Methodology
Introduction
Phase 3 built upon and continued the research from Phase 2 that surveyed kerb heights and profiles currently used in the Scottish urban road network. During Phase 2, to establish opportunities for improving kerb heights and characteristics a number of sites were presented to participants in online interviews. The findings from these interviews were then coded, see Section 2.4, and assessed in order to provide outcomes for Phase 2 of the study as well as to inform the methodology going forward into Phase 3.
The Phase 2 work on trial coding and assessment online have allowed for methods to be developed and improved to be used on Phase 3. The demographic study in Phase 2 allows limited site visit and laboratory testing to be compared to a known general population. As well as this the outcomes from Phase 2 allowed for the most representative sites to be chosen for use in the Phase 3 study, see Section 2.5 for more detail.
A methodology for Phase 3 has therefore been adopted to target key factors and risk groups to ensure the study is effective, manageable and attempt to deliver within the project constraints. The interview data for Phase 3 of this study was collected in two parts. Firstly, the online interviews that were based on reflective lived experiences of the volunteer participants which followed the same methodology as the Phase 2 interviews. Then site visits that took the participants to specific site locations to give verbal commentaries of crossings and wayfinding at a representative selection of the surveyed site locations.
The mixed methodology approach addressed quantitative and qualitative data collection targeted at key issues, and possible new technological developments. Road engineering approaches were combined with inclusive design and behavioural/safety paradigms to address the multidisciplinary considerations.
Online Interviews
The same methodology used during Phase 2 of this study has been used for the online interview at Phase 3, which focused on targeting key factors and risk groups.
Inclusive design is a human-centred methodology that relates the capabilities of the population to the functional demands of a design. The overall aim was to look at the role of kerb heights with a view to improving street layouts for inclusion. Hence, the project asked people who represent inclusive populations their opinions about, and experiences of, kerbs during crossings.
The online interviews were undertaken and recorded utilising Microsoft Teams online meeting software, with the available volunteer participants responding from their own homes. There were eleven participants in total.
Site Visits
A series of site ‘usage cases’ were prepared for navigating along and crossing kerbs consisting of various kerb heights, profiles, characteristics and settings. The usage cases will be both on-site (Phase 3) and further assessed during Phase 4 in a laboratory environment. Site visits and commentaries will be conducted at chosen locations which will allow navigation and setting to be considered. Once the data was collected from the site visits it was coded and assessed. The outcomes of this assessment were then used to inform the conclusions in Section 5. A usage case in this instance was how a person interacts with the given activity whether that be travelling along the route or carrying out a controlled, or uncontrolled crossing. This activity or usage case was then assessed using the provided feedback.
The usage cases were presented to participants who represent specific inclusion ‘personas’. These personas were prepared by ENU, determined by functional impairment and severity e.g., ‘visually impaired person with restricted peripheral field of view and white stick, with no impairment of physical movement, age range: twenty – seventy. The interviews were founded on the reflective “lived experience” of the individuals and data from their commentaries during the site visits.
For each persona – usage case condition data will be collected on:
- Physical difficulties in engagement with kerbs and surfaces.
- Perceived physical, social and inclusion barriers (visual, hearing, physical movement, thinking, physiological systemic)
- Physical and mental workload,
- Perceived Understanding and cognition,
- Perceived Affect, apprehension, comfort
- Perceived Cumulative effort.
During the trial, the focus was on inclusive design, identifying what demands are made by the kerb design at each stage that may make the journey phase difficult, pleasant, frightening, painful or impossible.
While Phase 2 and Phase 3 are broadly similar, Phase 2 assisted, in a controlled environment, with the development of the Phase 3 proposals which were revised to enhance the methodology in advance of on-site activities. The study ultimately aimed to produce conclusions for, and make initial recommendations to, trunk road operators, local roads authorities, planners, and architects, on possible kerb heights and characteristics that provide optimum accessibility.
The on-site activities were based on reflective lived experience from each of the participants, the data from the online interview surveys were combined with the video data recorded at each location. Two team members acted as the interviewer/camera operator and assistant. While one further team member acted as the Safety Watch for both the participant and the team, and had complete authority to stop or pause an action or the interview at any time for safety, security, or wellbeing reasons. Site visits were carried out during October and November 2022, with excessive weather being avoided. Participants met at Edinburgh Napier University and were transferred to the special purpose vehicle, either a taxi or van depending on the requirements of the participant. The routes and parking locations for each of the interview sites were planned and agreed in advance to ensure proximity to the survey site location. The participants were asked to give a verbal commentary at specific areas of how they attempted crossings to provide necessary data for the study. If the kerb seemed too challenging, they were asked to proceed with their normal approach instead and to explain this. Efforts were made to ensure a realistic situation, for example, dogs were not cued or supported by anyone other than their unsighted principal, and canes, and participants wheelchairs were not orientated or guided by researchers, other than to avoid hazards.
The duration of each site visit lasted around 45 minutes, with the travel time between site location around 10-20 minutes. In summary the following procedure was carried out with each participant at all of the sites:
- Arrive to the site location, hi-visibility clothing was given to the participant, ENU staff and Safety Watch
- Safety briefing given to all, and activity briefing given to the participant
- Participant was then asked to give a verbal commentary and show how they would normally approach and then achieve crossing at specific kerb locations, this could include the use of controlled crossings dependant on the view of the participants and safety watch on the risks associated with the site conditions on the day
- The interviewer accompanies participants during their movements, videoing progress and maintaining an audio record of the context of the participant’s verbal commentary
- On-site recordings were taken of the ambient light levels (Lux) and ambient sound levels (dB) at each of the site locations
- The findings were then recorded before movement to a subsequent site or completion of the on-site activities.
Data Analytics - Coding
Following the online interviews and site visits the recordings were watched and the discussions coded into different types. Coding in academic terms is the process of collecting, assessing, and interpreting qualitative data to provide measurable outcomes.
The coding method used in this research project was developed during Phase 2 of the study and in summary the main themes were taken from the provided feedback using keywords which were then grouped under qualitative chosen criteria.
Choice of Sites
Phase 3 of this study assessed three out of the twenty-six sites surveyed during the Phase 2 study. In order to provide a range of kerb types and locations whilst minimising the travel time between sites during the operation, three locations were selected for the Phase 3 study. This methodology helped to prevent exposure of participants and undue discomfort. The chosen sites are considered to be representative examples with regard to kerb designs used within Scotland that would provide the necessary qualitative and quantitative outcomes to provide suitable conclusions for this stage of the study as well as help inform and refine the methodology for the laboratory assessments to be undertaken during Phase 4 of this research. The details of each of the sites assessed during this phase are given in Table 2‑1 below.
| Location | Purpose in Study | Crossing | Kerb Upstand |
|---|---|---|---|
| Constitution Street | New build/drains | Controlled and uncontrolled crossing used | 110mm |
| Picardy Place | Cycle track | Controlled crossing used | 55mm |
| George Street | Retail area | Controlled and uncontrolled crossing used | 85mm |
The choice of kerb survey locations was determined by considering the urban geography, land use and street type across the City of Edinburgh. The sites listed in Table 2‑1 capture a wide range of varying kerb heights and street environment to allow for a comparative assessment of results. At some of the chosen site locations the safety watch took the view that operations could only be undertaken at controlled crossings to ensure the safety of the participants. However, there were some occasions where controlled crossings were used as a safety mechanism to allow the participants to achieve the crossing safely and for the surveyors to survey the kerb heights and other parameters. The term ‘controlled crossing’ refers to a road crossing point with some form of traffic control associated with them e.g., Zebra, Pelican or Toucan crossing. An ‘uncontrolled crossing’ refers to road crossing points with no form of traffic control associated with them e.g. dropped kerbs and pedestrian islands, dropped kerbs only or a general road without any pedestrian facilities.
Site Descriptions
Constitution Street
This site is located on Constitution Street between Baltic Street and Tower Street in the vicinity of a section of the Trams to Newhaven tram line in Edinburgh which was in the late stages of construction at the time of this research. Approaching the site from the intersection between Constitution Street and Tower Street walking south towards Baltic Street the area is a mix of modern and older style buildings comprising residential, commercial, and industrial uses.
On the southbound side of the road there is a stone wall with a double width gate for vehicular access after which the wall continues until it reaches a stone building with a single width roller gate vehicular access. Lighting columns are present up to this point, these are grey and set to the back of the footway. Beyond this point lighting columns are not present on this side of the road. This is followed by a building entrance and then a further length of stone wall associated with the adjacent building that features large windows and intermittent entrances. On the southbound side of the road cars were parked intermittently in the marked parking bays along the length of the kerb, except at the locations with the previously discussed gates. The footway consists of smooth grey stone slabs with light grey combined drainage kerb.
On the Northbound side of Constitution Street travelling northbound at the location of the controlled crossing there are older style stone buildings with multiple large windows and frequent building entrances until it reaches a double width gate for vehicular access. The footway consists of smooth grey stone slabs with light grey combined drainage kerb and there is an electrical column associated with the trams set to the back of the footway.
Travelling northbound on the northbound side of the road beyond the double width gate the buildings become a more modern style construction. Then the adjoining building houses residential and commercial units, with large planters on the footway and a parking bay.
The road carriageway is two lanes wide, with intermittent parking bays on both sides, and is black asphalt until it reaches the tram tracks where it is a light grey concrete with dark inset rails. Constitution Street at this point is considered to have a lighter flow of traffic suitable for the team to carry out the site research in a safe manner without the specific use of a controlled crossing, while the adjacent. Baltic Street is considered to be a busier arterial route with much greater volumes of vehicular traffic.
Picardy Place
This site is located on Picardy Place where it meets Leith Street at the controlled crossing point in front of the Glasshouse Hotel, this is in the vicinity of a section of the Trams to Newhaven tram line and tram stop which was in the late stages of construction at the time of this research. Approaching the site from the northern side, from the parking bay/taxi rank on Leith Street outside of the Omni Centre there is a wide plaza featuring steps that transition to a smaller plaza with varied patterned slabs. The footway consists of various features including public art sculptures, trees, and lighting. Travelling north on a downward gradient, there is a mix of modern and older style buildings that comprise of mainly commercial uses.
On the southbound side of the road, from the parking bay there is a segregated cycleway between the footway and carriageway with intermittent raised table arrangements used for crossing points. At these points there are designated tactile paving positioned on the footway to indicate the crossing. At the controlled crossing point used for this site it then includes more tactical paving that indicates the boundary between the footway and the cycleway which then transitions to the crossing point for the road. Sequentially this arrangement utilises additional tactile paving to mark the conclusion of the cycleway crossing, a slight gap to distinguish between the crossings, more paving indicating the road crossing and then the road crossing itself. The crossing itself is of a raised table arrangement but has chamfered kerbs either side as the levels change to create the raised table arrangement. This chamfered kerb runs longitudinally with the cycleway to differentiate it from the pedestrian footway and the segregation island that runs adjacent to the southbound carriageway of the road.
The road carriageway is three lanes wide, one lane specifically for tram use only, with a detached cycleway adjacent to the southbound carriageway. Picardy Place is a busy arterial route into the centre of The City of Edinburgh with a high volume of vehicular and active travel traffic.
George Street
This site is located on George Street between Hanover Street and St Andrew Square. On both sides of the carriageway there are a mix of modern and older style buildings comprising residential and commercial uses. At the time of this research the westbound side of the road was under partial closure and the eastbound carriageway was operating under normal conditions.
On the westbound side of the road, from the parking bay at the St Andrews Square end of the road heading west towards Hanover Street there are multiple buildings with large windows and entrances, along the length of the road, some that have stepped access. From the controlled crossing until halfway along the footway there is a double kerb that transitions to a single kerb. The footway consists of assorted street furniture, including bus stops, telephone boxes and bins, as well as seating for the various restaurants set to the back of footway. There are intermittent parking bays and bus stops along the length of the road. The footway consists of grey, yellow and red stone slabs that vary in condition.
On the eastbound side of the road, from the tree to the west of St Andrew's and St George's West Church travelling east towards St Andrews Square, there are multiple buildings with large windows and entrances along the length of the road. The footway consists of various street furniture including, planters, bus stops, parking meters and bins. The footway consists of grey, yellow and red stone slabs that vary in condition. There are intermittent parking bays, loading bays and bus stops along the length of the road.
The carriageway is 4 lanes wide with a cobbled parking area in the centre of the street that was full at the time of the surveys. George Street is a busy arterial route in the centre of The City of Edinburgh with a great volume of vehicular traffic.