Pedestrian Level-of-Service Model for Urban Arterial Facilities with Sidewalks

Petritsch, Theodore Anton; Landis, Bruce W; McLeod, Peyton; Huang, Herman F.; Challa, Srikalyan; Skaggs, Cherie L.; Guttenplan, Martin; Vattikuti, Venkat R.

doi:10.1177/0361198106198200111

Cited by 35 publications

(16 citation statements)

References 3 publications

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“…Others still, propose a linear relation between the PPSI and the explanatory variables generating an equation to calculate the PPSI through OLS models ( 1 , 4 , 5 , 21 – 26 ). In some cases, a stepwise regression is used to select the independent variables ( 27 – 34 ). Finally, some studies do not consider a linear relation between the PPSI and the independent variables considering a probability for the PPSI outcome, which is recommended for these models ( 8 , 35 – 39 ).…”

Section: Literature Reviewmentioning

confidence: 99%

“…For example, the discomfort pedestrians feel when interacting with other pedestrians has a negative impact on pedestrian perception of QoS ( 16 , 20 , 21 , 34 , 36 ). Similarly, the effects on pedestrians of motor vehicles (externalities) such as the flow of heavy goods vehicles (HGV), vehicular speed, and vehicular flow also affect the PPSI negatively and the pedestrian perception of their QoS ( 6 – 10 , 13 , 16 – 18 , 25 , 27 – 34 ).…”

Section: Literature Reviewmentioning

confidence: 99%

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Forecasting the Quality of Service of Bogota’s Sidewalks from Pedestrian Perceptions: An Ordered Probit MIMIC Approach

Vallejo-Borda

Ortiz-Ramirez

Rodríguez-Valencia

et al. 2020

Transportation Research Record: Journal of the Transportation R

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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.

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Section: Literature Reviewmentioning

confidence: 99%

Section: Literature Reviewmentioning

confidence: 99%

Forecasting the Quality of Service of Bogota’s Sidewalks from Pedestrian Perceptions: An Ordered Probit MIMIC Approach

Vallejo-Borda

Ortiz-Ramirez

Rodríguez-Valencia

et al. 2020

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

show abstract

“…Later, [32,[144][145][146][147] used geometric and traffic conditions for estimating LOS in the USA, UK and Denmark. Width, pedestrian volume and obstruction/ friction were the most common parameters which were measured quantitatively and used by all authors in defining the LOS.…”

Section: Sidewalk Facilitymentioning

confidence: 99%

“…Studies over exclusive and non-exclusive facilities (roadway corridor and segment, streets and campus) were conducted by [146,152,168,[195][196][197][198][199] using qualitative survey. They defined parameters such as lateral separation, vehicle volume and speed, type and width of facility, safety and security, flow and speed of pedestrians for defining LOS.…”

Section: Multiple (Exclusive and Non-exclusive) Facilitiesmentioning

confidence: 99%

Pedestrian flow characteristics and level of service on dissimilar facilities: A critical review

2018

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Present paper reviewed the past studies on pedestrian flow characteristics (such as speed, flow, density, space, free-flow speed and jam density) and development of Pedestrian Level of Service (PLOS) for various pedestrian facilities (i.e., sidewalk, walkway, crosswalk, grade separated, stairways and escalators. Fundamental relationships (between speed and density) were observed over different facilities and were found to be significantly different. The fundamental relationships for sidewalk facility predicted the range of free flow speeds to be 65 − 85 m/min and jam densities to be 3.5 − 5.3 ped/m 2 . The minimum and maximum pedestrian speeds over sidewalk facility in different countries observed were 52 m/min and 98 m/min respectively, with a mean speed of 79 m/min. The male pedestrians walked at 4 − 9 m/min higher speed in comparison to their female counterparts; while the older pedestrians walked at 15 − 20 m/min lower speed than the younger ones over the various types of crosswalk facilities. Similarly, speed-density relationships for ascending and descending stairways showed that the difference between the two directions varied between 4 − 12 m/min, and that the speed was significantly higher in case of descending direction. Moreover, the jam densities for stairways were also observed to be lower in case of descending direction, as the pedestrians generally maintain higher gap (than in ascending direction) with other pedestrians in front to avoid pushing and the risk of falling down. The flow characteristics were significantly influenced by the type of facility, width, age, gender and location of the study. Primarily factors such as physique (height), culture (dress), attractions (presence of hawkers located along sidewalks), friction (due to parked vehicles), purpose of walking trip and environmental conditions were the main reasons for pedestrians of countries such as Saudi Arabia, Iraq, Bangladesh, Indonesia and Sri-Lanka to walk significantly slower than the counterparts pedestrians in the USA, UK or Canada. The review conducted on the PLOS mainly looked into the type of survey conducted (qualitative vs. quantitative), LOS parameters and the various software/models used in development of LOS. Researchers from the USA and Japan preferably used both qualitative and quantitative approaches in defining LOS over sidewalks; while in India, China and Malaysia qualitative method was highly preferred. Pedestrian volume, safety, surface, obstruction and width were observed as essential parameters for qualitative survey while density, flow rate, pedestrian speed and width were used in quantitative survey for sidewalks. In developing the PLOS over sidewalk facility; Conjoint analysis, Landis method, HCM method, affinity propagation cluster algorithm and Gainesville method were preferred by various researchers. Studies conducted over crosswalk facility measured space, flow rate, vehicle volume and delay as the most significant factors in developing LOS based on quantitative technique; while vehicle speed, ...

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“…Muraleetharan et al [15] refer to eight criteria: sidewalk width and separation (buffer area, shoulder or bike lane, on-street parking), obstructions, flow rate, number of bicycle passing and opposing events, space at corner, crossing facilities, turning vehicles and delay. Petritsch et al [16] and Dowling et al [17] developed models including a long list of variables influencing pedestrians' sense of safety or comfort along the facility. Some of them refer to: proximity to the travel lanes (i.e., separation between the pavement and the sidewalk, width of the sidewalk), perceived conflicts at intersections (with turning vehicles), and perceived threat exposure when crossing roadways or driveways (i.e., crossing distance, presence of crosswalk, other traffic control devices and of median) and delays at intersections.…”

Section: Literature Reviewmentioning

confidence: 99%

Pedestrian Serviceability Index Including Pedestrians on Vehicle-Path

Advani¹,

Patnaik²,

Parida³

2017

JTTE

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Abstract:In Indian mixed traffic, a common scenario is when motorized vehicles, non-motorized vehicles including pedestrians use the same road space. In such conditions, if PLOS (pedestrian level of service) is measured using conventional methods, i.e., considering pedestrians walking on footpath only; leads to unrealistic results as most of the time pedestrians are seen walking on the path dedicated for vehicles, i.e., vehicle-path. The decision making behavior of pedestrians regarding walking on footpath or on vehicle-path is influenced by the quality of footpath as well as the characteristics of traffic on vehicle-path and the presence of vendors in the street. Hardly any research carried out on measuring pedestrians' serviceability on road considering pedestrians walking on vehicle-path. This study attempts to estimate the effect of various parameters such as intensity of vehicular traffic on the vehicle-path, presence of street vendors on the vehicle-path, etc., on pedestrians' decision of walking on footpath or on vehicle-path based on data collected at two locations in New Delhi, India, by using various statistical methods, especially binary logistic regression. One of the locations is an urban two-lane undivided road with footpath on both sides, a part of National Highway-2, another one is a four-lane divided road with footpath on both sides which is a typical arterial road. It has been found that vendors play a significant role in pedestrians' decision making regarding walking on footpath or on vehicle-path. Study proposes a model to measure pedestrians' serviceability on a road where pedestrians may be walking on the vehicle-path even in the presence of footpath.

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Pedestrian Level-of-Service Model for Urban Arterial Facilities with Sidewalks

Cited by 35 publications

References 3 publications

Forecasting the Quality of Service of Bogota’s Sidewalks from Pedestrian Perceptions: An Ordered Probit MIMIC Approach

Forecasting the Quality of Service of Bogota’s Sidewalks from Pedestrian Perceptions: An Ordered Probit MIMIC Approach

Pedestrian flow characteristics and level of service on dissimilar facilities: A critical review

Pedestrian Serviceability Index Including Pedestrians on Vehicle-Path

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