An Intersection Database Facilitates Access to Complex Signalized Intersections for Pedestrians with Vision Disabilities.

A growing number of intersections and crosswalks pose barriers to pedestrians with vision disabilities. This project investigated the effects of providing verbal descriptions of intersections and crosswalks on the performance of street-crossing subtasks by individuals who are totally blind. The authors designed an intersection database containing information relevant to crossing subtasks such as finding and aligning with the crosswalk, deciding when to cross, remaining in the crosswalk, and recognizing the end of a crossing. The authors conducted an experiment with 22 blind adults at two intersections in Portland, Oregon. The intersections included crosswalks that varied widely in geometric and operational characteristics, including the presence or absence of accessibility features. In the no database condition, participants used their typical street-crossing procedures. In the database condition, participants additionally listened to database-generated descriptions of the intersections and crosswalks before crossing. The database descriptions had significant positive effects on some subtasks (primarily "crossing" subtasks such as deciding when to cross) and not others (primarily "wayfinding" subtasks such as remaining in the crosswalk). Participants' reports of the usefulness of specific features of the database were supported by the empirical findings. Implications of the findings for database development, transportation engineers, blind pedestrians, and orientation and mobility specialists are discussed.

Perception of Pedestrian Signals by Pedestrians with Varying Levels of Vision.

This study evaluates the usability of pedestrian signals by persons with varying visual acuities under different conditions of symbol size, crossing length and type of background behind the pedestrian signal. While viewing photographs presented on a computer monitor under unimpaired viewing conditions (approx. 20/20 visual acuity) and under simulated visual impairment (approx. acuities of 20/100 and 20/300), participants attempted to determine the pedestrian phase (Walk or Don't Walk) and to report the number presented by the countdown timer display. Performance on the phase discrimination task by those with simulated 20/300 acuity and with 9 and 12 in. high symbols often resulted in performance which was little better than chance despite a highly controlled environment (i.e., no moving vehicles or environmental distractions) and signals which were subjectively in excellent working condition and of high visibility (i.e., good luminance/contrast, no glare). Reading the countdown display was essentially impossible. Participants with simulated 20/100 acuity were rather successful with regards to phase identification - averaging better than 87% correct under all stimulus conditions - but room for improvement exists as compared to performance in the 20/20 condition. Reading the countdown display was difficult for participants with simulated 20/100 acuity - averaging between 6.5% and 58.5% correct under the various stimulus conditions. The effect of different backgrounds on the usability of the signals, as well as the implications of the findings with regards to signal size and crossing length on the current signals standards, are discussed.

Development and Implementation of a Conflict-based Assessment of Pedestrian Safety (CAPS) to Evaluate Accessibility of Complex Intersections.

This paper develops and implements the Conflict-based Assessment of Pedestrian Safety (CAPS) methodology for evaluating pedestrian accessibility at complex intersections. In past years, a significant research has been done on pedestrian access to modern roundabouts and other complex intersection forms, including a significant focus on the accessibility for pedestrians who are blind. A majority of these studies have relied on actual street crossings by study participants under supervision of trained Orientation and Mobility (O&M) Specialist. These crossing studies were used to evaluate risk from a measurement of intervention events, where the O&M specialist had to physically stop the participant from crossing. While providing arguably the most accurate data for the crossing risk at a particular intersection, actual street crossings can be dangerous to the study participants, and are further very time consuming and expensive to conduct. The CAPS method presented in this paper emphasizes the use of conflict-based safety factors to quantify risk. The CAPS method relates pedestrian crossing decisions to advanced measurements of vehicle dynamics to estimate lane-by-lane conflicts. CAPS identifies the grade of conflict based on a score generated on a five-criterion rating scale. Each of these criteria or factors has different severity levels, and when combined, provides an overall risk rating of the crossing decision. The CAPS framework was applied to a study of blind pedestrian crossings at a multi-lane roundabout. The resulting risk scores were calibrated from actual O&M interventions observed during the study to give confidence in the CAPS performance. The calibrated CAPS framework correctly matched all (high risk) O&M intervention events, and further identifies other (lower risk) pedestrian-vehicle conflicts. The resulting method has the potential to allow for a faster and most importantly safer evaluation of complex intersections for pedestrian access. Since all factors are measured prior to the pedestrian stepping into the roadway, this approach is compatible with crossing indicator studies, where the participants merely indicate when they would cross, rather than actually stepping into the roadway. The CAPS framework therefore allows for a more objective and consistent safety assessment of pedestrian crossings in a research context without having pedestrians physically step into the roadway.

Direct observations of CO2 emission reductions due to COVID-19 lockdown across European urban districts.

The measures taken to contain the spread of COVID-19 in 2020 included restrictions of people's mobility and reductions in economic activities. These drastic changes in daily life, enforced through national lockdowns, led to abrupt reductions of anthropogenic CO2 emissions in urbanized areas all over the world. To examine the effect of social restrictions on local emissions of CO2, we analysed district level CO2 fluxes measured by the eddy-covariance technique from 13 stations in 11 European cities. The data span several years before the pandemic until October 2020 (six months after the pandemic began in Europe). All sites showed a reduction in CO2 emissions during the national lockdowns. The magnitude of these reductions varies in time and space, from city to city as well as between different areas of the same city. We found that, during the first lockdowns, urban CO2 emissions were cut with respect to the same period in previous years by 5% to 87% across the analysed districts, mainly as a result of limitations on mobility. However, as the restrictions were lifted in the following months, emissions quickly rebounded to their pre-COVID levels in the majority of sites.

Nonvisual Cues for Aligning to Cross Streets.

Accurately aligning to the crosswalk is an important component of safe street crossing for pedestrians who are blind. Six alignment cues were evaluated in a simulated crosswalk environment in which crosswalk angle was not always in line with ramp slope. The effectiveness of each cue is reported and implications are discussed.

Observations of the Morning Development of the Urban Boundary Layer Over London, UK, Taken During the ACTUAL Project.

The study of the boundary layer can be most difficult when it is in transition and forced by a complex surface, such as an urban area. Here, a novel combination of ground-based remote sensing and in situ instrumentation in central London, UK, is deployed, aiming to capture the full evolution of the urban boundary layer (UBL) from night-time until the fully-developed convective phase. In contrast with the night-time stable boundary layer observed over rural areas, the night-time UBL is weakly convective. Therefore, a new approach for the detection of the morning-transition and rapid-growth phases is introduced, based on the sharp, quasi-linear increase of the mixing height. The urban morning-transition phase varied in duration between 0.5 and 4 h and the growth rate of the mixing layer during the rapid-growth phase had a strong positive relationship with the convective velocity scale, and a weaker, negative relationship with wind speed. Wind shear was found to be higher during the night-time and morning-transition phases than the rapid-growth phase and the shear production of turbulent kinetic energy near the mixing-layer top was around six times larger than surface shear production in summer, and around 1.5 times larger in winter. In summer under low winds, low-level jets dominated the UBL, and shear production was greater than buoyant production during the night-time and the morning-transition phase near the mixing-layer top. Within the rapid-growth phase, buoyant production dominated at the surface, but shear production dominated in the upper half of the UBL. These results imply that regional flows such as low-level jets play an important role alongside surface forcing in determining UBL structure and growth.

Evaluation of Urban Local-Scale Aerodynamic Parameters: Implications for the Vertical Profile of Wind Speed and for Source Areas.

Nine methods to determine local-scale aerodynamic roughness length ( z 0 ) and zero-plane displacement ( z d ) are compared at three sites (within 60 m of each other) in London, UK. Methods include three anemometric (single-level high frequency observations), six morphometric (surface geometry) and one reference-based approach (look-up tables). A footprint model is used with the morphometric methods in an iterative procedure. The results are insensitive to the initial z d and z 0 estimates. Across the three sites, z d varies between 5 and 45 m depending upon the method used. Morphometric methods that incorporate roughness-element height variability agree better with anemometric methods, indicating z d is consistently greater than the local mean building height. Depending upon method and wind direction, z 0 varies between 0.1 and 5 m with morphometric z 0 consistently being 2-3 m larger than the anemometric z 0 . No morphometric method consistently resembles the anemometric methods. Wind-speed profiles observed with Doppler lidar provide additional data with which to assess the methods. Locally determined roughness parameters are used to extrapolate wind-speed profiles to a height roughly 200 m above the canopy. Wind-speed profiles extrapolated based on morphometric methods that account for roughness-element height variability are most similar to observations. The extent of the modelled source area for measurements varies by up to a factor of three, depending upon the morphometric method used to determine z d and z 0 .

Blind Pedestrians and the Changing Technology and Geometry of Signalized Intersections: Safety, Orientation, and Independence.

This study documented that blind pedestrians have considerable difficulty locating crosswalks, aligning to cross, determining the onset of the walk interval, maintaining a straight crossing path, and completing crossings before the onset of perpendicular traffic at complex signalized intersections. Revised techniques and strategies are suggested for alleviating these difficulties.

Audible Beaconing with Accessible Pedestrian Signals.

PURPOSE: Although Accessible Pedestrian Signals (APS) are often assumed to provide wayfinding information, the type of APS that has been typically installed in the U.S has not had positive effects on finding crosswalks, locating pushbuttons, or providing directional guidance. This paper reports the results of research on crossings by blind pedestrians at complex signalized intersections, before and after the installation of APS with innovative audible beaconing features, designed to improve wayfinding. METHODS: Objective data on measures of street crossing performance by 56 participants was obtained at four intersections, two each in Charlotte, NC, and Portland, OR. RESULTS: In the first round of testing, APS with beaconing features resulted in only slightly improved wayfinding. Revisions to the audible beaconing features resulted in improved performance on four measures of wayfinding as compared to the pre-installation condition: beginning crossings within the crosswalk, ending crossings within the crosswalk, independence in finding the starting location, and independence in aligning to cross. IMPLICATIONS FOR PRACTICE: Use of APS that provide beaconing from the far-end of the crosswalk show promise of improving wayfinding at street crossings.

The influence of the atmospheric boundary layer on nocturnal layers of noctuids and other moths migrating over southern Britain.

Insects migrating at high altitude over southern Britain have been continuously monitored by automatically operating, vertical-looking radars over a period of several years. During some occasions in the summer months, the migrants were observed to form well-defined layer concentrations, typically at heights of 200-400 m, in the stable night-time atmosphere. Under these conditions, insects are likely to have control over their vertical movements and are selecting flight heights that are favourable for long-range migration. We therefore investigated the factors influencing the formation of these insect layers by comparing radar measurements of the vertical distribution of insect density with meteorological profiles generated by the UK Meteorological Office's (UKMO) Unified Model (UM). Radar-derived measurements of mass and displacement speed, along with data from Rothamsted Insect Survey light traps, provided information on the identity of the migrants. We present here three case studies where noctuid and pyralid moths contributed substantially to the observed layers. The major meteorological factors influencing the layer concentrations appeared to be: (a) the altitude of the warmest air, (b) heights corresponding to temperature preferences or thresholds for sustained migration and (c) on nights when air temperatures are relatively high, wind-speed maxima associated with the nocturnal jet. Back-trajectories indicated that layer duration may have been determined by the distance to the coast. Overall, the unique combination of meteorological data from the UM and insect data from entomological radar described here show considerable promise for systematic studies of high-altitude insect layering.

Directional guidance from audible pedestrian signals for street crossing.

Typical audible pedestrian signals indicate when the pedestrian walk interval is in effect but provide little, or even misleading information for directional alignment. In three experiments, blind and blindfolded sighted adults crossed a simulated crossing with recorded traffic noise to approximate street sounds. This was done to investigate how characteristics of signal presentation affected usefulness of the auditory signal for guiding crossing behaviour. Crossing was more accurate when signals came only from the far end of the crossing rather than the typical practice of presenting signals simultaneously from both ends. Alternating the signal between ends of the crossing was not helpful. Also, the customary practice of signalling two parallel crossings at the same time drew participants somewhat toward the opposite crossing. Providing a locator tone at the end of the crossing during the pedestrian clearance interval improved crossing accuracy. These findings provide a basis for designing audible pedestrian signals to enhance directional guidance. The principal findings were the same for blind and sighted participants and applied across a range of specific signals (e.g. chirps, clicks, voices).