No abstract

A variety of different pedestrian performance or service indicators (PPSI), such as the pedestrian level of service (PLOS), or quality of service (QoS), have been developed to evaluate pedestrian infrastructure. Although modeling approaches vary (e.g., ordinal least squares, scoring system), the great majority use on-site measurable attributes, such as sidewalk width or adjacent traffic, to estimate the PPSI. However, most of these models have been developed without jointly considering objective and subjective variables and their interactions. This study had two objectives: (i) to develop a model that simultaneously uses objective and subjective variables to estimate the pedestrian perception of sidewalks’ QoS in Bogota, Colombia, and (ii) to identify the interactions between objective variables and pedestrian perceptions of sidewalk attributes. To do so, data was gathered from 1056 users of 30 sidewalks in the city and an Ordered Probit Multiple Indicator and Multiple Cause model was estimated and validated using match score, error distribution, and chi squared test. Using the model, it was possible to correctly forecast the perceived QoS in 26 of the 30 sidewalks, considering the interaction between users’ characteristics and on-site sidewalk measured attributes with four latent variables ( sidewalk characteristics, surrounding, discomfort, and externalities) based on pedestrian perceptions. We also proposed guidelines that provide decision makers with the tools to identify which sidewalk attributes actually influence pedestrian perception of QoS.

Research progress has been made in recent years in developing service or performance indicators (SPI) or methods to better measure or evaluate service or quality for pedestrians in a local context. The majority of SPIs relate objective (measurable) characteristics or attributes of the right-of-way, with the user’s perceived output variable (e.g., perceived comfort). Traditionally, these methods do not consider the user’s perspective of the input variables. However, there is evidence that the direct contact of pedestrians with the environment justifies an exploration of the contribution of perceptions to that end. This study explores the power of user perception onsite to explain the sidewalk quality of service (QoS), compared to physical and other measurable traditional inputs. Information of physical characteristics, traffic, and perceptions were acquired in 30 different urban rights of way in Bogota, Colombia. By comparing the explanatory power and the goodness of fit of different scenario models, perceptions have been found to be an important predictor to pedestrian perception of QoS. In the light of the results, this paper provides a generalized conceptual framework to explain QoS that complements the existing one and discusses the implication of the use of QoS as the outcome variable.

More and more cities worldwide are striving for sustainability and livability. Measuring the service or performance of local-scale spaces for pedestrians and bicyclists to better understand how to provide “walkable” and “bikeable” environments is key in this endeavor to enhance active transportation. These pedestrian and bicycle service or performance indicators, such as Level of Traffic Stress or Level of Service, relate measurable characteristics with a perceived proxy of the performance or service, such as comfort, satisfaction, or quality of service (QoS). The purpose of this study is to propose and validate a framework that integrates user-oriented inputs to the existing traditional supply-oriented variables to explain the QoS in segment roadways in urban environments for active modes. The conceptual framework underlying this study considers the contribution of individual perceptions, in addition to the traditionally considered operational and geometry variables, to explain the perceived QoS of pedestrian and bicyclist infrastructure. The framework is tested via two separate and independent surveys for pedestrians and bicyclists. Evidence determined the relative importance of these supply-oriented and user-oriented factors to explain the QoS. The superior explanatory power of the perception variables and in terms of the variables that explain the individuals’ perceived QoS justify the framework for both pedestrians and bicyclists.

World cities need more green areas to promote social, economic, and environmental well-being; the problem, however, is that the space available for green infrastructure (GI) within the built environment is limited. Finding empty, free, or underutilized spaces within the built environment to be repurposed for GI has been a challenge. Streets are public, numerous, and evenly distributed, being a desirable place to fulfill this requirement. However, they are also heavily regulated public spaces, where design is standardized, and ruled by codes and manuals. Some cities in the US have implemented an increasing number of green streets (green infrastructures within the rights-of-way with environmental purposes), because of green stormwater management federal policies. This paper aims to understand the green street design procedure, based on empirical evidence. Three cities were studied (Portland, Seattle, and Philadelphia) by means of documentary information, visual inspections, and interviews. It is of special interest to unveil how traditional street design has been modified to adopt these new green elements within rights-of-way (ROW). Results show a longer and more complex street design process for green streets, where many more disciplines intervene. These results are discussed in the light of recent movements and trends in street design.