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Traffic comprises pedestrians, vehicles, ridden or herded animals, trains, and other conveyances that use public ways (roads/sidewalks) for travel and transportation.

Traffic laws govern and regulate traffic, while rules of the road include traffic laws and informal rules that may have developed over time to facilitate the orderly and timely flow of traffic.^[1] Organized traffic generally has well-established priorities, lanes, right-of-way, and traffic control at intersections. (International Regulations for Preventing Collisions at Sea govern the oceans and influence some laws for navigating domestic waters.)

Traffic is formally organized in many jurisdictions, with marked lanes, junctions, intersections, interchanges, traffic signals, cones, or signs. Traffic is often classified by type: heavy motor vehicle (e.g., car, truck), other vehicle (e.g., moped, bicycle), and pedestrian. Different classes may share speed limits and easement, or may be segregated. Some jurisdictions may have very detailed and complex rules of the road while others rely more on drivers' common sense and willingness to cooperate.

Organization typically produces a better combination of travel safety and efficiency. Events which disrupt the flow and may cause traffic to degenerate into a disorganized mess include road construction, collisions, and debris in the roadway. On particularly busy freeways, a minor disruption may persist in a phenomenon known as traffic waves. A complete breakdown of organization may result in traffic congestion and gridlock. Simulations of organized traffic frequently involve queuing theory, stochastic processes and equations of mathematical physics applied to traffic flow.

The word traffic originally meant "trade" (as it still does) and comes from the Old Italian verb trafficare and noun traffico. The origin of the Italian words is unclear. Suggestions include Catalan trafegar "decant",^[2] an assumed Vulgar Latin verb transfricare 'rub across',^[3] an assumed Vulgar Latin combination of trans- and facere 'make or do',^[3][4] Arabic tafriq 'distribution',^[3] and Arabic taraffaqa, which can mean 'seek profit'.^[4] Broadly, the term covers many kinds of traffic including network traffic, air traffic, marine traffic and rail traffic, but it is often used narrowly to mean only road traffic.

Rules of the road and driving etiquette are the general practices and procedures that road users are required to follow. These rules usually apply to all road users, though they are of special importance to motorists and cyclists. These rules govern interactions between vehicles and pedestrians. The basic traffic rules are defined by an international treaty under the authority of the United Nations, the 1968 Vienna Convention on Road Traffic. Not all countries are signatory to the convention and, even among signatories, local variations in practice may be found. There are also unwritten local rules of the road, which are generally understood by local drivers.

As a general rule, drivers are expected to avoid a collision with another vehicle and pedestrians, regardless of whether or not the applicable rules of the road allow them to be where they happen to be.^[5][6]

In addition to the rules applicable by default, traffic signs and traffic lights must be obeyed, and instructions may be given by a police officer, either routinely (on a busy crossing instead of traffic lights) or as road traffic control around a construction zone, accident, or other road disruption.

Traffic heading in inverse ways ought to be isolated so as to not hinder each other's way. The most essential guideline is whether to utilize the left or right half of the street.

In many countries, the rules of the road are codified, setting out the legal requirements and punishments for breaking them.

In the United Kingdom, the rules are set out in the Highway Code, which includes not only obligations but also advice on how to drive sensibly and safely.

In the United States, traffic laws are regulated by the states and municipalities through their respective traffic codes. Most of these are based at least in part on the Uniform Vehicle Code, but there are variations from state to state. In states such as Florida, traffic law and criminal law are separate; therefore, unless someone flees the scene of an accident or commits vehicular homicide or manslaughter, they are only guilty of a minor traffic offense. However, states such as South Carolina have completely criminalised their traffic law, so, for example, one is guilty of a misdemeanor simply for travelling 5 miles over the speed limit.

Trail ethics are a set of informal rules for right of way for users of trails, including hikers, mountaineers, equestrians, cyclists, and mountain bikers.

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Vehicles often come into conflict with other vehicles and pedestrians because their intended courses of travel intersect, and thus interfere with each other's routes. The general principle that establishes who has the right to go first is called "right of way" or "priority". It establishes who has the right to use the conflicting part of the road and who has to wait until the other does so.

Signs, signals, markings and other features are often used to make priority explicit. Some signs, such as the stop sign, are nearly universal. When there are no signs or markings, different rules are observed depending on the location. These default priority rules differ between countries, and may even vary within countries. Trends toward uniformity are exemplified at an international level by the Vienna Convention on Road Signs and Signals, which prescribes standardised traffic control devices (signs, signals, and markings) for establishing the right of way where necessary.

Crosswalks (or pedestrian crossings) are common in populated areas, and may indicate that pedestrians have priority over vehicular traffic. In most modern cities, the traffic signal is used to establish the right of way on the busy roads. Its primary purpose is to give each road a duration of time in which its traffic may use the intersection in an organised way. The intervals of time assigned for each road may be adjusted to take into account factors such as difference in volume of traffic, the needs of pedestrians, or other traffic signals. Pedestrian crossings may be located near other traffic control devices; if they are not also regulated in some way, vehicles must give priority to them when in use. Traffic on a public road usually has priority over other traffic such as traffic emerging from private access; rail crossings and drawbridges are typical exceptions.

Uncontrolled traffic comes in the absence of lane markings and traffic control signals. On roads without marked lanes, drivers tend to keep to the appropriate side if the road is wide enough. Drivers frequently overtake others. Obstructions are common.

Intersections have no signals or signage, and a particular road at a busy intersection may be dominant – that is, its traffic flows – until a break in traffic, at which time the dominance shifts to the other road where vehicles are queued. At the intersection of two perpendicular roads, a traffic jam may result if four vehicles face each other side-on.

Drivers often seek to turn onto another road or onto private property. The vehicle's blinking turn signals (commonly known as "blinkers" or "indicators") are often used as a way to announce one's intention to turn, thus alerting other drivers. The actual usage of directional signals varies greatly amongst countries, although its purpose is to indicate a driver's intention to depart from the current (and natural) flow of traffic well before the departure is executed (typically 3 seconds as a guideline).

This will usually mean that turning traffic must stop and wait for a breach to turn, and this might cause inconvenience for drivers that follow them but do not want to turn. This is why dedicated lanes and protected traffic signals for turning are sometimes provided. On busier intersections where a protected lane would be ineffective or cannot be built, turning may be entirely prohibited, and drivers will be required to "drive around the block" in order to accomplish the turn. Many cities employ this tactic quite often; in San Francisco, due to its common practice, making three right turns is known colloquially as a "San Francisco left turn". Likewise, as many intersections in Taipei City are too busy to allow direct left turns, signs often direct drivers to drive around the block to turn.

Turning rules are by no means universal. For example, in New Zealand (a drive-on-the-left country) between 1977 and 2012, left turning traffic had to give way to opposing right-turning traffic wishing to take the same road (unless there were multiple lanes, but then one must take care in case a vehicle jumped lanes). New Zealand abolished this particular rule on 25 March 2012, except at roundabouts or when denoted by a Give Way or Stop sign.^[7] Although the rule caused initial driver confusion, and many intersections required or still require modification,^[8] the change is predicted to eventually prevent one death and 13 serious injuries annually.

On roads with multiple lanes, turning traffic is generally expected to move to the lane closest to the direction they wish to turn. For example, traffic intending to turn right will usually move to the rightmost lane before the intersection. Likewise, left-turning traffic will move to the leftmost lane. Exceptions to this rule may exist where for example the traffic authority decides that the two rightmost lanes will be for turning right, in which case drivers may take whichever of them to turn. Traffic may adapt to informal patterns that rise naturally rather than by force of authority. For example, it is common for drivers to observe (and trust) the turn signals used by other drivers in order to make turns from other lanes. If several vehicles on the right lane are all turning right, a vehicle may come from the next-to-right lane and turn right as well, in parallel with the other right-turning vehicles.

In most of Continental Europe, the default rule is to give priority to the right, but this may be overridden by signs or road markings. There, priority was initially given according to the social rank of each traveler, but early in the life of the automobile this rule was deemed impractical and replaced with the priorité à droite (priority to the right) rule, which still applies. At a traffic circle where priorité à droite is not overridden, traffic on what would otherwise be a roundabout gives way to traffic entering the circle. Most French roundabouts now have give-way signs for traffic entering the circle, but there remain some notable exceptions that operate on the old rule, such as the Place de l'Étoile around the Arc de Triomphe. Priority to the right where used in continental Europe may be overridden by an ascending hierarchy of markings, signs, signals, and authorized persons.

In the United Kingdom, priority is generally indicated by signs or markings, so that almost all junctions between public roads (except those governed by traffic signals) have a concept of a major road and minor road. The default give-way-to-the-right rule used in Continental Europe causes problems for many British and Irish drivers who are accustomed to having right of way by default unless otherwise indicated. A very small proportion of low-traffic junctions are unmarked – typically on housing estates or in rural areas. Here the rule is to "proceed with great care"^[9] i.e. slow the vehicle and check for traffic on the intersecting road.

Other countries use various methods similar to the above examples to establish the right of way at intersections. For example, in most of the United States, the default priority is to yield to traffic from the right, but this is usually overridden by traffic control devices or other rules, like the boulevard rule. This rule holds that traffic entering a major road from a smaller road or alley must yield to the traffic of the busier road, but signs are often still posted. The boulevard rule can be compared with the above concept of a major and minor road, or the priority roads that may be found in countries that are parties to the Vienna Convention on Road Signs and Signals.

Perpendicular intersections

Also known as a "four-way" intersection, this intersection is the most common configuration for roads that cross each other, and the most basic type.

If traffic signals do not control a four-way intersection, signs or other features are typically used to control movements and make clear priorities. The most common arrangement is to indicate that one road has priority over the other, but there are complex cases where all traffic approaching an intersection must yield and may be required to stop.

In the United States, South Africa, and Canada, there are four-way intersections with a stop sign at every entrance, called four-way stops. A failed signal or a flashing red light is equivalent to a four-way stop, or an all-way stop. Special rules for four-way stops may include:

1. In the countries that use four-way stops, pedestrians always have priority at crosswalks – even at unmarked ones, which exist as the logical continuations of the sidewalks at every intersection with approximately right angles – unless signed or painted otherwise.
2. Whichever vehicle first stops at the stop line – or before the crosswalk, if there is no stop line – has priority.
3. If two vehicles stop at the same time, priority is given to the vehicle on the right.
4. If several vehicles arrive at the same time, a right-of-way conflict may arise wherein no driver has the legal right-of-way. This may result in drivers informally signaling to other drivers to indicate their intent to yield, for example by waving or flashing headlights.^[10]

In Europe and other places, there are similar intersections. These may be marked by special signs (according to the Vienna Convention on Road Signs and Signals), a danger sign with a black X representing a crossroads. This sign informs drivers that the intersection is uncontrolled and that default rules apply. In Europe and in many areas of North America the default rules that apply at uncontrolled four-way intersections are almost identical:

1. Rules for pedestrians differ by country, in the United States and Canada pedestrians generally have priority at such an intersection.
2. All vehicles must give priority to any traffic approaching from their right,
3. Then, if the vehicle is turning right or continuing on the same road it may proceed.
4. Vehicles turning left must also give priority to traffic approaching from the opposite direction, unless that traffic is also turning left.
5. If the intersection is congested, vehicles must alternate directions and/or circulate priority to the right one vehicle at a time. ^{[citation needed]}

A number of features make this protected intersection. A corner refuge island, a setback crossing of the pedestrians and cyclists, generally between 1.5–7 metres of setback, a forward stop bar, which allows cyclists to stop for a traffic light well ahead of motor traffic who must stop behind the crosswalk. Separate signal staging or at least an advance green for cyclists and pedestrians is used to give cyclists and pedestrians no conflicts or a head start over traffic. The design makes a right turn on red, and sometimes left on red depending on the geometry of the intersection in question, possible in many cases, often without stopping.^[11]

This type of intersection is common in the bicycle-friendly Netherlands.^[12]

Pedestrians must often cross from one side of a road to the other, and in doing so may come into the way of vehicles traveling on the road. In many places pedestrians are entirely left to look after themselves, that is, they must observe the road and cross when they can see that no traffic will threaten them. Busier cities usually provide pedestrian crossings, which are strips of the road where pedestrians are expected to cross.

The actual appearance of pedestrian crossings varies greatly, but the two most common appearances are: (1) a series of lateral white stripes or (2) two longitudinal white lines. The former is usually preferred, as it stands out more conspicuously against the dark pavement.

Some pedestrian crossings accompany a traffic signal to make vehicles stop at regular intervals so pedestrians can cross. Some countries have "intelligent" pedestrian signals, where the pedestrian must push a button in order to assert their intention to cross. In some countries, approaching traffic is monitored by radar or by electromagnetic sensors buried in the road surface, and the pedestrian crossing lights are set to red if a speed infringement is detected. This has the effect of enforcing the local speed limit. See Speed Limits below.

Pedestrian crossings without traffic signals are also common. In this case, the traffic laws usually states that the pedestrian has the right of way when crossing, and that vehicles must stop when a pedestrian uses the crossing. Countries and driving cultures vary greatly as to the extent to which this is respected. In the state of Nevada the car has the right of way when the crosswalk signal specifically forbids pedestrian crossing. Traffic culture is a determinant factor for the behaviors of all road users’ traffic. Specifically, it has a main role in crashes.^[13]

Some jurisdictions forbid crossing or using the road anywhere other than at crossings, termed jaywalking. In other areas, pedestrians may have the right to cross where they choose, and have right of way over vehicular traffic while crossing.

In most areas, an intersection is considered to have a crosswalk, even if not painted, as long as the roads meet at approximate right angles. The United Kingdom and Croatia are among the exceptions.

Pedestrian crossings may also be located away from intersections.

A level crossing is an at-grade intersection of a railway by a road. Because of safety issues, they are often equipped with closable gates, crossing bells and warning signs.

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The higher the speed of a vehicle, the more difficult collision avoidance becomes and the greater the damage if a collision does occur. Therefore, many countries of the world limit the maximum speed allowed on their roads. Vehicles are not supposed to be driven at speeds which are higher than the posted maximum.

To enforce speed limits, two approaches are generally employed. In the United States, it is common for the police to patrol the streets and use special equipment (typically a radar unit) to measure the speed of vehicles, and pull over any vehicle found to be in violation of the speed limit. In Brazil, Colombia and some European countries, there are computerized speed-measuring devices spread throughout the city, which will automatically detect speeding drivers and take a photograph of the license plate (or number plate), which is later used for applying and mailing the ticket. Many jurisdictions in the U.S. use this technology as well.

A mechanism that was developed in Germany is the Grüne Welle, or green wave, which is an indicator that shows the optimal speed to travel for the synchronized green lights along that corridor. Driving faster or slower than the speed set by the behavior of the lights causes the driver to encounter many red lights. This discourages drivers from speeding or impeding the flow of traffic. See related traffic wave and Pedestrian Crossings, above.

Overtaking (or passing) refers to a maneuver by which one or more vehicles traveling in the same direction are passed by another vehicle. On two-lane roads, when there is a split line or a dashed line on the side of the overtaker, drivers may overtake when it is safe. On multi-lane roads in most jurisdictions, overtaking is permitted in the "slower" lanes, though many require a special circumstance. See "Lanes" below.

In the United Kingdom and Canada, notably on extra-urban roads, a solid white or yellow line closer to the driver is used to indicate that no overtaking is allowed in that lane. A double white or yellow line means that neither side may overtake.

In the United States, a solid white line means that lane changes are discouraged and a double white line means that the lane change is prohibited.

When a street is wide enough to accommodate several vehicles traveling side-by-side, it is usual for traffic to organize itself into lanes, that is, parallel corridors of traffic. Some roads have one lane for each direction of travel and others have multiple lanes for each direction. Most countries apply pavement markings to clearly indicate the limits of each lane and the direction of travel that it must be used for. In other countries lanes have no markings at all and drivers follow them mostly by intuition rather than visual stimulus.

On roads that have multiple lanes going in the same direction, drivers may usually shift amongst lanes as they please, but they must do so in a way that does not cause inconvenience to other drivers. Driving cultures vary greatly on the issue of "lane ownership": in some countries, drivers traveling in a lane will be very protective of their right to travel in it while in others drivers will routinely expect other drivers to shift back and forth.

Designation and overtaking

The usual designation for lanes on divided highways is the fastest lane is the one closest to the center of the road, and the slowest to the edge of the road. Drivers are usually expected to keep in the slowest lane unless overtaking, though with more traffic congestion all lanes are often used.

When driving on the left:

• The lane designated for faster traffic is on the right.
• The lane designated for slower traffic is on the left.
• Most freeway exits are on the left.
• Overtaking is permitted to the right, and sometimes to the left.

When driving on the right:

• The lane designated for faster traffic is on the left.
• The lane designated for slower traffic is on the right.
• Most freeway exits are on the right.
• Overtaking is permitted to the left, and sometimes to the right.

Countries party to the Vienna Convention on Road Traffic have uniform rules about overtaking and lane designation. The convention details (amongst other things) that "Every driver shall keep to the edge of the carriageway appropriate to the direction of traffic", and the "Drivers overtaking shall do so on the side opposite to that appropriate to the direction of traffic", notwithstanding the presence or absence of oncoming traffic. Allowed exceptions to these rules include turning or heavy traffic, traffic in lines, or situation in which signs or markings must dictate otherwise. These rules must be more strictly adhered to on roads with oncoming traffic, but still apply on multi-lane and divided highways. Many countries in Europe are party to the Vienna Conventions on traffic and roads. In Australia (which is not a contracting party), traveling in any lane other than the "slow" lane on a road with a speed limit at or above 80 km/h (50 mph) is an offence, unless signage is posted to the contrary or the driver is overtaking.

Many areas in North America do not have any laws about staying to the slowest lanes unless overtaking. In those areas, unlike many parts of Europe, traffic is allowed to overtake on any side, even in a slower lane. This practice is known as "passing on the right" in the United States and "overtaking on the inside" and "undertaking" in the United Kingdom. When referring to individual lanes on dual carriageways, one does not consider traffic travelling the opposite direction. The inside lane (in the British English sense, i.e. the lane beside the hard shoulder) refers to the lane used for normal travel, while the middle lane is used for overtaking cars on the inside lane. The outside lane (i.e. closest to oncoming traffic) is used for overtaking vehicles in the middle lane. The same principle lies with dual carriageways with more than three lanes.

U.S.-state-specific practices

In some US states (such as Louisiana, Massachusetts and New York), although there are laws requiring all traffic on a public way to use the right-most lane unless overtaking, this rule is often ignored and seldom enforced on multi-lane roadways. Some states, such as Colorado, use a combination of laws and signs restricting speeds or vehicles on certain lanes to emphasize overtaking only on the left lane, and to avoid a psychological condition commonly called road rage.

In California, cars may use any lane on multi-lane roadways. Drivers moving slower than the general flow of traffic are required to stay in the right-most lanes (by California Vehicle Code (CVC) 21654) to keep the way clear for faster vehicles and thus speed up traffic. However, faster drivers may legally pass in the slower lanes if conditions allow (by CVC 21754). But the CVC also requires trucks to stay in the right lane, or in the right two lanes if the roadway has four or more lanes going in their direction. The oldest freeways in California, and some freeway interchanges, often have ramps on the left, making signs like "TRUCKS OK ON LEFT LANE" or "TRUCKS MAY USE ALL LANES" necessary to override the default rule. Lane splitting, or riding motorcycles in the space between cars in traffic, is permitted as long as it is done in a safe and prudent manner.^[14]

In order to increase traffic capacity and safety, a route may have two or more separate roads for each direction of traffic. Alternatively, a given road might be declared one-way.

In large cities, moving from one part of the city to another by means of ordinary streets and avenues can be time-consuming since traffic is often slowed by at-grade junctions, tight turns, narrow marked lanes and lack of a minimum speed limit. Therefore, it has become common practice for larger cities to build roads for faster through traffic. There are two different types of roads used to provide high-speed access across urban areas:

• The controlled-access highway (freeway or motorway) is a divided multi-lane highway with fully controlled access and grade-separated intersections (no cross traffic). Some freeways are called expressways, super-highways, or turnpikes, depending on local usage. Access to freeways is fully controlled; entering and leaving the freeway is permitted only at grade-separated interchanges.
• The limited-access road (often called expressway in areas where the name does not refer to a freeway or motorway) is a lower-grade type of road with some or many of the characteristics of a controlled-access highway: usually a broad multi-lane avenue, frequently divided, with some grade separation at intersections.

Motor vehicle drivers wishing to travel over great distances within the city will usually take the freeways or expressways in order to minimize travel time. When a crossing road is at the same grade as the freeway, a bridge (or, less often, an underpass) will be built for the crossing road. If the freeway is elevated, the crossing road will pass underneath it.

Minimum speed signs are sometimes posted (although increasingly rare) and usually indicate that any vehicle traveling slower than 40 mph (64 km/h) should indicate a slower speed of travel to other motor vehicles by engaging the vehicle's four-way flashing lights. Alternative slower-than-posted speeds may be in effect, based on the posted speed limit of the highway/freeway.

Systems of freeways and expressways are also built to connect distant and regional cities, notable systems include the Interstate highways, the Autobahnen and the Expressway Network of the People's Republic of China.

In more sophisticated systems such as large cities, this concept is further extended: some streets are marked as being one-way, and on those streets all traffic must flow in only one direction. Pedestrians on the sidewalks are generally not limited to one-way movement. Drivers wishing to reach a destination they have already passed must return via other streets. One-way streets, despite the inconveniences to some individual drivers, can greatly improve traffic flow since they usually allow traffic to move faster and tend to simplify intersections.

In some places traffic volume is consistently, extremely large, either during periods of time referred to as rush hour or perpetually. Exceptionally, traffic upstream of a vehicular collision or an obstruction, such as construction, may also be constrained, resulting in a traffic jam. Such dynamics in relation to traffic congestion is known as traffic flow. Traffic engineers sometimes gauge the quality of traffic flow in terms of level of service.

In measured traffic data, common spatiotemporal empirical features of traffic congestion have been found that are qualitatively the same for different highways in different countries. Some of these common features distinguish the wide moving jam and synchronized flow phases of congested traffic in Kerner's three-phase traffic theory.

During business days in most major cities, traffic congestion reaches great intensity at predictable times of the day due to the large number of vehicles using the road at the same time. This phenomenon is called rush hour or peak hour, although the period of high traffic intensity often exceeds one hour. Since the advent of car radios, radio programming during rush hour is likely to be called drive time.

Some cities adopt policies to reduce rush-hour traffic and pollution and encourage the use of public transportation. For example, in São Paulo, Manila^[15] and in Mexico City, each vehicle has a specific day of the week in which it is forbidden from traveling the roads during rush hour. The day for each vehicle is taken from the license plate number, and this rule is enforced by traffic police and also by hundreds of strategically positioned traffic cameras backed by computerized image-recognition systems that issue tickets to offending drivers.

In the United States and Canada, several expressways have a special lane (called an "HOV Lane" – High Occupancy Vehicle Lane) that can only be used by cars carrying two (some locations-three) or more people. Also, many major cities have instituted strict parking prohibitions during rush hour on major arterial streets leading to and from the central business district. During designated weekday hours, vehicles parked on these primary routes are subject to prompt ticketing and towing at owner expense. The purpose of these restrictions is to make available an additional traffic lane in order to maximize available traffic capacity. Additionally, several cities offer a public telephone service where citizens can arrange rides with others depending on where they live and work. The purpose of these policies is to reduce the number of vehicles on the roads and thus reduce rush-hour traffic intensity.

Metered freeways are also a solution for controlling rush hour traffic. In Phoenix, Arizona and Seattle, Washington, among other places, metered on-ramps have been implemented. During rush hour, traffic signals are used with green lights to allow one car per blink of the light to proceed on to the freeway.

Rush hour is typically caused by multiple cars all going to once place at the same time. There is no way to fix the issue because the economy has set times for work, school, and running errands all during the same hours. There is no avoiding this problem because it exists in every major metropolitan area in the world. ^[16]

In some areas, emergency responders are provided with specialized equipment, such as a Mobile Infrared Transmitter, which allows emergency response vehicles, particularly fire-fighting apparatus, to have high-priority travel by having the lights along their route change to green. The technology behind these methods has evolved, from panels at the fire department (which could trigger and control green lights for certain major corridors) to optical systems (which the individual fire apparatus can be equipped with to communicate directly with receivers on the signal head). In certain jurisdictions, public transport buses and government-operated winter service vehicles are permitted to use this equipment to extend the length of a green light.^[17]

During emergencies where evacuation of a heavily populated area is required, local authorities may institute contraflow lane reversal, in which all lanes of a road lead away from a danger zone regardless of their original flow. Aside from emergencies, contraflow may also be used to ease traffic congestion during rush hour or at the end of a sports event (where a large number of cars are leaving the venue at the same time). For example, the six lanes of the Lincoln Tunnel can be changed from three inbound and three outbound to a two/four configuration depending on traffic volume. The Brazilian highways Rodovia dos Imigrantes and Rodovia Anchieta connect São Paulo to the Atlantic coast. Almost all lanes of both highways are usually reversed during weekends to allow for heavy seaside traffic. The reversibility of the highways requires many additional highway ramps and complicated interchanges.

An intelligent transportation system (ITS) is a system of hardware, software, and operators-in-the-loop that allow better monitoring and control of traffic in order to optimize traffic flow. As the number of vehicle lane miles traveled per year continues to increase dramatically, and as the number of vehicle lane miles constructed per year has not been keeping pace, this has led to ever-increasing traffic congestion. As a cost-effective solution toward optimizing traffic, ITS presents a number of technologies to reduce congestion by monitoring traffic flows through the use of sensors and live cameras or analysing cellular phone data travelling in cars (floating car data) and in turn rerouting traffic as needed through the use of variable message boards (VMS), highway advisory radio, on board or off board navigation devices and other systems through integration of traffic data with navigation systems. Additionally, the roadway network has been increasingly fitted with additional communications and control infrastructure to allow traffic operations personnel to monitor weather conditions, for dispatching maintenance crews to perform snow or ice removal, as well as intelligent systems such as automated bridge de-icing systems which help to prevent accidents.

In aviation, right-of-way rules are established over the principle that the least maneuverable aircraft takes priority. In the United States, the Code of Federal Regulations ranks air traffic in the following passage order:^[18]

• Any aircraft in distress
• Air balloon
• Glider
• Airship
  • An aircraft towing or refueling other aircraft has the right-of-way over all other engine-driven aircraft
• Powered parachute, weight-shift-control aircraft, airplane, and rotorcraft

In addition, head-on approaching aircraft shall alter course to the right. An aircraft being overtaken has the right-of-way. A landing aircraft has the right-of-way over other surface-operating aircraft.^[18]

• May, Adolf. Traffic Flow Fundamentals. Prentice Hall, Englewood Cliffs, NJ, 1990.
• 2010 Highway Capacity Manual. Transportation Research Board, Washington, D.C. ISBN 0-309-06681-6,
• Taylor, Nicholas. The Contram dynamic traffic assignment model TRL 2003
• B. S. Kerner, The Physics of Traffic, Springer, Berlin, New York, 2004
• B. S. Kerner, Introduction to Modern Traffic Flow Theory and Control: The Long Road to Three-Phase Traffic Theory, Springer, Berlin, New York, 2009
• Traffic Monitoring: A Guidebook Federal Highway Administration
• Vanderbilt, Tom. Traffic: Why We Drive the Way We Do (and What It Says About Us). Knopf, New York, 2008.

Wikimedia Commons has media related to Road traffic.

• Road Transport in the European Union
• Institute of Road Transport Engineers (IRTE)
• The Greenroads Rating System
• Interactive Map of Traffic for every major UK Road
• SCATS Traffic Management Theory Archived 9 April 2013 at the Wayback Machine
• SCATS Sydney Coordinated Adaptive Traffic System

Look up flagged or flagging in Wiktionary, the free dictionary.

Flagging may refer to:

• Running out of time on a chess clock
• Flagging (tape), a colored non-adhesive tape used in marking objects
• Flagging (shipping) of a merchant vessel under the laws of a flag state
• The activities of a flagger (disambiguation)
• Handkerchief code, a use of color-coded bandannas in the gay and BDSM communities
• Flagging (botany), a growth pattern that reduces or eliminates growth on one side of a tree or other plant
• Flagging (climbing), a rock climbing technique
• Allowing a sail on a sailboat to luff completely - flapping in the wind like a flag.

• Flag (disambiguation)

This disambiguation page lists articles associated with the title Flagging.
If an internal link led you here, you may wish to change the link to point directly to the intended article.

A pedestrian is a person traveling on foot, whether walking or running.^{[citation needed]} In modern times, the term usually refers to someone walking on a road or pavement (US: sidewalk), but this was not the case historically.^{[citation needed]} Pedestrians may also be wheelchair users or other disabled people who use mobility aids.^[1]

Look up pedestrian in Wiktionary, the free dictionary.

The meaning of pedestrian is displayed with the morphemes ped- ('foot') and -ian ('characteristic of').^[2] This word is derived from the Latin term pedester ('going on foot') and was first used (in the English language) during the 18th century.^[3] It was originally used, and can still be used today, as an adjective meaning plain or dull.^[4] However, in this article it takes on its noun form and refers to someone who walks.

The word pedestrian may have been used in middle French in the Recueil des Croniques et Anchiennes Istories de la Grant Bretaigne.^[5]

Walking has always been the primary means of human locomotion. The first humans to migrate from Africa, about 60,000 years ago, walked.^[6] They walked along the coast of India to reach Australia. They walked across Asia to reach the Americas, and from Central Asia into Europe.

With the advent of the cars at the beginning of the 20th century, the main story is that the cars took over, and "people chose the car", but there were many groups and movements that held on to walking as their preferred means of daily transport and some who organised to promote walking, and to counterbalance the widely-held view that often favoured cars, e.g. as related by Peter Norton.^[7]

During the 18th and 19th centuries, pedestrianism (walking) was non a popular spectator sport, just as equestrianism (riding) still is in places. One of the most famous pedestrians of that period was Captain Robert Barclay Allardice, known as "The Celebrated Pedestrian", of Stonehaven in Scotland. His most impressive feat was to walk 1 mile (1.6 km) every hour for 1000 hours, which he achieved between 1 June and 12 July 1809. This feat captured many people's imagination, and around 10,000 people came to watch over the course of the event. During the rest of the 19th century, many people tried to repeat this feat, including Ada Anderson who developed it further and walked a half-mile (800 m) each quarter-hour over the 1000 hours.

Since the 20th century, interest in walking as a sport has dropped. Racewalking is still an Olympic sport, but fails to catch public attention as it did. However major walking feats are still performed, such as the Land's End to John o' Groats walk in the United Kingdom, and the traversal of North America from coast to coast. The first person to walk around the world was Dave Kunst who started his walk traveling east from Waseca, Minnesota on 20 June 1970 and completed his journey on 5 October 1974, when he re-entered the town from the west. These feats are often tied to charitable fundraising and are undertaken, among others, by celebrities such as Sir Jimmy Savile and Ian Botham.

Roads often have a designated footpath for pedestrian traffic, called the sidewalk in North American English, the pavement in British English, and the footpath in Australian and New Zealand English. There are also footpaths not associated with a road; these include urban short cuts and also rural paths used mainly by ramblers, hikers, or hill-walkers. Footpaths in mountainous or forested areas may also be called trails. Pedestrians share some footpaths with horses and bicycles: these paths may be known as bridleways. Other byways used by walkers are also accessible to vehicles. There are also many roads with no footpath. Some modern towns (such as the new suburbs of Peterborough in England) are designed with the network of footpaths and cycle paths almost entirely separate from the road network.

The term trail is also used by the authorities in some countries to mean any footpath that is not attached to a road or street.^[8] If such footpaths are in urban environments and are meant for both pedestrians and pedal cyclists, they can be called shared use paths^[9] or multi-use paths in general and official usage. нуПЬ

Some shopping streets are for pedestrians only. Some roads have special pedestrian crossings. A bridge solely for pedestrians is a footbridge.

In Britain, regardless of whether there is a footpath, pedestrians have the legal right to use most public roads, excluding motorways and some toll tunnels and bridges such as the Blackwall Tunnel and the Dartford Crossing — although sometimes it may endanger the pedestrian and other road users. The UK Highway Code advises that pedestrians should walk in the opposite direction to oncoming traffic on a road with no footpath.^[10]

Indoor pedestrian networks connect the different rooms or spaces of a building. Airports, museums, campuses, hospitals and shopping centres might have tools allowing for the computation of the shortest paths between two destinations. Their increasing availability is due to the complexity of path finding in these facilities.^[11] Different mapping tools, such as OpenStreetMap, are extending to indoor spaces.^[12]

Pedestrianisation might be considered as a process of removing vehicular traffic from city streets or restricting vehicular access to streets for use by pedestrians, to improve the environment and safety.^[13]

Efforts are under way by pedestrian advocacy groups to restore pedestrian access to new developments, especially to counteract newer developments, 20% to 30% of which in the United States do not include footpaths. Some activists advocate large pedestrian zones where only pedestrians, or pedestrians and some non-motorised vehicles, are allowed. Many urbanists have extolled the virtues of pedestrian streets in urban areas. In the US the proportion of households without a car is 8%, but a notable exception is New York City, the only locality in the United States where more than half of all households do not own a car (the figure is even higher in Manhattan, over 75%).^[14]

The use of cars for short journeys is officially discouraged in many parts of the world, and construction or separation of dedicated walking routes in city centres receives a high priority in many large cities in Western Europe, often in conjunction with public transport enhancements. In Copenhagen, the world's longest pedestrian shopping area, Strøget, has been developed over the last 40 years, principally due to the work of Danish architect Jan Gehl, a principle of urban design known as copenhagenisation.

Safety is an important issue where cars can cross the pedestrian way. Drivers and pedestrians share some responsibility for improving safety of road users.^[15] Road traffic crashes are not inevitable; they are both predictable and preventable.^[13]

Key risks for pedestrians are well known. Among the well-documented factors are driver behaviour (including speeding and drunk driving); infrastructure missing facilities (including pavements, crossings and islands); and vehicle designs which are not forgiving to pedestrians struck by a vehicle.^[13] The Traffic Injury Research Foundation describes pedestrians as vulnerable road users because they are not protected in the same way as occupants of motor vehicles.^[16] There is an increasing focus on pedestrians versus motor vehicles in many countries.^{[citation needed]}

Most pedestrian injuries occur while they are crossing a street.^[13] Most crashes involving a pedestrian occur at night.^[13] Most pedestrian fatalities are killed by a frontal impact. In such a situation, an adult pedestrian is struck by a car front (for instance, the bumper touches either the leg or knee-joint area), accelerating the lower part of the body forward while "the upper body is rotated and accelerated relative to the car," at which point the pelvis and thorax are hit.^[13] Then the head hits the windscreen at the velocity of the striking car. Finally, the victim falls to the ground.^[13]

Research has shown that urban crimes, or the mere perception of crimes, severely affect the mental and physical health of pedestrians. Inter-pedestrian behaviour, without the involvement of vehicles, is also a key factor to pedestrian safety.^[17]

Some special interest groups consider pedestrian fatalities on American roads a carnage.^[18] Five states – Arizona, California, Florida, Georgia and Texas – are the site of 46% of all pedestrian deaths in the country.^[18] The advent of SUVs is considered a leading cause;^[19] speculation of other factors includes population growth, driver distraction with mobile phones, poor street lighting, alcohol and drugs and speeding.^[18]

Cities have had mixed results in addressing pedestrian safety with Vision zero plan: Los Angeles fails while NYC has had success. Nonetheless, in the US, some pedestrians have just 40 seconds to cross a street 10 lanes wide.^[18]

Pedestrian fatalities are much more common in accident situations in the European Union than in the United States. In the European Union countries, more than 200,000 pedestrians and cyclists are injured annually.^[20] Also, each year, more than 270 000 pedestrians lose their lives on the world's roads.^[13] At a global level pedestrians constitute 22% of all road deaths,^[13] but might be two-thirds in some countries.^[13] Pedestrian fatalities, in 2016, were^{[needs update]} 2.6 per million population in the Netherlands, 4.3 in Sweden, 4.5 in Wales, 5.3 in New Zealand, 6.0 in Germany; 7.1 in the whole United Kingdom, 7.5 in Australia, 8.4 in France, 8.4 in Spain, 9.4 in Italy, 11.1 in Israel, 13 in Japan, 13.8 in Greece, 18.5 in the United States, 22.9 in Poland, and 36.3 in Romania.^[21]

Graphs are unavailable due to technical issues. There is more info on Phabricator and on MediaWiki.org.

EU: Source CARE,[22] 2010-2019: Source ERSO.[23] United States: Source NHTSA 2016[24] (FARS ARF), NHTSA 2019[25]

It is well documented that a minor increase in speed might greatly increase the likelihood of a crash, and exacerbate resulting casualties. For this reason, the recommended maximum speed is 30 km/h (20 mph) or 40 km/h (25 mph) in residential and high pedestrian traffic areas, with enforced traffic rules on speed limits and traffic-calming measures.^[13]

The design of road and streets plays a key role in pedestrian safety. Roads are too often designed for motorized vehicles, without taking into account pedestrian and bicycle needs. The non-existence of sidewalk and signals increases risk for pedestrians. This defect might more easily be observed on arterial roadways, intersections and fast-speed lanes without adequate attention to pedestrian facilities.^[13] For instance, an assessment of roads in countries from many continents shows that 84% of roads are without pedestrian footpaths, while maximum limited speed is greater than 40 km/h.^[13]

Among the factors which reduce road safety for pedestrians are wider lanes, roadway widening, and roadways designed for higher speeds and with increased numbers of traffic lanes.^[13]

For this reason, some European cities such as Freiburg (Germany) have lowered the speed limit to 30 km/h on 90% of its streets, to reduce risk for its 15 000 people. With such policy, 24% of daily trips are performed by foot, against 28% by bicycles, 20% by public transport and 28% by car. (See Zone 30.)^[13]

A similar set of policies to discourage the use of cars and increase safety for pedestrians has been implemented by the Northern European capitals of Oslo and Helsinki. In 2019, this resulted in both cities counting zero pedestrian deaths for the first time.^[26]

In Europe, pedestrian fatalities have a seasonal factor, with 6% of annual fatalities occurring in April but 13% (twice more) in December. The rationale for such a change might be complex.^[27]

Regular walking is important both for human health and for the natural environment. Frequent exercise such as walking tends to reduce the chance of obesity and related medical problems. In contrast, using a car for short trips tends to contribute both to obesity and via vehicle emissions to climate change: internal combustion engines are more inefficient and highly polluting during their first minutes of operation (engine cold start). General availability of public transportation encourages walking, as it will not, in most cases, take one directly to one's destination.

In Unicode, the hexadecimal code for "pedestrian" is 1F6B6. In XML and HTML, the string 🚶 produces 🚶.^[28]

• Dérive aimless walking usually through city streets
• Footpath
• Jaywalking
• Junior safety patrol
• List of U.S. cities with most pedestrian commuters
• Pedestrian village
• Pedestrian zone
• Street reclamation
• Traffic calming
• Trail ethics
• Walkability
• Walking audit
• Walking

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Safety is the state of being "safe", the condition of being protected from harm or other danger. Safety can also refer to the control of recognized hazards in order to achieve an acceptable level of risk.

The word 'safety' entered the English language in the 14th century.^[1] It is derived from Latin salvus, meaning uninjured, in good health, safe.^[2]

There are two slightly different meanings of "safety". For example, "home safety" may indicate a building's ability to protect against external harm events (such as weather, home invasion, etc.), or may indicate that its internal installations (such as appliances, stairs, etc.) are safe (not dangerous or harmful) for its inhabitants.

Discussions of safety often include mention of related terms. Security is such a term. With time the definitions between these two have often become interchanged, equated, and frequently appear juxtaposed in the same sentence. Readers are left to conclude whether they comprise a redundancy. This confuses the uniqueness that should be reserved for each by itself. When seen as unique, as we intend here, each term will assume its rightful place in influencing and being influenced by the other.

Safety is the condition of a "steady state" of an organization or place doing what it is supposed to do. "What it is supposed to do" is defined in terms of public codes and standards, associated architectural and engineering designs, corporate vision and mission statements, and operational plans and personnel policies. For any organization, place, or function, large or small, safety is a normative concept. It complies with situation-specific definitions of what is expected and acceptable.^[3]

Using this definition, protection from a home's external threats and protection from its internal structural and equipment failures (see Meanings, above) are not two types of safety but rather two aspects of a home's steady state.

In the world of everyday affairs, not all goes as planned. Some entity's steady state is challenged. This is where security science, which is of more recent date, enters. Drawing from the definition of safety, then:

Security is the process or means, physical or human, of delaying, preventing, and otherwise protecting against external or internal, defects, dangers, loss, criminals, and other individuals or actions that threaten, hinder or destroy an organization’s "steady state," and deprive it of its intended purpose for being.

Using this generic definition of safety it is possible to specify the elements of a security program.^[3]

Safety can be limited in relation to some guarantee or a standard of insurance to the quality and unharmful function of an object or organization. It is used in order to ensure that the object or organization will do only what it is meant to do.

It is important to realize that safety is relative. Eliminating all risk, if even possible, would be extremely difficult and very expensive. A safe situation is one where risks of injury or property damage are low and manageable.

When something is called safe, this usually means that it is safe within certain reasonable limits and parameters. For example, a medication may be safe, for most people, under most circumstances, if taken in a certain amount.

A choice motivated by safety may have other, unsafe consequences. For example, frail elderly people are sometimes moved out of their homes and into hospitals or skilled nursing homes with the claim that this will improve the person's safety. The safety provided is that daily medications will be supervised, the person will not need to engage in some potentially risky activities such as climbing stairs or cooking, and if the person falls down, someone there will be able to help the person get back up. However, the end result might be decidedly unsafe, including the dangers of transfer trauma, hospital delirium, elder abuse, hospital-acquired infections, depression, anxiety, and even a desire to die.^[4]

There is a distinction between products that meet standards, that are safe, and that merely feel safe. The highway safety community uses these terms:^{[citation needed]}

Normative safety is achieved when a product or design meets applicable standards and practices for design and construction or manufacture, regardless of the product's actual safety history.

Substantive or objective safety occurs when the real-world safety history is favorable, whether or not standards are met.

Perceived or subjective safety refers to the users' level of comfort and perception of risk, without consideration of standards or safety history. For example, traffic signals are perceived as safe, yet under some circumstances, they can increase traffic crashes at an intersection. Traffic roundabouts have a generally favorable safety record^[5] yet often make drivers nervous.

Low perceived safety can have costs. For example, after the 9/11 attacks in 2001, many people chose to drive rather than fly, despite the fact that, even counting terrorist attacks, flying is safer than driving. Perceived risk discourages people from walking and bicycling for transportation, enjoyment or exercise, even though the health benefits outweigh the risk of injury.^[6]

Perceived safety can drive regulation which increases costs and inconvenience without improving actual safety.^[7][8]

Also called social safety or public safety, security addresses the risk of harm due to intentional criminal acts such as assault, burglary or vandalism.

Because of the moral issues involved, security is of higher importance to many people than substantive safety. For example, a death due to murder is considered worse than a death in a car crash, even though in many countries, traffic deaths are more common than homicides.

Operational safety is the absence of unacceptable risk in the presence of the associated hazards that are known, expected, or reasonably assumed to exist during a planned activity and any likely contingencies associated with it.^[9]

This section needs expansion with: Define operational safety. You can help by making an edit requestadding to it . (August 2024)

Safety is generally interpreted as implying a real and significant impact on risk of death, injury or damage to property. In response to perceived risks many interventions may be proposed with engineering responses and regulation being two of the most common.

Probably the most common individual response to perceived safety issues is insurance, which compensates for or provides restitution in the case of damage or loss.

System safety and reliability engineering is an engineering discipline. Continuous changes in technology, environmental regulation and public safety concerns make the analysis of complex safety-critical systems more and more demanding.

A common fallacy, for example among electrical engineers regarding structure power systems, is that safety issues can be readily deduced. In fact, safety issues have been discovered one by one, over more than a century in the case mentioned, in the work of many thousands of practitioners, and cannot be deduced by a single individual over a few decades. A knowledge of the literature, the standards and custom in a field is a critical part of safety engineering. A combination of theory and track record of practices is involved, and track record indicates some of the areas of theory that are relevant. (In the US, persons with a state license in Professional Engineering in Electrical Engineering are expected to be competent in this regard, the foregoing notwithstanding, but most electrical engineers have no need of the license for their work.)

Safety is often seen as one of a group of related disciplines: quality, reliability, availability, maintainability and safety. (Availability is sometimes not mentioned, on the principle that it is a simple function of reliability and maintainability.) These issues tend to determine the value of any work, and deficits in any of these areas are considered to result in a cost, beyond the cost of addressing the area in the first place; good management is then expected to minimize total cost.

Safety measures are activities and precautions taken to improve safety, i.e. reduce risk related to human health. Common safety measures include:

• Chemical analysis
• Destructive testing of samples
• Drug testing of employees, etc.
• Examination of activities by specialists to minimize physical stress or increase productivity
• Geological surveys to determine whether land or water sources are polluted, how firm the ground is at a potential building site, etc.
• Government regulation so suppliers know what standards their product is expected to meet.
• Industry regulation so suppliers know what level of quality is expected. Industry regulation is often imposed to avoid potential government regulation.
• Instruction manuals explaining how to use a product or perform an activity
• Instructional videos demonstrating proper use of products
• Root cause analysis to identify causes of a system failure and correct deficiencies.
• Internet safety or online safety, is protection of the user's safety from cyber threats or computer crime in general.
• Periodic evaluations of employees, departments, etc.
• Physical examinations to determine whether a person has a physical condition that would create a problem.
• Process safety management is an analytical tool focused on preventing and managing releases of hazardous materials in industrial plants.
• Safety margins/safety factors, for instance, a product rated to never be required to handle more than 100 kg might be designed to fail under at least 200 kg, a safety factor of two. Higher numbers are used in more sensitive applications such as medical or transit safety.
• Self-imposed regulation of various types.
• Implementation of standard protocols and procedures so that activities are conducted in a known way.
• Statements of ethics by industry organizations or an individual company so its employees know what is expected of them.
• Stress testing subjects a person or product to stresses in excess of those the person or product is designed to handle, to determining the "breaking point".
• Training of employees, vendors, product users
• Visual examination for dangerous situations such as emergency exits blocked because they are being used as storage areas.
• Visual examination for flaws such as cracks, peeling, loose connections.
• X-ray analysis to see inside a sealed object such as a weld, a cement wall or an airplane outer skin.

Today there are multiple scientific journals focusing on safety research. Among the most popular ones are Safety Science and Journal of Safety Research.^[10][11]

The goal of this research is to identify, understand, and mitigate risks to human health and well-being in various environments. This involves systematically studying hazards, analyzing potential and actual accidents, and developing effective strategies to prevent injuries and fatalities. Safety research aims to create safer products, systems, and practices by incorporating scientific, engineering, and behavioral insights. Ultimately, it seeks to enhance public safety, reduce economic losses, and improve overall quality of life by ensuring that both individuals and communities are better protected from harm.^[12]

A number of standards organizations exist that promulgate safety standards. These may be voluntary organizations or government agencies. These agencies first define the safety standards, which they publish in the form of codes. They are also Accreditation Bodies and entitle independent third parties such as testing and certification agencies to inspect and ensure compliance to the standards they defined. For instance, the American Society of Mechanical Engineers (ASME) formulated a certain number of safety standards in its Boiler and Pressure Vessel Code (BPVC) and accredited TÜV Rheinland to provide certification services to guarantee product compliance to the defined safety regulations.^[13]

A major American standards organization is the American National Standards Institute (ANSI). Usually, members of a particular industry will voluntarily form a committee to study safety issues and propose standards. Those standards are then recommended to ANSI, which reviews and adopts them. Many government regulations require that products sold or used must comply with a particular ANSI standard.

Many government agencies set safety standards for matters under their jurisdiction, such as:

• the Food and Drug Administration
• the Consumer Product Safety Commission
• the United States Environmental Protection Agency

Product safety testing, for the United States, is largely controlled by the Consumer Product Safety Commission. In addition, workplace related products come under the jurisdiction of the Occupational Safety and Health Administration (OSHA), which certifies independent testing companies as Nationally Recognized Testing Laboratories (NRTL), see.^[14]

• the European Commission (EC)
• the European Committee for Standardization (CEN)
• the European Food Safety Authority (EFSA)
• the European Safety Federation (ESF)

The European Commission provides the legal framework, but the different Member States may authorize test laboratories to carry out safety testing.

• British Standards Institution
• Canadian Standards Association
• Deutsches Institut für Normung
• International Organization for Standardization
• Standards Australia

Many countries have national organizations that have accreditation to test and/or submit test reports for safety certification. These are typically referred to as a Notified or Competent Body.

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Construction is a general term meaning the art and science of forming objects, systems, or organizations.^[1] It comes from the Latin word constructio (from com- "together" and struere "to pile up") and Old French construction.^[2] To 'construct' is a verb: the act of building, and the noun is construction: how something is built or the nature of its structure.

In its most widely used context, construction covers the processes involved in delivering buildings, infrastructure, industrial facilities, and associated activities through to the end of their life. It typically starts with planning, financing, and design that continues until the asset is built and ready for use. Construction also covers repairs and maintenance work, any works to expand, extend and improve the asset, and its eventual demolition, dismantling or decommissioning.

The construction industry contributes significantly to many countries' gross domestic products (GDP). Global expenditure on construction activities was about $4 trillion in 2012. In 2022, expenditure on the construction industry exceeded $11 trillion a year, equivalent to about 13 percent of global GDP. This spending was forecasted to rise to around $14.8 trillion in 2030.^[3]

The construction industry promotes economic development and brings many non-monetary benefits to many countries, but it is one of the most hazardous industries. For example, about 20% (1,061) of US industry fatalities in 2019 happened in construction.^[4]

The first huts and shelters were constructed by hand or with simple tools. As cities grew during the Bronze Age, a class of professional craftsmen, like bricklayers and carpenters, appeared. Occasionally, slaves were used for construction work. In the Middle Ages, the artisan craftsmen were organized into guilds. In the 19th century, steam-powered machinery appeared, and later, diesel- and electric-powered vehicles such as cranes, excavators and bulldozers.

Fast-track construction has been increasingly popular in the 21st century. Some estimates suggest that 40% of construction projects are now fast-track construction.^[5]

Broadly, there are three sectors of construction: buildings, infrastructure and industrial:^[6]

• Building construction is usually further divided into residential and non-residential.
• Infrastructure, also called 'heavy civil' or 'heavy engineering', includes large public works, dams, bridges, highways, railways, water or wastewater and utility distribution.
• Industrial construction includes offshore construction (mainly of energy installations), mining and quarrying, refineries, chemical processing, mills and manufacturing plants.

The industry can also be classified into sectors or markets.^[7] For example, Engineering News-Record (ENR), a US-based construction trade magazine, has compiled and reported data about the size of design and construction contractors. In 2014, it split the data into nine market segments: transportation, petroleum, buildings, power, industrial, water, manufacturing, sewage/waste, telecom, hazardous waste, and a tenth category for other projects.^[8] ENR used data on transportation, sewage, hazardous waste and water to rank firms as heavy contractors.^[9]

The Standard Industrial Classification and the newer North American Industry Classification System classify companies that perform or engage in construction into three subsectors: building construction, heavy and civil engineering construction, and specialty trade contractors. There are also categories for professional services firms (e.g., engineering, architecture, surveying, project management).^[10][11]

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Building construction is the process of adding structures to areas of land, also known as real property sites. Typically, a project is instigated by or with the owner of the property (who may be an individual or an organisation); occasionally, land may be compulsorily purchased from the owner for public use.^[12]

Residential construction may be undertaken by individual land-owners (self-built), by specialist housebuilders, by property developers, by general contractors, or by providers of public or social housing (e.g.: local authorities, housing associations). Where local zoning or planning policies allow, mixed-use developments may comprise both residential and non-residential construction (e.g.: retail, leisure, offices, public buildings, etc.).

Residential construction practices, technologies, and resources must conform to local building authority's regulations and codes of practice. Materials readily available in the area generally dictate the construction materials used (e.g.: brick versus stone versus timber). Costs of construction on a per square meter (or per square foot) basis for houses can vary dramatically based on site conditions, access routes, local regulations, economies of scale (custom-designed homes are often more expensive to build) and the availability of skilled tradespeople.^[13]

Depending upon the type of building, non-residential building construction can be procured by a wide range of private and public organisations, including local authorities, educational and religious bodies, transport undertakings, retailers, hoteliers, property developers, financial institutions and other private companies. Most construction in these sectors is undertaken by general contractors.

Civil engineering covers the design, construction, and maintenance of the physical and naturally built environment, including public works such as roads, bridges, canals, dams, tunnels, airports, water and sewerage systems, pipelines, and railways.^[14][15] Some general contractors have expertise in civil engineering; civil engineering contractors are firms dedicated to work in this sector, and may specialise in particular types of infrastructure.

Industrial construction includes offshore construction (mainly of energy installations: oil and gas platforms, wind power), mining and quarrying, refineries, breweries, distilleries and other processing plants, power stations, steel mills, warehouses and factories.

Some construction projects are small renovations or repair jobs, like repainting or fixing leaks, where the owner may act as designer, paymaster and laborer for the entire project. However, more complex or ambitious projects usually require additional multi-disciplinary expertise and manpower, so the owner may commission one or more specialist businesses to undertake detailed planning, design, construction and handover of the work. Often the owner will appoint one business to oversee the project (this may be a designer, a contractor, a construction manager, or other advisors); such specialists are normally appointed for their expertise in project delivery and construction management and will help the owner define the project brief, agree on a budget and schedule, liaise with relevant public authorities, and procure materials and the services of other specialists (the supply chain, comprising subcontractors and materials suppliers). Contracts are agreed for the delivery of services by all businesses, alongside other detailed plans aimed at ensuring legal, timely, on-budget and safe delivery of the specified works.

Design, finance, and legal aspects overlap and interrelate. The design must be not only structurally sound and appropriate for the use and location, but must also be financially possible to build, and legal to use. The financial structure must be adequate to build the design provided and must pay amounts that are legally owed. Legal structures integrate design with other activities and enforce financial and other construction processes.

These processes also affect procurement strategies. Clients may, for example, appoint a business to design the project, after which a competitive process is undertaken to appoint a lead contractor to construct the asset (design–bid–build); they may appoint a business to lead both design and construction (design-build); or they may directly appoint a designer, contractor and specialist subcontractors (construction management).^[16] Some forms of procurement emphasize collaborative relationships (partnering, alliancing) between the client, the contractor, and other stakeholders within a construction project, seeking to ameliorate often highly competitive and adversarial industry practices. DfMA (design for manufacture and assembly) approaches also emphasize early collaboration with manufacturers and suppliers regarding products and components.

Construction or refurbishment work in a "live" environment (where residents or businesses remain living in or operating on the site) requires particular care, planning and communication.^[17]

When applicable, a proposed construction project must comply with local land-use planning policies including zoning and building code requirements. A project will normally be assessed (by the 'authority having jurisdiction', AHJ, typically the municipality where the project will be located) for its potential impacts on neighbouring properties, and upon existing infrastructure (transportation, social infrastructure, and utilities including water supply, sewerage, electricity, telecommunications, etc.). Data may be gathered through site analysis, site surveys and geotechnical investigations. Construction normally cannot start until planning permission has been granted, and may require preparatory work to ensure relevant infrastructure has been upgraded before building work can commence. Preparatory works will also include surveys of existing utility lines to avoid damage-causing outages and other hazardous situations.

Some legal requirements come from malum in se considerations, or the desire to prevent indisputably bad phenomena, e.g. explosions or bridge collapses. Other legal requirements come from malum prohibitum considerations, or factors that are a matter of custom or expectation, such as isolating businesses from a business district or residences from a residential district. An attorney may seek changes or exemptions in the law that governs the land where the building will be built, either by arguing that a rule is inapplicable (the bridge design will not cause a collapse), or that the custom is no longer needed (acceptance of live-work spaces has grown in the community).^[18]

During the construction of a building, a municipal building inspector usually inspects the ongoing work periodically to ensure that construction adheres to the approved plans and the local building code. Once construction is complete, any later changes made to a building or other asset that affect safety, including its use, expansion, structural integrity, and fire protection, usually require municipality approval.

Depending on the type of project, mortgage bankers, accountants, and cost engineers may participate in creating an overall plan for the financial management of a construction project. The presence of the mortgage banker is highly likely, even in relatively small projects since the owner's equity in the property is the most obvious source of funding for a building project. Accountants act to study the expected monetary flow over the life of the project and to monitor the payouts throughout the process. Professionals including cost engineers, estimators and quantity surveyors apply expertise to relate the work and materials involved to a proper valuation.

Financial planning ensures adequate safeguards and contingency plans are in place before the project is started, and ensures that the plan is properly executed over the life of the project. Construction projects can suffer from preventable financial problems.^[19] Underbids happen when builders ask for too little money to complete the project. Cash flow problems exist when the present amount of funding cannot cover the current costs for labour and materials; such problems may arise even when the overall budget is adequate, presenting a temporary issue. Cost overruns with government projects have occurred when the contractor identified change orders or project changes that increased costs, which are not subject to competition from other firms as they have already been eliminated from consideration after the initial bid.^[20] Fraud is also an issue of growing significance within construction.^[21]

Large projects can involve highly complex financial plans and often start with a conceptual cost estimate performed by a building estimator. As portions of a project are completed, they may be sold, supplanting one lender or owner for another, while the logistical requirements of having the right trades and materials available for each stage of the building construction project carry forward. Public–private partnerships (PPPs) or private finance initiatives (PFIs) may also be used to help deliver major projects. According to McKinsey in 2019, the "vast majority of large construction projects go over budget and take 20% longer than expected".^[22]

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A construction project is a complex net of construction contracts and other legal obligations, each of which all parties must carefully consider. A contract is the exchange of a set of obligations between two or more parties, and provides structures to manage issues. For example, construction delays can be costly, so construction contracts set out clear expectations and clear paths to manage delays. Poorly drafted contracts can lead to confusion and costly disputes.

At the start of a project, legal advisors seek to identify ambiguities and other potential sources of trouble in the contract structures, and to present options for preventing problems. During projects, they work to avoid and resolve conflicts that arise. In each case, the lawyer facilitates an exchange of obligations that matches the reality of the project.

Design-bid-build is the most common and well-established method of construction procurement. In this arrangement, the architect, engineer or builder acts for the client as the project coordinator. They design the works, prepare specifications and design deliverables (models, drawings, etc.), administer the contract, tender the works, and manage the works from inception to completion. In parallel, there are direct contractual links between the client and the main contractor, who, in turn, has direct contractual relationships with subcontractors. The arrangement continues until the project is ready for handover.

Design-build became more common from the late 20th century, and involves the client contracting a single entity to provide design and construction. In some cases, the design-build package can also include finding the site, arranging funding and applying for all necessary statutory consents. Typically, the client invites several Design & Build (D&B) contractors to submit proposals to meet the project brief and then selects a preferred supplier. Often this will be a consortium involving a design firm and a contractor (sometimes more than one of each). In the United States, departments of transportation usually use design-build contracts as a way of progressing projects where states lack the skills or resources, particularly for very large projects.^[23]

In a construction management arrangement, the client enters into separate contracts with the designer (architect or engineer), a construction manager, and individual trade contractors. The client takes on the contractual role, while the construction or project manager provides the active role of managing the separate trade contracts, and ensuring that they complete all work smoothly and effectively together. This approach is often used to speed up procurement processes, to allow the client greater flexibility in design variation throughout the contract, to enable the appointment of individual work contractors, to separate contractual responsibility on each individual throughout the contract, and to provide greater client control.

In the industrialized world, construction usually involves the translation of designs into reality. Most commonly (i.e.: in a design-bid-build project), the design team is employed by (i.e. in contract with) the property owner. Depending upon the type of project, a design team may include architects, civil engineers, mechanical engineers, electrical engineers, structural engineers, fire protection engineers, planning consultants, architectural consultants, and archaeological consultants. A 'lead designer' will normally be identified to help coordinate different disciplinary inputs to the overall design. This may be aided by integration of previously separate disciplines (often undertaken by separate firms) into multi-disciplinary firms with experts from all related fields,^[24] or by firms establishing relationships to support design-build processes.

The increasing complexity of construction projects creates the need for design professionals trained in all phases of a project's life-cycle and develop an appreciation of the asset as an advanced technological system requiring close integration of many sub-systems and their individual components, including sustainability. For buildings, building engineering is an emerging discipline that attempts to meet this new challenge.

Traditionally, design has involved the production of sketches, architectural and engineering drawings, and specifications. Until the late 20th century, drawings were largely hand-drafted; adoption of computer-aided design (CAD) technologies then improved design productivity, while the 21st-century introduction of building information modeling (BIM) processes has involved the use of computer-generated models that can be used in their own right or to generate drawings and other visualisations as well as capturing non-geometric data about building components and systems.

On some projects, work on-site will not start until design work is largely complete; on others, some design work may be undertaken concurrently with the early stages of on-site activity (for example, work on a building's foundations may commence while designers are still working on the detailed designs of the building's internal spaces). Some projects may include elements that are designed for off-site construction (see also prefabrication and modular building) and are then delivered to the site ready for erection, installation or assembly.

Once contractors and other relevant professionals have been appointed and designs are sufficiently advanced, work may commence on the project site. Typically, a construction site will include a secure perimeter to restrict unauthorised access, site access control points, office and welfare accommodation for personnel from the main contractor and other firms involved in the project team, and storage areas for materials, machinery and equipment. According to the McGraw-Hill Dictionary of Architecture and Construction's definition, construction may be said to have started when the first feature of the permanent structure has been put in place, such as pile driving, or the pouring of slabs or footings.^[25]

Commissioning is the process of verifying that all subsystems of a new building (or other assets) work as intended to achieve the owner's project requirements and as designed by the project's architects and engineers.

A period after handover (or practical completion) during which the owner may identify any shortcomings in relation to the building specification ('defects'), with a view to the contractor correcting the defect.^[26]

Maintenance involves functional checks, servicing, repairing or replacing of necessary devices, equipment, machinery, building infrastructure, and supporting utilities in industrial, business, governmental, and residential installations.^[27][28]

Demolition is the discipline of safely and efficiently tearing down buildings and other artificial structures. Demolition contrasts with deconstruction, which involves taking a building apart while carefully preserving valuable elements for reuse purposes (recycling – see also circular economy).

The output of the global construction industry was worth an estimated $10.8 trillion in 2017, and in 2018 was forecast to rise to $12.9 trillion by 2022,^[29] and to around $14.8 trillion in 2030.^[3] As a sector, construction accounts for more than 10% of global GDP (in developed countries, construction comprises 6–9% of GDP),^[30] and employs around 7% of the total employed workforce around the globe^[31] (accounting for over 273 million full- and part-time jobs in 2014).^[32] Since 2010,^[33] China has been the world's largest single construction market.^[34] The United States is the second largest construction market with a 2018 output of $1.581 trillion.^[35]

• In the United States in February 2020, around $1.4 trillion worth of construction work was in progress, according to the Census Bureau, of which just over $1.0 trillion was for the private sector (split roughly 55:45% between residential and nonresidential); the remainder was public sector, predominantly for state and local government.^[36]
• In Armenia, the construction sector experienced growth during the latter part of 2000s. Based on National Statistical Service, Armenia's construction sector generated approximately 20% of Armenia's GDP during the first and second quarters of 2007. In 2009, according to the World Bank, 30% of Armenia's economy was from construction sector.^[37]
• In Vietnam, the construction industry plays an important role in the national economy.^[38][39][40] The Vietnamese construction industry has been one of the fastest growing in the Asia-Pacific region in recent years.^[41][42] The market was valued at nearly $60 billion in 2021.^[43] In the first half of 2022, Vietnam's construction industry growth rate reached 5.59%.^[43][44][45] In 2022, Vietnam's construction industry accounted for more than 6% of the country's GDP, equivalent to over 589.7 billion Vietnamese dong.^[46][47] The industry of industry and construction accounts for 38.26% of Vietnam's GDP.^[48][49][50] At the same time, the industry is one of the most attractive industries for foreign direct investment (FDI) in recent years.^[51][52][53]

Construction is a major source of employment in most countries; high reliance on small businesses, and under-representation of women are common traits. For example:

• In the US, construction employed around 11.4m people in 2020, with a further 1.8m employed in architectural, engineering, and related professional services – equivalent to just over 8% of the total US workforce.^[54] The construction workers were employed in over 843,000 organisations, of which 838,000 were privately held businesses.^[55] In March 2016, 60.4% of construction workers were employed by businesses with fewer than 50 staff.^[56] Women are substantially underrepresented (relative to their share of total employment), comprising 10.3% of the US construction workforce, and 25.9% of professional services workers, in 2019.^[54]
• The United Kingdom construction sector contributed £117 billion (6%) to UK GDP in 2018, and in 2019 employed 2.4m workers (6.6% of all jobs). These worked either for 343,000 'registered' construction businesses, or for 'unregistered' businesses, typically self-employed contractors;^[57] just over one million small/medium-sized businesses, mainly self-employed individuals, worked in the sector in 2019, comprising about 18% of all UK businesses.^[58] Women comprised 12.5% of the UK construction workforce.^[59]

According to McKinsey research, productivity growth per worker in construction has lagged behind many other industries across different countries including in the United States and in European countries. In the United States, construction productivity per worker has declined by half since the 1960s.^[60]

List of countries with the largest construction Gross Value Added in 2018

Economy	Construction GVA in 2018 (billions in USD)
(01)  China	934.2
(02)  United States	839.1
(03)  Japan	275.5
(04)  India	201.2
(05)  Germany	180.5
(06)  United Kingdom	154.7
(07)  France	138.7
(08)  Canada	125.4
(09)  Russia	121.2
(10)  Australia	111.8
(11)  Indonesia	109.7
(12)  South Korea	93.0
(13)  Brazil	92.6
(14)  Mexico	89.0
(15)  Spain	80.0
(16)  Italy	78.9
(17)  Turkey	55.3
(18)  Saudi Arabia	40.2
(19)  Netherlands	39.5
(20)  Poland	39.4
(21)  Switzerland	36.3
(22)  United Arab Emirates	34.5
(23)  Sweden	33.3
(24)  Austria	27.2
(25)  Qatar	27.0
The twenty-five largest countries in the world by construction GVA (2018)[61]

Some workers may be engaged in manual labour^[62] as unskilled or semi-skilled workers; they may be skilled tradespeople; or they may be supervisory or managerial personnel. Under safety legislation in the United Kingdom, for example, construction workers are defined as people "who work for or under the control of a contractor on a construction site";^[63] in Canada, this can include people whose work includes ensuring conformance with building codes and regulations, and those who supervise other workers.^[64]

Laborers comprise a large grouping in most national construction industries. In the United States, for example, in May 2021 the construction sector employed just over 7.5 million people, of whom just over 820,000 were laborers, while 573,000 were carpenters, 508,000 were electricians, 258,000 were equipment operators and 230,000 were construction managers.^[65] Like most business sectors, there is also substantial white-collar employment in construction – 681,000 US workers were recorded by the United States Department of Labor as in 'office and administrative support occupations' in May 2021.^[66]

Large-scale construction requires collaboration across multiple disciplines. A project manager normally manages the budget on the job, and a construction manager, design engineer, construction engineer or architect supervises it. Those involved with the design and execution must consider zoning requirements and legal issues, environmental impact of the project, scheduling, budgeting and bidding, construction site safety, availability and transportation of building materials, logistics, and inconvenience to the public, including those caused by construction delays.

Some models and policy-making organisations promote the engagement of local labour in construction projects as a means of tackling social exclusion and addressing skill shortages. In the UK, the Joseph Rowntree Foundation reported in 2000 on 25 projects which had aimed to offer training and employment opportunities for locally based school leavers and unemployed people.^[67] The Foundation published "a good practice resource book" in this regard at the same time.^[68] Use of local labour and local materials were specified for the construction of the Danish Storebaelt bridge, but there were legal issues which were challenged in court and addressed by the European Court of Justice in 1993. The court held that a contract condition requiring use of local labour and local materials was incompatible with EU treaty principles.^[69] Later UK guidance noted that social and employment clauses, where used, must be compatible with relevant EU regulation.^[70] Employment of local labour was identified as one of several social issues which could potentially be incorporated in a sustainable procurement approach, although the interdepartmental Sustainable Procurement Group recognised that "there is far less scope to incorporate [such] social issues in public procurement than is the case with environmental issues".^[71]

There are many routes to the different careers within the construction industry. There are three main tiers of construction workers based on educational background and training, which vary by country:

Unskilled and semi-skilled workers provide general site labor, often have few or no construction qualifications, and may receive basic site training.

Skilled tradespeople have typically served apprenticeships (sometimes in labor unions) or received technical training; this group also includes on-site managers who possess extensive knowledge and experience in their craft or profession. Skilled manual occupations include carpenters, electricians, plumbers, ironworkers, heavy equipment operators and masons, as well as those involved in project management. In the UK these require further education qualifications, often in vocational subject areas, undertaken either directly after completing compulsory education or through "on the job" apprenticeships.^[72]

Professional, technical and managerial personnel often have higher education qualifications, usually graduate degrees, and are trained to design and manage construction processes. These roles require more training as they demand greater technical knowledge, and involve more legal responsibility. Example roles (and qualification routes) include:

• Architect – Will usually have studied architecture to degree level, and then undertaken further study and gained professional experience. In many countries, the title of "architect" is protected by law, strictly limiting its use to qualified people.
• Civil engineer – Typically holds a degree in a related subject and may only be eligible for membership of a professional institution (such as the UK's ICE) following completion of additional training and experience. In some jurisdictions, a new university graduate must hold a master's degree to become chartered,^[a] and persons with bachelor's degrees may become Incorporated Engineers.
• Building services engineer – May also be referred to as an "M&E" or "mechanical, electrical, and plumbing (MEP) engineer" and typically holds a degree in mechanical or electrical engineering.^[a]
• Project manager – Typically holds a 4-year or greater higher education qualification, but are often also qualified in another field such as architecture, civil engineering or quantity surveying.
• Structural engineer – Typically holds a bachelor's or master's degree in structural engineering.^[a]
• Quantity surveyor – Typically holds a bachelor's degree in quantity surveying. UK chartered status is gained from the Royal Institution of Chartered Surveyors.

Construction is one of the most dangerous occupations in the world, incurring more occupational fatalities than any other sector in both the United States and in the European Union.^[4][73] In the US in 2019, 1,061, or about 20%, of worker fatalities in private industry occurred in construction.^[4] In 2017, more than a third of US construction fatalities (366 out of 971 total fatalities) were the result of falls;^[74] in the UK, half of the average 36 fatalities per annum over a five-year period to 2021 were attributed to falls from height.^[75] Proper safety equipment such as harnesses, hard hats and guardrails and procedures such as securing ladders and inspecting scaffolding can curtail the risk of occupational injuries in the construction industry.^[76] Other major causes of fatalities in the construction industry include electrocution, transportation accidents, and trench cave-ins.^[77]

Other safety risks for workers in construction include hearing loss due to high noise exposure, musculoskeletal injury, chemical exposure, and high levels of stress.^[78] Besides that, the high turnover of workers in construction industry imposes a huge challenge of accomplishing the restructuring of work practices in individual workplaces or with individual workers.^{[citation needed]} Construction has been identified by the National Institute for Occupational Safety and Health (NIOSH) as a priority industry sector in the National Occupational Research Agenda (NORA) to identify and provide intervention strategies regarding occupational health and safety issues.^[79][80] A study conducted in 2022 found “significant effect of air pollution exposure on construction-related injuries and fatalities”, especially with the exposure of nitrogen dioxide.^[81]

Sustainability is an aspect of "green building", defined by the United States Environmental Protection Agency (EPA) as "the practice of creating structures and using processes that are environmentally responsible and resource-efficient throughout a building's life-cycle from siting to design, construction, operation, maintenance, renovation and deconstruction."^[82]

The construction industry may require transformation at pace and at scale if it is to successfully contribute to achieving the target set out in The Paris Agreement of limiting global temperature rise to 1.5C above industrial levels.^[83][84] The World Green Building Council has stated the buildings and infrastructure around the world can reach 40% less embodied carbon emissions but that this can only be achieved through urgent transformation.^[85][86]

Conclusions from industry leaders have suggested that the net zero transformation is likely to be challenging for the construction industry, but it does present an opportunity. Action is demanded from governments, standards bodies, the construction sector, and the engineering profession to meet the decarbonising targets.^[87]

In 2021, the National Engineering Policy Centre published its report Decarbonising Construction: Building a new net zero industry,^[87] which outlined key areas to decarbonise the construction sector and the wider built environment. This report set out around 20 different recommendations to transform and decarbonise the construction sector, including recommendations for engineers, the construction industry and decision makers, plus outlined six-overarching ‘system levers’ where action taken now will result in rapid decarbonisation of the construction sector.^[87] These levels are:

• Setting and stipulating progressive targets for carbon reduction
• Embedding quantitative whole-life carbon assessment into public procurement
• Increasing design efficiency, materials reuse and retrofit of buildings
• Improving whole-life carbon performance
• Improving skills for net zero
• Adopting a joined up, systems approach to decarbonisation across the construction sector and with other sectors

Progress is being made internationally to decarbonise the sector including improvements to sustainable procurement practice such as the CO2 performance ladder in the Netherlands and the Danish Partnership for Green Public Procurement.^[88][89] There are also now demonstrations of applying the principles of circular economy practices in practice such as Circl, ABN AMRO's sustainable pavilion and the Brighton Waste House.^[90][91][92]

Look up construction in Wiktionary, the free dictionary.

• Agile construction – Management system in the construction industry
• Building material – Material which is used for construction purposes
• Civil engineering – Engineering discipline focused on physical infrastructure
• Commissioning (construction) – Process to ensure that all building systems perform according to the "Design Intent"
• Environmental impact of concrete
• Impervious surface – Artificial structures such as pavements covered with water-tight materials
• Index of construction articles
• Land degradation – Gradual destruction of land
• List of tallest structures
• List of tallest structures built before the 20th century
• Modern methods of construction
• Outline of construction – Overview of and topical guide to construction
• Real estate development – Process that creates or renovates new or existing spaces
• Structural robustness – Ability of a structure to withstand physical strain
• Umarell – Bolognese slang term

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