Ashley Dhanani

Suburban built form and street network development in London, 1880–2013: An application of quantitative historical methods

ABSTRACT This article describes the methods and findings of a study examining the architectural and spatial development of two of Londons suburbs over the past century. Historical analysis of urban growth is constrained by a lack of geographic data that can be used to produce chronologies of analyzable geographic data. This study, utilizing historical geographic data reconstruction techniques, shows that the single most significant development in architectural form in the study areas is that of the garage, signifying expanded personal mobility potentials coupled to car-oriented road infrastructure developments during the study period. It suggests that an urban history must account for the role of personal mobility technologies in such studies. Furthermore, the implementation of methods for creating usable longitudinal geographic datasets allows for increased insight into the nuances of the urban developmental processes.

A57 How do pedestrians react to busy roads? Findings from video surveys

Abstract Background Motorised traffic inhibits walking, with possible effects on physical exercise, social contacts, and access to services, and ultimately on people’s health and wellbeing. Road traffic may also lead pedestrians to engage in risky behaviours. This paper analyses pedestrian flows and behaviour in relation to the characteristics of roads and traffic in two areas in London. The work is part of the Street Mobility and Network Accessibility project to develop tools to overcome barriers to walking among older people. Methods Video surveys were used to observe pedestrians walking along the main road and side streets and crossing at formal and informal points during the day. The information gathered on pedestrian flows and behaviour was then related to motorised traffic levels, the results of an audit of the street environment, the estimated shortest routes to major local destinations, and data on passengers boarding and alighting buses. Results The Woodberry Down area is surrounded by roads and canals and is divided by a busy road with few formal crossings. The results show that pedestrian flows in the main road are lower than in parallel streets and that the propensity to cross (overall and informally) and the share of people with mobility restrictions in the total flow correlate negatively with hourly traffic levels. Flows were lower in streets with poorer walking environment and away from the main routes to bus stops. Several types of risky behaviour were observed near bus stops, including crossing the road at a shallow angle or in-between stopped traffic, walking along the road’s central reservation, and changing speed or path while crossing. The Finchley Road area is split by a busy road with guard rails separating pedestrian pavements from the carriageway. Walking and crossing flows are much higher in the main road than in side streets and correlate positively with traffic levels. The proportion of pedestrians walking along one side of the main road and the propensity to cross the road seem to be related to the location of destinations (supermarkets and underground stations) rather than characteristics of traffic and street environment. Risky behaviours were observed in signalised crossings, with a large proportion of pedestrians crossing during the red phase. Conclusions The differences in the results in the two areas suggest that the impact of busy roads on pedestrian flows and behaviour depends on local aspects such as land use, street layout, and crossing facilities, so the health impacts may also vary.