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Planning and Preliminary Design of Modern Steel Railway Bridges
Published in John F. Unsworth, Design and Construction of Modern Steel Railway Bridges, 2017
Pedestrian walkways on railroad bridges are typically for the use of only railroad employees and not the general public. The walkway must be outside regulatory or other prescribed railway clearances.* Most railroad companies have policies, generally based on government regulations, regarding walkway and guardrail† requirements for bridges. Width of walkways is often prescribed by the railroad company,‡ but should not be less than 600 mm (2 ft). Walkway surfaces should be a nonslip galvanized steel grating (checker plate) no less than 6 mm (1/4 in.) thick. High toe boards of dimension 100 mm (4 in.) to 150 mm (6 in.) are often installed on walkway surfaces, particularly on ballasted deck bridges over roadways.* Structural members (e.g., knees braces at floorbeams of through plate girder spans) should not be considered as obstructions on walkways designed for the use of railroad employees. Guardrail height is generally prescribed as a minimum of 1067 mm (3.5 ft), with clear distances between railings not exceeding 530 mm (21 in.), by North American regulatory authorities. Nevertheless, depending on the bridge location, greater guardrail heights might be required at some crossings. Posts are usually spaced considering the superstructure framing system, and are typically spaced at intervals of between about 2.5 m (8 ft) and 4 m (13 ft). Handrails and posts consisting of galvanized tubular, pipe, or angle sections not less than 6 mm (1/4 in.) thick are often used for railway bridge guardrails, where adequate strength and safety, without the need to consider a esthetics, are required. AREMA (2015) provides recommendations for the design of pedestrian walkways and guardrails (see Chapter 4). The designer should also consult with the railroad company and applicable regulations concerning specific safety appliances that may be required.
Highways
Published in Carrie de Silva, Jennifer Charlson, Jill Dickinson, Stephen Hardy, Emma Pierce-Jenkins, Mark Simcock, Galbraith’s Construction and Land Management Law for Students, 2020
Although the mental picture which most people have of a highway is a busy road full of motor traffic, the term is far wider than that. Highways can be subdivided, and further definitions of some other common expressions will be useful: Footpath – a highway over which the public have a right of way on foot only.Footway – a part of a highway which is also a carriageway (see below), where the public have a right of way on foot only. A footway is what is commonly called the pavement at the side of a road.Carriageway – a highway over which the public have a right of way for the passage of vehicles, i.e. what is commonly called a road.Public bridleway – a highway over which the public have a right of way on foot or on horseback.Restricted byway – a highway over which the public have a right of way on foot, horseback or in non-mechanically propelled vehicles (i.e. horse-drawn carriages and cycles).Byways open to all traffic (BOAT) – a highway over which the public have a right of way for vehicular and all other types of traffic, but which is used mainly for the purpose for which footpaths and bridleways are used. BOATS are often used by 4 × 4 vehicles and off-road motorbikes, and are sometimes referred to as ‘green lanes’.Cycle track – a way constituting or comprised in a highway over which the public have a right of way on pedal cycles (not being motor vehicles) with or without a right of way on foot.Walkways – a footpath created in pursuance of an agreement between a local highway authority or district council and a building owner to provide ways over, through or under the building ‘for the dedication … of those ways as footpaths subject to such limitations and conditions, if any … as may be specified in the agreement’. (This right of way may apply to shopping centres. The reference to ‘limitations and conditions’ allows for the centres to be closed at night without infringing any right of way.)Toll roads – toll roads have not existed in this country since the abolition of turnpikes in the late nineteenth century. The first modern toll road, the Birmingham Northern Relief Road (M6 Toll Road), opened in December 2003.
Insights into wayfinding: urban design exploration through the use of algorithmic eye-tracking software
Published in Journal of Urban Design, 2023
Justin B. Hollander, Ann Sussman, Peter Lowitt, Neil Angus, Minyu Situ, Aliya Magnuson
In sum, using VAS can give urban designers important insights into how people actually perceive and navigate the built environment without their conscious awareness at Devens and elsewhere. This study, illustrates how the experience of moving through Devens could be improved and made safer for both pedestrians and drivers by adjusting the quality of walkway and cross walk design, adding bump outs, and in particular, creating appropriate patterning that fits what the brain needs to see on the sidewalks and crosswalks to make for pre-attentive attachment. This research design allows us to generalize these findings more broadly to suggest that similar places globally could likewise be improved with attention to walkway quality, cross walk design, bump outs, and sidewalk patterns. VAS can also help reduce visual clutter, showing how to improve the arrangement of various elements to maximize impact. Ultimately, and somewhat ironically, VAS really helps to ‘see’ how subjects' ancient brain architecture directs their experience of the modern built environment.
A narrative review of potential measures of dynamic stability to be used during outdoor locomotion on different surfaces
Published in Sports Biomechanics, 2020
Frederik P. Svenningsen, Sébastien Pavailler, Marlène Giandolini, Nicolas Horvais, Pascal Madeleine
Nine locomotion studies, i.e., seven on walking and two on running were conducted exclusively on a flat surface (Auvinet et al., 2002; Bachasson et al., 2016; Floor-Westerdijk, Schepers, Veltink, Asseldonk, & Buurke, 2012; Henriksen, Lund, Moe-Nilssen, Bliddal, & Danneskiod-Samsøe, 2004; Iosa et al., 2012; Kavanagh et al., 2004; Mifsud et al., 2014; Schütte et al., 2018; van Schooten et al., 2014), whereas eight studies, i.e., six on walking and two on running were performed on both uneven terrain and a flat surface (Boey et al., 2017; Cole et al., 2014; Dixon et al., 2018; Menant et al., 2011; Menz et al., 2003; Moe-Nilssen, 1998b, 1998c; Schütte et al., 2016). The irregular surface conditions consisted of either (1) an irregular woodchip trail (Boey et al., 2017; Schütte et al., 2016), (2) an irregular surface with wooden blocks hidden underneath a layer of turf (Cole et al., 2014; Menant et al., 2011; Menz et al., 2003) or rubber plates underneath foam (Moe-Nilssen, 1998c), (3) an irregular brick walkway (Dixon et al., 2018) (4) newly fallen snow (Moe-Nilssen, 1998b), or (5) a compliant surface (Cole et al., 2014).
Optimization-based feedback control of passenger flow in subway stations for improving level of service
Published in Transportation Letters, 2019
Zhe Zhang, Limin Jia, Yong Qin, Ting Yun
The inbound network in the subway station is described as Figure 5; the fundamental diagram of pedestrian flow in walkway staircases, the parameters of each facility are given in Tables 3 and 4. The headway time and dwell time are 155s and 40s, respectively, the alighting time is 10s, thus the waiting time is 165s and the boarding time is 30s. The velocity of escalator is 0.75 m/s. The theoretical jam density of escalators is 4p(passengers)/, the capacity reduction factor is set as 0.9 according to the findings from Liao et al. (2013), which means that the practical jam density is . The free velocity of walkways and staircases is 1.2 and 0.9 m/s, respectively. The speed–density relationship of passenger flow has been calibrated by Xu et al. (2014).