Search results

The size of the population classified as people with disabilities or older adults is increasing globally. The World Health Organization estimates that the average prevalence of disability is around 18% among adults age 18 and older. People with disabilities and older adults have lower levels of physical activity and experience significant barriers to walking in local neighbourhoods. A new perspective is needed that views disability in the context of the built environment and across the lifespan. The purpose of this chapter is to examine walking as an activity that is inclusive of any age, ability or assistive device used for mobility. Through a literature review, we illustrate the complex relationship that exists between individuals with disabilities/older adults and the built environment. We describe environmental and social factors, which have been found to be associated with walking among people with disabilities and older adults as well as factors perceived to be barriers to walking. Factors cited in the literature include aspects that fall into the environmental domains of the International Classification of Functioning. We conclude by highlighting key factors needed for planning supportive walking environments for people with disabilities and older adults. Recommendations include the use of walking audits to gain information on detailed aspects of the built environment, developing inclusive walking initiatives, including people with disabilities and older adults in the planning process and planning for maintenance.

Purpose – The purpose of this chapter is to review the methodological and empirical underpinnings of transport network screening, or management, as it relates to improving road safety. As jurisdictions around the world are charged with transport network management in order to reduce externalities associated with road crashes, identifying potential blackspots or hotspots is an important if not critical function and responsibility of transport agencies.

Methodology – Key references from within the literature are summarised and discussed, along with a discussion of the evolution of thinking around hotspot identification and management. The theoretical developments that correspond with the evolution in thinking are provided, sprinkled with examples along the way.

Findings – Hotspot identification methodologies have evolved considerably over the past 30 or so years, correcting for methodological deficiencies along the way. Despite vast and significant advancements, identifying hotspots remains a reactive approach to managing road safety – relying on crashes to accrue in order to mitigate their occurrence. The most fruitful directions for future research will be in the establishment of reliable relationships between surrogate measures of road safety – such as ‘near misses’ – and actual crashes – so that safety can be proactively managed without the need for crashes to accrue.

Research implications – Research in hotspot identification will continue; however, it is likely to shift over time to both closer to ‘real-time’ crash risk detection and considering safety improvements using surrogate measures of road safety – described in Chapter 17.

Practical implications – There are two types of errors made in hotspot detection – identifying a ‘risky’ site as ‘safe’ and identifying a ‘safe’ site as ‘risky’. In the former case no investments will be made to improve safety, while in the latter case ineffective or inefficient safety improvements could be made. To minimise these errors, transport network safety managers should be applying the current state of the practice methods for hotspot detection. Moreover, transport network safety managers should be eager to transition to proactive methods of network safety management to avoid the need for crashes to occur. While in its infancy, the use of surrogate measures of safety holds significant promise for the future.

The National Labor Relations Act (NLRA) creates rights for covered employees, defines conduct that violates those rights, and deems that conduct an unfair labor practice. But while given broad remedial powers under the Act, the Board's options were curtailed by the Supreme Court's limit on the use of deterrence as an express remedial justification. The Board was left with a strongly make-whole, i.e., ex-post, focus to undo the consequences of a violation.

Put differently, the current NLRA remedies reflect a pay-or-play philosophy. The goal is restoration after the fact, using ex-post remedies to give parties the benefit or status quo that they expected. An actor willing to pay may use a cost–benefit analysis and strategically choose to violate the Act, accepting the make-whole remedies later. But the Act created ex-ante statutory rights, not agreed-upon contractual terms. By statutory enactment, employees are given something of value deemed worthy of protection. Assigning value to compliance with the law in the first instance not only prevents sometimes irreparable harm but also reaffirms the inherent value of the right itself.

The impact of the Board's limited remedies is therefore a broad value-driven one. Without ex-ante deterrence, the available ex-post make-whole remedial options make a normative statement about individuals' rights under the Act: those rights may not be inherently worth enough to incentivize legal compliance. The make-whole focus can imply that financial compensation for the portion of harm that can be calculated and “undoing” some nonfinancial effects is sufficient. There is little drive to deter infringement before the fact. By examining the remedial philosophy behind contrasting approaches in the common law of torts and contract, this Article asserts that the current remedial strictures and framework undermine both the Act and the worth of its rights in the eyes of the public and the employees who hold them.