK government. Paradoxically, as the degree of control has increased, the output performance of scientists at the very highest level appears to have declined. [Copyright &y& Elsevier]

The article refers to research concerning nonverbal theory, cross-cultural similarities in human behavior, and two articles in this issue of "Journal of Nonverbal Behavior." Researchers Patterson, Iizuka, Tubbs, Ansel, Tsutsumi, and Anson examine pedestrian interactions in Japan and the United States. Researchers Bowen and Nowicki investigate nonverbal decoding ability in children who have been victims of abuse in Great Britain. Studies cited include Arnett (2002), DePaulo & Friedman (1998), Goffman (1963), and Knapp & Hall (2006).

Reports on a study by medical practitioners which suggested that Great Britain's government and city planners have sidelined the rights of pedestrians in favour of cars. How people are walking less in favor of driving their cars; Suggestion that pedestrians are treated with less respect than drivers while travelling; Criticism of the government for not promoting walking in its Ten Year Plan for Transport.