<p>Air pollution and a general concern for lack of physical activity in North America have motivated governments to encourage non-motorized modes of transportation. A key infrastructure component for these forms of transportation is sidewalks. The City of Saskatoon has identified the need to formalize sidewalk management policies to demonstrate diligence for community protection regarding sidewalk safety. Prioritization of sidewalk maintenance and rehabilitation actions must be objective and minimize risk to the community. Most research on prioritization of pedestrian facilities involved new construction projects. This research proposes a decision model that prioritizes a given list of existing unsafe sidewalk locations needing maintenance or rehabilitation using a direct measure of pedestrian safety, namely, quality-adjusted life years lost per year. </p><p>A decision model was developed for prioritizing a given list of unsafe sidewalk locations, aiding maintenance and rehabilitation decisions by providing the associated risk to pedestrian safety. The model used data mostly from high quality sources that had already been collected and validated. Probabilities and estimations were used to produce value-added decision policy.</p> <p>The decision analysis framework applied probability and multi-attribute utility theories. This study differed from other research due to the inclusion of age and gender groups. Total average daily population of the city was estimated. This population was distributed to sidewalk locations using probabilities for trip purposes and a locations ability to attract people relative to the city total. Then trip injury events were predicted. Age and gender distribution and trip injury type estimations were used to determine the impact of those injuries on quality of life.</p><p>There exist much observable high quality data that can be used as indicators of unknown or unobserved events. A decision policy was developed that prioritizes unsafe sidewalk locations based on the direct safety impact on pedestrians. Results showed that quality-adjusted life years lost per year sufficiently prioritized a given list of unsafe sidewalk locations. It was demonstrated that the use of conditional probabilities (n=594) allowed for the ability to abstract data representing a different source population to another. Average daily population confined and distributed within the city boundary minimized problems of accuracy. Gender-age distribution was important for differentiating the risk at unsafe sidewalk locations. Concepts from this research provide for possible extension to the development of sidewalk service levels and sidewalk priority maps and for risk assessment of other public services.</p>

<p>Air pollution and a general concern for lack of physical activity in North America have motivated governments to encourage non-motorized modes of transportation. A key infrastructure component for these forms of transportation is sidewalks. The City of Saskatoon has identified the need to formalize sidewalk management policies to demonstrate diligence for community protection regarding sidewalk safety. Prioritization of sidewalk maintenance and rehabilitation actions must be objective and minimize risk to the community. Most research on prioritization of pedestrian facilities involved new construction projects. This research proposes a decision model that prioritizes a given list of existing unsafe sidewalk locations needing maintenance or rehabilitation using a direct measure of pedestrian safety, namely, quality-adjusted life years lost per year. </p><p>A decision model was developed for prioritizing a given list of unsafe sidewalk locations, aiding maintenance and rehabilitation decisions by providing the associated risk to pedestrian safety. The model used data mostly from high quality sources that had already been collected and validated. Probabilities and estimations were used to produce value-added decision policy.</p> <p>The decision analysis framework applied probability and multi-attribute utility theories. This study differed from other research due to the inclusion of age and gender groups. Total average daily population of the city was estimated. This population was distributed to sidewalk locations using probabilities for trip purposes and a locations ability to attract people relative to the city total. Then trip injury events were predicted. Age and gender distribution and trip injury type estimations were used to determine the impact of those injuries on quality of life.</p><p>There exist much observable high quality data that can be used as indicators of unknown or unobserved events. A decision policy was developed that prioritizes unsafe sidewalk locations based on the direct safety impact on pedestrians. Results showed that quality-adjusted life years lost per year sufficiently prioritized a given list of unsafe sidewalk locations. It was demonstrated that the use of conditional probabilities (n=594) allowed for the ability to abstract data representing a different source population to another. Average daily population confined and distributed within the city boundary minimized problems of accuracy. Gender-age distribution was important for differentiating the risk at unsafe sidewalk locations. Concepts from this research provide for possible extension to the development of sidewalk service levels and sidewalk priority maps and for risk assessment of other public services.</p>

Thesis (PhD)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: The design of railway station environments in South Africa and to a certain extent internationally, is based on rules of thumb. These rules, using general macroscopic principles for determining peak passenger loads are inadequate and misleading for detailed design purposes. The principles advocated in local design guideline documents are erroneous and ignore the highly variable flow nature or “micro-peaking” effects that typically occur within railway station environments. Furthermore, there are no procedures proposed in these guideline documents, which leads to ambiguous assessment techniques used by practitioners in the determination of pedestrian spatial areas. It is evident that the knowledge in the area of pedestrian movement contained within the design guidance is far from comprehensive. Without a reliable method for estimating pedestrian levels-of-service and capacities, design of new facilities does not follow a uniform process, resulting in high levels of uncertainty in determining if the time, money and resources invested in upgrading facilities will actually cater to the demand. The situation is further exacerbated by current industry thinking towards pedestrian modelling in South Africa, where it is perceived by both clients and practitioners to be more cost effective to use macroscopic techniques and designing infrastructure according to a “one-level-up” level-of-service method. Working with architects confirmed that the area of circulation design was lacking in data and guidance and that associated quantified assessments of pedestrian movement was rarely, if ever, carried out. Towards addressing these issues, the development of a Spatial Parameter (SP)-model spreadsheet application became the main objective of the study. The model contributes towards addressing the needs of individual station users based on the trade-off between level-of-service and infrastructure costs. The output of the model allows the designer to avoid the under-provision (detrimental to operations) and oversizing of railway station infrastructure (with obvious financial implications). The author recognised the lack of pedestrian movement data in South Africa and addressed this by conducting extensive video-based pedestrian observations aimed at exploring the macroscopic fundamental relationships and the ways in which these relationships might be influenced by the various personal, situational and environmental factors that characterise the context in which pedestrians move. The movement trajectories of 24,410 pedestrians were investigated over three infrastructure environments at Maitland and Bonteheuwel stations in Cape Town, carefully selected to incorporate the cultural diversity common in South Africa. Tracking of pedestrians was achieved via the use of an in-house developed “video annotator” software tool. Boarding and alighting rates of 7,426 passengers were also observed at these stations incorporating contributory attributes such as age, gender, body size, encumbrance, group size, time of day, and location. The research makes a number of significant advances in the understanding of pedestrian flow behaviour within railway station environments and provides recommendations to industry of what issues to consider. The empirical study has provided comprehensive pedestrian movement characteristics incorporating the relationships between density, speed and flow including the effect of culture and other context factors unique to the local South African environment. New methods for determining spatial requirements are proposed, together with new and unique empirical data for use by the local industry. A calibrated spreadsheet SP-model for assessing the design of concourse type railway stations is developed and presented in the study. The advance in local pedestrian flow knowledge, together with the SP-model, is shown to be practical through application to two real railway station case study projects. The results of this study constitute an important contribution to local pedestrian flow knowledge and is considered a valuable resource for those developing pedestrian models in practice. It is expected that the results will be useful in the planning and design of pedestrian environments in South African railway stations and can be applied to other African metro railway stations with similar pedestrian characteristics. Overall, this research has succeeded in advancing the approach to railway station design, empirical data, knowledge and methods held within the local engineering industry. However, the contribution of this study and associated conference papers is an early step in changing the perceptions in this country towards ensuring fully informed and appropriate performance-based spatial designs. / AFRIKAANSE OPSOMMING: Die ontwerp van areas binne Suid-Afrikaanse spoorweg stasies en ook tot ‘n sekere mate internasionaal, is gebaseer op historiese ondervindings asook riglyne wat tans in die praktyk gebruik word. Die riglyne gebruik algemene makroskopiese beginsels om die spits passasiersvrag te bepaal vir gedetaileerde ontwerp doeleindes. Hierdie riglyne is egter ongeskik en misleidend aangesien dit nie die hoogs wispelturige natuur van vloei en mikrospits effekte wat binne die stasies plaasvind, in ag nie. Die riglyne ontbreek ook van prosedures wat gevolg moet word vir die bepaling van ruimtelike areas vir voetgangers wat die gevolg het dat dubbelsinnige beramingstegnieke deur praktisyne gebruik word. Die kennis oor voetganger bewegings in die ontwerp riglyne is nie omvattend genoeg nie. Sonder ‘n betroubare beramings metode vir die bepaling van voetganger diensvlak en kapasiteit kan daar nie bepaal word of die tyd, geld en hulpbronne wat in die fasilitieit geinvesteer word, aan die behoeftes gaan voldoen nie. Die situasie word verder vererger deur die huidige persepsie oor voetganger modellering in Suid-Afrika, waar dit deur beide kliënte en praktisyne, as ‘n meer koste effektiewe oplossing gesien word om makroskopiese tegnieke te gebruik en om infrastruktuur te ontwerp volgens ‘n metode waar ‘n hoër diensvlak as die teiken diensvlak gebruik word. In samewerking met argitekte is dit bevestig dat die area van sirkulasie ontwerp ‘n tekort het aan data en riglyne en dat die kwantitatiewe skattings verbonde aan voetganger beweging selde, indien ooit, uitgevoer word. Die ontwikkeling van ‘n Spatial Parameters (SP)-model om die bogenoemde problem te oorkom, is die hoofdoel van hierdie tesis. Die model poog om die behoeftes van individuele stasie gebruikers aan te spreek gebaseer op die wisselwerking tussen diensvlak en infrastruktuur kostes. Die uitsette van die model stel die ontwerper in staat om ondervoorsiening en oorvoorsiening van spoorweg stasie infrastruktuur te voorkom wat nadelige vir die bedryf is en ook ooglopende finansiële implikasies tot gevolg het. Die skrywer het die tekort aan data aangaande voetganger bewegings in Suid-Afrika geidentifiseer en dit aangespreek deur omvattende video gebaseerde voetganger waarnemings te maak met die doel om die basiese makroskopiese verhoudings te ondersoek asook in hoe ‘n mate hierdie verhoudings beinvloed word deur verskeie persoonlike, liggings- en omgewingsfaktore wat die konteks waarin voetgangers beweeg, karakteriseer. Die bewegingsprofiel van 24,410 voetgangers is ondersoek by drie infrastruktuur omgewings by Maitland en Bonteheuwel stasies in Kaapstad. Die stasies is noukeurig uitgesoek om Suid-Afrika se kulturele diversiteit te verteenwoordig. Die voetgangers is nagevolg deur gebruik te maak van ‘n selfontwikkelde video-annoteerder sagteware. Waarneming van die opklim- en afklimspoed van 7,426 passasiers is gemaak by hierdie stasies en faktore soos ouderdom, geslag, liggaamsgrootte, mobiliteit, grootte van groepe, tyd van die dag en ligging was ingesluit by die waarnemings. Hierdie navorsing maak belangrike bydraes tot die begrip van die vloei van voetgangers binne spoorweg stasies en aanbevellings word aan die industrie gemaak oor die faktore wat in ag geneem moet word by ontwerp van fasilitieite. Die empiriese studie het omvattende voetganger beweging karakteristieke uitgewys wat die verhoudings tussen digtheid, spoed en vloei inkorporeer asook die effek van kultuur en ander faktore wat verband hou met die unieke konteks van die plaaslike Suid-Afrikaanse omgewing. Nuwe metodes om ruimtelike-vereistes te bepaal word voorgestel, saam met nuwe en unieke empiriese data vir gebruik deur die plaaslike industrie. ‘n Gekalibreerde en gevalideerde SP-model is ontwikkel om die ontwerp van spoorweg stasies te assesseer en word in hierdie tesis beskyf en aangebied. Die studie toon dat akkurate data en kennis oor plaaslike voetganger vloei met die SP-model verkry kan word, soos bewys uit twee spoorweg stasie studiegevalle. Die resultate van hierdie tesis dien as ‘n belangrike bydrae tot die kennis van plaaslike voetganger vloei en word geag as ‘n waardevolle hulpbron vir die ontwikkeling van voetganger modelle in die praktyk. Hierdie resultate mag nuttig wees gedurende die beplanning en ontwerp van voetganger-areas in Suid-Afrikaanse spoorweg stasies. Dit kan ook toegepas word vir spoorweg stasies in die res van Afrika wat soortgelyke voetganger karaktereienskappe het. Die navorsing het daarin geslaag om die benadering tot spoorweg stasie ontwerp te verbeter, asook om empiriese data, kennis en die metodes wat binne die plaaslike ingenieurs industrie voorgehou word, te verbeter. Let egter daarop dat die bydrae wat hierdie tesis maak, asook bydraes deur relevante konferensie verhandelinge, ‘n vroeë stap is in die verandering van persepsies in Suid-Afrika om geskikte prestasie-gebaseerde ruimte ontwerpe te verseker.

The diploma thesis deals with designing new local roads, zone 30 and reconstruction of road Vrbenská street, that is situated in České Budějovice. These roads are connected to Vrbenská street. The construction is composed of seven branches in total. These branches will serve as access points to new buildings. The project is designed with consideration to static traffic, public transport, pedestrian traffic and barrier-free movement of people with limited mobility. The project also includes design visualizations.

En la actualidad, las grandes ciudades cuentan con diversos sistemas de transporte, sin embargo, la cantidad poblacional con el paso del tiempo va en aumento. Un claro ejemplo es la ciudad de Lima, que cuenta con más de 9,000,000 habitantes lo cual ocasiona problemas de aglomeración en sus sistemas de transporte, que por la excesiva demanda son saturados haciendo que los tiempos de espera lleguen a ser excesivos para los usuarios. Pese a ello, se pueden adoptar soluciones ingeniosas que no generen excesivos gastos económicos, utilizando medidas de gestión peatonal. El objetivo de esta investigación es mejorar el nivel de servicio peatonal mediante modelos en Vissim, la investigación está enfocada en la estación Naranjal del sistema BTR de Lima-Perú, Metropolitano, debido a que es una de las plataformas de embarque más críticas de la ciudad. Se modelaron tres escenarios con medidas de gestión peatonal: los semáforos peatonales, los separadores de flujo y los sistemas de alerta. La medida que tuvo mayor impacto en reducir la congestión peatonal fue el sistema de alerta con una densidad 1.06 m2/peatón teniendo un nivel de servicio E, una velocidad promedio de peatón de 5.80km/h y un tiempo de viaje máximo del peatón dentro de la estación de 261.37 segundos en el intervalo más crítico de la hora pico. En conclusión, de acuerdo con los resultados obtenidos, las tres medidas modeladas mejoran la densidad y velocidad peatonal, sin embargo, la que tuvo mayor impacto fue el uso de sistemas de alerta. / Currently, larges cities have various transportation systems, however, the population size over time is increasing. One clear example is the city of Lima, which has more tan 8,574,974 inhabitants and suffers from problems of agglomeration in its transport systems, which due to excessive demand are saturated and waiting times become excessive for users. Despite this, ingenious solutions can be adopted that don’ t generate excessive economic costs, using pedestrian management measures. The objective of this research is to improve the level of pedestrian service through models in Vissim, of the Naranjal station of Lima-Peru El Metropolitano, since it is one of the most critical boarding platforms in the city. Three scenarios with pedestrian management measures were modeled: pedestrian traffic lights, flow separator and warning systems. The result that had the greatest impact in reducing pedestrian congestion was the warning system with a density of 1.06 m2/pedestrian, having a service level E, and average pedestrian speed of 5.80 km/h and a maximun travel time of the pedestrians of 261.37 seconds in the most critical interval of the rush hour. In conclusion, accordin to the results obtained, the three modeled measures improve pedestrian density and speed, however, the one that has the greatest impact was the use of warning systems. / Tesis

Arbetet kom till av att det genom samtal med boende uppmärksammats problem i form av en sämre fungerande trafik i området Öster Mälarstrand i Västerås. Eftersom dessa problem kan anses ha en koppling till miljömässig hållbarhet, vore det intressant att undersöka hur lösningar kan bidra till en mer hållbar samhällsutveckling för detta område. Syftet är att finna lösningar på de problem som hittades, och att dessa lösningar ska bidra till att skapa ett mer miljömässigt hållbart bostadsområde.  Som metod för detta arbete genomförs ett antal intervjuer, studiebesök och en enkätundersökning. Dessa utförs dels för att höra inblandade planerares åsikter, boendes åsikter och för att med egna ögon se området. En litteraturstudie genomförs också, främst för att undersöka hur andra arbetat med hållbarhetsfrågor i trafikplaneringen och för att se hur utvecklingen av hållbara transportlösningar i dagsläget ser ut. Resultatet visar vad respondenterna tycker om området och vilka önskemål de har gällande förändringar i trafiken. Här visade det sig att delen flest boende var missnöjda med var kollektivtrafiken. Många av de tillfrågade ansåg att kollektivtrafikens planering hade hamnat i skymundan och att busslinjen i området hade för låg turtäthet. En annan del som några av de boende var missnöjda med var parkeringssituationen i området. Av de tillfrågade i intervjuerna hade alla respondenter egen parkering, men några hade svårigheter att förse sina besökare med parkering. Som en del i arbetet presenteras även lösningarna här. Dessa lösningar består av förändringar i trafiken i delar som gång- och cykeltrafik, kollektivtrafik, biltrafik och parkeringar. Lösningarna som presenteras är bland annat uppdelade gång-/cykelbanor, insättningar av kortare elbussar i området, ett större utbud av bilpool, samt fler elbilsparkeringar och cykelparkeringar. I diskussionen tas bland annat faktorer som osäkerhet i studien upp, samt skillnader i utveckling av hållbara transportlösningar mellan Sverige och andra länder. Även framtida problem i form av ökad elförbrukning vid större användning av elbilar, och högre trafikflöde i området då den nya skolan byggts klart tas upp här. Slutsatsen blir att åsikter gällande hur ett område planerats kan skilja sig åt beroende på om frågan ställs till planerare eller boende. Enligt intervjuer och enkäter är de flesta som bor i Öster Mälarstrand nöjda med sitt boende, men många har någon synpunkt på hur trafiken planerats. Fortsatta studier kunde visa om liknande problem även finns i andra städer och hur dessa städer arbetat med frågorna. / Purpose: The purpose of this degree project is finding sustainable solutions to problems regarding the traffic planning in a residential area called Öster Mälarstrand, in Västerås. These solutions are meant to help with sustainable societal development by presenting changes that favour environmentally friendly modes of transport. Method: For making this study interviews and a survey was made to perceive problems that was experienced within the area. These were made with a planner involved in the area, and with people living in the area. Study visits were also conducted as part of the study. For creating solutions, a literature study about how to develop sustainable traffic alternatives has also been performed. Results: The results show a summary of what the respondents think about Öster Mälarstrand and their wishes of things that could be changed within the area, regarding traffic. Residents are mainly dissatisfied with the planning and performance of public transport in the area. Regarding their dissatisfaction with public transport the reasons are low frequencies and long distances to bus stops. Solutions to problems that was experienced is also presented, with emphasis on making these solutions more environmentally sustainable alternatives. These solutions show changes in the planning of walking and cycling, public transport, motor traffic and parking spaces. Conclusions: The conclusion of this study is that the opinions of planners of a residential area and of the people living there can be quite different. When creating a new area for people to live it’s not easy to make everyone satisfied, but regarding traffic planning, some parts, like public transport, are essential to make the infrastructure work in the best way possible. Further studies in other cities could show if similar problems exist elsewhere and what could be made there to improve them.

On étudie dans ce travail des systèmes de lois de conservation hyperboliques. La première partie étudie le temps d'existence des solutions régulières et régulières par morceaux de la dynamique des fluides compressibles. Après avoir présenté l'état de l'art en matière de solutions régulières, on montre une extension d'un théorème de Grassin à des gaz de Van der Waals. On étudie ensuite les solutions ondes de chocs : on poursuit l'approche de T. T. Li pour estimer leur temps d'existence dans le cas isentropique à symétrie sphérique, et l'approche de Whitham afin d'obtenir une équation approchée vérifiée par la surface de discontinuité. Dans une deuxième partie, motivée par la modélisation d'un rond-point en trafic routier, on étudie une extension multi-classe du modèle macroscopique de Lighthill-Whitham-Richards sur une route infinie avec des jonctions. On différencie les véhicules selon leur origine et leur destination et on introduit des conditions aux bords adaptées au niveau des jonctions. On obtient existence et unicité d'une solution au problème de Riemann pour ce modèle. Des simulations numériques attestent que les solutions obtenues existent en temps long. On aborde enfin le problème de Cauchy par la méthode de front tracking. La dernière partie concerne les lois de conservation scalaires. La première question abordée est le contrôle de la variation totale de la solution et la stabilité des solutions faibles entropiques par rapport au flux et à la source. Ce résultat nous permet d'étudier des équations avec flux non-local. Une fois établi leur caractère bien posé, on montre la Gâteaux-différentiabilité du semi-groupe obtenu par rapport aux conditions initiales. / In this work, we study hyperbolic systems of balance laws. The first part is devoted to compressible fluid dynamics, and particularly to the lifespan of smooth or piecewise smooth solutions. After presenting the state of art, we show an extension to more general gases of a theorem by Grassin.We also study shock waves solutions: first, we extend T. T. Li's approach to estimate the time of existence in the isentropic spherical case; second, we develop Whitham's ideas to obtain an approximated equation satisfied by the discontinuity surface. In the second part, we set up a new model for a roundabout. This leads us to study a multi-class extension of the macroscopic Lighthill-Whitham-Richards' model. We study the traffic on an infinite road, with some points of junction. We distinguish vehicles according to their origin and destination and add some boundary conditions at the junctions. We obtain existence and uniqueness of a weak entropy solution for the Riemann problem. As a complement, we provide numerical simulations that exhibit solutions with a long time of existence. Finally, the Cauchy problem is tackled by the front tracking method. In the last part, we are interested in scalar hyperbolic balance laws. The first question addressed is the control of the total variation and the stability of entropy solutions with respect to flow and source. With this result, we can study equations with non-local flow, which do not fit into the framework of classical theorems. We show here that these kinds of equations are well posed and we show the Gâteaux-differentiability with respect to initial conditions, which is important to characterize maxima or minima of a given cost functional.

Indiana University-Purdue University Indianapolis (IUPUI) / Pedestrian and vehicle interaction analysis in a naturalistic driving environment can provide useful information for designing vehicle-pedestrian crash warning/mitigation systems. Many researchers have used crash data to understand and study pedestrian behaviors and interactions between vehicles and pedestrian during crash. However, crash data may not provide detailed pedestrian-vehicle interaction information for us. In this thesis, we designed an automatic pedestrian tracking and status analysis method to process and study pedestrian and vehicle interactions. The proposed pedestrian tracking and status analysis method includes pedestrian detection, pedestrian tracking and pedestrian status analysis modules. The main contributions of this thesis are: we designed a new pedestrian tracking method by learning the pedestrian appearance and also their motion pattern. We designed a pedestrian status estimation method by using our tracking results and thus helped estimate the possibility of collision. Our preliminary experiment results using naturalistic driving data showed promising results.