This document summarizes a study that compared how caregivers in different cultures make decisions about how their children travel to school. The study interviewed caregivers who lived within walking distance of two elementary schools in Austin, Texas. The interviews explored factors like the physical environment, household constraints, attitudes, and social/cultural influences that impacted whether children walked or took other forms of transportation to school. The findings could help inform population-specific programming and policies to encourage more children to walk or bike to school.
UCSB has partnered with Google to launch an autonomous vehicle transportation service called the Transportation Assistance Venture (TAV) to provide mobility for students with disabilities. The TAV uses AVs to pick up and drop off riders on campus and in Isla Vista. Riders can download the TAV app to request rides, input their destination, and be picked up within 5-10 minutes by an AV. The program aims to develop AVs that can accommodate people with disabilities and ensure accessibility as the technology becomes more widely available.
This document lists Gordon B. Morgan's technical lectures and media engagements from 1991 to 2014 on topics related to crash test dummies, automotive safety, and quality systems. It includes over 50 presentations given at conferences, automotive companies, schools, and other venues in countries around the world. The lectures covered developments in crash test dummies and other occupant surrogates, automotive safety regulations, and quality assurance. Morgan also authored or co-authored several publications on related topics.
The U.S. Department of Transportation held award ceremonies to honor outstanding FAA employees. DOT Secretary Anthony Foxx commended award winners for their innovations in implementing NextGen and regulating drones. At the FAA ceremony, Administrator Michael Huerta said the employees' work allows for the safest aerospace system. Awards were given for meritorious achievements, excellence, transportation safety, professionalism initiatives, and other teams and programs.
GIS and GeoSkills: New Ways to Achieve New Evidence for Better DecisionsBarry Wellar
The PowerPoint slides created for the 2009 GIS Day keynote address at the University of Ottawa are contained in this file. The presentation begins by identifying a number of problematic decision points faced by citizens, governments and business, and illustrates the weakness of the anatomical sourcing approach when parts of the anatomy other than the brain are used to make decisions, A total of 20 different ways of using GIS and geomatics to obtain new evidence about spatial matters are listed, and 34 methods and techniques used in decision making are also listed. The ways that GIS and geomatics obtain new evidence are graphically combined with the methods and techniques as a means for achieving better decisions through better information.
What's behind the nonsense about traffic gridlockBarry Wellar
Based on available evidence, there has never been a significant traffic gridlock event in Canada. However, the term is commonly used in media and political discussions to argue for expanding roads and highways. The article examines possible motives for using this term, such as influencing outcomes to maintain primacy of private vehicles and benefit motor vehicle, road, and development industries. In reality, some congestion is natural in urban areas. The article advocates rejecting the "nonsense" of gridlock and focusing more on understanding both positive and negative aspects of real traffic congestion issues.
1. Go to the Philadelphia school district website and log in using your username and password provided by the school district.
2. Click "Launch" in the High School Report Cards block to access a list of the sections you teach and enter student grades using the specified scale, where A=95, B=85, C=75, D=65, F=55.
3. Be sure to edit the final grade field at the end of semester-long and year-long electives to reflect this grading scale, as the website will otherwise automatically enter the cumulative grade.
READING LIST: USING A RETROSPECTIVE APPROACH TO MINE THE LITERATURE FOR GIS A...Barry Wellar
Four bodies of pertinent readings are identified for the purposes of the Applied Research Seminar, Mining U.S. Federal Agency Materials for GIS Nuggets, 2016 Esri Federal User Conference, February 24-26, Washington, DC
First and foremost are the papers prepared for AutoCarto Six Retrospective (section A), which set out many of the concepts, ideas, needs, challenges and opportunities, as well as principles and practices that underlie the evolution of GIS technology and GIScience methodology.
The second body of publications is the papers and slide presentations prepared for the Colloquium on Using the Retrospective Approach to Mine for GIS Nuggets (section B1 and section B2, respectively), and the third body (section C) consists of the articles about GIS retrospective project activities published in the International Journal of Geospatial Research (IJAGR).
Finally, a preliminary list of publications (section D) from various academic, government, professional organization, and other sources has been compiled to supplement the AutoCarto Six Retrospective papers, and the colloquium productions. More references will be identified in the coming months, and the current reading list dated August 31, 2015 will be amended accordingly.
The intention is to suggest readings which could be instructive for a wide range of attendees. Our approach at this stage in view of resource constraints, as well as uncertainty about the backgrounds of seminar attendees, is to be indicative and illustrative rather than comprehensive and directive.
Adapting Walking Security Index Concepts and Procedures toBarry Wellar
The Walking Security Index (WSI) project was approved in 1994 as an element of the Transportation Environment Action Plan of the Region of Ottawa-Carleton. During the design phase (1995-1998) ten indexes were developed to measure the levels of safety, comfort and convenience expected and experienced by pedestrians at intersections. In the pilot study phase (1999-2002) three macro indexes were tested for operationality. Over the course of the project more than 25 documents were published, including Perspectives on Pedestrian Safety (1995), Walking Security Index (1998), Newspapers as a Source of Fact and Opinion on Pedestrians’ Safety, Comfort and Convenience (2000), and Walking Security Index Pilot Study (2002). In this presentation the origins of the WSI project are briefly summarized, and the index formulation processes for the Intersection Volume and Design Index (IVDI), the Quality of Intersection Condition Index (QICI), and the Driver Behaviour Index (DBI) are outlined. Consideration is then given to how each of the macro indexes (IVDI, QICI, and DBI) can be modified to explicitly represent the interests of children in road and intersection designs and operations, and in motor vehicle safety and enforcement programs. The presentation is concluded by discussing how the indexes can be applied by parents and advocacy groups, as well as by law enforcement, planning engineering and other agencies, to ensure that the levels of convenience, comfort and safety experienced by children while walking or biking exceed those of private motor vehicle operators, and thereby actively serve and promote the mobility of children.
UCSB has partnered with Google to launch an autonomous vehicle transportation service called the Transportation Assistance Venture (TAV) to provide mobility for students with disabilities. The TAV uses AVs to pick up and drop off riders on campus and in Isla Vista. Riders can download the TAV app to request rides, input their destination, and be picked up within 5-10 minutes by an AV. The program aims to develop AVs that can accommodate people with disabilities and ensure accessibility as the technology becomes more widely available.
This document lists Gordon B. Morgan's technical lectures and media engagements from 1991 to 2014 on topics related to crash test dummies, automotive safety, and quality systems. It includes over 50 presentations given at conferences, automotive companies, schools, and other venues in countries around the world. The lectures covered developments in crash test dummies and other occupant surrogates, automotive safety regulations, and quality assurance. Morgan also authored or co-authored several publications on related topics.
The U.S. Department of Transportation held award ceremonies to honor outstanding FAA employees. DOT Secretary Anthony Foxx commended award winners for their innovations in implementing NextGen and regulating drones. At the FAA ceremony, Administrator Michael Huerta said the employees' work allows for the safest aerospace system. Awards were given for meritorious achievements, excellence, transportation safety, professionalism initiatives, and other teams and programs.
GIS and GeoSkills: New Ways to Achieve New Evidence for Better DecisionsBarry Wellar
The PowerPoint slides created for the 2009 GIS Day keynote address at the University of Ottawa are contained in this file. The presentation begins by identifying a number of problematic decision points faced by citizens, governments and business, and illustrates the weakness of the anatomical sourcing approach when parts of the anatomy other than the brain are used to make decisions, A total of 20 different ways of using GIS and geomatics to obtain new evidence about spatial matters are listed, and 34 methods and techniques used in decision making are also listed. The ways that GIS and geomatics obtain new evidence are graphically combined with the methods and techniques as a means for achieving better decisions through better information.
What's behind the nonsense about traffic gridlockBarry Wellar
Based on available evidence, there has never been a significant traffic gridlock event in Canada. However, the term is commonly used in media and political discussions to argue for expanding roads and highways. The article examines possible motives for using this term, such as influencing outcomes to maintain primacy of private vehicles and benefit motor vehicle, road, and development industries. In reality, some congestion is natural in urban areas. The article advocates rejecting the "nonsense" of gridlock and focusing more on understanding both positive and negative aspects of real traffic congestion issues.
1. Go to the Philadelphia school district website and log in using your username and password provided by the school district.
2. Click "Launch" in the High School Report Cards block to access a list of the sections you teach and enter student grades using the specified scale, where A=95, B=85, C=75, D=65, F=55.
3. Be sure to edit the final grade field at the end of semester-long and year-long electives to reflect this grading scale, as the website will otherwise automatically enter the cumulative grade.
READING LIST: USING A RETROSPECTIVE APPROACH TO MINE THE LITERATURE FOR GIS A...Barry Wellar
Four bodies of pertinent readings are identified for the purposes of the Applied Research Seminar, Mining U.S. Federal Agency Materials for GIS Nuggets, 2016 Esri Federal User Conference, February 24-26, Washington, DC
First and foremost are the papers prepared for AutoCarto Six Retrospective (section A), which set out many of the concepts, ideas, needs, challenges and opportunities, as well as principles and practices that underlie the evolution of GIS technology and GIScience methodology.
The second body of publications is the papers and slide presentations prepared for the Colloquium on Using the Retrospective Approach to Mine for GIS Nuggets (section B1 and section B2, respectively), and the third body (section C) consists of the articles about GIS retrospective project activities published in the International Journal of Geospatial Research (IJAGR).
Finally, a preliminary list of publications (section D) from various academic, government, professional organization, and other sources has been compiled to supplement the AutoCarto Six Retrospective papers, and the colloquium productions. More references will be identified in the coming months, and the current reading list dated August 31, 2015 will be amended accordingly.
The intention is to suggest readings which could be instructive for a wide range of attendees. Our approach at this stage in view of resource constraints, as well as uncertainty about the backgrounds of seminar attendees, is to be indicative and illustrative rather than comprehensive and directive.
Adapting Walking Security Index Concepts and Procedures toBarry Wellar
The Walking Security Index (WSI) project was approved in 1994 as an element of the Transportation Environment Action Plan of the Region of Ottawa-Carleton. During the design phase (1995-1998) ten indexes were developed to measure the levels of safety, comfort and convenience expected and experienced by pedestrians at intersections. In the pilot study phase (1999-2002) three macro indexes were tested for operationality. Over the course of the project more than 25 documents were published, including Perspectives on Pedestrian Safety (1995), Walking Security Index (1998), Newspapers as a Source of Fact and Opinion on Pedestrians’ Safety, Comfort and Convenience (2000), and Walking Security Index Pilot Study (2002). In this presentation the origins of the WSI project are briefly summarized, and the index formulation processes for the Intersection Volume and Design Index (IVDI), the Quality of Intersection Condition Index (QICI), and the Driver Behaviour Index (DBI) are outlined. Consideration is then given to how each of the macro indexes (IVDI, QICI, and DBI) can be modified to explicitly represent the interests of children in road and intersection designs and operations, and in motor vehicle safety and enforcement programs. The presentation is concluded by discussing how the indexes can be applied by parents and advocacy groups, as well as by law enforcement, planning engineering and other agencies, to ensure that the levels of convenience, comfort and safety experienced by children while walking or biking exceed those of private motor vehicle operators, and thereby actively serve and promote the mobility of children.
Lessons Learned from the Walking Security Index (WSI) Project on How to Achie...Barry Wellar
The purpose of this paper is to discuss several of the lessons learned from the Walking Security Index (WSI) project that may be helpful to other localities involved in WSI-related concerns or issues. We refer to those lessons learned as key strategic and tactical decision points which affect:
1)defining urban ansportation “improvements” as interventions or initiatives that serve the expressed needs of pedestrians; and
2)achieving urban urban transportation “improvements” that can be justified as street smart (rather than street stupid) because they actively support walking, walking-cycling, and walking-transit trips as sustainable alternatives to the non-sustainable, car-based mode of transportation that currently prevails in Canadian cities.
For this presentation the decision points selected for discussion are:
1.Establishing citizens as experts in the variable specification phase of index design.
2.Defining “improvements” in terms of impacts on pedestrians’ safety, comfort, convenience that result from changes to transportation policies, regulations, infrastructure, etc.
3.Defining “street smart” in terms of how well measures and procedures used by planners, traffic engineers, law enforcement officers and other professionals have actual, operational regard for pedestrians’ needs and capabilities.
4.Constructing index formulations that are valid and simple, and are built on existing or easy-to-acquire data, in order to satisfy the degree of difficulty and data availability criteria used in tests for operationality.
5.Adopting and applying Pedestrian Impact Assessment (PIA) principles in development, infrastructure, planning, zoning or other decisions and actions that affect pedestrians’ safety, comfort and convenience.
Pedestrian and Bicycle Resources in Rural and Small Town CommunitiesRPO America
During the 2017 National Regional Transportation Conference, Shari Schaftlein shared information and resources developed by the Federal Highway Administration's Office of Human Environment. These resources focus on bicycle and pedestrian infrastructure in a multimodal context in rural and small communities.
This document describes the development and initial validation of the Wheelchair Interface Questionnaire (WIQ), which aims to provide a brief professional assessment of the fit between a wheelchair user and their wheelchair. The WIQ was developed based on a need identified during field studies in Kenya for an outcome measure focused specifically on the user-wheelchair interface. It involves two rounds of online surveys and a focus group with 24 experienced wheelchair professionals to evaluate the face and content validity. Their feedback supported the WIQ as a useful tool that is brief, widely applicable, and provides specific feedback to inform wheelchair modifications. The preliminary studies indicate the WIQ demonstrates initial validity as a method for professionals to assess the user-wheelchair interface.
Speed Limits and Road Safety: Examples of Questions to Ask to Ensure the Safe...Barry Wellar
The topic of speed limits and road safety has been around since the advent of the automobile and the topic still brings heated debate, usually along the lines of increasing speed limits to accommodate private motor vehicle operators. In these remarks for a panel discussion at the Ottawa Centre Community Summit on Speed Limits and Road Safety, I present a total of 20 questions which I believe provide a considerable amount of thought for citizens, community associations, advocacy groups, public interest groups, elected and appointed government officials, lawyers, academics, and others who seek actionable suggestions on how to ensure that whatever decisions are made about speed limits and road safety, those decisions have all due regard for the safety of pedestrians, and especially children, persons with disabilities, and seniors, who are among the most vulnerable of road users.
TE 009,A Survey Study For User Attributes On Foot Over Bridges In Perspective...Saurav Barua
The document summarizes a study on foot over bridges in Dhaka, Bangladesh. It conducted surveys to investigate reasons for people's reluctance to use foot over bridges and assess the performance of existing bridges. The surveys found that bridges were perceived as inconvenient due to factors like being time-consuming, too high, occupied by hawkers, lacking security, requiring long walks, and having poor access and cleanliness. Statistical analysis revealed the average rating for bridges was in the "poor to fair" range. Common reasons for not using bridges included perceptions that they are occupied, lack security, are dirty, and are in inappropriate locations. The study aims to identify key factors to consider for improving pedestrian facilities planning.
01a - DBET Subcommittee Position Statement DRAFT February2015Dino Kalivas
This document discusses guidelines for driver behavior, education, and training from 2014-2018 as put forth by the International Road Federation's Driver Behavior, Education and Training Subcommittee. It identifies five key elements: 1) education and training, 2) learner drivers, 3) probationary and post-license drivers, 4) early education and vulnerable road users, and 5) adult drivers. For each element, it discusses the context and scope and provides recommendations. The overall goals are to reduce road accidents and fatalities by improving driver training, licensing standards, enforcement of traffic laws, and education programs.
PPT - Chetan D - Format for PPT for phase one presentationSuhasRamachandra10
The document presents a technical seminar on analyzing pedestrian behavior for proposing a skywalk and elevator system design for elderly and disabled pedestrians. It includes an introduction to the topic, a literature review summarizing several research papers on pedestrian behavior at intersections and mid-block crossings, identified gaps in existing research, the objectives and methodology of the present study, and a summary of the progress made so far. The literature review examines factors like crossing speeds, risks, traffic impacts, and conflicts at uncontrolled intersections and crossings based on studies using video data collection and analysis methods.
The ARTBA Transportation Development Foundation focused on improving transportation construction safety in 2016. It launched the Safety Certification for Transportation Project Professionals program to boost safety awareness and risk management skills. Over 5,000 workers received safety training through partnerships with FHWA and OSHA. The Foundation also provided safety training programs on backing and spotting, hosted a national work zone safety conference, and awarded scholarships honoring fallen transportation workers through the Lanford Family Memorial Scholarship Program.
This document provides guidelines for conducting safety audits of roundabouts. It discusses how roundabouts can help achieve road safety goals by reducing crashes compared to other intersection types. The guidelines cover geometric design elements, signs and markings, and considerations for pedestrians and cyclists. Conducting safety audits at the design stage and on existing roundabouts is important to identify safety issues and improve roundabout safety performance. The guidelines are based on empirical research that established relationships between roundabout geometry, traffic volumes, and crash rates.
Ray Murphy of FHWA host Chicago HS for Aricultural Sciences Shadow Day 02 08-12raymurphy9533
Ray Murphy has over 35 years of experience working in transportation, including 11 years at the US DOT and 24 years at the Illinois DOT. He has a Bachelor's degree in electrical engineering. Murphy currently works as an ITS specialist, focusing on intelligent transportation systems that integrate technology into transportation infrastructure and vehicles. He advises students interested in engineering to take math and science courses, find a career they enjoy, and make the most of each day.
Cycling-as-an-active-mode-of-transport-literature-review-FINAL-28-July-2014Rina Douglas
This document summarizes a literature review on transport-related factors that influence decisions to use cycling for daily travel. Key findings include:
- Infrastructure issues like bike lanes and paths, road conditions, and connectivity to public transit influence cycling decisions. Continuous, well-designed infrastructure separated from traffic encourages commuter cycling.
- Safety concerns of both cyclists and non-cyclists are important. Perceived safety and actual safety can differ, and more cyclists on roads may improve safety over time as all users adapt.
- Attitudes toward cycling from both motorists and cyclists can deter its use, as biases toward car ownership remain strong. Changing attitudes may be needed to increase commuter cycling.
AURIN is a federated network of data and research hubs that provides researchers access to over 2,000 datasets on the built environment through its online portal. The portal's data and analytical tools have supported research projects at various geographic scales, from the neighborhood to the entire Sydney metropolitan area. Case studies highlighted in the document demonstrate how AURIN has empowered academic research by eliminating the need for researchers to obtain their own data licenses and providing free access to authoritative and standardized urban data.
This document provides an overview of road safety in the Netherlands. It discusses CROW, an organization that develops knowledge about infrastructure, traffic, transport and public space. CROW has clustered its activities into six themes, including Traffic & Transport. The document then provides details on the Road Safety Manual project, including its steering committee, working party, core team, authors and reviewers who contributed to the manual. It provides a table of contents for the manual's chapters on topics like theory, developments and trends, infrastructure design, traffic rules and education. The goal is to provide a comprehensive reference work and study material on both technical and behavioral aspects of road safety.
LTC, Jack R. Widmeyer Transportation Research Conference, 11/04/2011, John WuLTC @ CSUSB
The Leonard Transportation Center at Cal State University Fullerton conducts research, education, and outreach related to transportation decision making and management. It has provided over $1 million in research funding since 2006 covering topics like goods movement, vehicle technologies, and transportation policy. The Center also organizes conferences, publishes an academic journal, offers degree programs and certificates in transportation and logistics, and works with partners to develop simulator training and create educational podcasts.
The document discusses a study that aimed to identify components of customer satisfaction with public bus services in Kota Kinabalu, Malaysia. Factor analysis was used to analyze responses to 24 questions about minibus and transit bus attributes. For minibuses, respondents were most satisfied with feeling secure at terminals and convenience/low fares, and least satisfied with overcrowding and safety issues. For transit buses, top attributes were also security, fares and condition, while bottom attributes related to safety, timeliness and accessibility. The study seeks to provide guidance to transportation authorities on improving quality of life for public transport users.
NCITEC Project 2016-07 Tech Brief, CAIT University of MississippiWaheed Uddin
Overview of NCITEC CAIT Projects conducted at the University of Mississippi, 2012-2016. Funding grants from Mississippi State University/USDOT RITA
http://www.olemiss.edu/projects/cait/ncitec/
Protected bike lanes have moved from foreign concept to best practice in U.S. design with remarkable speed (for the transportation world). This session will provide a fast paced overview of the spread of this innovation and the current state of the practice. Leaders of the Green Lane Project and our partners will cover the latest on designs, new research, best practices, analyze trends and share the best lessons from the Green Lane Project study tours.
Learning Objectives:
Participants will be able to define and identify protected bike lanes.
Participants will access peer and professional guidance on how to build a protected bike lane.
Participants will state the pros and cons of building protected bike lanes.
Participants will identify sources for additional information on building protected bike lanes.
Presenter(s)
Presenter: Martha Roskowski PeopleForBikes
Co-Presenter: Linda Bailey NACTO
Co-Presenter: Dan Goodman Office of Human Environment, Livability Team, FHWA
Walkability best practices are initiatives and activities that most effectively contribute to increasing the number and frequency of work, recreation, shopping, school, fitness, and other walking trips, increasing the walk share of all people trips made in a community, and improving the safety, comfort, convenience, and well-being experience of walking throughout a community.This workshop presentation presents a number of best practices, and suggests how citizens can organize their resources to promote achieving these practices in their communities.
Identification of Factors Affecting Pedestrian Level of Service of Crosswalks...IRJET Journal
This document summarizes a research paper that aims to identify factors affecting the pedestrian level of service (PLOS) of crosswalks at roundabouts. It begins with an abstract stating that the identification of these factors is important for improving crosswalk facilities and pedestrian safety, comfort and experience. It then reviews existing literature on PLOS of pedestrian facilities like crosswalks at signalized intersections and midblock crossings to identify factors that may also influence PLOS at roundabout crosswalks. Some key factors identified include traffic volume, number of pedestrians, pedestrian delay, presence of pedestrian refuge islands, and width of the roadway. The full paper seeks to develop an understanding of how well roundabout crosswalks accommodate pedestrian travel.
White Paper on Transport Safety in the Era of Digital MobilityCarl Jackson
While remarkable progress has been made with technological, operational and behavioral improvements in the century-old, automotive-based transport systems used around the world, rapid technological changes are occurring that could amount to a reset in outcomes for transport users.
80+ HOCKEY HALL of FAME/TEMPLE de la RENOMMÉE du HOCKEY 80+ PRESENTED TO ROTA...Barry Wellar
80+ HOCKEY HALL of FAME/TEMPLE de la RENOMMÉE du HOCKEY 80+
PRESENTED TO ROTARY CLUB OF WEST OTTAWA, JUNE 16, 2015
BARRY WELLAR, BOARD OF DIRECTORS
80+ HOCKEY HALL of FAME/TEMPLE de la RENOMMÉE du HOCKEY 80+
wellarb@uottawa.ca
The Walking Security Index (WSI) project was approved in 1994 as an element of the Transportation Environment Action Plan (TEAP) of the Region of Ottawa-Carleton (changed to City of Ottawa in 2000) and the Walking Security Index (Final Report) was published in 1998. The Walking Security Index Pilot Study project was launched in 2000 and completed in 2002 One of the goals of TEAP was to encourage more trips by walking, and the primary mission of the WSI project was to design indexes which measure the levels of safety, comfort and convenience expected and experienced by pedestrians at intersections. The thesis of the WSI research was that indexes could be designed that provide scores on the performance of intersections from the perspective of safety, comfort, and convenience of pedestrians, and the scores could be arranged in rank order. Then, for public safety, quality of life, engineering, traffic, enforcement, maintenance, modification, health, or other purposes, the scores could be used to identify needed corrective actions at intersections rated from best to worst, o
Lessons Learned from the Walking Security Index (WSI) Project on How to Achie...Barry Wellar
The purpose of this paper is to discuss several of the lessons learned from the Walking Security Index (WSI) project that may be helpful to other localities involved in WSI-related concerns or issues. We refer to those lessons learned as key strategic and tactical decision points which affect:
1)defining urban ansportation “improvements” as interventions or initiatives that serve the expressed needs of pedestrians; and
2)achieving urban urban transportation “improvements” that can be justified as street smart (rather than street stupid) because they actively support walking, walking-cycling, and walking-transit trips as sustainable alternatives to the non-sustainable, car-based mode of transportation that currently prevails in Canadian cities.
For this presentation the decision points selected for discussion are:
1.Establishing citizens as experts in the variable specification phase of index design.
2.Defining “improvements” in terms of impacts on pedestrians’ safety, comfort, convenience that result from changes to transportation policies, regulations, infrastructure, etc.
3.Defining “street smart” in terms of how well measures and procedures used by planners, traffic engineers, law enforcement officers and other professionals have actual, operational regard for pedestrians’ needs and capabilities.
4.Constructing index formulations that are valid and simple, and are built on existing or easy-to-acquire data, in order to satisfy the degree of difficulty and data availability criteria used in tests for operationality.
5.Adopting and applying Pedestrian Impact Assessment (PIA) principles in development, infrastructure, planning, zoning or other decisions and actions that affect pedestrians’ safety, comfort and convenience.
Pedestrian and Bicycle Resources in Rural and Small Town CommunitiesRPO America
During the 2017 National Regional Transportation Conference, Shari Schaftlein shared information and resources developed by the Federal Highway Administration's Office of Human Environment. These resources focus on bicycle and pedestrian infrastructure in a multimodal context in rural and small communities.
This document describes the development and initial validation of the Wheelchair Interface Questionnaire (WIQ), which aims to provide a brief professional assessment of the fit between a wheelchair user and their wheelchair. The WIQ was developed based on a need identified during field studies in Kenya for an outcome measure focused specifically on the user-wheelchair interface. It involves two rounds of online surveys and a focus group with 24 experienced wheelchair professionals to evaluate the face and content validity. Their feedback supported the WIQ as a useful tool that is brief, widely applicable, and provides specific feedback to inform wheelchair modifications. The preliminary studies indicate the WIQ demonstrates initial validity as a method for professionals to assess the user-wheelchair interface.
Speed Limits and Road Safety: Examples of Questions to Ask to Ensure the Safe...Barry Wellar
The topic of speed limits and road safety has been around since the advent of the automobile and the topic still brings heated debate, usually along the lines of increasing speed limits to accommodate private motor vehicle operators. In these remarks for a panel discussion at the Ottawa Centre Community Summit on Speed Limits and Road Safety, I present a total of 20 questions which I believe provide a considerable amount of thought for citizens, community associations, advocacy groups, public interest groups, elected and appointed government officials, lawyers, academics, and others who seek actionable suggestions on how to ensure that whatever decisions are made about speed limits and road safety, those decisions have all due regard for the safety of pedestrians, and especially children, persons with disabilities, and seniors, who are among the most vulnerable of road users.
TE 009,A Survey Study For User Attributes On Foot Over Bridges In Perspective...Saurav Barua
The document summarizes a study on foot over bridges in Dhaka, Bangladesh. It conducted surveys to investigate reasons for people's reluctance to use foot over bridges and assess the performance of existing bridges. The surveys found that bridges were perceived as inconvenient due to factors like being time-consuming, too high, occupied by hawkers, lacking security, requiring long walks, and having poor access and cleanliness. Statistical analysis revealed the average rating for bridges was in the "poor to fair" range. Common reasons for not using bridges included perceptions that they are occupied, lack security, are dirty, and are in inappropriate locations. The study aims to identify key factors to consider for improving pedestrian facilities planning.
01a - DBET Subcommittee Position Statement DRAFT February2015Dino Kalivas
This document discusses guidelines for driver behavior, education, and training from 2014-2018 as put forth by the International Road Federation's Driver Behavior, Education and Training Subcommittee. It identifies five key elements: 1) education and training, 2) learner drivers, 3) probationary and post-license drivers, 4) early education and vulnerable road users, and 5) adult drivers. For each element, it discusses the context and scope and provides recommendations. The overall goals are to reduce road accidents and fatalities by improving driver training, licensing standards, enforcement of traffic laws, and education programs.
PPT - Chetan D - Format for PPT for phase one presentationSuhasRamachandra10
The document presents a technical seminar on analyzing pedestrian behavior for proposing a skywalk and elevator system design for elderly and disabled pedestrians. It includes an introduction to the topic, a literature review summarizing several research papers on pedestrian behavior at intersections and mid-block crossings, identified gaps in existing research, the objectives and methodology of the present study, and a summary of the progress made so far. The literature review examines factors like crossing speeds, risks, traffic impacts, and conflicts at uncontrolled intersections and crossings based on studies using video data collection and analysis methods.
The ARTBA Transportation Development Foundation focused on improving transportation construction safety in 2016. It launched the Safety Certification for Transportation Project Professionals program to boost safety awareness and risk management skills. Over 5,000 workers received safety training through partnerships with FHWA and OSHA. The Foundation also provided safety training programs on backing and spotting, hosted a national work zone safety conference, and awarded scholarships honoring fallen transportation workers through the Lanford Family Memorial Scholarship Program.
This document provides guidelines for conducting safety audits of roundabouts. It discusses how roundabouts can help achieve road safety goals by reducing crashes compared to other intersection types. The guidelines cover geometric design elements, signs and markings, and considerations for pedestrians and cyclists. Conducting safety audits at the design stage and on existing roundabouts is important to identify safety issues and improve roundabout safety performance. The guidelines are based on empirical research that established relationships between roundabout geometry, traffic volumes, and crash rates.
Ray Murphy of FHWA host Chicago HS for Aricultural Sciences Shadow Day 02 08-12raymurphy9533
Ray Murphy has over 35 years of experience working in transportation, including 11 years at the US DOT and 24 years at the Illinois DOT. He has a Bachelor's degree in electrical engineering. Murphy currently works as an ITS specialist, focusing on intelligent transportation systems that integrate technology into transportation infrastructure and vehicles. He advises students interested in engineering to take math and science courses, find a career they enjoy, and make the most of each day.
Cycling-as-an-active-mode-of-transport-literature-review-FINAL-28-July-2014Rina Douglas
This document summarizes a literature review on transport-related factors that influence decisions to use cycling for daily travel. Key findings include:
- Infrastructure issues like bike lanes and paths, road conditions, and connectivity to public transit influence cycling decisions. Continuous, well-designed infrastructure separated from traffic encourages commuter cycling.
- Safety concerns of both cyclists and non-cyclists are important. Perceived safety and actual safety can differ, and more cyclists on roads may improve safety over time as all users adapt.
- Attitudes toward cycling from both motorists and cyclists can deter its use, as biases toward car ownership remain strong. Changing attitudes may be needed to increase commuter cycling.
AURIN is a federated network of data and research hubs that provides researchers access to over 2,000 datasets on the built environment through its online portal. The portal's data and analytical tools have supported research projects at various geographic scales, from the neighborhood to the entire Sydney metropolitan area. Case studies highlighted in the document demonstrate how AURIN has empowered academic research by eliminating the need for researchers to obtain their own data licenses and providing free access to authoritative and standardized urban data.
This document provides an overview of road safety in the Netherlands. It discusses CROW, an organization that develops knowledge about infrastructure, traffic, transport and public space. CROW has clustered its activities into six themes, including Traffic & Transport. The document then provides details on the Road Safety Manual project, including its steering committee, working party, core team, authors and reviewers who contributed to the manual. It provides a table of contents for the manual's chapters on topics like theory, developments and trends, infrastructure design, traffic rules and education. The goal is to provide a comprehensive reference work and study material on both technical and behavioral aspects of road safety.
LTC, Jack R. Widmeyer Transportation Research Conference, 11/04/2011, John WuLTC @ CSUSB
The Leonard Transportation Center at Cal State University Fullerton conducts research, education, and outreach related to transportation decision making and management. It has provided over $1 million in research funding since 2006 covering topics like goods movement, vehicle technologies, and transportation policy. The Center also organizes conferences, publishes an academic journal, offers degree programs and certificates in transportation and logistics, and works with partners to develop simulator training and create educational podcasts.
The document discusses a study that aimed to identify components of customer satisfaction with public bus services in Kota Kinabalu, Malaysia. Factor analysis was used to analyze responses to 24 questions about minibus and transit bus attributes. For minibuses, respondents were most satisfied with feeling secure at terminals and convenience/low fares, and least satisfied with overcrowding and safety issues. For transit buses, top attributes were also security, fares and condition, while bottom attributes related to safety, timeliness and accessibility. The study seeks to provide guidance to transportation authorities on improving quality of life for public transport users.
NCITEC Project 2016-07 Tech Brief, CAIT University of MississippiWaheed Uddin
Overview of NCITEC CAIT Projects conducted at the University of Mississippi, 2012-2016. Funding grants from Mississippi State University/USDOT RITA
http://www.olemiss.edu/projects/cait/ncitec/
Protected bike lanes have moved from foreign concept to best practice in U.S. design with remarkable speed (for the transportation world). This session will provide a fast paced overview of the spread of this innovation and the current state of the practice. Leaders of the Green Lane Project and our partners will cover the latest on designs, new research, best practices, analyze trends and share the best lessons from the Green Lane Project study tours.
Learning Objectives:
Participants will be able to define and identify protected bike lanes.
Participants will access peer and professional guidance on how to build a protected bike lane.
Participants will state the pros and cons of building protected bike lanes.
Participants will identify sources for additional information on building protected bike lanes.
Presenter(s)
Presenter: Martha Roskowski PeopleForBikes
Co-Presenter: Linda Bailey NACTO
Co-Presenter: Dan Goodman Office of Human Environment, Livability Team, FHWA
Walkability best practices are initiatives and activities that most effectively contribute to increasing the number and frequency of work, recreation, shopping, school, fitness, and other walking trips, increasing the walk share of all people trips made in a community, and improving the safety, comfort, convenience, and well-being experience of walking throughout a community.This workshop presentation presents a number of best practices, and suggests how citizens can organize their resources to promote achieving these practices in their communities.
Identification of Factors Affecting Pedestrian Level of Service of Crosswalks...IRJET Journal
This document summarizes a research paper that aims to identify factors affecting the pedestrian level of service (PLOS) of crosswalks at roundabouts. It begins with an abstract stating that the identification of these factors is important for improving crosswalk facilities and pedestrian safety, comfort and experience. It then reviews existing literature on PLOS of pedestrian facilities like crosswalks at signalized intersections and midblock crossings to identify factors that may also influence PLOS at roundabout crosswalks. Some key factors identified include traffic volume, number of pedestrians, pedestrian delay, presence of pedestrian refuge islands, and width of the roadway. The full paper seeks to develop an understanding of how well roundabout crosswalks accommodate pedestrian travel.
White Paper on Transport Safety in the Era of Digital MobilityCarl Jackson
While remarkable progress has been made with technological, operational and behavioral improvements in the century-old, automotive-based transport systems used around the world, rapid technological changes are occurring that could amount to a reset in outcomes for transport users.
Similar to Improving the Mobility of Children (20)
80+ HOCKEY HALL of FAME/TEMPLE de la RENOMMÉE du HOCKEY 80+ PRESENTED TO ROTA...Barry Wellar
80+ HOCKEY HALL of FAME/TEMPLE de la RENOMMÉE du HOCKEY 80+
PRESENTED TO ROTARY CLUB OF WEST OTTAWA, JUNE 16, 2015
BARRY WELLAR, BOARD OF DIRECTORS
80+ HOCKEY HALL of FAME/TEMPLE de la RENOMMÉE du HOCKEY 80+
wellarb@uottawa.ca
The Walking Security Index (WSI) project was approved in 1994 as an element of the Transportation Environment Action Plan (TEAP) of the Region of Ottawa-Carleton (changed to City of Ottawa in 2000) and the Walking Security Index (Final Report) was published in 1998. The Walking Security Index Pilot Study project was launched in 2000 and completed in 2002 One of the goals of TEAP was to encourage more trips by walking, and the primary mission of the WSI project was to design indexes which measure the levels of safety, comfort and convenience expected and experienced by pedestrians at intersections. The thesis of the WSI research was that indexes could be designed that provide scores on the performance of intersections from the perspective of safety, comfort, and convenience of pedestrians, and the scores could be arranged in rank order. Then, for public safety, quality of life, engineering, traffic, enforcement, maintenance, modification, health, or other purposes, the scores could be used to identify needed corrective actions at intersections rated from best to worst, o
GIS: Bringing Geography to the World & the World to Geography; Slide Presenta...Barry Wellar
The slide presentation for GIS: Bringing Geography to the World & the World to Geography, demonstrates the theme that GIS Day is a special occasion, whereby we express what we are thinking and doing in our GIS research, education, training, and applications activities. And, it is also is a time to set forth what we wish others would think about and do, such as providing answers to the question: “What contribution is Geography making to support and encourage the development and use of GIS technology and GIScience methods, techniques, and operations by governments, NGOs, business, researchers, academe, the media, and interest groups?” The impending Research Colloquium on Using the Retrospective Approach to Mine for GIS Nuggets is one such contribution by Geography to GIS. This GIS Day 2014 presentation includes a selection of figures and tables from several Colloquium papers which illustrate how Geography can contribute to both parts of the title, that is, GIS: Bringing Geography to the World and, GIS: Bringing the World to Geography.
Searching for GIS Nuggets: Mining Annual Reports by Canada’s Commissioner of ...Barry Wellar
The 2015 Retrospective Research Colloquium is designed in conjunction with plans for the follow-on 2016 Conference on Using the Retrospective Approach to Mine for GIS Nuggets. The focus of the Research Colloquium is on presentations which discuss why and how different kinds of literature and other sources could be mined for GIS nuggets serving one or more of the following missions: M1. Designing and developing geographic information systems technology; M2. Defining and elaborating geographic information science; and, M3. Using geographic information systems technology and/or geographic information science The Commissioner of Environment and Sustainable Development (CESD) is a Government of Canada oversight agency. CESD reviews and evaluates federal department and agency progress in developing and implementing strategies to serve and promote sustainable development (which applies to both the built and the natural environments); and, CESD also oversees the environmental petitions process involving citizens. This paper discusses CESD’s mandate, its annual Reports to Parliament, and the focus of the Reports on the importance of information which is to be collected and processed by federal departments and agencies, and then used to monitor and analyze environmental and sustainable situations and processes, as well as to direct and support policy, program, and strategy decisions, and to communicate with citizens on environmental and sustainable development challenges, opportunities, issues, options, and initiatives. The paper concludes that CESD Reports to Parliament are an important body of literature to be mined for GIS nuggets.
Abuse v. Care of Land, Water, and Air, 1990-2015: The Doomsday Map Concept a...Barry Wellar
This document discusses retrospectively mining popular literature from 1990-2015 for geographic information systems (GIS) insights using the concept of a "Doomsday Map". The Doomsday Map was proposed in the 1980s as a way to map and visualize the abuse of land, water, and air resources over time in order to persuade governments and businesses to change practices. The author argues that revisiting concepts like the Doomsday Map by analyzing how media discussed environmental issues can provide new ideas and uses for GIS technology. Newspapers are suggested as a good source since they were widely read. The goal is to identify insights that could help design GIS systems, advance GIS science, and apply GIS.
GIS: Bringing Geography to the World & the World to GeographyBarry Wellar
GIS Day is a special occasion, whereby we express what we are thinking and doing in our GIS research, education, training, and applications activities. And, it is also is a time to set forth what we wish others would think about and do, such as providing answers to the question: “What contribution is Geography making to support and encourage the development and use of GIS technology and GIScience methods, techniques, and operations by governments, NGOs, business, researchers, academe, the media, and interest groups?” The impending Research Colloquium on Using the Retrospective Approach to Mine for GIS Nuggets is one such contribution by Geography to GIS. This GIS Day 2014 presentation includes a selection of figures and tables from several Colloquium papers which illustrate how Geography can contribute to both parts of the title, that is, GIS: Bringing Geography to the World and, GIS: Bringing the World to Geography.
This document outlines five core questions on rail safety in Canada. It discusses the lack of readily available research and data on rail safety incidents which has hindered the ability to determine the causes of incidents and ways to prevent them. The document will develop five research questions aimed at improving the body of research and access to information on rail safety issues identified by various rail safety headlines. It establishes terms of reference from Transport Action Canada and Transport Canada documents to guide the design and content of the research questions.
The document is an introduction to a book titled "AutoCarto Six Retrospective" that commemorates the 1983 Sixth International Symposium on Automated Cartography. It provides details about the original symposium including that it was held in Ottawa, Canada from October 16-21, 1983 and included papers from various countries. It also describes the organization of papers from the original symposium into sections on keynote sessions, plenary sessions, general sessions, and special sessions. The introduction serves to provide background and context for the commemorative book that revisits papers from the original symposium 30 years later.
The document discusses the history and development of artificial intelligence over the past 70 years. It outlines some of the key milestones in AI research from the early work in the 1950s to modern advances in deep learning. While progress has been steady, fully general artificial intelligence that can match or exceed human levels of intelligence remains an ongoing challenge that researchers are still working to achieve.
Urisa 201STANDARD OF CARE AND E-DEMOCRACY INITIATIVES: Barry Wellar
This document summarizes Dr. Barry Wellar's presentation on how governments can meet their standard of care obligations through the use of geographic information systems (GIS) and e-democracy initiatives. It discusses how GIS can be applied to various government documents, data, and functions related to duty of care. It also provides examples of how failures to meet standard of care can impact government executives. The presentation aims to discuss policies and legislation around modernizing government processes with information technology, increasing expectations for GIS use, and integrating e-democracy practices.
STANDARD OF CARE AND E-DEMOCRACY INITIATIVES: LEGISLATIVE AND POLICY IMPACTSBarry Wellar
Barry Wellar’s presentation at the 2010 GIS-Pro Conference introduced the topic of governments using GIS to meet duty of care/standard of care obligations. During the 2011 GIS-Pro Conference, Sean McGrath reported on e-democracy activities designed to streamline the legislative process, reduce the paper burden, and significantly improve information exchanges between elected officials and citizens. This panel session builds on those foundations by discussing how information technology is modernizing the legislative process in different jurisdictions, how the availability of GIS is increasing the onus on governments to explicitly build GIS into their standard of care capabilities, and how e-democracy principles and practices are emerging as a core element of enterprise-wide computer-based communications systems in governments. This presentation summarizes the core arguments in the two standard of care papers given by Wellar (Wellar, 2010a, 2010b) at the 2010 URISA conference, and then discusses some of the policy and legislative impacts arising from and feeding into the fusion of GIS and e-democracy infrastructure and activities. The presentation should be of particular interest to: 1) elected and appointed members of the executive function responsible for incorporating standard of care obligations into the policies and legislative materials of local, provincial/state, and federal governments; and 2) managers and GISPs responsible for designing and implementing a GIS-based, e-democracy capability that achieves enterprise-wide inter-connectivity between duty of care and standard of care obligations and the modifications to policies or legislative documents and procedures that pertain to those care obligations.
Traffic Gridlock: A Bad, Mis-Leading Metaphor that Makes for Bad, Mis-Directe...Barry Wellar
In a previous publication, Traffic Gridlock: The Real Deal or a Pile of Nonsense?, I reported on a study which applied several research procedures to examine media stories and Google search items containing the terms “traffic gridlock” or “gridlock” implying traffic gridlock. The objective was to ascertain whether the media stories and Google items establish that traffic gridlock is a real deal matter, or whether the stories and items contribute to a pile of nonsense. The finding was that 99% of the stories and items belong in the nonsense pile.
And therein lies a puzzle: How is it that “traffic gridlock” enjoys considerable media and Google popularity, but little to no evidence demonstrating the occurrence of “traffic gridlock” accompanies the vast majority of stories and Google entries? In this report I explore one possible explanation, and the associated implication for public policy. That is, traffic gridlock” is a bad, mis-leading metaphor which has been accepted and promulgated by some parties as a truth for which no proof exists and none is needed. And, the associated cause-effect relationship that I comment on is that a bad, mis-leading metaphor is a bad, mis-directed basis for setting public policy.
To support this explanation I introduce the good metaphor “traffic blockage”, and use it as a means to discredit and dismiss the traffic gridlock metaphor which I believe erroneously distorts understanding the role of motor vehicle congestion in urban places, and obscures/confounds the appropriate ways and means of considering and addressing urban motor vehicle congestion. And, as per the initial paper, an invitation is extended to anyone who has traffic gridlock evidence: please call it to my attention at the earliest so that I can adjust my thinking and revise my papers.
Thoughts about a New Generation of U.S. Spatial Adjustments and the Implicati...Barry Wellar
The document discusses potential spatial adjustments in the United States and their implications. It outlines five themes: 1) Increased participation in more self-sustaining communities, 2) A demographic and economic shift from large cities to smaller towns, 3) Increases in rail freight and decreases in trucking, 4) Building an oil pipeline from Canada to the US, and 5) Limiting development in high-risk areas. For each theme, it provides more context and questions that arise. The overall document serves as an outline for a lecture on changes in US geography.
Traffic Gridlock: The Real Deal or a Pile of Nonsense?Barry Wellar
This document discusses the term "traffic gridlock" and whether it represents a real problem or is overused. It provides examples of statements about gridlock from media sources and notes they lack methodological backing. The document aims to determine if concerns about gridlock are valid or just assertions by examining if they can pass "real deal tests" involving questions about evidence, impacts, and solutions. It seeks to inform a discussion on sustainability and transportation by addressing this concept that often comes up in debates.
Transportation: Inspiring a Sustainability Action AgendaBarry Wellar
The slides in this presentation are for of a keynote address at the 2011 Sustainable Community Summit, Ottawa, Canada. My assignment is “To promote and guide discussion into the barriers and solutions associated with achieving the transportation element of a sustainable community.” As context for the discussion of barriers and solutions to achieving sustainable transport, I begin by explaining why I use “Inspire” in the title. I then list a dozen of my reports in which I examined various issues associated with sustainable transport, and another set of reports in which I previously discussed barriers and solutions to achieving sustainable transport in the City of Ottawa. The final context remark is to remind/inform attendees, and viewers of this presentation, of the ten reports from the project, Methodologies for Identifying and Ranking Sustainable Transport Practices in Urban Regions, which was undertaken for Transport Canada in 2008-2009. Emphasis then turns to two conditions which must be met in order to achieve the transportation component of a sustainable community. First, simultaneously reduce the number of trips made by private motor vehicles, and increase the number of trips made by walking, cycling, and transit. And second, actions are explicitly designed and methodologically implemented to increase transportation system flexibility. The presentation is concluded by a number of slides illustrating how the sustainability of a transportation system is determined by the combinations of transportation system outputs that are demanded by citizens, businesses, and government agencies, and the modes of transportation used by citizens, businesses, and governments to achieve those outputs. In the open forum to follow the presentation, Summit attendees will be asked for words of wisdom, guidance, and motivation to INSPIRE a sustainable transportation transformation across Ottawa, Ontario, and beyond.
Through policies, promises, pronouncements, agreements, advertisements, endorsements, pledges, and related statements, municipal governments endorse, support, exhort, encourage, promote, call for, and otherwise demonstrate a municipal “interest” in the use by pedestrians of such public transportation facilities as sidewalks, paths, bridges, roads, streets, highways, intersections, and crosswalks. However, during the course of using these facilities, pedestrians may be injured or even killed. The questions arise, therefore, as to: A) Whether failures by municipal governments to meet duty of care or standard of care obligations affecting pedestrians contributed to events causing the injuries or deaths; and B) Whether it may be appropriate to initiate legal action to seek redress. This presentation includes the following materials which may be instructive for pedestrians, pedestrians’ advocacy groups, and persons acting on behalf of pedestrians, who are giving consideration to playing the legal card: 1) An illustrative list of municipal and provincial documents with a legal aspect pertaining to pedestrians;2) Parameters of burden of care that
have been and are matters of political, social, methodological, and legal contention; 3) Municipal duty of care and standard of care materials and functions that have, could have, or should have implications for pedestrians; 4) Deaths, injuries, and other costs of burden of care failures that affect pedestrians – Results from newspaper searches done more than TEN years ago; 5) Basics of a duty of care/standard of care action? Simple arithmetic test; 6) Burden of care questions that are central to examination for discovery, expert witness reports, and evidence-in-chief and cross-examination activities: 7) Dealing with municipal failure to meet duty of care and standard of care obligations affecting pedestrians – Still want to play the legal card? The presentation is concluded by a selection of online materials dealing with various aspects of the duty of care and standard of care parameters examined during the Walking Security Index project, 1995-2002, and subsequent projects.
Geography Awareness Week 2010 and GIS Day 2010 CompetitionsBarry Wellar
Prior to 2010, the Department of Geography, University of Ottawa, hosted a poster competition among undergraduate and graduate students for GIS Day. In 2010, maps and photographs are added to include additional ways of representing geographic phenomena, and the competition is expanded to combine GIS Day with Geography Awareness Week. To assist in judging the entries, guidelines for evaluating maps, photographs, and posters were prepared by Barry Wellar, Professor Emeritus, University of Ottawa, and Past Chair, Geography Awareness Week, Canadian Association of Geographers. Initial responses to the guidelines by judges, faculty, and students suggest that the guidelines are very effective as a means to efficiently and fairly evaluate large numbers of geography-related exhibits in a short span of time, and are also useful as design frameworks and checklists for course outlines, research projects, publications, and term assignments.
The document discusses how to excel in GIS. It states that excelling in GIS means running with the big dogs through expert advice, hands-on involvement, leading publications and conferences, advancing research, and taking GIS to new levels. It also emphasizes reading materials from URISA to further your knowledge in GIS.
GIS AS A FACTOR IN STANDARD OF CARE DECISIONSBarry Wellar
Governments and businesses have duty of care and standard of care obligations. Failure to satisfy those obligations may result in complaints from citizens, clients, and shareholders, and actions involving civil or criminal litigation for negligence. This presentation outlines the materials presented during a session designed for Geographic Information System Professionals (GISPs) and other professionals responsible for: a) identifying and recommending the information contained in public and corporate documents; and b) obtaining and providing the information needed by governments and businesses to achieve duty of care and standard of care obligations contained in official documents, including charters, constitutions, by-laws, plans, ordinances, manuals, maps, surveys, and reports. The presentation was given in a special session at the 2010 GIS-PRO Conference, Urban and Regional Information Systems Association (urisa.org).
GIS technology and applications are increasing the quality and quantity of spatial data available to governments, businesses, and institutions, and are also creating new opportunities and challenges to meet duty of care and standard of care obligations. This paper reports on the materials used in a special session designed for elected officials and managers who are responsible for: a) deciding the geographic information content of duty of care and standard of care documents (e.g., laws, by-laws, policies, plans, programs, budgets, manuals); b) directing professional and technical personnel who provide the information (e.g., data, studies, files, records, maps, surveys, and reports) needed to ensure that legal and other duty of care and standard of care obligations are achieved; and c) approving the budget and work program envelopes containing the GIS technology and applications capabilities. The presentation was given at the 2010 GIS-PRO Conference, Urban and Regional Information Systems Association (urisa.org).
How Barcodes Can Be Leveraged Within Odoo 17Celine George
In this presentation, we will explore how barcodes can be leveraged within Odoo 17 to streamline our manufacturing processes. We will cover the configuration steps, how to utilize barcodes in different manufacturing scenarios, and the overall benefits of implementing this technology.
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إضغ بين إيديكم من أقوى الملازم التي صممتها
ملزمة تشريح الجهاز الهيكلي (نظري 3)
💀💀💀💀💀💀💀💀💀💀
تتميز هذهِ الملزمة بعِدة مُميزات :
1- مُترجمة ترجمة تُناسب جميع المستويات
2- تحتوي على 78 رسم توضيحي لكل كلمة موجودة بالملزمة (لكل كلمة !!!!)
#فهم_ماكو_درخ
3- دقة الكتابة والصور عالية جداً جداً جداً
4- هُنالك بعض المعلومات تم توضيحها بشكل تفصيلي جداً (تُعتبر لدى الطالب أو الطالبة بإنها معلومات مُبهمة ومع ذلك تم توضيح هذهِ المعلومات المُبهمة بشكل تفصيلي جداً
5- الملزمة تشرح نفسها ب نفسها بس تكلك تعال اقراني
6- تحتوي الملزمة في اول سلايد على خارطة تتضمن جميع تفرُعات معلومات الجهاز الهيكلي المذكورة في هذهِ الملزمة
واخيراً هذهِ الملزمة حلالٌ عليكم وإتمنى منكم إن تدعولي بالخير والصحة والعافية فقط
كل التوفيق زملائي وزميلاتي ، زميلكم محمد الذهبي 💊💊
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A Free 200-Page eBook ~ Brain and Mind Exercise.pptxOH TEIK BIN
(A Free eBook comprising 3 Sets of Presentation of a selection of Puzzles, Brain Teasers and Thinking Problems to exercise both the mind and the Right and Left Brain. To help keep the mind and brain fit and healthy. Good for both the young and old alike.
Answers are given for all the puzzles and problems.)
With Metta,
Bro. Oh Teik Bin 🙏🤓🤔🥰
Temple of Asclepius in Thrace. Excavation resultsKrassimira Luka
The temple and the sanctuary around were dedicated to Asklepios Zmidrenus. This name has been known since 1875 when an inscription dedicated to him was discovered in Rome. The inscription is dated in 227 AD and was left by soldiers originating from the city of Philippopolis (modern Plovdiv).
Andreas Schleicher presents PISA 2022 Volume III - Creative Thinking - 18 Jun...EduSkills OECD
Andreas Schleicher, Director of Education and Skills at the OECD presents at the launch of PISA 2022 Volume III - Creative Minds, Creative Schools on 18 June 2024.
THE SACRIFICE HOW PRO-PALESTINE PROTESTS STUDENTS ARE SACRIFICING TO CHANGE T...indexPub
The recent surge in pro-Palestine student activism has prompted significant responses from universities, ranging from negotiations and divestment commitments to increased transparency about investments in companies supporting the war on Gaza. This activism has led to the cessation of student encampments but also highlighted the substantial sacrifices made by students, including academic disruptions and personal risks. The primary drivers of these protests are poor university administration, lack of transparency, and inadequate communication between officials and students. This study examines the profound emotional, psychological, and professional impacts on students engaged in pro-Palestine protests, focusing on Generation Z's (Gen-Z) activism dynamics. This paper explores the significant sacrifices made by these students and even the professors supporting the pro-Palestine movement, with a focus on recent global movements. Through an in-depth analysis of printed and electronic media, the study examines the impacts of these sacrifices on the academic and personal lives of those involved. The paper highlights examples from various universities, demonstrating student activism's long-term and short-term effects, including disciplinary actions, social backlash, and career implications. The researchers also explore the broader implications of student sacrifices. The findings reveal that these sacrifices are driven by a profound commitment to justice and human rights, and are influenced by the increasing availability of information, peer interactions, and personal convictions. The study also discusses the broader implications of this activism, comparing it to historical precedents and assessing its potential to influence policy and public opinion. The emotional and psychological toll on student activists is significant, but their sense of purpose and community support mitigates some of these challenges. However, the researchers call for acknowledging the broader Impact of these sacrifices on the future global movement of FreePalestine.
This document provides an overview of wound healing, its functions, stages, mechanisms, factors affecting it, and complications.
A wound is a break in the integrity of the skin or tissues, which may be associated with disruption of the structure and function.
Healing is the body’s response to injury in an attempt to restore normal structure and functions.
Healing can occur in two ways: Regeneration and Repair
There are 4 phases of wound healing: hemostasis, inflammation, proliferation, and remodeling. This document also describes the mechanism of wound healing. Factors that affect healing include infection, uncontrolled diabetes, poor nutrition, age, anemia, the presence of foreign bodies, etc.
Complications of wound healing like infection, hyperpigmentation of scar, contractures, and keloid formation.
1. Improving the Mobility of Children
Slide Presentations and Discussant Comments
Paper Sessions 1 and 2
2007 Annual Meeting
Association of American Geographers
San Francisco, CA, April 17-21
Sponsorships:
Applied Geography Specialty Group
Transportation Geography Specialty Group
Urban Geography Specialty Group
Organizers:
Selima Sultana - University of North Carolina-
Greensboro
Barry Wellar - Wellar Consulting, University of Ottawa,
and Transport 2000 Canada
Session Description: In car-oriented cultures the mobility of
children has seriously declined, with major impacts for both
them and their families. Children are at risk from lack of safe
pedestrian and bicycle travel in auto-dominated transport
systems, as well as suffering from the air pollution produced by
these systems. Families with children face serious transport
challenges as children often have to be driven everywhere: to
schools, after-school activities, day-care, friends' homes,
recreation locations, etc. Through an excessive propensity by
adults to drive, children are exposed to values that will
increase the difficulty of achieving sustainable transport
systems which are based on trips by walking, cycling and
transit. This two-part session is intended to stimulate research
on children's transportation for the present and in the future.
2. Slide Presentations
Paper Session 4238:
Improving the Mobility of Children I
1. Barry Wellar. Adapting Walking Security Index Concepts
and Procedures to Serve and Promote the Mobility of Children
2. Tracy McMillan, Allison Phillips. Cultural Comparison of
Caregiver Decision-Making on Children's School Travel
3. Anne Hurni. A Good Place to Bring up the Kids;
Investigating Neighbourhood Effects on Children’s
Development in Sydney, Australia
Paper Session 4338:
Improving the Mobility of Children II
4. Susan Wurtele, Jillian Ritchie. Transportation
Infrastructure Improvements and Children's Mobility:
Promoting Successful Transition from Busing to Walking and
Cycling
6. Selima Sultana. The Journey to School by K-12 Children:
Why Fewer Children are Riding the School Bus?
6. Discussant: Barry Wellar
3.
4. Adapting Walking Security Index Concepts and Procedures to
Serve and Promote the Mobility of Children
Abstract
The Walking Security Index (WSI) project was approved in 1994 as an element of the
Transportation Environment Action Plan of the Region of Ottawa-Carleton. During the design
phase (1995-1998) ten indexes were developed to measure the levels of safety, comfort and
convenience expected and experienced by pedestrians at intersections. In the pilot study
phase (1999-2002) three macro indexes were tested for operationality. Over the course of the
project more than 25 documents were published, including Perspectives on Pedestrian Safety
(1995), Walking Security Index (1998), Newspapers as a Source of Fact and Opinion on
Pedestrians’ Safety, Comfort and Convenience (2000), and Walking Security Index Pilot Study
(2002).
In this presentation the origins of the WSI project are briefly summarized, and the index
formulation processes for the Intersection Volume and Design Index (IVDI), the Quality of
Intersection Condition Index (QICI), and the Driver Behaviour Index (DBI) are outlined.
Consideration is then given to how each of the macro indexes (IVDI, QICI, and DBI) can be
used directly or modified to explicitly represent the interests of children in road and
intersection designs and operations, and in motor vehicle safety and enforcement programs.
The presentation is concluded by discussing how the indexes can be applied by parents and
advocacy groups, as well as by law enforcement, planning engineering and other agencies, to
ensure that the levels of convenience, comfort and safety experienced by children while
walking or biking exceed those of private motor vehicle operators, and thereby actively serve
and promote the mobility of children.
Keywords: transportation, mobility, walking security index, children
Slide 1
5. About the Walking Security Index (WSI) Project
The WSI project was initiated in 1994, and the phase funded by the Region of Ottawa-
Carleton/City of Ottawa was completed in 2002. Since 2002 WSI project activities
include advising active transportation advocates, publishing journal and proceedings
articles, making presentations and holding workshops on index design, testing and
implementation, commenting on thesis proposals, providing media commentary on
issues related to pedestrians’ safety, comfort and convenience, providing opinions and
expert witness testimony on civil and criminal matters related to pedestrians’ safety,
investigating conflicts between vehicle operators and pedestrians, and exploring the
relationship between transportation infrastructure, area planning and children’s mobility.
Hardcopy publications from the WSI project are available from various libraries and
government agencies in Canada, the United States, and abroad. A limited number of
reports from the design phase of the WSI project are available for sale at cost to
individuals and organizations, and a limited number of reports from the pilot study
phase are available for sale to public libraries or other open-access organizations.
Inquiries about WSI publications should be sent to B. Wellar: wellarb@uottawa.ca.
Readers who wish to learn more about the Walking Security Index are directed to the
following websites: aix1.uottawa.ca/~wellarb/; wellarconsulting.com/;
geomatics.uottawa.ca/wellarweb/home.htm; www.pedestrian.org;
fhwa.dot.gov/environment/sidewalk2/sidewalks2ah.htm
Slide 2
6. About Barry Wellar and the WSI Project
The WSI project was presented in 1994 as a research proposal to be
undertaken as part of the Transportation Environment Action Plan,
Region of Ottawa-Carleton. Barry Wellar was Principal Investigator for
the Walking Security Index project, and Director of the Walking
Security Index Program while Professor, Department of Geography
and Environmental Studies, University of Ottawa. Upon retirement in
2005 he formed Wellar Consulting Inc., and was appointed
Distinguished Research Fellow in 2006 by Transport 2000 Canada Dr.
Wellar is a Member of the Canadian Association of Geographers, and
the Canadian Institute of Planners, and is a Registered Professional
Planner (RPP). His research on the Walking Security Index has been
referenced in successful applications to have him qualified as an
expert witness in civil trials involving pedestrians’ safety.
Slide 3
7. Index Design Guiding Principle:
Apply a Reality Test to Potential Variables
Variable Evaluation Criteria Used to Design and Assess
Walking Security Index Research
General Particular
Support
Enforceability
Pertinence
Data Availability
Degree of Difficulty
Slide 4
8. Intersection and Volume Design Index (IVDI)
IVDI = V1 • V2 • V3 • V4 • V5 • V6 • V7 • V8
where,
V1 = number of passenger car equivalents2/hour
V2 = number of pedestrians/hour
V3 = number of lanes rating
V4 = number of turn lanes by type rating
V5 = intersection geometry rating
V6 = intersection slope rating
V7 = direction(s) of traffic flow rating
V8 = number of channels adjacent to intersection rating
Slide 5
9. Applying the Indexes: Illustrative Comments on the IVDI
The largest IVDI number identifies the “Intersection from
Hell”, relatively speaking, in terms of design, size and
vehicle volumes. Simply put, the larger the IVDI number
the less likely that an intersection would be deemed
‘pedestrian friendly’. That is, as the IVDI number
increases, the safety, comfort and convenience of
pedestrians decreases, and to varying degrees so does
children’s mobility.
Slide 6
10. Applying the Indexes: Illustrative Comments on the IVDI
The IVD Index can be used in engineering studies, collision studies,
pedestrian movement studies, and numerous other kinds of studies to identify
and modify structural or functional features of intersections that directly affect
the levels of safety, comfort and convenience experienced by children when
crossing an intersection.
For example, the IVDI formulation can be used to estimate what an
intersection will “look like” after a widening. This estimate can then be
matched against existing IVDIs to point which out intersections the widened
intersection will most resemble should the widening proceed.
Conversely, the variables that comprise the IVDI can be manipulated to reveal
the changes to the physical design, or to the amount and type of vehicular
traffic, that are necessary to achieve an IVDI score that approximates the
number calculated for an intersection that receives a “thumbs up “ from
children.
Slide 7
12. Applying the Indexes: Illustrative Comments on the QICI
It appears that the WSI research was the first in Canada to have
serious regard for the fact that there are usually four quadrants to an
intersection.
The QICI can be tailored to meet the travel patterns of children by
focusing on all quadrants, or particular quadrants, when looking for
conditions that affect children’s use of intersections.
Slide 9
13. Applying the Indexes: Illustrative Comment on the QICI
There are 18 variables in the QICI. Most if not all of them affect
children’s mobility. Time allows me to comment on one of them.
The variable ‘Stop bar painted and signed’ represents a narrow strip
of paint, and sometimes but not always there is a posted sign
beside the road pointing to the stop bar location. The sign is
especially important in locations where snow may cover the painted
bar. In the Ottawa research it was confirmed that the vast majority
of stop bars are too close to crosswalks, and especially crosswalks
near schools. It is our finding that stop bars should be at least six
metres from a crosswalk, and that a posted sign is required because
many drivers do not seem able to grasp that a stop bar is not always
located one metre from a crosswalk.
Slide 10
14. Driver Behaviour Index
Driver Behaviour Index = ALI + RLI + FTYI
P P P
where,
ALI = amber-light incidents per phase,
P
RLI = red-light incidents per phase,
P
FTYI = fail-to-yield incidents per phase.
P
Slide 11
15. Fitting the DBI to Serve Children’s Mobility:
Zero Tolerance for Running the Red
For DBI fieldwork purposes, we modified the official version slightly, so
that a red-light incident is deemed to occur if either of the following
events is observed:
• for left turns and straights, vehicles cross the stop bar after the red
shows;
• for right turns on red, vehicles do not come to a full stop before the
stop bar.
This tight definition not only serves field work purposes, it also removes
the large forgiveness factor that is currently available to aggressive
drivers.
Slide 12
16. Fitting the DBI to Serve Children’s Mobility:
Zero Tolerance for Running the Amber
For DBI fieldwork purposes, we again slightly modified the official
version, so that an amber-light incident is deemed to occur if either of
the following events is observed:
• for left turns and straights, vehicles cross the stop bar after the
amber shows;
• for right turns on amber, vehicles cross the stop bar after the amber
shows.
This tight definition not only serves field work purposes, it also removes
the large forgiveness factor that is currently available to aggressive
drivers.
Slide 13
17. Fitting the DBI to Serve Children’s Mobility:
Zero Tolerance for Failure-to-Yield
For DBI fieldwork purposes, a failure-to-yield incident is deemed to have
occurred if any of the following [nine] events are observed:
1 Vehicle blocks crosswalk when pedestrian signal in walk mode.
2 Vehicle unable to clear intersection before start of pedestrian signal.
3 Vehicle enters crosswalk when pedestrian in lane or about to enter lane.
4 Vehicle accelerates to “beat” pedestrian to crosswalk.
5 Vehicle fails to slow to allow pedestrian to enter crosswalk.
6 Vehicle causes pedestrian to stop or change direction to avoid collision
in crosswalk.
7 Vehicle causes pedestrian to delay entering crosswalk.
8 Vehicle changes lanes to cut in front of or behind pedestrian.
9 Vehicle fails to stop before reaching the stop bar.
Slide 14
18. Applying the Indexes: Illustrative Comments on the DBI
A total of thirteen variables (two for reds, two for ambers, and
nine for fail-to-yield) were considered when formulating, testing
and refining the DBI. The variables are fully discussed in the
project reports, as are the procedures for calculating index
scores and rankings. As a result, and in the interests of time, my
focus here is on presenting an indicative selection of operations,
enforcement, engineering, political, legal, and other initiatives
that DBI scores and rankings would point to as means to improve
the safety, comfort and convenience, and hence the mobility, of
children as pedestrians.
Slide 15
19. Applying the Indexes: Illustrative Comments on the DBI
1 The DBI is an exceptional means for police services to prioritize
the assignment of officers, photo radar and/or red-light cameras at
intersections or quadrants to deal with motor vehicle operators
who put children at risk.
2 Beginning with the intersections with the worst DBI rankings, photo
radar and red-light cameras should be installed at all signalized
intersections proximal to schools, libraries and other facilities that
attract children as pedestrians. In school zones, infractions should
entail triple-rate fines and license suspensions. This
recommendation is consistent with the Zero-Tolerance-No
Exceptions argument about how to deal with aggressive drivers
and their impact on vulnerable road users.
3 Crossing times at intersections proximal to schools and other high-
use children destinations should be set at the walking speeds of
children.
Slide 16
20. Applying the Indexes: Illustrative Comments on the DBI
4 Parents and community groups should make it a publicized practice
to obtain monthly reports from police departments on citations issued
for such offences as speeding, illegal lane changes, tail-gating, failure
to stop before stop bar, crosswalk violations, illegal window tints, and
failure to execute a complete stop near schools, libraries, parks and
other locations frequented by children as pedestrians.
5 Parents and community groups should conduct their own surveillance
of quadrants and intersections, compile their own records of violations,
and develop their own DBI scores. This body of information is valuable
when evaluating law enforcement and traffic engineering performance
on a quadrant-by-quadrant or intersection-by intersection basis. In
addition, this body of information would no doubt be exceedingly
valuable should a legal situation arise involving a vehicle-child collision
and lines of questioning in regard to the “effectiveness” of an
enforcement program, and/or the conduct of traffic engineers, planners,
or other professionals charged with providing safe passage for children.
Slide 17
21. Acknowledgements
Assistance from Sam Herold, Laboratory for Applied Geomatics
and Geographic Information Systems Science (LAGGISS),
Department of Geography, University of Ottawa, in preparing the
PowerPoint presentation is gratefully acknowledged.
In addition, I wish to thank Transport 2000 Canada officials and
members for supporting my research and publication activities as
Distinguished Research Fellow, and I want to express my
appreciation to the many individuals and groups who have
contributed support, ideas and encouragement for my work on
the Walking Security Index, sustainable transport, and other
transportation topics.
Slide 18
22. Cultural comparison of
caregiver decision-making
on children’s school travel
Tracy E. McMillan, PhD, MPH
University of Texas at Austin
pph partners
23. Youth school travel
Significant reduction in non-motorized travel to
school in recent decades
– Walking represents only 13% of trips
– Private vehicles make up over 50% of trips
Why?
– Plethora of associations such as…
Physical environment: distance to school
Household constraints: time, convenience
Caregiver attitudes: perceptions of traffic, personal security,
convenience
Child attitude: desire to walk/bike
Social/cultural: country of birth
24. Health issues
Significant increase in prevalence of overweight
in youth since ’60s
– In 1999, over 15% of youth aged 6-19 overweight
Health disparities masked in this overall figure
– Highest prevalence in Mexican-American and non-
Hispanic black adolescents
Trip to school important physical activity
opportunity
– Contributes to overall amount of physical activity/day
– Youth traveling to school by active means are more
active overall
25. Programming/policy reactions
Safe Routes to School
– Encouragement of safe & active travel to school
– Several local and state-level programs since late
1990’s
– National program funded in 2005
Increase in research funding
– Robert Wood Johnson Foundation
Active Living Research/Active Living by Design
Recent announcement of $500 million investment in
childhood obesity
Population-specific/sensitive programming? Not
much yet
26. Methods
Qualitative research
– Two Central Austin elementary schools selected based
on demographics & interest
– Caregiver recruitment via flyers sent home in child
folder, parent listserv and local advocacy group
– Participants had to live within walking distance of the
school
– Interviews (non-Hispanic caregivers) & focus groups
(Hispanic caregivers)
28. Participants
11 interviews with White/Black caregivers
– 10 moms, 1 dad
– Represented 15 children aged 4-9, 6 males/9
females
2 focus groups with Hispanic caregivers
– 10 caregivers overall: 6-7 moms, 1 dad, 1
grandmother, 1 adult sister
– Represented 19 children aged 4-12, 10
males/6 females/3 unknown
29. School travel
White/Black Hispanic
– Mode: – Mode:
8 driven by caregiver 9 walked
2 walked 1 driven
1 alternated between – No variation in travel from
walk/bike/drive morning to afternoon
– Some driven in morning – All accompanied by adult
walk in afternoon
– All accompanied by adult
– No carpooling in morning,
some in afternoon
30. Mode: Choice vs. Necessity?
White/Black Hispanic
– 7 reported mode was – All reported that mode was
necessity (all HH that a necessity, not a choice
drive) – Why? No car to drive,
– 3 reported choice (HH that traffic safety (one family
walk or bike) that drove in this group)
– 1 commented:
“initially I would say
necessity but really…if I
really think about it, it’s
probably more of a choice
because we do live very
close to the school and
could easily get up a little
earlier a walk, instead of
driving…”
– Why? Time, convenience,
too much to carry
31. When asked a different way…primary
factors influencing mode decision
White/Black Hispanic
– Driving caregivers – Driving caregivers
Traffic safety Traffic safety
Personal safety/security – Walk caregivers
Time/convenience No car
Materials to carry
– Walk/bike caregivers
Proximity
Weather
Like walking for
exercise &
environmental reasons
32. Traffic safety conditions
White/Black Hispanic
– Traffic speed – Lots of traffic, heavy
– Traffic volumes near around school
the school – Lack sidewalks in
“It’s crazy” places
Traffic in front of – Speed: “people do
school…it’s tend to go over 20
tremendous”
mph sometimes”
– Poor crossings
– Sight lines
– No crossing guard
– 2-3 crossing guards at
– Inattentiveness of this school
drivers
– No sidewalk on main
road to school
33. Personal safety comments
White/Black Hispanic
– “safe as it can be and still – “people you don’t know,
be normal” worse than when we grew
– “fairly safe” up—transients, drug
– Caregivers generally felt dealers, former convicts &
safe, given neighborhood squatters”
location, and felt general – “Drugs in the neighborhood
safety for children, but are a problem”
keep them close by – “It is safe”
“certainly not the level (of – Responses the same
safety) that existed when whether asking about own
I was a child where…you’d personal safety or child’s
leave on a summer day in
the morning and not
return until night”
34. “What do others think/would think about
your child walking/bicycling to school?”
White/Black Hispanic
– Mixed responses – “It isn’t good, there can be
9 felt folks would be fine if problems crossing the
child was walking with an street”
adult/not alone – “that something is wrong
2 felt friends & family with the parents of the
would not agree with it child…no reason for a small
– “I don’t think they would child to be alone”
care. That has to be my – Worried they would get hit
responsibility” by a car
– “They get kudos for riding”
– “I have in the back of my
head sometimes this
feeling of guilt that we’re
not making that walk more
often”
35. Age, sex & independent travel
White/Black Hispanic
– Generally 10-12 years – Age: 16-17 and up
old/6th grade “Not at any age”
“I’m a little old-
fashioned; I say like 12”
– Sex of child?
– Some felt older (15-
Some felt concern
16)
would be same no
“…nature of the time matter gender,
we live in” others felt greater
– Sex of child? concern for female
Influenced decision of
some, but not all
36. Then and now…
White/Black Hispanic
– 7 caregivers walked to – All walked to school
school – “Before you would do
– 4 were driven (private something & they would
vehicle or bus) tell your mom. Neighbors
– Pace of life different now, looked after each other”
overall seemed safer then, – “Life is fast now”
media—hear more – “Children have more
(“whether it occurs more opportunities, choices”
frequently now, I have no – “Then, if someone
idea”), wasn’t as concerned approached, you would run
then about child safety, or fight. Now kids panic,
just seems less safe now are fearful of people
getting aggressive”
37. Conclusions
Cultural differences
– Variations in travel mode & reasons behind it
– Personal safety/security in neighborhood
– Age of independent travel
– What would others think?
Cultural “sameness”
– Traffic conditions in neighborhood
– Sex differences in independent travel
– Feelings about change in conditions over time
Policy/programming implications?
38. A good place to
bring up the
kids?
Urbanism, transport
and child development
in Sydney
Anne Hurni
39. Child development
Children’s health and wellbeing in early life has lifelong
effects that result from interactions between biological
development, and social, cultural and environmental
circumstances (Wadsworth and Butterworth, 2006)
Children’s lives and livelihoods in different locations and at
different spatial scales are shaped by a complex array of
factors changing over time and space.
40. The role of transport
‘Transport’ is used as a
shorthand term for
passenger transportation,
broadly conceived as the
systems, networks, modes
and services that are
available within a given
locality. This includes the
infrastructure for
pedestrians, cyclists and
motorists, but also the
availability of public
The research aims to investigate the transport, (mass transit)
degree to which the transport provision and community transport
enables or constrains the mobility of (para-transit
children and their accessibility to a
range of activities and services that
comprise and differentiate their
everyday lives.
41. Mobility Accessibility Connectivity
Connectivity Learn
Work
Play
Mobility Accessibility
Engage
Create
Transportation
Share
Social outcomes Spatial patterns
42. Children’s mobility
Ability Mode Range
Children’s mobility, expands
and changes as they grow.
Their physical ability,
modes of travel and spatial
range develop, alongside
their health, skills and
learning, from their first
steps in their home to their
travels into their local
communities and beyond as
they develop competence,
confidence and
independence.
Competence Confidence Independence
43. Urbanism: the Radburn design
Mt Druitt, Blacktown
Early ideas about residential
planning developed in the
USA , such as the Radburn
design, were adopted in urban
expansion in western Sydney
in the 1960s and 70s, creating
car dependency in higher
income areas and transport
disadvantage in lower income
areas.
44. Urbanism and child development
1946 2006
A planning fundamental to separate Research on ‘sprawl’ and public health
harmful industrial sites from (such as Frumkin, Frank and Johnson
residential areas characterised the 2004) have prompted planners and
twentieth century low density developers to promote higher density
suburban developments in Sydney. living as the ‘new vision for housing’
45. Urban development in Sydney
Urban development in
Sydney followed rail
network until the 1960s.
Blacktown,
experienced rapid
urban expansion, w
n
has largest number k to
a c
of children in Bl
Sydney, is very
socially, culturally
diverse and has a
mixture of urban
form and density.
47. Pedestrian casualty rate: Casualties aged 0-16
years per 1,000 population
Child
pedestrian
casualty rate is
as much as
three times
higher.
Simple
deterministic
approaches to
planning are
inadequate for
complex inter-
relationships
48. Sydney suburbs: socioeconomic status
“Poor social and economic circumstances are the greatest threat to children’s growth”
M.Flood (2004)
50. Blacktown suburbs: child development
In localities
which have the
same low SES
there are
variations in
child
development
outcomes that
suggest factors
in physical
environment
can influence
outcomes, eg
Emerton
compared to
Shalvey
51. Blacktown: local connectivity
BMX
Track
Emerton
Swimming
Centre Qualitative research can help explain
why differential outcomes emerge at
local scale and what might be the
important transport links that can
support healthy child development.
52. Conclusion
Children’s mobility and accessibility is enabled or
constrained by their social and physical
environments
Children’s range of mobility and levels of
accessibility may influence their developmental
outcomes
Child-centred “connectivity” focuses on the
networks, passages and infrastructures that enable
their mobility and accessibility
53. Transportation Infrastructure
Improvements and Children’s Mobility:
using maps to support the transition
from busing to walking and cycling
paper presented to the AAG Annual Meeting,
San Francisco, April 2007
by
Susan Wurtele, Department of Geography, Trent University
and
Jill Ritchie, Peterborough County-City Health Unit
54. Relative Location of Peterborough, Ontario, Canada
Source: http://www.2ontario.com/
58. Expected Impact of Changes to Busing
School B: Current Mode of Travel to School
School A: Current Mode of Travel to School
Walk/Bike Other, 1% Walk/Bike
Other, 2%
11% 28%
Car, 31%
Car, 32%
School School
Bus, 55% Bus, 40%
School A Mode of School B
Travel
(# of students) (# of students)
Current Expected Current Expected
29 38 Walk/Bike 106 151
153 80 Bus 157 60
+ 63 + 50
87 150 Car 118 168
5 6 Other 4 6
274 274 Total # 385 385
School A: Impact of Changes to Busing School B: Impact of Changes to Busing
(assuming proportion of Walk/Bike and Car (assuming proportion of Walk/Bike and Car Mode
Mode remains constant) remains constant)
Other, 2% Walk/Bike Other, 2%
Walk/Bike
14% Car, 43% 39%
School School
Car, 55%
Bus, 29% Bus, 16%
67. Aerial Photograph Showing Schools and Their Surrounding Community
RIDEAU
CRES
HUMBER
OTONABEE
School B VALLEY
PUBLIC
KIWANIS
PARK
HIGHLAND PARK
HIGHLAND PARK
CEMETERY
CEMETERY
DENNE
CRES. PK
ST.
PATRICK'S
SEPARATE
School A
0 500 m
68. Busing Policy, by School Board
Average Minimum Busing Distance
Average Age (years)
Age (years) (between home and school)
Catholic School Board 1 (School A)
Grades: Junior Kindergarten - 3 4–8 1.0 km 0.62 miles
Grades: 4-8 9 – 13 1.6 km 1.0 miles
Grades: 9-12 14 – 18 3.2 km 2.0 miles
Public School Board 2 (School B)
Grades: Junior & Senior Kindergarten 4–5 1.0 km 0.62 miles
Grades: 1 - 8 6 – 13 1.6 km 1.0 miles
Grades: 7 & 8 (stand-alone middle schools) 12 – 13 2.4 km 1.5 miles
Grades 9 - 12 14 – 18 3.2 km 2.0 miles
1 Peterborough,Victoria, Northumberland
& Clarington Catholic District SB
2 Kawartha Pine Ridge District SB
69. Survey Responses to Question asking:
What would make it easier for your child(ren) to walk or
bike to school?
70. The Journey to School by K-5 Children: Why
Are Fewer Children Riding The School Bus?
Selima Sultana
Department of Geography
UNC-Greensboro
AAG 2007 at San Francisco
Acknowledgment
This research was supported by the University Summer Research Excellence Award
71. Why does it matter how kids get to
School?
According to The National Academy of Sciences
and the U.S. Department of Transportation
(2007) school buses are:
Safest form of transportation for students
Reduce Traffic
Beneficial to Environment
Economic ($5,774.28 per year) and time (740 hours
per year) benefits to parents
72. Background
Trends in school siting are paralleling the trend toward
increasingly spread out urban development, commonly
known as sprawl.
School location has been a very important factor regarding
school travel behavior in children (Collins et al., 2001).
I suspect, low-density siting has clear impacts on childrens’
bus travel time and mode choices to school, just as
researchers (e.g. Sultana and Weber, 2007) have found
people who live in low density peripheral areas travel longer
to work.
73. Background
How school bus services are operating under these circumstances are not
known, and nor are the effects on children’s school trip time.
McMillan (2005) pointed out that there is a scarcity in the literature on urban
form’s influence on children’s travel, particularly for school.
The Maine State Planning Office (1997) has found that although student
enrollment dropped by 27,000 between 1970 and 1995, school busing costs
rose from $8.7 million to over $54 million during that same period because
of changing land use patterns.
Another finding (McMillan 2007) reveals that urban form is important but
not the sole factor that influences school travel mode choice.
74. Background
• “…an easy way to save millions of dollars:
consolidate yellow school bus routes so NYC
was no longer paying for buses for hundreds, if
not thousands, of children who never actually
rode them (NYT, Feb 1, 2007).”
75. Research Questions
1. Do children who live in low density school catchment areas
tend to have a longer bus ride to school than children who
live in high density urban school catchment areas?
2. How do bus routes affect the school trip length of children?
3. Are children who live in low-density peripheral school
catchment areas more likely to be driven to and from school
by their parents than ride a school bus?
76. Study Area: Guilford County Schools
• This research
examines Guilford County
these issues in
the Guilford
County School
District, North
Carolina
77. Data
Digital Student Enrollment Records 2006
Home address
Bus stop and time to be picked up
Digitized School Catchment Area Maps
Census Tiger Files
Survey of Parents for Selected Elementary
Schools
78. Distribution of Students in Study, 2006
*Elementary
students that
ride A.M. bus
to schools
selected for
this study.
Source: Guilford County
79. Selected Elementary Schools and Number of
Students Assigned to AM Bus, 2006
Characteristics Total Percent Total
Students Students Schools
Students Assigned to AM Bus 39,665 55 60
Students NOT Assigned to AM bus 32,972 44
Selected Number of Elementary 12,138 17 24
Schools geocoded
Selected Schools Assigned to AM Bus 8,152 67
Assigned Students’ successfully 7,927 97
geocoded for selected schools
Students from selected school NOT 3,986 33
assigned to AM Bus
Source: Guilford County Schools
82. Average Travel Time By School (student)*
*Based on
average
travel time
of individual
students.
Shown in
standard
deviation.
Source: Guilford County
83. Average Travel Time By School (stop)*
*Based on
average
travel
from each
stop.
Shown in
standard
deviation.
Source: Guilford County
84. Average Bus Route Time By School*
*Based on
the average
total travel
times of AM
bus routes
for schools
selected for
study.
Source: Guilford County
85. Number of Bus Routes by School*
*Based on
the total
number of
AM bus
routes to
schools
selected for
study.
Source: Guilford County
86. Number of Stops Per Route by School*
*Based on the
number of
stops
scheduled per
route for each
school in
study.
Source: Guilford County
87. Spearman’s Correlation Coefficients for Students’ Average
Travel Time and Associated Variables, 2006
Percent Percent
Students Students Number Number Population
Assigned NOT of of Routes Number of Density by
Total for AM Assigned to Students by Bus Stops Students School
Students Bus AM Bus per Stops School per Route per Routes Districts
Average Travel
-.138 -.104 .104 -.351(*) -.167 .505(**) .102 -.650(**)
Time by Students
Average Travel
-.153 -.110 .110 -.310 -.158 .445(*) .076 -.588(**)
Time by Stops
Average Travel
-.238 -.011 .011 -.543(**) -.136 .579(**) -.044 -.588(**)
Time by Routes
Total Students
.148 -.148 .033 .830(**) .213 .121 -.352(*)
Percent Students
Assigned to AM -1.000(**) .057 .409(*) .100 .294 -.121
Bus
Number of Students
per Stops -.178 -.691(**) .559(**) .393(*)
Number of Routes
by School .163 -.231 -.287
Bus Stops per Route
.112 -.697(**)
N 24 24 24 24 24 24 24 24
** Correlation is significant at the 0.01 level (1-tailed).
* Correlation is significant at the 0.05 level (1-tailed).
88. Choosing 5 Schools for Parental Survey
Summerfield
Irving Park
Oak Ridge
Claxton
Sternberger
Source: US Census, Guilford County School
89.
90. 1= <1/2 Mile; 2= ½ to <1 Mile; 3= 1 to <2 Miles; 4= 2 to <5 Miles; 5= 5 to <10 Miles
91. 1 3
1= School Bus; 2= City Bus; 3= Family Car; 4= Carpool; 5=Vanpool; 6=Walk; 7=Bike; 8=Other
92. Reasons for not allowing your Children to
Ride School Bus in the Morning
40.0
35.0
30.0
Percent Respondents
25.0
20.0
15.0
10.0
5.0
0.0
Bus Comes too Early Bus Travel Time is Bus stop is not close Bus service is not Others
too Long available
Reasons
93. Reasons for not allowing children to ride
school bus
• “…requiring him to get up earlier and spend an hour
longer on the bus, and he had no choice to participate in
after school activities..”
• “My child does not ride the bus as she would have to
leave home 45 minutes early to reach a school 5 minutes
away by car.”
• “Safety..so many bullies on the bus…bus driver is not a
caregiver and can’t watch over every child..”
• “Misbehavior of children on the bus..”
94. What Types of Improvement Will Allow Your Child to
Ride School Bus
60
50
Percent Respondent
40
30
20
10
0
Shorter Bus Route Time Bus Stop Closer to Home Other No Improvement Necessary
Types of Improvement
95. Conclusion and Future Directions
• Children from low-density school catchment areas are
traveling much greater time than children in high
density areas
• Because children in these areas are expected to travel
greater times to school, parents are more likely to
drive their children to save time (as they can get up
later in the morning, and have more time for after
school activities)
96. Conclusion and Future Directions
However, there may be additional factors, such as household
income, household structure (such as single parent or two parent
household, and both parents working vs. one parent working),
race, and age of children that are also important determinants of
the parental choice of school transportation mode.
Parental attitudes toward the car culture and urban environment
influence mode choice for their children’s transportation as
well.
These issues need to be examined before any generalizations
can be made.
97. Average Time By Average Time By Average Total Route
School Student (minutes) Stop (minutes) Time (minutes)
Cone 22.8 25.8 33.6
Frazier 25.2 -2 25.8 30.0
st.
Sedgefield 25.8 27.0 32.4
de
Irving Park 26.4 v. 27.0 33.0
Lindley 26.4 28.2 52.8
Archer 27.6 31.8 35.4
Jefferson 28.2 29.4 37.2
Joyner 28.2 29.4 34.8
Sumner 31.8 -1 34.2 41.4
st.
Hunter 32.4 31.8 40.8
de
Oak Ridge 32.4 v. 34.2 47.4
Brightwood 33.6 36.0 48.0
Alamance 34.2 34.8 46.8
Bessemer 34.2 37.8 43.2
Pleasant Garden 37.2 37.8 60.0
Foust 38.4 +1 40.2 55.2
st.
Stokesdale 38.4 36.0 55.8
de
Alderman 39.0 v. 39.6 49.2
Claxton 40.2 38.4 48.6
Jesse Wharton 42.6 42.6 53.4
Summerfield 42.6 +2 43.2 57.6
st.
Madison 43.2 42.0 48.6
de
Sternberger 43.8 v. 48.0 63.6
Sedalia 47.4 46.2 64.8
AVG. 34.3 35.3 46.4
98. Number of Students Assigned to Bus by School*
*Based on the
total number of
students
scheduled to
ride the AM bus
to schools
selected for
study.
Source: Guilford County
99. Number of Students Per Route by School*
*Based on the
number of
students
scheduled per
route for each
school in study.
Source: Guilford County
100. Discussant Comments on Presentations in
Paper Session 4338:
Improving the Mobility of Children II
In order to give members of the audience an opportunity to
raise questions and make comments, I limited my remarks
during the Session. The following comments briefly elaborate
several considerations that I regard as having major
implications for the quality and impact of research undertaken
by Geographers dealing with the topic, Mobility of Children.
1. Referencing. Problems associated with obstacles to the
mobility of children have been in the literature for decades, and
include matters such as urban design, street patterns,
vehicular traffic, distance, safety, crossing guards, sidewalk
provision and maintenance, and so on. In several presentations
in Session II (as well as in Session I), references are limited to
research done in very recent years, and seriously misrepresent
how long situations has been known to exist, and how long
solutions or changes have been awaited.
2. Knowing the literature. There is a well-established,
decades-old literature on how school quality factors affect
decisions about residential choice decisions. Current research
would likely be more useful if it focused on why and how
residential and transportation mode choices interrelate for
households that have children or plan to have children,.
3. Knowing how cities work. Municipalities have laws and
by-laws regarding the construction and maintenance of
infrastructure that affects children’s mobility, and liability can
extend beyond financial costs/compensation to include
professional misconduct penalties and even criminal charges.
The legal dimension as a means to remedy unsafe or
unsatisfactory situations that affect the mobility of children
(and other vulnerable transportation facility users) warrants
attention as a first resort when applying research methods,
techniques or findings to real-world situations.
4. Knowing the subject matter. This is a challenge in any
non-trivial field of inquiry, but when the research in the public
domain the need to be ‘up to speed’ is sharply higher. Simply
put, not having a solid understanding of the state of knowledge
in a field, and particularly in one where conventions are being
challenged, invariably leads to research limitations. By way of
illustration, the term ‘improvements’ has been used for many
years in the civil and traffic engineering fields, generally to
101. refer to initiatives that are designed to move more vehicles
faster with less cost and inconvenience for the vehicle
operators and their passengers, clients or owners. As cases in
point, road widenings and intersection enlargements are
frequently referred to as ‘improvements’, but they are actually
just modifications: both features are just bigger, not
necessarily better after the so-called improvements, and could
represent worsened situations for some road users. For the
past decade more of the alternative transportation literature
that deals with the modes used by children and teens --
walking, cycling, transit -- has focused on expressing
improvements in “people terms”, such as increasing children’s
mobility, promoting children’s good health, reducing children’s
obesity, reducing numbers and rates of collisions between
vehicles and children, and encouraging children to increase
their propensity to walk, cycle or use transit.
5. Retaining credibility as a researcher. Terms like “index”
occupy a very critical place in the transportation literature, and
their role increases with the complexity of processes and
circumstances. If such a term is mentioned in an abstract or a
slide, it is imperative that the index formulation, for example,
be included in the presentation. To mention and not discuss
important terms can be taken as ‘name dropping’ at best. A
useful rule or test to apply in this case is to look for concepts
that are mentioned but not discussed, and then assess whether
the discussion is necessary to make the presentation self-
contained and complete. If the answer is “No”, then maybe the
honest thing to do is to drop the term from the report.
6. Making the geographic aspects or factors of the research
explicit. It is expected that at a meeting of geographers the
geographic aspects or factors considered in research into
“Increasing the Mobility of Children” will be a central part of
the presentation. Many geographers attend the annual
meetings of various disciplines and professional associations --
economics, sociology, operations research, traffic engineering,
public health, law enforcement, road safety, etc., to learn about
why and how their fields contribute to the mission of
“Increasing the Mobility of Children”.’ It is both sensible and
fair that we reciprocate. Moreover, if we do not discuss the
importance of geography to this issue, who will?
Barry Wellar, MCIP
Professor Emeritus
University of Ottawa