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1
Johnson, Mark B., James E. Lange, Robert B. Voas, John D. Clapp, Elizabeth Lauer, and Cecelia B. Snowden. "The Sidewalk Survey." Evaluation Review 30, no. 1 (February 2006): 27–43. http://dx.doi.org/10.1177/0193841x04273255.
Повний текст джерела
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Yesinta, Yesinta, and Irwansyah Irwansyah. "Hak Pejalan Kaki yang Diambil Pengendara Sepeda Motor di Trotoar." Dakwatussifa: Journal of Da'wah and Communication 2, no. 2 (March 7, 2023): 103–10. http://dx.doi.org/10.56146/dakwatussifa.v2i2.96.
Повний текст джерелаАнотація:
Pedestrian is a term of transportation used to describe someone who walks on pedestrian paths, such as on sidewalks, on the side of the road or on special paths for pedestrians. One of the lanes that are often used by pedestrians is the sidewalk, where the sidewalk is a lane for pedestrians that is located in the area of road use, is given a surface layer, is given a height higher than the surface of the sidewalk, and parallel to it is a lane for vehicles to provide pedestrian services. feet to increase safety, smoothness, and also comfort on the road. Most of the sidewalks have changed functions that are not in line with their main function as roads for pedestrians. One that we often see is street vendors or what is often called foot vendors selling on the sidewalks and motorbike riders sunning the sidewalks, thus endangering pedestrians and causing accidents. In this study aims to understand whether the sidewalk that should be used by pedestrians functions according to its actual function. In this study using interview methods and questionnaires. In this study the method used was the interview method or also called the interview where the interview is an event or process of interaction between the interviewer and also the person being asked where the results of the answers become a source of information. Questionnaire is one method of data collection that is used by asking a series of questions addressed to respondents to be answered. The research location is Jln William Iskandar, the sidewalk is right in front of the State Islamic University of North Sumatra. The results of a road pavement survey conducted by the State Islamic University of North Sumatra revealed that there were many violations of the function of road pavements committed by motorcyclists.
Keywords: Motorcyclist, Pedestrian, Sidewalk
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Rany, Azhar Hasna, R. Siti Rukayah, and Suzzana Ratih Sari. "The Impact of Market Relocation to Roadway and Sidewalk Functions at Patiunus Street Pekalongan." Jurnal Teknik Sipil dan Perencanaan 23, no. 1 (April 29, 2021): 29–36. http://dx.doi.org/10.15294/jtsp.v23i1.28096.
Повний текст джерелаАнотація:
Abstract: The more advance establishment of the country leads to the more developed economic progress. The economic activities require better supporting facilities and infrastructure. Market is one of infrastructure that can support economic activities. In addition, it requires a market location, it also requires a road to distribute the commodities in or out of the city. Roadway and sidewalk are supporting infrastructures that improve the economy in a country. One of market in Pekalongan city, Banjarsari Market’s was in fire. Then Banjarsari market was relocated in Patiunus Street. This research was conducted in Patiunus street, the sidewalk that was used for Banjarsari market relocation. The market relocation in the roadway and sidewalks can affect road functions and road users’ activities. Especially in the balancing interaction factor between the pedestrians and the vehicles, the safety factor of adequate space for pedestrians, the facilities offered a pleasurable experience on the sidewalk, the availability of public facilities unites, becomes supporting elements of the sidewalk. This research used the qualitative method and used three data collection techniques: direct observation, questionnaire, and documentation. The conclusion of this study is the existence of the Banjarsari market relocation on Jalan Patiunus affected the function of roads and sidewalks. By analyzing the result of the field survey and questionnaire to the road user and sidewalk users from Patiunus street, it can be concluded that the four standards for sidewalk (the balancing interaction between the pedestrians and the vehicles, safety factor, the facilities offered a pleasurable experience on the sidewalk and the availability of public facilities unites and becomes supporting elements of the sidewalk). Therefore, Patiunus street can have good functions for road user and sidewalk users.
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Widyaningsih, Nunung, and Aisha Adawiya. "Analysis Level of Comfort, Safety and Safety Level on Pathways in The Kebayoran Baru Area, South Jakarta." ASTONJADRO 12, no. 2 (April 22, 2023): 351–59. http://dx.doi.org/10.32832/astonjadro.v12i2.8379.
Повний текст джерелаАнотація:
As the population increases, resulting in high human mobility. However, high mobility is not matched by services for transportation facilities and infrastructure, especially sidewalks. One of the areas with existing sidewalk problems is the Kebayoran Baru area of South Jakarta. The problem that occurs is that the sidewalk is used as a place to street vendors, and is used as an illegal parking lot. The methodology of this research was carried out by conducting a geometric survey, measuring the volume and travel time of pedestrians to determine the level of service and distributing questionnaires as 80 respondents to pedestrians in search of the level of performance and importance of sidewalk facilities. This data processing uses Microsoft Excel and Statistical Product and Service Solutions (SPSS). The results of the analysis carried out that the sidewalks do not meet the minimum standards according to regulations. From the measurement of the results of the volume and travel time of pedestrians, the level of service with category A is obtained, as well as the results of the questionnaire related to the level of comfort, security, and safety of pedestrians influenced by the presence of street vendors and illegal parking on sidewalks.
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Hewawasam, Chamali, and Gayani Ranasinghe. "Extracting Enviable Features of Sidewalk Space through the Rough Sets Approach." Bhumi, The Planning Research Journal 2, no. 1 (June 30, 2010): 35–47. http://dx.doi.org/10.4038/bhumi.v2i1.117.
Повний текст джерелаАнотація:
This paper aims to establish a relationship between people's perception and physical elements of sidewalks using the rough sets approach. In previous studies, the techniques used have been the conventional statistical methods and only a handful of studies used mo'dem artificial intelligence methods in analyzing the relationship between the physical elements and people's perception. In this study ten built enviromnent related students and ten non built enviromnent related students took part in an image preference survey of twenty sidewalk enviromnents. Their expressions were then analyzed using four-step rough sets analytical procedure. Finally the decisions arrived, that are the outputs of rough sets approach, were used to extract the enviable features of sidewalk enviromnents. We anticipate that these results will be useful for planners, urban designers and other professionals to make effective decisions in designing sidewalks.
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Irdasyah, Naufal Fadlurahman, Heri Azwansyah, and Said Basalim. "ANALYSIS OF EFFECTIVENESS OF PAVEMENT INFRASTRUCTURE (CASE STUDY: JL. AHMAD YANI PONTIANAK)." Jurnal Teknik Sipil 23, no. 2 (May 28, 2023): 220. http://dx.doi.org/10.26418/jtst.v23i2.63666.
Повний текст джерелаАнотація:
This study aimed to determine the effectiveness of pedestrian paths (sidewalks) in the Pontianak Selatan District, precisely on Jalan Ahmad Yani. The sidewalk as a pedestrian path is a space for pedestrians that functions as a means to protect pedestrians from the dangers that come from vehicles using the road. The method used is the survey method and questionnaire method. The data analysis method (Highway Capacity Manual, 1985) is used to obtain pedestrian characteristics.Analysis of survey data used the Likert Scale method to obtain the level of pedestrian comfort and safety based on respondents' perceptions. The results of calculating the effectiveness of the sidewalks on Jalan Ahmad Yani obtained for zones A, B, and C are 17.35 m2/person, 7.75 m2/person, and 30.39 m2/person. Based on the calculation of the pedestrian characteristics of the three road sections, the pedestrian path service level is obtained with standard A or LOS A.The results from respondents obtained 11 good categories and two suitable enough types based on the calculation of the percentage of comfort level categories. The level of data reliability reached 0.853 based on SPSS statistics 2016. The results of this study indicate that the pedestrian path (sidewalk) is an excellent facility for pedestrians to exercise and relax in Pontianak Selatan District.
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Lee, Soongbong, Myungjoo Han, Kyoungah Rhee, and Bumjoon Bae. "Identification of Factors Affecting Pedestrian Satisfaction toward Land Use and Street Type." Sustainability 13, no. 19 (September 27, 2021): 10725. http://dx.doi.org/10.3390/su131910725.
Повний текст джерелаАнотація:
Walking is an essential sustainable mode of transportation. Encouraging to increase walking trips can bring various social and economic benefits to our society. Since the policy paradigm has been shifting from car-oriented to pedestrian-oriented, interest in securing pedestrian rights and improving walking environments is increasing significantly. This study aims to examine factors affecting pedestrian satisfaction according to land use and street type. A pedestrian satisfaction survey was conducted in an industrial city with a mid-size population in the city of Changwon, South Korea. Based on the survey data from 500 respondents, factors affecting pedestrian satisfaction were analyzed by land use (commercial or residential areas) and street type (non-separated or separated sidewalks). The analysis results, using binary and ordered logit models, showed that the less illegal parking, the more pedestrian space, pedestrian guidance facility, and green space, the higher the pedestrian satisfaction. Factors positively affecting the satisfaction of pedestrian paths according to land use were physical environmental variables, such as the separated sidewalk variable. In commercial areas, pedestrian guidance facilities and street cleanliness were included as major influencing factors, implying differences in land use influencing factors. A common factor affecting the satisfaction of separated or non-separated sidewalk cases was also identified as the sufficiency of walking space. Therefore, the most urgent policy measure for improving pedestrian satisfaction for the city was to install a sidewalk or expand the pedestrian space. In the pedestrian-vehicle separation models, green space and cleanliness were included as significant variables, and in the non-separated models, variables of pedestrian guidance facilities and sidewalk conditions were included.
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James, Owain, J. Swiderski, John Hicks, Denis Teoman, and Ralph Buehler. "Pedestrians and E-Scooters: An Initial Look at E-Scooter Parking and Perceptions by Riders and Non-Riders." Sustainability 11, no. 20 (October 11, 2019): 5591. http://dx.doi.org/10.3390/su11205591.
Повний текст джерелаАнотація:
Since 2018, pedestrians in many U.S. cities have been sharing sidewalk space with dockless shared e-scooters. The introduction of e-scooters has received pushback from pedestrians. Complaints reported in the media include e-scooters blocking walkways and sidewalks when parked illegally as well as safety concerns from pedestrians who do not feel safe around moving e-scooters. However, little is known beyond a few initial studies on e-scooter parking and anecdotes about pedestrian perceptions of e-scooter safety. Our case study from Rosslyn, Virginia, helps shed light on these two issues. First, we conducted a survey of 181 e-scooter riders and non-riders asking about their perceived safety around riders of e-scooters and experiences of sidewalks blocked by e-scooters. We found highly divergent responses about safety and sidewalk blocking perceptions from riders and non-riders. Second, we conducted an observational study of 606 parked e-scooters along three mixed-use corridors in Rosslyn to investigate the relationship between the built environment and e-scooter parking. We found that 16% of 606 observed e-scooters were not parked properly and 6% (36 e-scooters) were blocking pedestrian right-of-way. Moreover, our survey showed that e-scooter trips in Rosslyn replaced trips otherwise taken by Uber, Lyft, or a taxi (39%), foot (33%), bicycle (12%), bus (7%), or car (7%).
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McPherson, E. Gregory. "Expenditures Associated with Conflicts between Street Tree Root Growth and Hardscape in California, United States." Arboriculture & Urban Forestry 26, no. 6 (November 1, 2000): 289–97. http://dx.doi.org/10.48044/jauf.2000.036.
Повний текст джерелаАнотація:
A survey of 18 California cities indicated that approximately $70.7 million (se $11.1 million) was spent annually statewide due to conflicts between street tree root growth and sidewalks, curbs and gutters, and street pavement. The largest single expenditure was for sidewalk repair ($23 million, se $9.5 million), followed by curb and gutter repair ($11.8 million, se $2.6 million), and trip and fall payments and legal staff time ($10.1 million, se $2.2 million). Property owners paid 39% and 17% of tree-related sidewalk and curb and gutter repair costs, respectively. Substantial funds were invested to remove and replace trees in conflict with hardscape ($6.8 million, se $3.6 million), and for inspection and repair administration programs ($5.9 million, se $1.3 million). Root pruning ($2.5 million, se $2.0 million) and root barriers ($676,854, se $175,655) were the most important mitigation and prevention measures. Restricted planting space and the type of tree species selected were reported as the most important factors responsible for hardscape damage.
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Kim, Jangrak, Daegeun Park, Youngchan Suh, and Donghyuk Jung. "Development of Sidewalk Block Pavement Condition Index (SBPCI) using Analytical Hierarchy Process." Sustainability 11, no. 24 (December 11, 2019): 7086. http://dx.doi.org/10.3390/su11247086.
Повний текст джерелаАнотація:
This study aimed at developing SBPCI (Sidewalk Block Pavement Condition Index) with sidewalk pavement condition survey data of Seoul city in order to attain a quantitative evaluation method of sidewalk pavement condition. The distress patterns of sidewalk pavement were classified into four groups of Crack/Loss, Roughness, Aging, and Corner Break. AHP (Analytic Hierarchy Process) technique was employed on the basis of the raking process of 31 pavement managers in order to analyze the influence of the distress patterns on the sidewalk pavement condition. The AHP analysis result indicated the weight of pop out, roughness, surface abrasion, and corner break were 0.521, 0.244, 0.164, and 0.070, respectively, by distress type. A model equation was derived by using the sidewalk pavement condition data from 420 sections. The correlation analysis between the result of the model equation and distress type revealed that the correlation of corner break was low to be excluded from SBPCI model; while pop out, roughness, and surface abrasion were statistically significant to be used as three variables of the developed SBPCI model.
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Sasmita, Dessi, Yossyafra Yossyafra, and Purnawan Purnawan. "EVALUASI PELAYANAN TROTOAR DAN STUDI PERSEPSI TERHADAP TINGKAT KENYAMANAN TROTOAR KAWASAN PERDAGANGAN." Rang Teknik Journal 3, no. 2 (June 2, 2020): 195–206. http://dx.doi.org/10.31869/rtj.v3i2.1777.
Повний текст джерелаАнотація:
Problems related to pedestrian pathways are often found in trades area of a city including the city of Payakumbuh, espceially in the area by the Ahmad Yani Street where as this street connect 2 main markets namely the Central Market of Payakumbuh city and the Ibuh market. Which is why this research need to be conducted, so that people can evaluate the level of Ahmad Yani street’s sidewalk service based on the level of service (LOS) value using the HCM 2000 method, the service standards are based on the Minister of Public Works Regulation Number : 03/PRT/M/2014. In addition, a pedestrian perception survey was carried out by the use of a questioner survey using the percentage interval analysis and regression analysis. Based on the analysis, the level of service from the west side of Ahmad Yani street’s sidewalk is categorized as “A” and as for the east side is categorized as “B”. The percentage of comfort level from Ahmad Yani Street’s sidewalk of Payakumbuh city is 41,85%, which is categorized as inconvenience. The result of regression analysis indicate that the variable that affect the level of comfort from Ahmad Yani street’s sidewalk are accessibility variables with a regression coefficient of 0.644; surface conditions variable with a regression coefficient of 0.384; sanitation variable with a regression coefficient of 0.672; aesthetics variable with regression coefficient of 0.743; and sidewalk obstacle/hindrance variables with regression coefficient of -0.240. The five variables are proved to significantly affect the level of comfort from Ahmad Yani street’s sidewalk. The variation of the level of comfort from Ahmad Yani street’s sidewalk of Payakumbuh city is 47,06% influenced by those five factors as shown by the R-Squre value of 0,4706 where as the rest 52.94% are affected by factors outside of this research model.
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Reed, Julian A., Dawn K. Wilson, Barbara E. Ainsworth, Heather Bowles, and Gary Mixon. "Perceptions of Neighborhood Sidewalks on Walking and Physical Activity Patterns in a Southeastern Community in the US." Journal of Physical Activity and Health 3, no. 2 (April 2006): 243–53. http://dx.doi.org/10.1123/jpah.3.2.243.
Повний текст джерелаАнотація:
Background:The purpose of this study was to examine the relationships between perceptions of neighborhood sidewalks and race, and walking and physical activity (PA) patterns in a southeastern US community.Methods:A telephone survey was administered to a stratified sample of adults (N = 1148). Physical activity was categorized according to the CDC/ACSM recommendations. Respondents were also asked if they walked for at least 10 min at a time for recreation, exercise, transportation, or while at work.Results:A greater proportion (44%) of respondents who reported having neighborhood sidewalks were irregular walkers (OR = 1.88; 95% CI = 1.13, 3.11). For whites, (but not for non-whites) the perceived presence of sidewalks increased the odds for meeting recommended PA levels (P < 0.05; OR = 3.59, 95% CI = 1.05, 12.24).Conclusions:Presence of neighborhood sidewalks was related to irregular walking levels of respondents. Sidewalk presence was related to PA in whites, but was not related to activity patterns of non-whites.
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Peters, Carl E., Jonathan R. Peters, and Cameron Gordon. "Who Should Pay for Local Streets? Who Does?: Survey of New Jersey Municipalities." Transportation Research Record: Journal of the Transportation Research Board 2670, no. 1 (January 2017): 24–32. http://dx.doi.org/10.3141/2670-04.
Повний текст джерелаАнотація:
Many trips, if not most, begin and end on local roads. Thus, there is a system aspect to such roads in the sense that local streets can have spillover benefits and costs for larger trips that use the total road network. Yet curbs and sidewalks and local streets are typically almost entirely provided locally in the United States. There are historical and institutional reasons for this fact and great variation of practice across jurisdictions. But two key planning and policy questions arise. Who pays for sidewalks and local streets? And who should pay? To find some empirical answers to those questions, this paper reports on a 2015 New Jersey Society of Municipal Engineers survey, developed by one of the authors, to collect data on the prevalence of curb and sidewalk installations on municipal streets. The survey explored the management and operational practices that municipal governments use to maintain their local transportation infrastructure. The results indicate that local streets in New Jersey are heavily funded and managed by localities with little focus on any broader network effects that might accrue outside those localities. Analysis of the data suggests a need of more than $1.2 billion annually in New Jersey, against a projected state and federal funding of roughly $100 million annually, a gap in funding that suggests the need to establish a long-term funding mechanism for local streets, curbs, and sidewalks.
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Park, Saekyung, and Youngsang Kwon. "A Study on Pedestrians’ Satisfaction and Preferences for Green Patterns according to the Sidewalk Width Using VR: The Case of Seoul, South Korea." Land 12, no. 3 (February 24, 2023): 552. http://dx.doi.org/10.3390/land12030552.
Повний текст джерелаАнотація:
Pedestrian-friendly cities are gaining traction worldwide. This study focused on sidewalk width and green space designs that comprise the walking environment. This study examined uniform planting patterns made without considering the width of the sidewalk and derived an appropriate green area pattern created according to the width of the sidewalk. We conducted a survey using virtual reality, satisfaction and preference review, and multilinear regression analysis. The results showed that ensuring safety through planting on a narrow sidewalk with a width of less than 3 m and 3 m to 5 m had a higher effect on satisfaction, while places with sufficient shade environments had an effect on overall satisfaction for a sidewalk width of 5 m to 8 m or more. The green spots were not quite preferred; on the contrary, there was a popular opinion that many green spots felt stuffy. This study is meaningful in that it identified the reason for appropriate planting plans, according to the width of the sidewalk, by applying the changing traffic paradigm, and conducted the study from the perspective of pedestrians. In addition, this study demonstrated the possibility of using virtual reality in the planning of smart cities, by applying a new research methodology using VR to visualize tasks that are difficult to perform in reality.
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Anwar, Yesmil, Sigid Sigid Suseno, and Nella Sumika Putri. "LAW ENFORCEMENT OF THE BANDUNG REGIONAL REGULATIONS ON THE ORDERLINESS, CLEANLINESS, AND THE BEAUTY." Sriwijaya Law Review 1, no. 1 (January 30, 2017): 093. http://dx.doi.org/10.28946/slrev.vol1.iss1.11.pp093-109.
Повний текст джерелаАнотація:
The Number of sidewalk vendors in Bandung has reached 11,000 with no decline in growth according to the survey conducted by Indonesian University of Education/ Universitas Pendidikan Indonesia (UPI) in collaboration with Badan Perencanaan dan Pembangunan Daerah (Bappeda or regional development planning agency) Bandung. Sidewalk vendor is one of the main contributors to the dirtiness and traffic congestion in Bandung. Bandung has passed a Regional Regulation Numbered 3 and 5 about Cleanliness, Orderliness and the Beauty to prevent and to build the sidewalk vendors. However, lack of legal awareness and law enforcement may constrain the effectiveness of the regulation. Those regulations are particularly Bandung Regional Regulation Numbered 4/ 2011 concerning sidewalk vendors in which imposing high fine sanction not only for the seller but also for the buyer to prevent them from violating those regulations. To analyze the the compliance level of society and the effectiveness of fine sanction for the violation of regulations, this research used juridical normative approach and comparative method by comparing the regulation in Bandung with other Regional regulations related to sidewalk vendors in other cities in Indonesia such as in Surakarta and Surabaya. This research found that the law enforcement to the violation of sidewalk vendors regulation in Bandung city is not optimum due to lack of awareness to obey the law. The criminal sanction such as fine and forced fees are not able to prevent the violation of sidewalk vendors regulations. This research suggest that The Regional government of Bandung City: (1) needs to find a right model to keep sidewalk vendors in order by looking at the characteristics of the society and its social culture; (2) needs to search for a way to increase society’s compliance to any policies made by the government; and (3) needs to revise the current regulation
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Janpathompong, Shusak, and Akinobu Murakami. "Understanding Thai Urban Pedestrian Culture During Noon Break: How Sidewalk Users Experience the Walking Infrastructure in Bangkok, Thailand." Nakhara : Journal of Environmental Design and Planning 20 (December 24, 2021): 115. http://dx.doi.org/10.54028/nj202120115.
Повний текст джерелаАнотація:
The noon break or lunch hour in Bangkok’s central business district (CBD) is when pedestrians wander around for various activities and purposes, in addition to having a meal, within a limited time frame. It is the only break from their daily working routines for energy recovery or socializing, which, in turn, increases readiness to continue working in the afternoon. Commercial activities preferred by pedestrians during this break contribute to increased economic activity. Since pedestrian behavior depends on the cultural context, this research aims to understand Thai urban pedestrian culture that benefits the public, both socially and economically, and to investigate pedestrians’ experience of the physical quality of their walking infrastructure, reflecting their preferences.
According to the information gained from observation, a field survey of four hundred thirty observations, and descriptive statistics, the urban pedestrian culture in the CBD of Bangkok is a combination of various activities related to a way of life; 69.4% and 44.9% of observed pedestrians have secondary and tertiary purposes. These multi-purpose trips during lunch hours include having meals, shopping, recovery from work, socializing, and taking care of business or running errands. The routine of lunch outings declined only slightly after the start of the pandemic in early 2020 compared to the pre-pandemic level (81.8% compared to 94.9%). Socializing has strong presence in the culture; 90.5% of group outings occur at least once or twice a week.
On the physical side, the walking infrastructure, mainly comprising sidewalks, is used for circulation and as a place for social and economic settings. Using hierarchical cluster analysis, pedestrians’ concerns about the physical environment were divided into five groups, as follows: Cluster 1, people concerned about thermal comfort, surface conditions, and sidewalk obstructions. Cluster 2, people concerned about thermal comfort and walking distance. Cluster 3, people concerned about level changes and walking distance. Cluster 4, people concerned about surface conditions and sidewalk obstructions. Lastly, cluster 5, people concerned about sidewalk obstructions, traffic safety, and level changes.
In conclusion. significant problems experienced or causing concern to pedestrians include sidewalk obstructions of flow due to insufficient width of the walking space as well as blockages caused by utility infrastructure, or social or economic activities, walking distance, surface conditions of sidewalks, level changes, thermal comfort, and traffic safety, respectively. These experiences and concerns reflect pedestrians’ preference for better quality of walking infrastructure. Therefore, inducing walkability is a promising physical strategy for promoting and sustaining Thai urban pedestrian culture.
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LIN, Alin, and Jiankun LOU. "Pedestrians’ and Cyclists’ Preferences for Street Greenscape Designs." Promet - Traffic&Transportation 34, no. 3 (May 31, 2022): 367–80. http://dx.doi.org/10.7307/ptt.v34i3.3879.
Повний текст джерелаАнотація:
In recent years, the public’s interaction with street green spaces has been increasing, leading to much more concern about its design. By using stated preference data from a discrete choice experiment and the multinomial logit model, this study investigates pedestrians’ and cy-clists’ landscape preference regarding street green space through an online survey based on a virtual street envi-ronment. The results show that trees are the most suitable to be planted symmetrically between the cycle track and sidewalk. Large size trees with large crown width and tall height are more preferred than common size trees. There are considerable differences in preferences for lo-cations of shrubs, hedges, flowers, and grass between cy-clists and pedestrians. Cyclists prefer grass by the cycle track the most and grass by the sidewalk the least. But for pedestrians, flowers, hedges, and grass by the sidewalk are positively significant. Buildings with green plants in their front yards are preferred over a monotonous facade or coffee seats. This study enriches the understanding of the public’s landscape preferences for streets sharing non-motorised lanes. The results also play a guiding role in people-oriented street green space designs of land-scape architects and governments.
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Davidovic, M., L. Djokic, A. Cabarkapa, and M. Kostic. "Warm white versus neutral white LED street lighting: Pedestrians' impressions." Lighting Research & Technology 51, no. 8 (October 22, 2018): 1237–48. http://dx.doi.org/10.1177/1477153518804296.
Повний текст джерелаАнотація:
The subjective impressions of pedestrians are necessary in order to decide on the appropriate colour of light to be used for street lighting. Therefore, a pilot project aimed to compare subjective evaluations of the sidewalk illumination under two street lighting installations, realised by LEDs of 3000 K (warm white) and 4000 K (neutral white), was recently conducted in Belgrade. Both installations had comparable sidewalk illuminances as well as other relevant photometric parameters. The evaluation was done through a questionnaire. A group of 139 (61 male and 78 female) respondents, all of them university students, was asked to grade both lighting installations for the sidewalk light intensity, the appearance of human faces, the colour of light and the colour rendering as well as the overall impression. According to the median values, the 3000 K LED installation was considered better than the 4000 K installation for all aspects assessed as well as the overall impression. Although the survey results convincingly showed a preference for 3000 K LEDs for this comparison, additional research is needed using a more representative sample of people and a wider range of locations before a definite conclusion can be reached.
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O'Leary, Amy A., Philomena B. Lockwood, and Richard V. Taylor. "Evaluation of Detectable Warning Surfaces for Sidewalk Curb Ramps." Transportation Research Record: Journal of the Transportation Research Board 1538, no. 1 (January 1996): 47–53. http://dx.doi.org/10.1177/0361198196153800106.
Повний текст джерелаАнотація:
The 1991 Americans with Disabilities Act Accessibility Guidelines required installation of a detectable warning surface (raised truncated domes) on sidewalk curb ramps to alert visually impaired persons to potential hazards at pedestrian crossings. In 1994 the requirement was temporarily suspended for 2 years. Whether visually impaired persons need (or want) detectable warnings on ramps and whether domes are the best option continue to be debated. The Virginia Department of Transportation's current standard requires an exposed aggregate (gravel mixed into concrete) surface on curb ramps. Seven warning surfaces (five domed, two exposed aggregate) were evaluated for their detectability by the visually impaired and the maneuverability they afford the mobility impaired. The performance characteristics of different ramp surfaces were also obtained through a telephone survey of transportation officials in Virginia and 21 other states. Field-test results for 47 visually impaired participants indicated that the five domed surfaces were far more detectable than the aggregate surfaces. A majority of the totally blind participants failed to detect the two exposed aggregate surfaces. Some visually impaired test participants disliked the feel of the domed surfaces underfoot; however, many were unfamiliar with any type of warning surface on ramps. Six mobility-impaired individuals clearly preferred the exposed aggregate surfaces. There is a fundamental tradeoff between surface detectability and easy maneuverability. The telephone survey indicated that other states use a variety of ramp surfaces, not all of which provide detectable warnings. Some areas using domed surfaces reported substantial freeze-thaw and winter-maintenance damage. No maintenance damage to aggregate was reported, but Virginia respondents reported other kinds of problems with its installation and use. Virginia's experience illustrates the kinds of dilemmas state departments of transportation face in their efforts to select an optimum surface for all curb ramp users.
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DOI, Motoharu, and Koichi AMANO. "A Survey of Pedestrian Behaviour to determine Sidewalk Width under desirable Service Level." INFRASTRUCTURE PLANNING REVIEW 4 (1986): 237–43. http://dx.doi.org/10.2208/journalip.4.237.
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Sugimori, Masayoshi. "Survey of Snow Pile on Sidewalk and Consideration of Security for Pedestrian Area." Journal of Snow Engineering of Japan 11, no. 1 (1995): 4–14. http://dx.doi.org/10.4106/jsse.11.4.
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Et. al., Jivesh Ujjwal,. "Factor Structure Analysis for Pedestrian Level of Service Assessment using Structural Equation Modelling." Turkish Journal of Computer and Mathematics Education (TURCOMAT) 12, no. 4 (April 11, 2021): 1063–71. http://dx.doi.org/10.17762/turcomat.v12i4.602.
Повний текст джерелаАнотація:
Pedestrian facilities are aimed at providing proper walking infrastructure and environment to promote walking in cities and needs to serve the desired requirements of users. It is important to assess the level of service (LOS) provided by such facilities. Various guidelines are available for assessing LOS of sidewalks, midblock crossings and pedestrians walking along the carriageway. However, the guidelines and factors considered for assessment are diverse and no single guideline is available that comprehensively takes into account all variables relevant for both sidewalks and crossings and for mixed land use settings.
This work thus attempts to identify factors and their underlying variables and also the relative importance of the factors in determining LOS of pedestrian facilities in mixed land use areas. For this purpose, the study systematically identifies a comprehensive list of 20 important variables associated with LOS assessment for pedestrian facilities from literature. A survey was conducted of a heterogeneous group of 720 pedestrians from Patna, India to find importance perceptions of all the above identified variables. The important factors and their significant underlying variables were then identified using Exploratory Factor Analysis and the factor structure was confirmed using Structural Equation Model using survey data. Five factors namely Infrastructure, Crossing issues, Security, Sidewalk encroachments and Safety were identified with 13 significant underlying variables. It was observed that the crossing facility conditions predominantly influence the perception of LOS of pedestrian facilities. The findings of the study can be used by urban planners in focusing their improvement efforts for pedestrian facilities.
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Giacomini, Luciana Aparecida, Karina Squincalha Rodrigues, and Rodrigo Artur Perino Salvetti. "Qualitative and quantitative evaluation of urban afforest in the central district of Salto-SP." Ciência e Natura 40 (December 7, 2018): 74. http://dx.doi.org/10.5902/2179460x33480.
Повний текст джерелаАнотація:
Initially populated by Guayana Indians in the early years of the 17th century, the downtown area of Salto, located in the country of the state of São Paulo, Brazil, has great historical-cultural value and preserves a lush green area. In order to map and assess the afforestation of this area, a census-type survey was carried out from February to September 2017, evaluating all individuals available: trees, shrubs and palm trees planted on sidewalks and flowerbeds. Specimens of all individuals were collected, photographed and georeferenced, and exsicates were assembled to identify the species. The results showed a total of 1,240 individuals belonging to the 35 botanical families, being 39,68% (n=492) native and 60,32% (n=748) exotic. The problems encountered are related to the lack of planning in the street infrastructure, in which 688 individuals are in cemented areas, 232 individuals damaged the sidewalk, 138 have no room for growth and 229 have the canopy in contact with the wiring. This data demonstrates that the afforestation present in this site requires management and lacks infrastructure.
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Sah, Muhammad Baharudin. "STUDY OF FOOTWAY AND BIKE TRAVEL FACILITIES AS A PUBLIC TRANSPORT MODE INTEGRATION FACILITY IN SOUTH TANGERANG CITY (CASE STUDY: SUDIMARA STATION)." astonjadro 10, no. 1 (March 25, 2021): 71. http://dx.doi.org/10.32832/astonjadro.v10i1.3700.
Повний текст джерелаАнотація:
It is known that South Tangerang City is one of the fastest growing cities. This indicates that the increasing number of users of transportation means that facilities for transportation users need to be considered, one example is pedestrians. The unrealized development of pedestrian facilities is caused by the transfer of function of pedestrian facilities for public needs and insufficient space for pedestrians. The lack of pedestrian facilities causes pedestrians to pass by and has an impact on public transportation that is currently operating, causing congestion. Sudimara Station is located in Ciputat District, South Tanggerang City, with a population growth rate of 3.0% in 2019. All buildings are provided for pedestrians to provide services to pedestrians so as to improve pedestrian smoothness, safety and comfort. The purpose of this study was to analyze the performance of pedestrian facilities at Sudimara Station. The method used is direct field survey and data processing using Microsoft Excel, AutoCad. The results of the author's research include the minimum width of the sidewalk in 2020 and 2025 of 1.5 - 1.6 meters and the service level of pedestrian facilities is classified as A, which means that pedestrians can walk freely, including being able to determine the direction of walking freely, at speed. relatively fast without causing interference between pedestrians. the existing conditions of the sidewalks in 2020, namely there are several obstacles for pedestrians such as the presence of street vendors, public transportation parking carelessly, and several motorbikes parked carelessly, buying and selling activities in markets close to Sudimara station and the absence of integration facilities around the place. the. Planning that the authors do is to increase the width of the sidewalk to 1.5 meters, and the addition of street lighting facilities.
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Ribeiro, Isabela da Silva, Job Teixeira de Oliveira, and Sergio Carvalho de Araujo. "Municipal master plan for urban afforestation in a small town in Zona da Mata Mineira." Natural Resources 12, no. 1 (May 29, 2022): 112–20. http://dx.doi.org/10.6008/cbpc2237-9290.2022.001.0011.
Повний текст джерелаАнотація:
OThe present work aimed to evaluate the existing afforestation in the central squares and public roads of the city of Guarará, MG. In the survey, 32 trees and 2 palm trees were identified, totaling 34 individuals, in 6 botanical families and 6 species, including unidentified ones. Individuals were evaluated: Identification of the origin of the planted species, Size, Root system about damage to sidewalks, Conflicts with pedestrians, For the species that were evaluated, the lack of planning of afforestation was analyzed, which presented trees in a bad situation with some evaluated characteristics identified. It is concluded Of the trees evaluated, 28% did not demonstrate the need for management, 9% presented the need for adequate management and have a conflict with the urban space such as the raising of the sidewalk, conflict with the passage of pedestrians. 15% are large, 7% medium, and 11% are small trees. The origin of the planted species, 1% are exotic and 99% are native species. It is suggested to the public management of the city of Guarará, that together with the professionals trained for such work, prepare an urban afforestation plan for the municipality.
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Haworth, MPH, Kelly, and Elizabeth Young Winne, MPH, MURP. "A Case Study on Incorporating Health and Equity into Urban Plans, Transportation, and Land Use Policies." Chronicles of Health Impact Assessment 4, no. 1 (October 22, 2019): 32–44. http://dx.doi.org/10.18060/23704.
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In 2017, the Built Environment Program at the Larimer County Department of Health and Environment (Colorado, USA) collaborated with a partner municipal agency to create a health and equity index to be a component of a revitalized sidewalk prioritization model. The Health Equity Index uses indicators that are linked to the determinants of health to spatially understand factors that contribute to an individual or household’s likelihood of being more vulnerable. The data to create the Health Equity Index is publicly sourced at block group level from the United States Census American Community Survey 5-year estimates and at census tract level from the Center for Disease Control and Prevention’s 500 Cities dataset. The score is one of three factors used to determine sidewalk improvement priorities in the City. The new model mapped prioritization and created broader geographic distribution than what was previously used. The creation of the Health Equity Index was a valuable partnership that led to multiple outcomes outside of the sidewalk prioritization process. First, its creation has established a foundation for partnership between two sectors across different government agencies. Second, the Health and Equity Index has also been used as an assessment tool for the adopted City Plan, the guiding comprehensive plan for the municipal agency. Through this process, we have learned that elements of Health Impact Assessment can be a powerful tool for understanding the health impacts of a policy or process on community, as well as for building and developing trusted cross-sector relationships.
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Ewing, Reid. "Asking Transit Users About Transit-Oriented Design." Transportation Research Record: Journal of the Transportation Research Board 1735, no. 1 (January 2000): 19–24. http://dx.doi.org/10.3141/1735-03.
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Visual-preference surveys are becoming popular in “visioning” projects, design charrettes, and other physical planning activities in which intensive public involvement is desired. In a survey, transit users, nonusers, and professionals were shown a series of paired slides of bus stops, asked to choose the stop from each pair at which they would prefer to wait, and asked to rate each stop chosen as a place to wait. Slides then were analyzed for content, with 19 features of bus stops and surroundings measured and quantified. Subsequent analysis showed that transit-oriented design features most affecting both choices and ratings are a bus shelter at the stop, trees along the street leading to the stop, a vertical curb at the stop, the setback of the stop from the street edge, and a continuous sidewalk leading to the stop. Such a survey may help transit planners choose the best transit-stop locations and devote financial resources to the most promising transit-stop amenities, given the inevitable trade-offs involved.
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Paul, Deborah, Sara Moridpour, and Le Andrew Nguyen. "Evaluating the Impact of COVID-19 on the Behaviour of Pedestrians." Sustainability 15, no. 3 (January 18, 2023): 1874. http://dx.doi.org/10.3390/su15031874.
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The COVID-19 pandemic has considerably impacted pedestrians’ perceived comfort in a public setting. The virus’s transmissibility and social distancing restrictions have resulted in a shift in pedestrians’ perceived comfort, with more pedestrians becoming more conscious of other pedestrians and the distance between pedestrians. The changes in pedestrians’ perception have resulted in the Pedestrian Level Of Service (PLOS) models becoming outdated. The models may not accurately portray the actual status of pedestrians’ Level Of Service (LOS) according to the pedestrian needs during a pandemic, which generally lasts for a couple of years. These pandemics will happen in the future; hence, their impact on pedestrian comfort on sidewalks is worth considering. This research aims to analyse the effect of COVID-19 on PLOS by compiling data using a face-to-face questionnaire survey in the Melbourne Central Business District (CBD). From the 445 completed surveys, 72% of respondents extensively considered social distancing due to COVID-19 when commuting in the CBD, and 49% preferred a 1–1.5 m distance between pedestrians. In conjunction with an in-depth analysis of the data, an ordinal regression model has been used to analyse the factors that influence the perceived comfort of the pedestrians and estimate the PLOS. The model results show that pedestrian density, COVID-19 social distancing, continuous footpath, and pedestrian flow in opposite directions on the sidewalk greatly impacted the walking comfort of pedestrians during the pandemic.
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Tilahun, Nebiyou, and Moyin Li. "Walking Access to Transit Stations." Transportation Research Record: Journal of the Transportation Research Board 2534, no. 1 (January 2015): 16–23. http://dx.doi.org/10.3141/2534-03.
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The last-mile problem refers to challenges that travelers experience in accessing transit stations from their activity locations. The objective of this study was to find the contributing factors that reduced people's propensity to walk and take transit. A stated preference study was conducted in the Chicago, Illinois, area with an online survey composed of questions based on the actual travel experience of the respondents. The data were used to estimate a logit choice model. The findings showed that access time, safety from crime, and sidewalk availability were important factors that influenced people's choice to walk to transit. The model was used to estimate time-based values associated with reduction in crime and sidewalk availability. The study also estimated the propensity to walk and use transit for a representative resident in each tract of the Chicago metropolitan area. These values were then used to identify census tracts where acute to minimal barriers to walking to transit existed. In addition to suburban areas that were not well suited for walking to transit, the results identified areas that were well served by transit but had other barriers that inhibited walking access to transit.
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Hermawan, Karina, and Diem-Trinh Le. "Examining Factors Influencing the Use of Shared Electric Scooters." Sustainability 14, no. 22 (November 14, 2022): 15066. http://dx.doi.org/10.3390/su142215066.
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Shared e-scooters have the potential to increase access, complement transit, and replace automobiles, all while reducing emissions and congestion. However, there are concerns worldwide over the mode’s safety issues and risks. In this paper, we explore both the motivations and barriers to using e-scooters. Data are collected from a stated preference survey, using a sample consisting of mostly university staff and students in Singapore. Three logit models with varying specifications of e-scooters’ speed and lane use and one’s prior experience of conflict with a personal mobility device (PMD) are estimated. Overall, the three models have a very comparable fit (adjusted R2 of about 0.55) and consistent results. The results indicate preferences for e-scooters if they are faster and off the sidewalk. However, a bad or unsafe experience with a PMD would negatively affect use to a greater degree, although it varies across individuals. Our study suggests diverting scooters off the sidewalk and increasing the speed may not always be effective in encouraging behavioral shifts toward this alternative mode. Other solutions such as improving the services and enhancing traffic safety should be explored and considered instead.
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Crispim, Diêgo Lima, José Alison Dias de Meneses, Artur Sales de Abreu Vieira, Lucas Martins de Araújo, Josias da Silva Cruz, and José Israel Sousa Silva. "Levantamento quali-quantitativo da arborização urbana da cidade de Baixio – CE." Revista Principia - Divulgação Científica e Tecnológica do IFPB 1, no. 36 (September 28, 2017): 99. http://dx.doi.org/10.18265/1517-03062015v1n36p99-106.
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<p>Urban forestry is a vital element in improving the quality of life of the population living in the urban environment. However, in several Brazilian cities notes to failure to address the issue of urban trees and their problems. The objective of this research was to conduct a quantitative and qualitative survey of tree species for some public roads in the city of Baixio-CE, as well as identify the species surveyed and analyzing their phytosanitary conditions. The method used for the quantitative research was the total inventory of tree species that are on the streets and sidewalks. In which, we sampled 240 individuals. The results showed that the most abundant species was Azadirachta indica (Neem Indian) with 68% Ficus benjamina L. and (Ficus), 19% of screened individuals. The qualitative method consists in visual assessment and photographic records on the parameters of plant health, quality pruning, interference in the power grid and sidewalk. Of the 240 trees sampled, 223 have good plant health, while 16 are in regular conditions, and only 7, with any occurrence of pests or mechanical damage. There is a homogeneity of the individuals surveyed, indicating a low diversity of the tree species in the public roads. </p>
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Pynkyawati, Theresia, Friska Hera Yulinda, Fajar Nurdarajat, and Yuda Septiyagi. "Revitalizing Environment Order against Spatial Outside in Cikapayang River Park Area." International Journal of Built Environment and Scientific Research 4, no. 1 (July 2, 2020): 11. http://dx.doi.org/10.24853/ijbesr.4.1.11-22.
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Cikapayang River Park’s pedestrian area that’s less organised from ecological and environmental side. New cikapayang River Park aims to provide comfortable public space while utilizing river as mutually interconnected supporting component. Outer space Environmental order includes environmental order against outer order, Merdeka street corridor which’s restricted by Cikapayang river, Bandung City Hall, Cikapayang River and Merdeka street, also Cikapayang river purification. Previously, Cikapayang River Park’s a single function as sidewalk, after revitalization, it has additional function as better public open spaces also Cikapayang river restoration became basis of this research. Analytical descriptive method used as methodology through direct survey to Cikapayang River Park from changing environmental order into public open space, then associating survey results conditions, before and after revitalizing to literature as basis of theories and river purrification. Analysis results showed impact of revitalization on Cikapayang River Park’s creating positive outdoor space, so it can accommodate the people activities.
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Sydnor, T. Davis, David Gamstetter, Joan Nichols, Bert Bishop, Jammie Favorite, Cherelle Blazer, and Leslie Turpin. "Trees are not the Root of Sidewalk Problems." Arboriculture & Urban Forestry 26, no. 1 (January 1, 2000): 20–29. http://dx.doi.org/10.48044/jauf.2000.003.
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Locations of defective sidewalk blocks in Cincinnati, Ohio, were compared to various soil complexes in the city. Soils with a percentage of repair record greater than the percentage of soil coverage were identified. The Urban-Stonelick soil complex had a low frequency of repair history. The Switzerland-Urban soil complex had a moderate record, while the Rossmoyne-Urban soil complex and the Urban-Martinsville soil complex had high frequencies of repair when compared to the records of other soil series and complexes in the city. Soil surveys categorized the Switzerland-Urban soil complex with moderate limitations for road construction and the remaining soil complexes with severe limitations. The 4 soil series were selected, and associated sidewalks were randomly surveyed to determine sidewalk failure rates. Sidewalks did not fail at higher rates where trees were present. Sidewalks greater than 20 years old failed at a higher overall percentage rate. Sidewalks less than 20 years old on the Switzerland-Urban soil complex and the Urban-Martinsville soil complex appeared more stable and less prone to failure than the Rossmoyne-Urban and Urban-Stonelick soil complexes. Sidewalks less than 5 years old were not affected by trees in any soil. A variety of problems were identified as being involved in the failure of sidewalks. It appears that trees play a minor role in sidewalk service life. Extending service life of sidewalks will require the cooperation of urban foresters, landscape architects, and engineers.
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Zimmermann-Janschitz, Susanne, Simon Landauer, Sebastian Drexel, and Jana Obermeier. "Independent mobility for persons with VIB using GIS." Journal of Enabling Technologies 15, no. 3 (June 17, 2021): 159–74. http://dx.doi.org/10.1108/jet-03-2020-0014.
Повний текст джерелаАнотація:
Purpose The study aims to promote independent mobility for persons with visual impairment or legal blindness (VIB) by developing a Web-based wayfinding application using geographic information systems (GIS). While the literature mainly focuses on technical devices presenting results for wayfinding, a lack of integration of user needs is identified. The inclusive, participative developed application offers step-by-step directions for pre-trip planning through an accessible user interface. Design/methodology/approach The paper presents a semi-automated approach to extract a pedestrian routing network data set based on open government data and field survey. User profiles calculate different routes using a weighting scheme for landmarks, orientation hints, infrastructure of crossings and sidewalks. The adoption of ArcGIS Web AppBuilder widgets allows access of the user interface additionally through keyboard-only navigation and therefore screen-reader capability. Findings GIS offers a powerful tool to design network analysis for persons with VIB. The routing algorithm accesses different user profiles, returning individualized turn-by-turn directions. The complex set of attributes, including shorelines, landmarks and barriers, can be integrated by semi-automated processes. Practical implications The paper illustrates the benefit of GIS applications for wayfinding of persons with VIB to raise self-determination and independence. Originality/value A ubiquitous pedestrian sidewalk network for a medium-size city comprises a novelty, as research has mainly focused on small areas. The integration of shorelines next to a various number of hints, landmarks and potential barriers through semi-automated processes allows reproducibility and transferability of the model to other cities.
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Kirschner, Franziska. "Parking and competition for space in urban neighborhoods: Residents’ perceptions of traffic and parking-related conflicts." Journal of Transport and Land Use 14, no. 1 (June 8, 2021): 603–23. http://dx.doi.org/10.5198/jtlu.2021.1870.
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The infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.
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Hyodo, Tetsuro, Norikazu Suzuki, and Katsumi Takahashi. "Modeling of Bicycle Route and Destination Choice Behavior for Bicycle Road Network Plan." Transportation Research Record: Journal of the Transportation Research Board 1705, no. 1 (January 2000): 70–76. http://dx.doi.org/10.3141/1705-11.
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A new modeling method that describes bicycle route or destination choice behavior is presented. Although there are numerous bicycle users in Japan, the urban transportation planning process often treats bicycles and pedestrians as a single mode. Therefore, a methodology by which to evaluate and analyze bicycle demand needs to be developed. A bicycle route choice model that describes the relationship between route choice behavior and facility characteristics (e.g., road width or sidewalk) has been proposed. This model can be applied to the planning of bicycle road networks. The data from a bicycle trip survey conducted in Japan are used to study the characteristics of the model. The model is applied to study access railway station choice (destination choice). The model can produce a better fit than can a conventional model.
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Tadenuma, Sandra Stocker Kremer, and Silvia Méri Carvalho. "Survey and planting potential of sidewalk afforestation on public streets in the urban area of Ponta Grossa, PR, Brazil." Terr Plural 15 (2021): e2117148. http://dx.doi.org/10.5212/terraplural.v.15.2117148.024.
Повний текст джерелаАнотація:
Urban afforestation provides a series of social, environmental, and economic benefits. Due to its importance for the quality of urban life, knowledge of the arboreal heritage offers subsidies for the public authorities to develop and improve management plans for urban afforestation. The goal was to survey the spatial distribution and estimate the potential for planting trees on streets in the urban area of Ponta Grossa, a medium-sized city in southern Brazil. Through visual analysis with the support of high-resolution images from the Pleiades sensor, as well as fieldwork in some places, it was estimated the number of trees per kilometer of road. It was observed 28,925 trees and the potential for planting 64,122 trees. Thus, there is a deficit of 35,197 trees. As it was obtained 22.52 trees/km on average, it arises a ‘very high’ level of attention. So, these data provide subsidies for the development of an urban forestation plan that contemplates street forestation
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Efendi, Diky, and Atik Wahyuni. "STUDY ANALYSIS IN THE TERMINAL FACILITIES PEDESTRIANS JOYOBOYO SURABAYA." Neutron 19, no. 2 (January 31, 2020): 33–40. http://dx.doi.org/10.29138/neutron.v19i2.34.
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Pedestrian is a term that describes the transport of people walking in a special place pedestrian. Surabaya is a metropolitan city and one of the cities that serve the community for a vacation like to Surabaya Zoo (KBS) is located not far from the terminal Joyoboyo. The present study was to determine the characteristics of the pedestrian (flow, speed, density), determine the condition of the geometry of pedestrian facilities, pedestrian facilities as well as performance analysis method used is the ratio. This research method includes several stages of site survey, then the data collection that uses several pedestrian walkways, noting the results of a survey conducted during the second day on Sunday and Tuesday at 06:00 to 09:00, measurement speed, geometry condition surveys and questionnaires about the identity, purpose and the purpose, time and distance pedestrian. The analysis showed that the dominant Pedestrian use the sidewalk at 8:45 a.m. to 9:00, the variable max on Sunday ie max speed of 64.78 m / min, max density pedestrian 43.47 /, While the variable-ratio 0.03 max on Tuesday that max speed 61.15 m / min, max density 37.51 pedestrian/, Max ratio of 0.032. While the performance of pedestrian facilities in the category "A", this means that the performance of pedestrian facilities in Surabaya Joyoboyo terminal region is still in either category and still be able to accommodate the number of the existing pedestrian.
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Phillips, Kyra B., Kelly N. Byrne, Branden S. Kolarik, Audra K. Krake, Young C. Bui, and David A. Krauss. "Impacts of Social Distancing on Pedestrian Behavior and Risk Perception." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 65, no. 1 (September 2021): 1302–6. http://dx.doi.org/10.1177/1071181321651287.
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Since COVID-19 transmission accelerated in the United States in March 2020, guidelines have recommended that individuals wear masks and limit close contact by remaining at least six feet away from others, even while outdoors. Such behavior is important to help slow the spread of the global pandemic; however, it may require pedestrians to make critical decisions about entering a roadway in order to avoid others, potentially creating hazardous situations for both themselves and for drivers. In this survey study, we found that while overall patterns of self-reported pedestrian activity remained largely consistent over time, participants indicated increased willingness to enter active roadways when encountering unmasked pedestrians since the COVID-19 pandemic began. Participants also rated the risks of encountering unmasked pedestrians as greater than those associated with entering a street, though the perceived risk of passing an unmasked pedestrian on the sidewalk decreased over time.
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Rani, Kavita. "Statistical Analysis for Assessing the Built Environment Walkability of an Urban Area." European Transport/Trasporti Europei, no. 82 (June 2021): 1–15. http://dx.doi.org/10.48295/et.2021.82.1.
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In the past era, in the transport planning process walkability was at the least priority as it was considered as a minor mode of transport. Though, it has its importance towards social life, economy, empirical quality and health. Consequently, the focus of the researchers across the world is now on walkability analysis. Therefore, to assess the walkability of an urban transport network in India, 15 different locations (i.e. institutional, educational, commercial, terminals and residential) were selected from three different cities. In the present study, different statistical techniques (i.e. factor analysis stepwise regression method) were used to identify a suitable number of data set based on their correlation analysis. Thereafter, land use-based and combined models were developed with the help of a questionnaire survey. Finally, different clustering analysis technique was used to assess the walkability thresholds which will make the job easier for sidewalk planners (i.e. in walkability analysis).
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Dakhil, Ali, Dheyaa Alobaidi, and Saba Shaheed. "Studying and evaluating the performance of pedestrian crossing facilities in Babil governorate." Przegląd Naukowy Inżynieria i Kształtowanie Środowiska 28, no. 3 (September 19, 2019): 417–31. http://dx.doi.org/10.22630/pniks.2019.28.3.39.
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Walking is one of the oldest means of mobility. It is an indispensable necessity to reach destinations despite the fact that walking or walking is one of everyday activities of man, which have positive effects on health, and activity on the one hand; vehicles cannot reach destinations only required by often walking from the other. The main problem address by the research is the random passage of the sieve and uncontrolled when it is most designs for the city’s road network have not addressed. This fundamental problem as well as the lack of a city to the safe facilities to cross the pedestrian. Therefore, this paper is a trial to study and analyze the current reality of crossing the sap then find solutions and treatments that reduce or limit the overlap between different traffic events and events crossing the pedestrian. Field data on the syllabic traffic volumes collected in all areas of the study (peak hour volume) and the photographic technique method. The study chose four areas to study the sap (60th Street, 40th Street, Al-Hussein, intersection circle at Babel Health Department), which are residential, commercial and educational zones, representing diversity in land use and scheme sidewalk and the design of the city of Hilla. The study attempted to show the state of lateral walks. The study also used the questionnaire method (interview survey) to determine the suitability of pedestrian bridges in transit and land transit. The study concluded that the area of Al-Hussein represents the highest traffic volumes of the sieve in addition to the lack of it the sidewalks in terms of absorption and quality and abuses. As well as the reluctance to use pedestrian bridges in transit in the area of 60th Street through high ground transit time, which necessitates the establishment of dual-step (fixed and mobile) – legislation and education through all means.
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Friedler, E., and O. Lahav. "Centralised urban wastewater reuse: what is the public attitude?" Water Science and Technology 54, no. 6-7 (September 1, 2006): 423–30. http://dx.doi.org/10.2166/wst.2006.605.
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Public support is crucial for successful implementation of wastewater reuse projects. This paper analyses the findings of a questionnaire-type survey (256 participants) conducted to determine the attitude of Israeli urban public towards possible urban reuse options. The paper summarises the support / objection to 13 reuse options and the correlation between support and environmental awareness and perceptions. Results show that a high proportion of the participants supported options perceived as low-contact, such as irrigation of public parks (96%), sidewalk landscaping (95%) and use in the construction industry (94%), while higher-contact reuse options found less support (e.g. commercial launderettes, 60%). No correlation was found between biographical characteristics and support (education, gender, income, age). Based on the results, public campaigns in Israel should focus on disseminating information regarding wastewater treatment technologies, discuss health related issues, highlight the positive economic impact of water reuse and generate a positive public opinion, as these factors tend to influence individuals to support reuse projects.
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Schuurman, Nadine, Leah Rosenkrantz, and Scott A. Lear. "Environmental Preferences and Concerns of Recreational Road Runners." International Journal of Environmental Research and Public Health 18, no. 12 (June 10, 2021): 6268. http://dx.doi.org/10.3390/ijerph18126268.
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Recreational road running is growing in popularity and has been linked to numerous mental and physical health benefits. However, we know little about what environmental preferences or concerns runners have regarding participation in the sport, and whether differences exist across age and gender. We conducted a cross-sectional survey on recreational road runners to investigate the type of built and natural environments road runners prefer, as well as the safety and health concerns that may affect runners’ choice of environment. Responses were analyzed by age and gender. A total of 1228 road runners responded to the survey; 59.6% of respondents were women and 32.1% of respondents were men. Most respondents preferred to run on asphalt or sidewalk surfaces, and preferred well-lit, tree-lined routes. Major concerns for both men and women include animals and dangerous road conditions. Men and women differed significantly in their responses to the importance of running around others and their primary concerns while running. Results of this study serve to deepen our understanding of recreational road runners’ environmental preferences and concerns, providing valuable information for public health officials and city planners alike. This information must be considered if we are to continue to encourage uptake of running as a sport and reap its health effects.
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Glenn, Jeffrey, Madeline Bluth, Mannon Christianson, Jaymie Pressley, Austin Taylor, Gregory S. Macfarlane, and Robert A. Chaney. "Considering the Potential Health Impacts of Electric Scooters: An Analysis of User Reported Behaviors in Provo, Utah." International Journal of Environmental Research and Public Health 17, no. 17 (August 31, 2020): 6344. http://dx.doi.org/10.3390/ijerph17176344.
Повний текст джерелаАнотація:
Electric scooters (e-scooters) are an increasingly popular form of transportation in urban areas. While research on this topic has focused primarily on injuries, there are multiple mechanisms by which e-scooter share programs may impact health. The aim of this study is to explore the health-related behaviors of e-scooter users and to discuss their implications for public health. Data were collected using an online survey emailed to registered e-scooter users. A total of 1070 users completed the survey. Descriptive variable statistics and chi-squared analysis were performed to determine variable dependent relationships and equality of proportions. The most common destinations reported were “just riding around for fun”, home, and dining/shopping. The two most common modes of transportation that would have been used if e-scooters were not available were walking (43.5%) and using a personal vehicle (28.5%). Riding behavior was equally mixed between on the street, on the sidewalk, and equal amounts of both. e-Scooters in Provo are likely having both positive (e.g., air pollution) and negative impacts on health (e.g., injuries, physical inactivity). Future research should further explore patterns of e-scooter use and explicitly examine the linkages between e-scooters and areas of health beyond just injuries.
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Roseline, Onego, Dr Gladys Rotich, and Prof Kennedy Mutundu. "Access to Markets Sites and Socio- Economic Empowerment of Street Vendors in Kenya." International Journal of Research and Innovation in Social Science VII, no. VI (2023): 451–61. http://dx.doi.org/10.47772/ijriss.2023.7635.
Повний текст джерелаАнотація:
Street vending plays a colossal role in providing goods and services in most cities especially in the global south. They hawk good / offer services to the general public on the street, pavement, sidewalk or any other public space. Multiple causal factors have aggravated the situation especially in the urban areas and this has resulted in the expansion of street vending in most urban areas in the south. The main purpose of this study is to examine the the effect of vendors’ accessibility to Market Sites on Socio- economic empowerment of urban dwellers in Kenya’s urbanising economic sector. This study adopted a descriptive cross-sectional survey research design. A sample size of 384 street vendors from three urban cities was settled for. Multistage sampling was employed. Primary data was collected using face to face questionnaire survey, interview guide, and observation guide. Data was analyzed using descriptive and inferential statistics with the help of Statistical Package for Social Sciences (SPSS).It was revealed that accessibility to the market sites specifically availability of customers positively influences the street vendors’ socio-economic empowerment. The study recommended the need for policy makers to have an inclusive view on street vending by offering necessary support through supportive accommodative policies.
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Onur, Tuna, Carlos E. Ventura, and W. D. Liam Finn. "Regional seismic risk in British Columbia — damage and loss distribution in Victoria and Vancouver." Canadian Journal of Civil Engineering 32, no. 2 (April 1, 2005): 361–71. http://dx.doi.org/10.1139/l04-098.
Повний текст джерелаАнотація:
This paper presents the results of regional seismic risk assessment studies that were carried out for two cities in southwestern British Columbia, Vancouver and Victoria. Ground shaking intensity in the area was obtained using the seismic source zones delineated by the Geological Survey of Canada for a probability level of 10% chance of exceedance in 50 years. Building inventories were compiled by aggregating data from sidewalk surveys as well as municipal databases. Modified Mercalli intensity-based damage matrices that relate the level of ground shaking to the amount of damage expected in different types of structures were used to estimate damage to structural and non-structural components of buildings. Estimated damage and loss distributions were mapped on a block-by-block basis. The historic sections of the cities were estimated to have damage levels between 10% and 30% of the replacement cost, while in the rest of the cities the estimated damage was generally in the 5% to 10% range. The results show the estimated economic loss distribution is considerably different from the damage distribution. Although the older neighbourhoods of the cities are expected to suffer highest amount of damage, the highest amount of economic loss is estimated to occur in areas with concentration of concrete high-rise buildings.Key words: seismic hazard, seismic risk, vulnerability, earthquake, damage, loss, probability, modified Mercalli intensity.
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Liao, Yung, Takemi Sugiyama, Ai Shibata, Kaori Ishii, Shigeru Inoue, Mohammad Javad Koohsari, Neville Owen, and Koichiro Oka. "Associations of Perceived and Objectively Measured Neighborhood Environmental Attributes With Leisure-Time Sitting for Transport." Journal of Physical Activity and Health 13, no. 12 (December 2016): 1372–77. http://dx.doi.org/10.1123/jpah.2016-0073.
Повний текст джерелаАнотація:
Background:This study examined associations of perceived and objectively measured neighborhood environmental attributes with leisure-time sitting for transport among middle-to-older aged Japanese adults.Method:Data were collected using a postal survey of 998 adults aged 40 to 69 years. Generalized linear modeling with a gamma distribution and a log link was used to examine associations of perceived (International Physical Activity Questionnaire-Environmental module) and Geographic Information Systems (GIS)-derived built environment attributes with self-reported leisure-time sitting for transport.Results:Mean leisure-time sitting time for transport was 20.4 min/day. After adjusting for potential confounders, perceived higher residential density, GIS-measured higher population density, better access to destinations, better access to public transport, longer sidewalk length, and higher street connectivity, were associated significantly with lower sitting time for transport.Conclusion:Residents living in neighborhoods with attributes previously found to be associated with more walking tended to spend less time sitting for transport during leisure-time. The health benefits of walkability-related attributes may accrue not only through increased physical activity, but also through less sedentary time.
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Amri, Mega Khoirul, and Eko Wiyono. "ANALISIS TINGKAT PELAYANAN (LEVEL OF SERVICE) PEJALAN KAKI PADA RUAS JALAN DRAMAGA KOTA BOGOR." Construction and Material Journal 3, no. 3 (December 6, 2021): 175–88. http://dx.doi.org/10.32722/cmj.v3i3.4166.
Повний текст джерелаАнотація:
As a result of the high volume of pedestrians around Dramaga Street, Bogor City (in the morning, afternoon, and evening) causing conflicts between pedestrians in the area. These conflicts occur both among pedestrians, and pedestrians with the motor vehicle. This research aims to analyze the pedestrian level of service (LOS), pedestrian characteristics, pedestrian facilities, and develop a pedestrian design applied to these roads. The method used in this study is a survey of pedestrian volume and direct observation of pedestrian characteristics, then analyzed based on the lever of service. The results show that the level of service on this section has LOS (level of service) A to LOS (level of service) B, with the sidewalk segment in front of Bogor Station having the lowest level of service. Based on individual characteristics, there are differences in the speed of each pedestrian. The analysis show facility segment in front of Bogor Station has the most shortcomings/at least according to the regulations. The development of the pedestrian path design follows the regulation of the Minister of Public Works No: 03/PRT/M/2014 and adapts it to the existing conditions.
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Sucuoğlu, Haluk, Ufuk Yazgan, and Ahmet Yakut. "A Screening Procedure for Seismic Risk Assessment in Urban Building Stocks." Earthquake Spectra 23, no. 2 (May 2007): 441–58. http://dx.doi.org/10.1193/1.2720931.
Повний текст джерелаАнотація:
An effective step for seismic risk mitigation in large urban areas under high seismic risk is to identify the most vulnerable buildings that may sustain significant damage during a future earthquake. Once they are identified properly, existing seismic risks may be reduced either by retrofitting such buildings, or by replacing them with new buildings in view of a particular risk-mitigation planning strategy. A fast and simple seismic risk-assessment procedure for vulnerable urban building stocks is proposed in this study. It is basically a sidewalk survey procedure based on observing selected building parameters from the street side, and calculating a performance score for determining the risk priorities for buildings. Statistical correlations have been obtained for measuring the sensitivity of damage to the assigned performance score by employing a database consisting of 454 damaged buildings surveyed after the 1999 Düzce earthquake in Turkey. The results revealed that the proposed screening procedure provides a simple but effective tool for selecting those buildings that have significant damage risk. These buildings have to be subjected to a more detailed assessment for a final decision on their seismic risk level.
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Shukina, Olga, Azizjon Ruziev, and Mansur Ergashev. "Use of UAV Geoscan 201 for surveying a linear object of the Khiva–Urgench highway." InterCarto. InterGIS 28, no. 1 (2022): 430–40. http://dx.doi.org/10.35595/2414-9179-2022-1-28-430-440.
Повний текст джерелаАнотація:
The aim of this work is to perform a linear aerial survey of the Khiva–Urgench highway using the Geoscan 210 UAV, the results of which will create orthophotomaps at a scale of 1:1 000, which are necessary for designing bicycle and sidewalk paths along this route. Surveyors of the Applied Geodesy Department of UZGASHKLITI performed a field planned-altitude reference at this object. 48 control points were determined. Characteristic solid contours along the route were chosen as reference points. The binding of control points was carried out from the starting points of the State Geodetic Networks, using satellite receivers (SN 5242498595, 5243499034, 4827155394) in the RTK mode in a radial way, by the calibration method on the ground. The coverage area was 17.4 sq. km. Aerial photography was carried out at a height of 211 m by a Geoscan 201 unmanned aerial vehicle at a scale of 1:500 with a DSC RXIR digital camera with a focal length of 35 mm. Forward overlap of aerial photographs was 70 %, and lateral—50 %. 4 aerial routes were made at this facility, the photography basis was 42 m. The number of aerial photographs at the facility was 3 868 pieces, and the coverage of aerial photography was 300 m. The images and their EXIF files were georeferenced by performing field processing using the Geoscan Planner program. Before the start of field work, the GNSS receiver (Trimble R6) was installed at a known point on the ground and started in static mode (10 Hz). The aircraft has a GNSS receiver (Topcon) operating in fast static mode (10 Hz). The GNSS data on the ground and on board the aircraft are balanced. Image center coordinates are calculated from the base station GNSS receiver data using MAGNET Tools software. Then the data is imported into Agisoft Metashape software for automatic processing. In this case, the coordinates of the image centers were recalculated from the WGS-84 system into the SK-42 (Pulkovo 1942) system adopted in our country. The process of optimization and alignment of aerial photographs was carried out. After that, in order to obtain a high image quality, the orthophoto map was built using a height map built on the basis of a dense point cloud. The result of the work performed are orthophoto maps for the Khiva–Urgench highway, which will be used to design the location of bicycle and sidewalk paths.