Pedestrians form the largest road user group. As walking is the primary means of human locomotion, they are the most unguarded road users at intersections. Pedestrians are allowed to pass only on the crosswalks, walkways which are provided for them. In urban centers, pedestrian flows can be significant, they must be accommodated in planning & design of traffic facilities and controls. Most of the potential pedestrian conflicts exist at the intersections.

1. PEDESTRIAN LEVEL OF SERVICE
FOR CROSSWALKS AT
URBAN INTERSECTIONS
BY
THOTA AKHIL
157W1D2210

2. GENERAL OUTLINE
• Pedestrians form the largest road user group.
• As walking is the primary means of human locomotion,
they are the most unguarded road users at
intersections.
• Pedestrians are allowed to pass only on the crosswalks,
walkways which are provided for them.
• In urban centers, pedestrian flows can be significant,
they must be accommodated in planning & design of
traffic facilities and controls.
• Most of the potential pedestrian conflicts exist at the
intersections.

3. • At urban intersections, there are various factors
affecting “PLOS”.
• To define various factors affecting Pedestrian level of
service at signalized intersections.
• Factors considered are:-
1. left turning traffic
2. Right turning traffic
3. Number of lanes
4. Delay
5. Number of pedestrians

4. • Pedestrian delay is the key factor.
• From two cities total twelve crosswalks are
considered and video graphic and questionnaire
surveys are conducted for study purpose.
• To diagnose the various factors influencing PLOS
Pearson correlation analysis was implemented.
• Considering both perceived LOS, factors, dependent
variables and independent variables regression
analysis was used to generate model suitable for
Indian urban conditions.

5. Terminology
1. Pedestrian Speed: Pedestrian speed is the
average pedestrian walking speed, generally it is
expressed in m/sec.
2. Pedestrian Flow rate: Pedestrian flow rate is the
number of pedestrians passing a point per unit of
time, expressed as pedestrians per min.
3. Pedestrian Flow: Pedestrian flow per unit width
is the average flow of pedestrians per unit of
effective walkway width, generally expressed in
(P/Min/M)

6. 4. Pedestrian Density: Pedestrian density is the
average number of pedestrians per unit of area
within a walkway or queuing area, expressed
as pedestrians per sq.mt.
5. Pedestrian Space: pedestrian space is the
average area provided for each pedestrian in a
walkway or queuing area, expresses as
Sq.meter per pedestrians.

7. Pedestrian Level of Service
• Level if service is defined for pedestrians under
certain traffic conditions.
• HCM methods are used for analyzing the pedestrian
level of service.
• Level of service is determined by six levels from
level A to level F.
• Level of service is calculated for pedestrians as
pedestrians found per min per foot.
• LOS A has free flow of pedestrians, on the contrary
LOS F pedestrians walking speed is severely
disturbed by other walkers.

8. LOS A
LOS DLOS C
LOS B
LOS E LOS F
1. 2.
6.
4.
5.
3.

9. Signalized Intersections
• At intersections the traffic is guarded by traffic
signs.
• Systematic movement of vehicles &
pedestrians is allowed.
• As of now in India roadway designs are very
much concentrated, but day by day pedestrians
using urban roads are increasing.
• Main problems faced by pedestrians while
crossing the pavement are

10. 1. Pedestrian Delay
a. Waiting time delay.
b. Crossing time delay.
c. Vehicle interaction delay.
2. Perceived vehicle conflicts
a. Through traffic flow
b. Left turning vehicles on red light
c. Right turning traffic
3. Perceived Exposure

11. Data collection and
Extraction
Methods used for data collection
1. Questionnaire survey.
2. Video graphic survey.
Factors effecting PLOS
1. Pedestrian Delay.
2. Corner area.
3. Pedestrian flow.
4. Vehicle flow rate.
5. Left turn on red vehicle flow rate.
6. Crosswalk length.
7. Presence of pedestrian head.

12. Figures showing the study area locations
Tarnaka Circle Uppal Junction Paradise Flyover
Khairatabad Circle Punjagutta Junction Cyber Towers

13. Figures showing the Pedestrian crossing site
locations

14. DATA EXTRACTION AND
ANALYSIS

15. DATA EXTRACTION
• SITE LOCATIONS:
– Tarnaka.
– Paradise circle.
– Begumpet junction.
– N.T.R statue.

16. Pedestrian traffic details at various
crosswalks

17. Details of Hyderabad site locations:

18. Traffic and pedestrian flows at different crosswalks
in Hyderabad

19. CORRELATION BETWEEN
PLOS AND VARIOUS FACTORS
• Typically to bring out the relationship between pedestrian the LOS
and various factors influencing it correlation is used. The main
intention is to diagnose the liaison between the independent variable
and the dependent variable, whether the variables are linear or
exponential. Correlation among factors affecting Level of service
and the average level of the service antiquated determined and
presented in the table. A stepwise multi variable correlation scrutiny
was implemented using the detected data of various types of
intersections. This analysis also helps in transferring the defendant
answers into numerical values. This multivariable analysis was used
to express the mathematical equation for the pedestrian LOS. This is
possible by the collection of factors with the statistical reliability
which is used to form a mathematical expression. This measurement
evaluates the circumstances of crosswalks at intersections.

20. PLOS model for crosswalks,
validation and comparison

21. Connotation of Pedestrian LOS
Grade
• Actually, from previous observations, it is found that higher value of
PLOS score indicates a low level of service. Our developed model
gives PLOS score in the range of 1 to 6. Generally, LOS of many
cities range from 2.5 to4.5, this represents PLOS Level C or D. Thus
by comparing and analysis of previous data 3.5 values is selected
and the following level of service ranges can be defined.
•
• LOS A: PLOS≤ 1.5
• LOS B: 1.5< PLOS ≤ 2.5
• LOS C: 2.5< PLOS ≤3.5
• LOS D: 3.5< PLOS ≤ 4.5
• LOS E: 4.5< PLOS ≤5.5
• LOS F: PLOS >5.5

22. Pedestrian LOS score for Hyderabad city

23. Pedestrian LOS score for Secunderabad city

24. CONCLUSION
• This study revealed that among all the factors ‘turning
vehicle’ has a greater influence on the PLOS than other
factors.
• When this type of system of vehicles increases, it results in
a reciprocal decrease in the anticipated safety of the
pedestrian.
• It is recommended that at intersections, the signal systems
must be designed to reduce the pedestrian vehicle
interaction because pedestrians feel discomfort due to these
clashes with vehicles.
• At intersections, the remaining factors such as pedestrian
bicycle interaction and delays at signals are organized to be
symbolic factors in decisive the PLOS.

25. • The holding area and circulation area should be greater than the
standard size. Pedestrians prefer an improvement in the case of
design at crossings, like high visibility zebra crossing markings, an
individual path for bicycles and good curb ramps.
• It was observed from the study that at crossings pedestrians do not
encourage long delays at signalized intersections. Highway capacity
standards also indicate that when pedestrians experience long delays
they become impatient and they might engage in risk taking
behaviors.
• Pedestrian level of a service model for crosswalks furnishes a
measure of crosswalks conduct with respect to pedestrian’s safety
and comfort. Based on the value of the PLOS at crosswalks,
roadway designers can define how a particular intersection holds
pedestrian travel.
• A minimum level of service standard is developed by using PLOS at
a crosswalk. Which in turn establish a minimum acceptable LOS for
an adequate comfort of pedestrians?

26. • Therefore, to provide a minimum level of accommodation for
pedestrians mainly urban crosswalks intersections undergo
destination to maintain a minimum PLOS.
• This helped in defining the various factors affecting such as, through
traffic, no of pedestrians, number of lanes and pedestrians delay on
the level of service.
• This defined LOS model can be used by roadway designers to test
alternative intersection designs. This can also be obtained by
iteratively changing the independent variables beneficial to find the
strong contribution of a factor to achieve the desired LOS.
• This study mainly helps in not only defining the PLOS at
intersections but also determines the factors contributing to less
correlation and more significance LOS values.

27. FUTURE SCOPE
• There are opportunities for further improvement in defining
the LOS criteria for urban streets in the Indian context. Some
of them are given below:
• As India is a large country with a number of diversified states,
there are plenty of major cities in all these states. Here the
study area is confined only to two cities of Telangana state in
India.
• Similar there is a huge need of studying PLOS in many major
cities in India. In order to achieve good geometric conditions
and walking behavior, physical features of roads.