Pedestrian Communication Research Articles

Assessing the impact of the unfinished part of the Cascade architectural and monumental complex as a communicative core between Kentron and Kanaker-Zeytun districts in Yerevan and a proposal for solving the urban planning problem

The paper considers the problem of communication between Kentron and Kanaker-Zeytun districts in Yerevan. Particular attention is paid to the Cascade architectural and monumental complex. It obtains an important urban planning significance in the structure of public spaces in Yerevan and is considered by citizens as one of main symbols of the capital of Armenia. The study is aimed at identifying the grounds for poor pedestrian communication between the districts of the city and determining the prospects of development, transformation, and modernization of the territory. The methodology involved a comparative analysis of public spaces in the city center, publicly available GPS tracks and the results of a sociological survey. The results of the urban planning analysis outline the problem of pedestrian accessibility in the city, and demonstrate the relationship between public spaces. The sociological survey depicts the demands of the citizens and guests of Yerevan for the further development of the Cascade architectural and monumental complex. Studying the qualitative and quantitative characteristics of public spaces revealed the problems of communication between the districts of the city on the northsouth compositional axis, which are associated with the incomplete construction of the fifth terrace of the complex. Sociological research necessitates the construction to be completed. The survey shows the opinions of citizens and guests of the city about the potential development of the Cascade environment.

Urban public transport system accessibility for different groups of residents: Case of Bratislava city

The main goal of the article is to characterize the functioning of the Urban Public Transport System (UPTS) in the capital city of the Slovak Republic (Bratislava) during different time periods (morning rush, evening, night, average working day, and weekend − Sunday) and express its accessibility for various groups of city residents (low-income households, unemployed individuals, seniors (age 60+), children (age 0–14), women (for comparison, men as well). To achieve this goal, we combined datasets of UPTS in Bratislava with the pedestrian communication network and identified an effective service area for which we subsequently determined the sizes of the respective population groups of residents. Finally, we verified the functionality of the entire UPTS model by measuring the accessibility of the selected destination, Ružinov Hospital. Our results could be summarized as follows: The functioning of UPTS is very similar during the morning rush, evening, average working day (Monday to Friday), and weekend − Sunday. During these time periods, approximately the same main lines operate, and there is a higher utilization of the same transfer points. The difference lies mainly in the frequency of departures of specific lines. During the night, the system operates based on different lines compared to the daytime, with transfers possible only at one central point/corridor. This fact also affects the usability and accessibility of UPTS, reflected in the accessibility of Ružinov Hospital, which is very limited during the night-time period. However, the accessibility of the hospital by UPTS is higher for the unemployed residents, low-income individuals, and children than the overall residents average, which is also reflected in the distribution of women. A negative aspect is that UPTS is less accessible for seniors. It must be said that this fact varies significantly in the heterogeneous spatial layout of the city. This was confirmed in our measurement of the accessibility to Ružinov Hospital, where seniors have roughly the same level of accessibility as the overall residents average.

Mobility in pedestrian communication simulations: Impact of microscopic models and solutions for integration

Modeling Pedestrian-to-X (P2X) communication plays an important role for use-cases such as crowd networking, wireless contact tracing or the evaluation of Intelligent Transportation Systems (ITS) for the protection of Vulnerable Road Users (VRUs). Since in general the mobile communication depends on the position of the pedestrians, their mobility needs to be modeled. Often simplified mobility models such as the random-waypoint or cellular automata based models are used. However, for ad hoc networks and Inter-Vehicular Communication (IVC), it is well-known that a detailed model for the microscopic mobility has a strong influence — which is why state-of-the-art simulation frameworks for IVC often combine vehicular mobility and network simulators. Therefore, this paper investigates to what extent a detailed modeling of the pedestrian mobility on an operational level influences the results of P2X communication and its applications.We model P2X scenarios within the open-source coupled simulation environment CrowNet. It enables us to simulate the identical P2X scenario while varying the pedestrian mobility simulator as well as the used model. In a first step, two communication scenarios (pedestrian to server via 5G New Radio, pedestrian to pedestrian via PC5 Sidelink) are investigated in different mobility scenarios. Initial results demonstrate that time- and location-dependent factors represented by detailed microscopic mobility models can have a significant influence on the results of wireless communication simulations, indicating a need for detailed pedestrian mobility models in particular for scenarios with pedestrian crowds.While for scenarios with a focus on pedestrian communications this can be achieved by applying locomotion models available in pedestrian dynamics simulators, modeling vehicle-to-pedestrian communication is challenging: Commonly used vehicular mobility simulators apply very simplified pedestrian mobility models; pedestrian dynamics simulators often have no or very limited support for modeling vehicular traffic. Therefore, in a second step, we present a simple approach to simultaneously couple two microscopic mobility simulators (one for modeling pedestrian and one for modeling vehicular mobility) with a pedestrian communication simulation. We implement the concept and apply it in an example scenario modeling vehicle-to-pedestrian communication in a part of the city center of Munich, where we evaluate the influence on application metrics such as the accuracy of the position information received for a pedestrian.

Specialized objects of landscape architecture of the city of Novosibirsk

Today, a modern large city can only be imagined with specialised landscape objects. They belong to the group of public facilities, the functional feature of which is formed, as a rule, under the pressure of the city’s cultural, social and historical environment. The presence of such facilities provides a wide range of recreational activities and contributes to the multifaceted development of the personality of visitors. The article presents a methodology developed by the authors for assessing the attractiveness and integration into the urban gardening system of specialised objects of landscape architecture in Novosibirsk. The proposed method makes it possible to determine the popularity of an entity among the population, its accessibility, its performance of the prevailing function, the possibility of social integration of people with disabilities, and the organisation of the landscape on the territory. Five specialised objects of various functional orientations were identified in the structure of Novosibirsk. Among them, parks of communication with nature and protect flora and fauna prevail in number (Central Siberian Botanical Garden, Dendrological Park, Novosibirsk Zoo named after R.A. Shilo). These objects are also the most popular among the residents of the city. The main factor in attracting visitors to such sites is the cognitive function. The historical and architectural open-air museum needs to be better integrated into the system of urban landscaping due to poor awareness of citizens about this object, the lack of developed transport and pedestrian communications and unhindered access for all categories of citizens. The dendrological park needs a reconstruction of the landscape organisation and functional zoning of the territory; for this object, the problem of popularization among the city’s residents is also relevant in the course of the analysis of specialized landscape objects of Novosibirsk, the Central Siberian Botanical Garden, the Central Park, the Novosibirsk Zoo named after N.N. R.A. Awl. However, none of them fully meets all the necessary criteria. Reconstruction of varying degrees is required for each facility, considering social trends and modern processes.

Assessment of different pedestrian communication strategies for improving driver behavior at marked crosswalks on free channelized right turns

Introduction: Previous studies have indicated low driver yielding rates to pedestrians in various countries. This study analyzed four different strategies to improve driver yielding rates at marked crosswalks on channelized right turn lanes at signalized intersections. Method: A sample of 5,419 drivers was collected for four gestures using field experiments for males and females in the State of Qatar. The experiments were conducted in daytime and nighttime on weekends at three different locations; two sites are located in an urban area and the third is located in non-urban area. The effect of pedestrians’ and drivers’ demographic characteristics, gestures, approach speed, time of the day, location of the intersection, car type, and driver distractions on yielding behavior is investigated using logistic regression analysis. Results: It was found that for the base gesture, only 2.00% of drivers yielded to the pedestrians, while for hand, attempt, and vest-attempt gestures the yielding percentages were considerably higher, 12.81%, 19.59%, and 24.60%, respectively. The results also showed that females received significantly higher yielding rates compared to males. In addition, the probability of a driver yielding increased 2.8 times when drivers approached at slower speed compared to a higher speed. Further, drivers’ age group, accompanied, and distractions were not significant in determining drivers’ probability of yielding.

TASKS IN FORMING THE PEDESTRIAN NETWORK OF THE CITY

The article raises the issue of assessment of pedestrian space assets as a means of supplementing the transport network and in the formation of urban communication systems. On the example of the city of Lviv, the possibility of optimizing the city’s radial-ring structure communications network in the conditions of the complicated development of rural transport communications in hilly terrain, by building circular pedestrian connections, is highlighted.
 The basis of the research is a comparative cartographic analysis of the plan of Lviv with the use of geoinformation systems for the localization of pedestrian spaces, their dependence on the city structure.
 The analysis of pedestrian traffic in Lviv shows that the existing pedestrian network – sidewalks, boulevards, pedestrian squares – duplicates the street and road network of the city. Most of the pedestrian spaces are located along the streets, bypassing the landscape areas of the city. Existing pedestrian communications do not provide connections between the main city districts with each other, with the city center and recreation places.
 The task is assigned to pedestrian elements of the city – sidewalks, boulevards, alleys, etc. Three types of pedestrian communications can be distinguished according to the type of task. The first type of pedestrian communications is rationally combinated. It provids movement between point A and B. The second type is for walking and recreation. It is interpreted as rationally whole. Both involve city-wide movement. The third type of pedestrian communications is local. It involves movement within the vernacular district. It is classified as a "traditional" element in the structure of the city district.
 The research considers the possibility of integrating pedestrian communications in transport network (in particular, the first type). To replace it in areas where the laying of transport connections is impossible due to planning restrictions. Consideration of pedestrian spaces as a full-fledged structural element of the city's transport and pedestrian network develops an alternative approach to overcoming communication problems between urbanized territories, separated by elements of the city's natural framework or other insurmountable planning restrictions (for example, as nature conservation landscapes or monuments).

FORMATION OF ARCHITECTURAL PLANNING SOLUTIONS OF MOROCCO HOTELS

The article analyzes the principles of location of the hotel building on the site, the main and auxiliary blocks; definition of the main functional zones, representative zone, zones of parking lots, sports zones, rest and recreation; solution of pedestrian-transport communications on the territory of the site: entrance - exit of special transport, parking of ground and underground parking, pedestrian communication schemes; landscaping of outdoor and indoor spaces: special plantings, lawns, flower beds, rock gardens, installation of noise protection and visual observation zones. The main types of hotel complexes in Morocco are identified.

Testing Connected Vehicle-Based Accident Mitigation for Red-Light Violation Using Simulation Strategies

Simulation is often suggested as a way to analyze the safety improvements of geometric changes and operational strategies. But the results from simulations are mixed. This paper presents new ideas about how to do such assessments, especially in the context of testing the value of vehicle to vehicle (V2V), vehicle to infrastructure (V2I), and vehicle to pedestrian (V2P) communications in preventing crashes because of red-light violation at signalized intersections. Algorithms are created that watch for impending collisions through sensing and then issue speed and trajectory changes to avoid accidents. Red-light violation is a primary focus because it increases the likelihood that collisions will occur. VISSIM is used to test these ideas, including new communication and control algorithms that link to vehicles, pedestrians, and signal controllers through the communication interface. The algorithms predict unsafe conditions, determine an appropriate crash remedial decision, and communicate those controls with the appropriate vehicles and pedestrians. The impacts of these algorithms are explored under various demand patterns, connected vehicle market penetration rates, and red-light violation rates in a hypothetical simulated environment. The simulation analysis suggests that the number of near-crash events can be reduced significantly if V2V and V2P communications are implemented. Moreover, adding V2I communication on top of these may further reduce the number of near-crash events. These results suggest that not only could such control strategies have significant impacts, but also those impacts can be assessed through simulation.

Аналіз транспортних затримок в центральній частині міста та шляхи їх зниження

The main task in ensuring the appropriate level of organization of traffic on the street and road network of cities is to minimize traffic delays, increase traffic safety, provide transport and pedestrian communication between the planning elements of the city. Problems caused by the deterioration of the street and road network significantly affect the work of the entire transport complex of the city. Significant traffic delays, congestion, characterized by increased travel time, deterioration of transport services, increased pollution of urban environment due to increased emissions and noise, increasing the number of road accidents indicate the inconsistency of the road network of cities to the modern level of motorization. To ensure the required capacity of the elements of the road network, there is a need to create appropriate road conditions, namely the construction of new and reconstruction of existing engineering structures and elements of streets and roads. However, addressing these issues may not always improve the performance of the entire network, as, in parallel with technical measures based on the construction and reconstruction of transport infrastructure, the application of effective traffic management measures to manage traffic in urban areas should be addressed streets. When creating conditions for optimizing the operation of regulated intersections, it is necessary to take into account the technical condition of vehicles, road conditions and the condition of the road surface. One of the main tasks of any traffic organization is to increase the capacity of intersections and reduce vehicle delays, ie the passage of traffic lights with minimal delay. To solve the problem of congestion of the street and road network of the city is to increase the efficiency and use of coordinated management of traffic and pedestrian flows, improving the operation of traffic lights. To implement the introduction of coordinated traffic light regulation, or the so-called green wave, it is necessary to establish the intensity and composition of traffic flows, the capacity of the elements of the road network and the modes of operation of traffic light facilities. The paper considers the results of the study of the impact of coordinated traffic management in the central part of Rivne on reducing traffic delays when passing intersections by vehicles and proposed technical solutions to improve road safety by equipping intersections with additional technical means of traffic control.

A system approach to calculating the width of pedestrian communications in transportation hubs

Introduction. Pedestrian communications are not a single (elementary) entity; first, they are a set of elements that are interconnected, interact with each other and the external environment, have one common goal and measurable result, that is, width. Moreover, whether it is a large transport hub, a small stopping point within a land-based urban passenger transport system, or even a pedestrian path along a motor road, its space-planning solution must comply with three basic rules. They are safety, comfort and accessibility. Pedestrian communications are a set of elements whose parameters result from the proper process organization, or represent a system. The approach to the study, management, creation and development of pedestrian communications must be akin to the one applicable to a system. The purpose of the method is to develop a procedure for calcula­ting the main parameter of pedestrian communications — its total width b, in meters, and identify the conditions for a transition between various types of pedestrian communications.
 Materials and methods. The system approach allows to represent one complex problem as a set of simple problems that are solved faster and easier using mathematical modelling.
 Results. Thanks to mathematical modelling, a procedure was developed for calculating the main parameter of pedestrian communications, that is, width, with regard for low-mobility population groups in a pedestrian flow.
 Conclusions. Low-mobility population groups must be addressed when pedestrian communications are designed to ensure the safe and comfortable operation of transport hubs. This algorithm can also be used to analyze other directed linear pedestrian spaces.

Transformation by Method of Sanation – Unregulated Residential Settlements of Sarajevo

In the second half of the 20th century, the industrialisation and deagrarization of Bosnia and Herzegovina had a strong impact on the dynamics of urban development and economic growth of the post-war Sarajevo, which intensified immigration from its relatively underdeveloped regional environment. This was accompanied by accelerated housing construction, and it encouraged the spatial expansion of the city. Planning guidelines were set by the city administration and were based on the long-term development plans. They identified the disposition of urban functions necessary for housing, work, recreation and traffic, and the policy of building multi-residential buildings was aimed general social interest. At the same time, the planning activities neglected the actual socio-economic status of immigrants who had lesser opportunities for housing through the social distribution system of apartments, began the process of self-organized unregulated settlement construction with single-family houses on the city's slopes. This began an era of two parallel but controversial actions within town space: planned and unregulated housing construction. Spontaneous possession of the city's territory with unregulated construction today is characterised by: complex property-legal relations, high degree of construction, absence of public space, pedestrian communications and service functions, low quality of the infrastructure network, and that settlements are formed on unstable terrains and on active landslides. Since the consequences of the complexity of the situation cannot be addressed through radical urban transformation, we see an alternative in the idea of partial spatial interventions – transformation by method of sanation. Starting with the thesis that construction is always deeply connected to society's understanding of the function of space and the place of man in it, we have opened up a central question, and searching for answers is the basic goal of this paper: Is it possible to solve problems accumulated by decades within Sarajevo's unregulated residential settlements through means of transformation by method of sanation? Or: Can partial spatial interventions improve the overall quality of individual and social life? For the purpose of finding answers, we conducted an analysis of the causes of the formation and genesis of these settlements, as well as a series of problems produced by the accumulation of separate spatial interventions without elementary professional guidance. The results of this analysis showed that the answer to the questions asked can be positive, by establishing a critical relationship with the potential of the space of specific settlement sites, in terms of the degree of functional usability, correlation with utilities and user interactions with the environments they inhabit. We have concluded that it is precisely the potential of individual sites, by logically applying the transformation by method of sanation, will enable dual achievement – the merging the solution within the technical and structural aspect of potential landslides with the articulation of the public on new pedestrian communications. Also, it has been shown that the application of this method enables the typification of technical solutions, functions, contents, activities, urban design, and even the public itself. And this means that the conclusions on the characteristics of individual Sarajevo unregulated residential settlements, endangered by landslides, can offer general guidelines for design concepts, within them, an overall improvement of individual and social life.

Analysis and design of fractal antenna for efficient communication network in vehicular model

Vehicular communication plays a dominant role in providing better safety and security with high rate of data communication in next generation networking infrastructure, and one of the prominent areas for research as well. As the growth in vehicular communication has seen a prominent improvement in vehicle to vehicle communication, vehicle to infrastructure and vehicular to pedestrian communication, to establish a proper communication there is an immediate need of antennas which serves the purpose. This article reveals a comprehensive review and design of vehicular communication antenna and its impact with the help efficient archives for efficient solutions for providing better communication between the devices connected. As the technology is advancing towards higher frequencies, in-turn demands a better performing antenna which provides more energy-efficient networking for smart vehicular communication environments. We have provided a design of antenna which could be used for frequencies ranging from 10GHz to 15GHz, and the performance of the antenna measured in the form of Return losses, Voltage Standing Wave Ratio, and Gain. Three different substrate materials are used in the paper to test and provide a better solution, which are FR4_epoxy, Rogers RT/Duroid 5880tm, and Rogers RO4003. Eventually, the design made ready with altering/recessed ground, and its impact on the performance of the antenna for all the three different substrates is depicted which could be used for vehicle networks. The size of the patch selected as 40mm X 30 mm with an impedance of 50Ω and a lumped port is used to provide the feed.

Evaluation of Urban Microclimate Parameters as Indicators of Pedestrian Ways Environmental Comfort

A variant of the methodology for quantitatively assessing the availability, comfort and environmental safety of residential areas was proposed by the authors. The principles of creating a biosphere-compatible city, without conflict with the environment and developing a person, were taken as a basis. According to the main provisions of this concept, the degree of implementation of the city’s functions is determined by the level of accessibility of these functions for all of its residents, regardless of the characteristics of their health and age. It is proposed to introduce the parameter of time to meet human needs into the system of indicators of master plans as one of the parameters of a comfortable and safe urban environment. It is supposed that socially significant objects of everyday service of residents, as well as open spaces for recreation, should be located on the territory of residential buildings within walking distance at a comfortable distance from the places of residence. At the same time, pedestrian communications in residential areas, in particular those leading from places of residence to the objects under consideration, must comply with environmental safety requirements, as well as open urban spaces for recreation, games, and sport. To assess these parameters an integral indicator, one of the components of which is the predicted level of thermal comfort, was proposed in the work. To determine it, it is proposed to use the bioclimatic index, that is the physiological equivalent temperature (PET). In this work, based on the example of a new residential area in the city of Orel, the corresponding integral indicators were determined in terms of assessing the availability of educational facilities and open green urban spaces, including some points of pedestrian communications. The calculation results showed that when planning a new micro-district, the values of the levels of implementation of city functions in terms of the accessibility of socially significant objects, as well as the levels of comfort and environmental safety of pedestrian communications and open urban spaces, differ significantly from the maximum possible. It is noted that when designing a micro-district and arranging pedestrian communications and open spaces, no attention was paid to ensuring a comfortable climatic regime. Conclusions about the influence of built environment on the temperature regime in the territories of the considered locations are made. It is supposed that expanding the range of indicators for assessing territorial planning projects for analyzing accessibility by time parameter, as well as for assessing the level of environmental safety and comfort, will increase the efficiency of the use of urban planning methods in the planning and development of residential micro-districts in order to create an urban environment that contributes to the preservation of health of residents.

Bioclimatic design as a large city urban structure reorganization factor

The modern landscape of a large city is a complex, dynamically changing environment with a constant influence of environmental, social and economic factors. The gradual historical development of the territory and the change in urban processes led to the formation of a city containing mixed-type areas, i.e. border territories and separate zones - industrial, residential, intermediate. In Russia, the improvement of coastal zones in large cities has become an urgent task when adjusting master plans for the development of territories [1-5]. The main component of such projects is the development of a concept for the renovation of coastal zones into generally accessible natural and recreational recreation areas based on water bodies within the urban planning. The creation of recreations, recreation areas, the formation of a system of pedestrian communications, the opening of residential complexes to the water, the integration of water into public urban spaces [2-6]. A comprehensive analysis of theoretical studies and design experience made it possible to highlight the properties of water used in architecture and urban planning. Thus, the development of a promising bioclimatic model of urban settlements of the third millennium will be based on ecological design, which includes part of the processes of the circulation of substances and energy, as well as harmony in the environment [6-9].

Collision Avoidance of Low Speed Autonomous Shuttles with Pedestrians

This paper is on a pedestrian collision avoidance system for low speed autonomous shuttles based on Vehicle-to-Pedestrian (V2P) communication. When pedestrians cannot be detected using line-of-sight sensors like camera, radar and LIDAR, V2P communication with the Dedicated Short Range Communication (DSRC) enabled pedestrian smartphone is used to detect and localize them through the in-vehicle DSRC radio used for Vehicle-to-Everything (V2X) communication. The vehicle, then, either stops or, if possible, goes around the pedestrian in a socially acceptable manner using the elastic band method for locally modifying the vehicle trajectory in real time. The elastic band method of collision avoidance is modified for fast real time execution in this paper. Along with model-in-the-loop simulations, a hardware-in-the-loop simulator using an automated driving vehicle model in the high fidelity vehicle dynamics simulation program Carsim Real Time with Sensors and Traffic with two DSRC modems emulating the vehicle and pedestrian communications is introduced and used in this paper as a prerequisite to real world experiments. Both stationary and moving pedestrians are considered in the model and hardware-in-the-loop simulations. Two real world experiments are also presented to demonstrate the V2P based avoidance of crashes between low speed autonomous shuttles and pedestrians.

Smart space solutions of pedestrian ways in public transport transit hubs

The article is devoted to the organization of architectural and planning solutions of pedestrian communications in the city transport and transfer nodes. An urban planning approach to the use of territories based on modern trends in the development of smart cities for their sustainable development is proposed. The structure of pedestrian communications on the basis of the developed classification is presented, as well as typical projects of transverse profiles taking into account the peculiarities of functioning and composition of the transport and transfer node. The results of the study can be used as recommendations in the implementation of planning projects for the territory of urban transport and transfer nodes. According to the received data, pedestrian flow data were grouped by axial length (l, m) and intensity of flow (q, m/min) by clustering method. As a result of mathematical calculation, 3 groups of data were obtained, each of which determines a unique zone of transport and transfer node, having special characteristics in radius, intensity of flow and relative density (D, sq.m/sq.m). From a practical point of view, the developed structure of walking paths together with the idea of zoning of the territory of the transport transit hub can be an excellent tool for the designer in the development of the Design of planning of the territory of the transport transit hub and selection of parameters of the cross profile of a specific section. The development of science-based approaches is necessary to develop the quality of urban space and to ensure the sustainable development of the urban hub.

Innovative Approaches in the Organization of Traffic on the Road Network and Their Applicability in the Practice of Urban Planning

This article discusses the most advanced solutions of the organization of transport and pedestrian communication networks used in Europe since the end of the twentieth century. The possibility of their use in the Russian realities is analyzed the conclusion about the need for innovations in the design activity based on statistical and analytical research methods is made. By mathematical operations, the formula of calculation of the probability of road accidents intended for the analysis of the existing situation and justification of the adoption of measures of further development of safe transport infrastructure is deduced. A conceptual model of the intersection, taking into account some performance indicators of the road network, which is not emphasized in the design in Russia, as well as reflecting the fundamental European methods of safety and comfort for all social groups of road users.

DEVELOPMENT OF A PLANNING DECISION OF PEDESTRIAN COMMUNICATION FRAME IN TRANSPORT HUBS TAKING INTO ACCOUNT THE ORGANIZATION OF THE MOVEMENT OF PEOPLE WITH LIMITED MOBILITY

The methodological scheme of the sequence of actions and the implementation of methods for evaluation of city transport hubs potential to create a universal environment is revealed. The social aspect is to improve the quality of transport services for the population, taking into account the organization of movement of citizens groups with limited mobility: the creation of comfortable conditions, the possibility of planning time, saving money, expanding the geography of trips and the choice of ways to make them. The considered requirements and recommendations for the design of a universal environment on pedestrian communications in transport hubs were the result of a comprehensive analysis of the existing experience and features of the organization of pedestrian communications in transport hubs of the metropolis.

Proxemics and Kinesics in Automated Vehicle–Pedestrian Communication: Representing Ethnographic Observations

Since the introduction of automobiles in the early 1900s, communication among elements of the transportation system has been critical for efficiency, safety, and fairness. Communication mechanisms such as signs, lights, and roadway markings were developed to send signals about affordances (i.e., where and when can I go?) and constraints (i.e., where and when can I not go?). In addition, signals among road users such as the hand wave have emerged to communicate similar information. With the introduction of highly automated vehicles, it may be necessary to understand communication signals and apply them to vehicle automation design. However, the question remains: how do we identify the most important interactions that need to be considered for vehicle automation? We propose a method by which we examine the timing of existing vehicle–pedestrian interactions to make conclusions about how the use of time and space can be used as a communication tool. Videos were recorded at representative intersections and crossings in a mid-sized, Midwestern U.S. town. The intersections were chosen based on their potential to elicit interactions with pedestrians and their ubiquity (e.g., four-way stop). Videos were then coded to describe the interactions between vehicles and pedestrians. A focus of this coding was the short stop—stopping before a crosswalk to communicate yielding intent to a pedestrian—which was defined as the time from when the vehicle began to accelerate, after slowing down, to when it reached the crosswalk. Results revealed evidence that vehicle kinematic and spatial cues signal the driver’s intent to other road users.

The Concept of Potential Spatial Frameworks of Historical Settlements

The topic of the article arose on the basis of the current promises of recent times, which largely determine the creative tasks of both practicing architects and scientists in the field of theory and history of architecture: the implementation of the priority project "The formation of a comfortable urban environment", the all-Russian contest "Historical settlements and small towns", the formation in the Russian Federation of a newlist of historical settlements, which is being worked on by the Association "Russian province" scientific and expert Council. The article introduces the concept of "potential spatial framework of historical settlement", which is formed as an integral one on the basis of natural-ecological, historical- cultural, social and business spatial frameworks of the city. Depending on the "dominant" dictating a particular type of potential spatial framework, it can be museum and exhibition, cultural and educational, pilgrimage, tourist, ethnographic, etc. Frameworks nodes fix respectively valuable natural landscapes, objects of cultural heritage, elements of the system of service. Axes - transport and pedestrian communications carried out at different hierarchical levels: connection of cultural heritage objects in a historical settlement; connection of transit public spaces; communication within districts; connection of historical settlements with each other; their connection with a large city. Public space is considered as a typological unit of the architectural environment; which merged its natural, historical and social components. In the creation of potential spatial frameworks in small historical cities and historical centers oflarge cities, where the basis of spatial development are monuments of architecture and it is possible to implement the principle of continuity of the public spaces, the approach to the revitalization of historical settlements is seen.