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The increasing volume of motorized traffic not only negatively impacts the structural preservation and overall planning of individual buildings within the block but also disrupts the originally harmonious and pleasant spatial environment of the area. Walking, as a primary mode of urban transportation, plays a crucial role in preserving the unique characteristics of historical blocks, enhancing the quality of the urban environment, and achieving long-term sustainable urban development. This study takes the Five Avenues historical block as a case, assessing the current walking environment from the perspective of Post-Occupancy Evaluation (POE). Machine learning techniques (including web scraping, the TF-IDF algorithm, and the LDA model) were employed to collect and analyze user feedback data, assisting in constructing walking environment satisfaction indicators. A total of 19 key factors affecting walking satisfaction were identified. Paired sample t-tests, ANOVA, and reliability and validity analyses were applied to examine the feasibility and practicality of the questionnaire content. Finally, using Importance–Performance Analysis (IPA), the improvement priorities for walking environment indicators were clearly defined. Although the overall satisfaction index of the Five Avenues is comparatively high, unobstructed pathways have the greatest impact on walking environment satisfaction, followed by the rationality of guiding signage facilities, and then by public security management and facility maintenance. Furthermore, visitors prioritize factors such as the cultural recognizability of the area, travel convenience, green space accessibility, and the sidewalk width proportion; they are less focused on the functional aspects of the walkways. Based on the analysis results from POE and machine learning, targeted strategies for improving the walking environment in historical blocks were proposed, aiming to provide a more comprehensive basis for improving the walking environments of similar blocks.

BackgroundUnderstanding the factors that influence walking is important as quantitative walking assessments have potential to inform health risk assessments. Wearable technology innovation has enabled quantitative walking assessments to be conducted in different settings. Understanding how different settings influence quantitative walking performance is required to better utilize the health-related potential of quantitative walking assessments.Research questionHow does spatiotemporal walking performance differ during walking in different settings at different speeds for young adults?MethodsForty-two young adults [21 male (23 ± 4 years), 21 female (24 ± 5 years)] walked in two laboratory settings (overground, treadmill) and three non-laboratory settings (hallway, indoor open, outdoor pathway) at three self-selected speeds (slow, preferred, fast) following verbal instructions. Six walking trials of each condition (10 m in laboratory overground, 20 m in other settings) were completed. Participants wore 17 inertial sensors (Xsens Awinda, Movella, Henderson, NV) and spatiotemporal parameters were computed from sensor-derived kinematics. Setting × speed × sex repeated measures analysis of variance were used for statistical analysis.ResultsRegardless of the speed condition, participants walked faster overground when compared to while on the treadmill and walked faster in the indoor open and outdoor pathway settings when compared to the laboratory overground setting. At slow speeds, participants also walked faster in the hallway when compared to the laboratory overground setting. Females had greater cadence when compared to males, independent of settings and speed conditions.SignificanceParticularly at slow speeds, spatiotemporal walking performance was different between the settings, suggesting that setting characteristics such as walkway boundary definition may significantly influence spatiotemporal walking performance.

Public transportation (PT) often fails to provide door-to-door service. Passengers often have to walk a distance to reach their destination after getting off the public transportation station. Therefore, the walking accessibility of the station area directly affects the attractiveness of the PT. For walking, accurate calculation or prediction of accessibility should consider not only the objective distance, but also the environment and psychological perception factors of pedestrians. This paper aims to map the pedestrian perceived cost to the transportation environment to evaluate the walking accessibility of the public transportation station area accurately. From the perspective of psychological perception of walking environment, four key impedance factors are selected and a pedestrian perceived impedance model is established. Then an evaluation model of station area accessibility is set employing POIs (Point of Interests) based on the accumulative opportunity method. Finally, the case is given to show the application of the model. The results show that the number of crosswalks with signal lights, mixed use of sidewalk and non-motorized lane, the obstacle quantity and the vehicle entrance quantity on sidewalks can increase perceived impedance significantly. For example, pedestrians are willing to spend 4.21 extra minutes to adopt routes with one fewer obstacle per 100 meters. Within 10 minutes of walking time, walking perception has a greater impact on station area accessibility. The perceived walking time thresholds for evaluating bus and rail transit station area accessibility are recommended to be 15 minutes and 20 minutes, respectively. The evaluation results can provide a reliable basis for improving the walking network around public transportation station.

Urban policies have recently been formulated, following the increasing interest in pedestrian-friendly cities, people-centered safety, and accessibility. Despite the research efforts on physical walking safety, safety evaluations centered on pedestrian perception have been under-reported. Investigating the factors affecting pedestrian subjective safety perception is critical to promoting walking intention because pedestrians forgo walking if they feel unsafe. This study explored the relationship between various walking environmental factors and pedestrians’ psychological perception of safety by surveying 99 pedestrians’ perceptions at nine study sites and conducting a field investigation. Because of the multifaceted nature of pedestrian perception, mediation effect analyses were also conducted to understand the relationship between walking environment factors and perceived safety in depth, considering the role of the perception of traffic characteristics and walking infrastructure. This study found that walking environmental factors closely related to physical safety (e.g., traffic safety facilities and crosswalks) may not greatly contribute to perceived safety and demonstrated that maintaining infrastructure quality is essential for enhancing perceived safety, considering the mediating effect of the perception of infrastructure on perceived safety. The results imply that to improve the walking environment, it is necessary to consider both the physical safety and the perceived safety of pedestrians. This requires comprehensive planning for enhancing traffic safety facilities as well as ensuring user comfort and pleasure through quality infrastructure. This study can provide a basis for enhancing pedestrian-centered safety and promoting residents’ walking intention for public health while increasing their perceptions of safety.

Obesity and global warming are two major challenges that affect communities’ health and quality of life. Providing good walking environments, with appropriate pedestrian infrastructure, green areas and access to commercial retail and transport hubs favour liveable, healthy, and sustainable cities. The Lisbon City Hall has implemented an intervention program in the public space as a strategy to improve environmental quality and mitigate the effects of climate change. The program “A square in each neighbourhood” intends not only to reinforce the economic base of Lisbon, namely tourism, restaurants, commerce, and creative activities but also to promote physical activity and improve the quality of living of all citizens. For studying the impact of the public space quality on the walking environment, Campolide, a typical Lisbon neighbourhood, Portugal, which includes one of the requalified squares, was selected. A two-step methodology based on spatial modelling is proposed. In the first step, the public space quality was evaluated based on a set of 13 urban quality attributes. Attributes, intended for the street level, were collected from open data platforms and complemented with a field survey. Then, through spatial analysis, these attributes were used to build the Pedestrian Environment Quality Indicator and the Priority Intervention Indicator. Using these indicators, walking-friendly streets were mapped and the most critical sites that require priority intervention were identified to prepare for the requalification planning process. The street with the highest quality in the study area according to the dimensions evaluated - connectivity, convenience, comfort, cleanliness, and conviviality - has a great offer of trees, bus stops, commercial establishments, commercial diversity, crossings, paper bins/eco points and esplanades. On the opposite side of the rank, the street with the lowest quality has no trees or green areas, transport stops, benches and tables, or commercial activity. The urban quality indicators constitute a helpful tool for city planners and policymakers when planning sustainable living neighbourhoods.

While transit-oriented development (TOD) has been widely adopted in urban design alongside the expansion of urban metro transit, the creation of pedestrian-friendly environments has often been overlooked during implementation. This has resulted in a lower walking advantage around metro transit stations. To address this issue and encourage walking and public transport use in metro transit station areas, this study undertook a quantitative comparative analysis of the pedestrian environment in five Chongqing metro transit station areas. The analysis focused on three key dimensions: “comprehensive evaluation”, “basic scale”, and “structural quality”. The comprehensive evaluation considered factors such as the pedestrian catchment area ratio, POI kernel density distribution, and crowd agglomeration. The basic scale dimension comprised floor area ratio, building density, pedestrian road density, and the quantity of station entrances and exits. Finally, structural quality factors included land use type mixing degree, POI function mixing degree, intersection connectivity, median street length, pedestrian route directness, and green view index. Based on these analyses, this study proposes a series of pedestrian environment design strategies including land use and transportation. The strategies for land use advocate for “developing compact and diverse land use”, “strengthening attraction of station center”, “positioning large projects on the edge”, “restricting private transportation capabilities”. The strategies for transportation consist of “increasing pedestrian road density”, “traffic calming organization”, “subdivision of road types”, and “three-dimensional pedestrian traffic system”. These strategies aim to create a more humanized and environmentally friendly pedestrian environment, proactively rise to the challenge of climate change, thereby cultivating sustainable urban development.

A rollator, one of the most widely used among walking assistance devices, can assist the elderly with stable walking in their daily lives. In this study, we investigated how the structural characteristics of two types of rollators affect the upper and lower extremity muscle activity and plantar pressure of the elderly in various walking environments. We quantified muscle activity (upper and lower limbs) and plantar pressure (mean force, peak pressure, and contact area) of 11 older adults walking in various environments (flat, obstacle, uneven, and sloped terrain) using two types of rollators. Upper extremity muscle activity was highest in the obstacle terrain and the uneven terrain, and a significant difference was found due to the structural differences of the rollator. Additionally, it was observed that lower extremity muscle activity and plantar pressure patterns appeared in accordance with the gait strategy to maintain stability in an unstable or inclined walking environment. In other words, it was confirmed that the weight of the rollator, the size of the wheel, grip type, and the auxiliary tools had a great effect on the upper and lower extremity muscle activity and plantar pressure of the elderly during walking. From the results of this study, it can be suggested that it is absolutely necessary to consider the biomechanical characteristics of the elderly and the structure of the rollator, which appear differently depending on the walking environment, in the development of walking aids. In the future, more clinical data will be collected, and based on this a rollator that can safely assist the elderly in various walking environments will be developed.