It’s the Little Things that Count…

This paper will discuss the importance of detailed design decisions in the long term sustainability of any infrastructure system. It presents the concept of Universal Composition, first introduced by UCL’s new Universal Composition Laboratory (‘UCL-squared’) and emerging from the need to design in space and time for multiple senses towards the creation of more accessible, understandable and meaningful environments. It thus presents infrastructure design from the point of view of human perception, and argues the need to design for the senses in order to encourage sustainable behaviours concerning human mobility, transport and locational choice. After first explaining people-environment interactions, it discusses how the design of our urban infrastructure systems and environments can help stimulate our senses and thus behavioural change. Through two examples concerning bus stops implemented in London, it will explain how the role of both low and high tech technologies can help enhance interaction, improve accessibility and encourage usage. Thus, this paper aims to show that seemingly small details have a big role to play in the creation of infrastructure systems which enable, rather than inhibit, long term sustainable developmen

High capacity bus systems: A design methodology using artificial intelligence

Buses form the basis of the public transport system in many cities of the world: improvements to the operation of bus systems could therefore provide useful benefits in a variety of circumstances. In some cases (notably in Brazil) enhancements to the bus system have been achieved through the design of infrastructure and operations. This study examines both the nature of these enhancements to bus systems and the methods by which they were achieved, in order to facilitate the use of such techniques to improve bus systems elsewhere. Detailed discussions with engineers responsible for existing Brazilian high capacity bus systems reveal how these were conceived and put into operation. In addition, they indicate important variables and models (existing or new) that could be used during this process. In order to distinguish between results obtained on the basis of good quality data and those depending on data of poorer quality, existing artificial intelligence methods are investigated for their performance with poor quality data. These methods may provide some interpretative element, but they do not appear to be appropriate for the representation of the engineer's ability to interpret data. In order to include such assessments, a model is presented which represents the use by the engineer of opinion and judgement in the decision process. The design methodology for high capacity bus systems is represented in a computer model and validated with data representing the situation in a corridor before the implementation of a high capacity bus system. The resulting design is considered to be similar to the design actually implemented. The model is also tested in two other situations where the constraints are more severe, in Peni and in London. The results suggest that it is not possible to obtain a satisfactory design for a high capacity bus system in these corridors

Can shared surfaces be safely negotiated by blind and partially sighted people?

‘Shared Space’ schemes are designed to remove the physical distinction between pedestrian space and traffic space in the street environment to encourage more pedestrians to use the area. They may also make it easier for people with wheelchairs, prams or similar to negotiate the space. However, by removing the kerbs, blind and partially sighted people lose one of the key references that they normally use to know they are in a safe space away from vehicles and to navigate around the area. This study is intended to understand what people with visual impairments need from a surface to make it clearly detectable, given that it should not be a barrier to progress for people with other mobility limitations. With this information, some surfaces were tested to determine their suitability as a delineator. Approach and/or Methodology An experimental approach was adopted. People with mobility impairments and blind and partially sighted people were recruited. All participants used the normal street environment unaccompanied. The blind and partially sighted participants included people who use a guide dog, those who use a long cane and those who use no assistive device. The people with mobility impairments all used some form of mobility aid for example walking stick or wheelchair. The tests were run in the pedestrian testing facility PAMELA at UCL. The top surface of the test facility was predominantly concrete paving slab, but with test surfaces discretely located. The task for all participants was to travel from one designated place in the test area to another. For some of these trials the participant would encounter one of the test surfaces, but on other trials they would not. After each trial the participants were asked to rate how easy it was to detect a change in surface, or how easy it was to pass over the surface. The different surfaces included blister paving, corduroy paving, a central delineator, slopes, roughened surfaces, and traditional kerb upstands of different heights. Results or Expected Results None of the 400mm wide surfaces was detected by all participants. Changes in level through slopes were considered both positively and negatively, some people asking for steeper gradients and some less steep. Kerb heights below 60mm were not reliably detectable by blind or partially sighted people and are an obstacle to people in wheelchairs. Further tests on more surfaces are in process and the results will be incorporated into this paper. Conclusion Early suggestions for detectable surfaces – proposed in UK schemes - have been either a barrier to people with mobility impairments, or difficult to detect for blind and partially sighted people or both. The work presented in this paper shows the difficulty in finding a suitable dual purpose surface, yet clarifies the design requirements for shared space delineators for people with mobility impairments and blind or partially sighted people. This work has reinforced the point that 400mm width is insufficient to be used as a tactile surface. Further conclusions will be made after the additional surface tests. Topic Code: Ca C. Accessibility concerns and solutions for those with cognitive and sensory impairment a. Pedestrian safety at crossings and intersection

Modeling reactivity to biological macromolecules with a deep multitask network

Most small-molecule drug candidates fail before entering the market, frequently because of unexpected toxicity. Often, toxicity is detected only late in drug development, because many types of toxicities, especially idiosyncratic adverse drug reactions (IADRs), are particularly hard to predict and detect. Moreover, drug-induced liver injury (DILI) is the most frequent reason drugs are withdrawn from the market and causes 50% of acute liver failure cases in the United States. A common mechanism often underlies many types of drug toxicities, including both DILI and IADRs. Drugs are bioactivated by drug-metabolizing enzymes into reactive metabolites, which then conjugate to sites in proteins or DNA to form adducts. DNA adducts are often mutagenic and may alter the reading and copying of genes and their regulatory elements, causing gene dysregulation and even triggering cancer. Similarly, protein adducts can disrupt their normal biological functions and induce harmful immune responses. Unfortunately, reactive metabolites are not reliably detected by experiments, and it is also expensive to test drug candidates for potential to form DNA or protein adducts during the early stages of drug development. In contrast, computational methods have the potential to quickly screen for covalent binding potential, thereby flagging problematic molecules and reducing the total number of necessary experiments. Here, we train a deep convolution neural networkthe XenoSite reactivity modelusing literature data to accurately predict both sites and probability of reactivity for molecules with glutathione, cyanide, protein, and DNA. On the site level, cross-validated predictions had area under the curve (AUC) performances of 89.8% for DNA and 94.4% for protein. Furthermore, the model separated molecules electrophilically reactive with DNA and protein from nonreactive molecules with cross-validated AUC performances of 78.7% and 79.8%, respectively. On both the site- and molecule-level, the model’s performances significantly outperformed reactivity indices derived from quantum simulations that are reported in the literature. Moreover, we developed and applied a selectivity score to assess preferential reactions with the macromolecules as opposed to the common screening traps. For the entire data set of 2803 molecules, this approach yielded totals of 257 (9.2%) and 227 (8.1%) molecules predicted to be reactive only with DNA and protein, respectively, and hence those that would be missed by standard reactivity screening experiments. Site of reactivity data is an underutilized resource that can be used to not only predict if molecules are reactive, but also show where they might be modified to reduce toxicity while retaining efficacy. The XenoSite reactivity model is available at http://swami.wustl.edu/xenosite/p/reactivity

Eco-System Services and the Circular Economy for Textiles

The concept of industrial ecology has made important contributions to sustainable manufacturing. The discipline majored on applications of systems theory and modelling flows of materials energy and information. However, recognition of the importance of management and policy issues has moved thinking towards industrial ecosystems. This provides the context for interest in the circular economy (CE). The aim of this research, which emerges from the EU-funded Resyntex project, is to appraise the potential for CE in textiles to supplant the present linear supply chains where discarded materials end up in landfill or incinerated. There are major challenges adding value to textile wastes, especially as the materials are mostly from commodity products where price competition is intense. Preliminary work suggests that the business case for CE technologies and processes is not strong enough to attract potential investors. The research reported here draws on the concept of industrial ecosystem services to identify benefits not normally costed when making a financial appraisal. Some of these services can be measured financially, whereas others are indirect and can only be quantified by incorporating policy-related assumptions. However, when textile ecosystem services are quantified and incorporated into the business model, the outcome for CE is considerably more healthy

Developing low-carbon transport policies in Peru with capacity-building for their implementation: Draft Transport NAMA

Transport has been identified as one of the biggest sectors that contribute to climate change (23%) due to its energy demand and polluting emissions and therefore one of the sectors that needs to take action to mitigate its impact. A few countries in Latin America (Brazil, Chile, Mexico and Colombia) have started their transport NAMA development and are at different stages in the process. Peru has started this process more recently and this report aims at facilitating the NAMA development and a strategy for its implementation. A key issue in the Peruvian case is the need to set a wave of change in the way transport is usually perceived and addressed in Peru. Thus this report considers both the requirements and changes needed in order to implement a successful and appropriate transport NAMA. What is a NAMA? A NAMA (Nationally Appropriate Mitigation Actions) is a concept that originated under the Conference of the Parties (COP) in Bali 2007, as a mechanism to engage “Nationally appropriate mitigation actions by developing country Parties in the context of sustainable development, supported and enabled by technology, financing and capacity-building, in a measurable, reportable and verifiable manner;”. With two years of application; NAMAs have managed to attract transport sector decision-makers due to their alignment with national priorities and potential large financial and technical support to implement them. Overall Vision of a Transport NAMA in Peru The overarching aim for the transport NAMA in Peru is the achievement of the minimum optimum mobility required to stimulate economic growth and thus improve the quality of life. This report suggests that three areas of priority should be tackled in order to achieve the overarching aim – Urban Mobility, Energy Efficiency and the role of land use and planning – in the development and implementation of carbon emissions targets. In order to reduce emissions by any significant amount, it is necessary to devise measures for each of these priorities. For Urban Mobility, the measure to be adopted is the development of an integrated mobility system; for Energy Efficiency, the measure is the development of a programme to increase the energy efficiency of vehicles; for Land use and planning, the measure is to develop demonstrator Green Zones to show how low carbon living might work in reality. Each measure amounts to a set of interventions and each intervention has a set of Actions. The Actions are measurable, reportable and verifiable. In the draft NAMA, there are 16 Interventions and 51 Actions explained in Chapter 4 and some suggestions for indicators of successful outcomes (See chapter 4 intervention time frame tables). The dominance of the capital city of Lima and Callao in relation to the rest of the country means that significant effort needs to be made in the capital in order to influence the success of the policy at the national level. Many of the actions will therefore apply to and be developed in Lima and Callao. Most can be repeated elsewhere in the country as appropriate. A major finding is that to achieve the aim, it is crucially important to ensure coherent, consistent and comprehensive governance over the transport system, without which environmental and operational actions will fail. Therefore a major Mobility Reform must be put in place – some initial steps have already been taken but the path is longer than the political cycle; therefore in the case of Lima and Callao this reform could be facilitated by the creation of a Unified Technical Authority (UTA). This will incorporate all government bodies involved in transport in the capital city; to oversee the overall transport system in the city in order to have a low carbon means to provide the urban mobility required by the community. The UTA can then develop actions to optimise mobility for the population and improve the energy performance of the transport system by implementing the interventions. Some of the Actions suggested in the draft transport NAMA are substantive – designed to achieve the NAMA objectives. Other Actions are facilitative – intended to set up the governance and contextual situations required for successful implementation of the substantive actions. The report presents the arguments to support the choice of these outcomes, objectives, measures, interventions and actions and a suggested initial timescale for implementation. The 16 Interventions are (Please see Table 28 in appendix IV for summary of all actions): 1. Creation of a Unified Technical Authority 2. Mobility Reform for Lima and Callao 3. Creation of a Multi-institutional Transport NAMA Committee 4. Revision of draft Transport NAMA 5. Development of Travel Plans for commercial activity and employees 6. Development of an energy-efficient Mobility Plan 7. Support for education and training 8. Development, design and implementation of new infrastructure to encourage low energy mobility 9. Seek international finance for the implementation of the transport NAMA 10. Implement a vehicle labelling system and a compulsory system to achieve energy efficiency in light duty vehicles 11. Ensure that fuel quality is improved 12. Adopt mechanisms to achieve the declared emissions target 13. Design and Planning 14. Governance and Delivery 15. Carbon accounting and sustainability 16. Tendering and Feasibility Key Concepts Institutional Structure The overarching aim for the future of the world s citizens is the improvement in the quality of life – and Peru is no exception in this respect. This aim is so overarching that it extends beyond the limitations of political ideas and preferences: it is hard to imagine a political party not wishing to improve the quality of life of the population. It therefore extends beyond the political cycles of elections and terms of office, but requires commitment from all parties so that the initial actions are started immediately and there is a continuity of purpose – even if the methods and priorities change as one political philosophy is exchanged for another. The nature and scale of the problem (long term) transcends political differences, therefore it is necessary to have the right institutional structures in place in order to ensure that the technico-political discussions can take place in a meaningful way. A decision to implement a transport NAMA will require actions which will only return results beyond the current political cycle and this requires bold political action Technical Leadership Politicians have a duty to bring the societal consensus to the heart of government decision-making but sometimes this will conflict with the practical, technological and methodological requirements of the implementation of their decisions. However important and beneficial the political desire might be, the occasion does arise when it is simply not possible to put it into practice. Therefore there is a need to ensure that there is a body of technical wisdom at the disposal of the politicians. This wisdom includes the knowledge of what is possible, what happened before and an understanding of how to improve the predictions of what could happen in the future. This wisdom needs to be independent of political influence because its role is to provide advice that is independent of political wishes and, in effect, to provide the knowledgeable intelligence that enables politicians to be able to act in a responsible way with society s resources. It should be the norm that a politician turns to the technical leadership for objective advice of the highest order so that all decisions are made on the basis of the best evidence, advice and support. This requires technical leadership that is independent of the political process and therefore free from the changes that often occur as a result of the political cycle. Therefore continuity and leadership is also required at the technical level. Analytical Tools Three main tools have been selected to support the draft NAMA process; (1) the Outcome-based Strategy (OBS) which is a tool that formalises and facilitates the decision-making process; (2) the RED (Reduce, Exchange and Decarbonise) strategy which aims to drive and guide priorities increasing carbon reduction and improving quality of life; and (3) Multi-Criteria Analysis (MCA) which is an alternative method to cost-benefit analysis (CBA) enabling more effective assessments of strategic actions. Final remarks Further work is required in order to transform this draft transport NAMA into a NAMA proposal and this entails firstly the adoption and, if necessary, adjustment of the suggested interventions, followed by assessment of financial and incremental costs, development of appropriate metrics of success (including measurement, calculation, reporting and verification) and achievement of suitable GHG projections. Peru is currently recognised as a very promising emerging economy attracting international investment and the transport system plays a vital role in this economic development (transporting goods and people). Initial steps have already been taken to improve Mobility in the Metropolitan city (Lima and Callao), however more work needs to be done to ensure Peru s growth reaches its maximum potential. The large technical and financial support available and the potential social cobenefits that can be achieved, make a Transport NAMA the ideal tool to facilitate this goal

Validation of a Vision-Guided Mobility Assessment for RPE65-Associated Retinal Dystrophy

Purpose: To validate a vision-guided mobility assessment for individuals affected by RPE65-associated retinal dystrophy (RPE65-RD). / Methods: In this comparative cross-sectional study, 29 subjects, comprising 19 subjects with RPE65-RD and 10 normally-sighted subjects undertook three assessments of mobility: following a straight line, navigating a simple maze, and stepping over a sidewalk "kerb." Performance was quantified as the time taken to complete each assessment, number of errors made, walking speed, and percent preferred walking speed, for each assessment. Subjects also undertook assessments of visual acuity, contrast sensitivity, full-field static perimetry, and age-appropriate quality of life questionnaires. To identify the most relevant metric to quantify vision-guided mobility, we investigated repeatability, as well as convergent, discriminant, and criterion validity. We also measured the effect of illumination on mobility. / Results: Walking speed through the maze assessment best discriminated between RPE65-RD and normally-sighted subjects, with both convergent and discriminant validity. Walking speed also approached statistical significance when assessed for criterion validity (P = 0.052). Subjects with RPE65-RD had quantifiably poorer mobility at lower illumination levels. A relatively small mean difference (-0.09 m/s) was identified in comparison to a relatively large repeatability coefficient (1.10 m/s). / Conclusions: We describe a novel, quantifiable, repeatable, and valid assessment of mobility designed specifically for subjects with RPE65-RD. The assessment is sensitive to the visual impairment of individuals with RPE65-RD in low illumination, identifies the known phenotypic heterogeneity and will furthermore provide an important outcome measure for RPE65-RD. / Translational Relevance: This assessment of vision-guided mobility, validated in a dedicated cohort of subjects with RPE65-RD, is a relevant and quantifiable outcome measure for RPE65-RD

Symbolic transport choice across national cultures: theoretical considerations for research design

A recently empirically isolated latent variable in transport choice is symbolism, which examines what people believe their transport choices say to others about them and how they are judged in a social context. Whilst it is well established that symbolism differs vertically across different socio-economic groups within a country, very little work has been done on how symbolism in transport may differ between similar individuals across nations as a function of national cultural values, and how this may manifest itself in transport choices. If significant differences were to be found then this could have impacts for transport policy formulation and transfer. This paper explores and discusses these issues and concludes that the initial goal of any research into symbolic transport choices across cultures is theoretical fertility, and this is best achieved by adopting Lakatosian research programmes, using theory-driven thematic analysis to develop theoretical models for testing

Whole Systems Thinking for Circular Economy Design Practice

To develop the role of designers in the context of the circular economy, this paper investigated the concept of whole systems thinking in design practice. Designers’ practices were examined not just from the product orientated perspective, but by taking a more holistic systems thinking approach. This addressed a combination of the market, consumers and communication, plus design and production processes, supply chain and end-of-life considerations. The paper presents individual case studies of environmentally motivated fashion design that displayed differing levels of positive impact based on their breadth of design activity, and whether a wider systems-based design approach was successfully incorporated. The methodology employed a review of literature relating to circular systems and design approaches, and combined this with primary data from semi-structured interviews. Interview data from ethical fashion brands and designers identified barriers to the wider adoption of circular economy fashion strategies. Core competencies required to handle the complex technical issues related to whole system design were analysed in terms of the options available to support designers. Current techniques employed to bring products to market and effectively communicate their wider features and benefits to consumers were interrogated and modelled to establish where knowledge gaps lay. The paper concludes that the designers taking a systems based approach are more congruent with the circular economy model and the wider skills and attributes that enable such approaches, such as research skills and entrepreneurial methods. Findings on the effectiveness of current circular design systems offer key industry insights on the changing role of designers and the necessary mindset for systemic change. Academic implications of the research include the establishment of whole systems thinking in the training and development of a new generation of designers, to improve and enable positive design decisions. Originality lies in developing circular fashion approaches that draw from and improve upon existing strategies to create sustainable innovation