T,mpn. Res.-A Vol.21A.No. 3. pp. 223-234.

1987 0191-2607187 53.00+.oO

Printed in Great Britain. 0 1987Pergamon Journals Ltd.

A NEW METHOD FOR EVALUATION OF LEVEL OF

SERVICE IN PEDESTRIAN FACILITIES

MASAMITSU MORI and HIROSHI TSUKAGUCHI

Civil Engineering Department, Faculty of Engineering, Osaka University, 2-l Yamada-oka,
Suita, Osaka 565, Japan

(Received 21 April 1986, in revised form 15 October 1986)

Abstract-Safe and comfortable walking is essential for pedestrian movement in modern urban trans-
portation systems. Since pedestrian traffic cannot be restricted in some specified streets, some measures
for pedestrians have to be taken everywhere in urban areas. This research describes a way to evaluate
ordinary sidewalks, and two different methods are proposed. One is an evaluation based on pedestrian
behaviour and the other is an evaluation based on pedestrian opinion. Using the indices of pedestrian
density and sidewalk width, we can estimate the level of service of sidewalk usage. But generally
speaking, since it is not often that a sidewalk is insufficient to deal with pedestrian flow, another
approach is necessary for its evaluation, that is, pedestrian awareness of sidewalks must be taken into
account. The former method is recommended for all sidewalks, especially with comparatively heavy
pedestrian traffic, and the latter method is recommended for ones with light pedestrian traffic.

INTRODUCIION LEVEL OF SERVICE BASED ON

Safe and comfortable walking is essential for pedes-
trian movement in modem urban transportation sys-
tems. To attain this goal, various measures can be
introduced. One is to construct a new or rearranged
pedestrianized street with well-designed facilities.
However, as pedestrian traffic cannot be restricted
in some specified streets, some measures for pedes-
trians have to be taken everywhere in urban areas.
That is to say, not only are well-designed pedestrian
streets important, but also the management of ex-
isting traditional sidewalks. For safe and comfortable
walking, sidewalks should be constructed with this
end in view. At present, however, there are many
sidewalks in Japan which are unsuitable for safe
walking, due to lack of width, less consideration of
pedestrian behaviour and so on. In these circum-
stances, the sidewalk planning must be substantial
both in quantity and quality. For this reason design
standards to evaluate ordinary sidewalks are strongly
needed.
There are two ways to evaluate sidewalks: in cross
section or as a network. In this paper we will discuss
the former, and report on two different experiments
to approach the problem. Using the indices of pe-
destrian density and sidewalk width, we can estimate
the level of service of sidewalk usage. This way is
suitable for evaluation of sidewalks with heavy pe-
destrian traffic, which are faced with congestion. But
generally speaking, since it is not often that a side-
walk is insufficient to deal with pedestrian flow, an-
other approach is necessary for its evaluation, that
is, pedestrian awareness of sidewalks had better be
taken into account, especially in the case of side-
walks with relatively light pedestrian traffic de-
mands. The purpose of this research is to propose a
method for the evaluation of level of service of
sidewalks, based on behaviour and awareness of
pedestrians.
223
PEDESTRIAN BEHAVIOUR
In earlier studies (Older, 1968; Oflaherty and Par-
kinson, 1972; Odeing, 1%3, Fruin, 1971; Bovy, 1974;
Pushkarev and Zupan, 1975), service levels for pe-
destrians were expressed by pedestrian density or its
inverse (pedestrian area module) except a study where
congestion and sidewalk width were treated at the
same time (Collis, 1975). But this kind of index alone
is not sufficient to characterize the level of service.
In this study, therefore, a service level based on
sidewalk width as well as pedestrian density is pro-
posed.
(1) Data Collection
To record the basic data, time-lapse photographs
of uni-directional flows of commuters were taken by
the use of a bird’s eye view camera in the CBD of
Osaka City. The sidewalk sections observed in this
study were ranged from 2.2 to 4.5 m in width and
20 m in length. These observations give not only
speed(V), density(K), and flow(Q) measurements,
but also the number of pedestrians who arrive in a
unit time and who overtake others in the test section,
which makes clear the degree of pedestrian conges-
tion and frequency of overtakings. In this study,
overtaking is defined as follows; Suppose one pe-
destrian arrives at the section. If there is at least
another person who arrives at the section earlier than
the pedestrian, but leaves the section later, this pe-
destrian does overtaking.
(2) Speed, Density and Flow Relations
Observations of pedestrian speed, density and flow
relations have been carried out in previous studies
(Older, 1968; Oflaherty and Parkinson, 1972; Fruin,
1971; Bovy, 1974); here we add a relation between
speed and density shown in Fig. 1. We can use pe-
destrian area module (square meter per pedestrians)
224 M. M~RI and H. TSUKAGUCHI
0.0 1.0
PEDESTRIAN DENSITY K
Fig. 1. Pedestrian walking speed and density.
instead of pedestrian density (pedestrians per square
meter). Since they are easily transformed each other,
in this study we use mainly the latter expression.
From this figure, it can be seen that speed is about
1.5 mlsec for free-flow, decreasing gradually to a
density of 1.5 peds/m2 (area module 0.67 m2/peds),
where the relation between pedestrian speed and
density is shown as follows;
V = - 0.204 K + 1.48
After that point speed drops sharply.
(3) Arrival Distribution
Generally, the arrival distributions of persons who
cross a section in a second are shown as follows
(Nishida, 1971):
I-1
i (lA)“‘-’
Un = e-‘hC
,=0 [( ’ - i> (d-i)!
+ (1 - F) (;;;;;I;;!]
where A = mean flow (peds/sec); 1 = phase; n =
number of persons who cross a section in a second
(peds/sec).
When pedestrians arrive at random, the phase 1 is
equal to 1 in which case the distribution shown in
eqn (2) becomes exponential. Generally, the phase
1is defined as an organization which controls arrivals
in queuing problems. The relation between pedes-
trian density and the arrival distribution is indicated
in Fig. 2 for three different sidewalk widths. The
density at which arrivals are not random is about 0.8
peds/m2(area module 1.3 m2/peds) for 4 m width,
about 0.5 pedslm2 (area module 2.0 m2/peds) for 3
m width and 0.3 peds/m2 (area module 3.3 m’lpeds)
for 2 m width, respectively. Here, “not random”
2.0 3.0 4.0 5.0 6.0
(peds/d)
does not mean formation of platoons directly, but
at this point some restriction for pedestrian move-
ments may begin. With the decrease of freedom in
walking corresponding to increasing the density and
narrowing the sidewalk width, the phase increases,
and so that the degree of congestion, that is, the
point where pedestrians are restricted in their move-
ments, can be represented by using the phase. There-
fore the phase 1 of the arrival distribution is an ef-
(I) fective index for expressing the state of pedestrian
congestion. Especially the point where the phase
changes from 1 to 2 provides a useful measure for
delineating freedom in walking.
(4) Overtaking
In any kind of traffic flow, it has been demon-
strated theoretically and experimentally that the re-
lation between the number of overtaking cases (N)
and flow (Q) is given by eqn (3), if faster vehicles
are able to overtake freely slower ones.
(2)
NE Q2 (3)
The same relation also holds for pedestrian flow,
if pedestrians are not restricted by each other. Know-
ing the range of validity of this relation leads to the
boundary beyond which ease of walking changes.
Now we can confirm the validity of the index 1 by
analyzing pedestrian overtaking. The relationship
between the number of overtaking cases and the
pedestrian flow is shown in Fig. 3 for 4 m width. In
this figure, in order to determine the range of equa-
tion (3) easily, the relation is shown in the form of
V% and Q. From Fig. 3, and by considering the
relation shown in Fig. 1, the range where Q is in
proportion to fi is nearly below 250 peds/min which
is approximately equal to the density of 0.8 peds/m2
(area module 1.3 m*/peds). This density roughly cor-
 Evaluation of level of service in pedestrian facilities 225

1 I 0 width 3 meter

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

PEDESTRIAN DENSITY K (peds/m')

Fig. 2. Distributions of pedestrian arrivals.

responds to the density at which pedestrian arrivals
do not become random for the width of sidewalks.
Therefore it is safe to assume that the freedom of
walking is considerably restricted above this density.
Consequently, the phase 1 of the arrival distribution
of persons is an effective index for explaining the
state of pedestrians’ freedom of movement. In ad-
dition, as far as overtaking is concerned, since Fig.
4 illustrates the relation between the percentage of
those who overtook others in the test section on one
hand and pedestrian density on the other, there seems
to exist a boundary at 0.2 peds/m* (area module 5.0
m’lpeds) under which the percentage of persons is
relatively lower, where the condition of pedestrians
may be close to free walking. There is variation of
speed even in the forced flow, so overtaking ratio is
still high near 1.5 peds/m* (0.67 m2/peds).
(5) Evaluation
From the above considerations, to create more
comfortable sidewalks, it is important to consider
carefully the degree of congestion and the width of
sidewalks. From this point of view, a service level
for pedestrians is proposed in Fig. 5. The lower fig-
ure is transformed from the upper one by using the
eqn (1). Even though the service level shown in Fig.
5 is not classified in detail as proposed in earlier
studies, (Oeding, 1968; Fruin, 1971; Bovy, 1974;
Pushkarev and Zupan, 1975), it is characterized by
considering the factor of sidewalk width, separately

0 100 200 300 400 500

PEDESTRIAN FLOW 9 (peds/min)

Fig. 3. Pedestrian flow and the number of overtaking cases.

226 M. M~RI and H. TSUKAGUCHI

1.0

0.2

4
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4
PEDESTRIAN DENSITY K (peds/m')

Fig. 4. Pedestrian density and overtaking ratio.

from density. Practically we can obtain the approx-
imate boundary between level B and level C by an
interpolation method, except for the neighbourhood
of 2,3 and 4 m. Using this figure, existing sidewalks
can be evaluated from the view point of congestion.
Furthermore, new facilities can be designed to
accomodate various service levels: Level A for
residential areas, level B for general conditions in
central business district or other high usage areas
with level C available for local or temporary circum-
stances. There should be no design which involves
level D.

E D

/
I

I
0.4 0.6 0.8 1.0 1.2 1.4 1.6

PEDESTRIAN DENSITY K (peds/m')

E 1
I
C D

)
1
0 ;o 40 ko 80 100

PEDESTRIAN FLOW q (peds/min/m)

Fig. 5. Level of service standards for sidewalks.

 Evaluation of level of service in pedestrian facilities 227
Table 1. Preparatory survey items
very rather moderate rather very
5 4 3 2 1

1) sidewalk width wide , 1 narrow

2) anxiety from
vehicular traffic
much I t little

3) green volume much 1 4 little

4) pressure from much I 4 little
buildings
5) sanitary condition good I 4 bad
6) signboards many I 1 few
7) obstacles many I * few

8) easiness to walking easy , 1difficult

9) sidewalk overall good , 1bad
evaluation I

SIDEWALK EVALUATION BASED ON A pilot study was undertaken to test the usefulness
PEDESTRIAN OPINION of a video tape recorder tin reproducing satifactorily
the various conditions under investigation. For the
In the preceding sections, the effects of crowding
pilot survey, nine factors were tentatively chosen, as
have been treated. However, there may be other
shown in Table 1. In this table, an overall evaluation
reasons for uncomfortable walking, such as sidewalk
was obtained by a question: “What do you think
geometry and surface, obstacles, sanitary conditions
about this sidewalk in general?“.
etc.
For each factor, 13 pictures with varying condi-
In this section, some of these effects are related
tions were selected from 129 locations. The 13 lo-
to physical characteristics such as width, flow, parked
cations were chosen in the same small residential
vehicles, etc. The method to be used consists of two
district, to facilitate travel between sites. Nine male
steps. First, in a pilot study, specific factors are iso-
students of Osaka University evaluated these 13 pic-
lated which give consistent user response between
tures in the laboratory using a video tape recorder,
on-site evaluation and video tape (VTR) evaluation.
and one week later they went to the corresponding
Second, the factors selected are then presented at
locations to carry out the same evaluations. They
various levels to a large sample of subjects, and their
ranked them from 1 to 5 which correspond to the
evaluations are correlated with physical character-
categories: for instance very bad, bad, moderate,
istics of the sites which were photographed.
good, and very good respectively (see Table 1). With
One of the objectives in this section is to relate
this lapse of time, it was believed that the evaluation
pedestrian awareness of sidewalks to some physical
on-site would not be influenced by the student’s
characteristics of them. Here, total road width, total
memory of his earlier VTR evaluation, so that the
sidewalk width, effective sidewalk width, sidewalk
two results would be effectively independent.
type, obstacle ratio, green ratio, traffic flow, pedes-
The results of the pilot study are shown in Fig. 6,
trian flow, and number of parked vehicles on the
where complete agreement plus or minus one unit
street were adoped as physical characteristics which
is indicated by shading*. According to the percent-
explain the condition of sidewalks. These indices
age of the shaded area in this figure, the values for
were defined as follows: sidewalk types were class-
factors 2) and 4) were considered to be too low to
ified into step type, guardrail type and concrete block
confirm the reliability of VTR estimates, and these
type; obstacle ratio was calculated by dividing the
factors were eliminated from the formal experiment.
breadth of obstacles by total sidewalk width; effec-
Also there was some confusion between factors 6)
tive sidewalk width was calculated by subtracting the
and 7), which was pointed out by some subjects,
breadth of obstacles from total sidewalk width and
since certain signboards were themselves obstacles.
green ratio was a percentage of the area occupied
Therefore these two factors were combined, leading
by street trees or a hedge in the picture.
to six factors for the formal experiment.
The entire experiment was performed at locations
A formal experiment was then carried out, using
with level of service “A” (to avoid compounding
the six factors (reliable factors). Thirty five pictures
effects of congestion) but the results would partly
were used for the experiment with various condi-
carry over to more crowded facilities, in addition to
tions. Their characteristics are as follows: the side-
the objective evaluation described before.
walk widths are ranged from 1.0 to 5.5 m, 23 side-
(1) Data Collection
SONY WR SLO-350, camera DX-1720 18mm lens F2.0
At first, information about 129 sidewalk locations was used for the pilot and formal experiments.
was gathered including sidewalk width and type of *The units are as shown in Table 1, defined by the ques-
sidewalk. Also a picure of each was taken. tionnaire.
228 M. M~RI and H. TSUKAGUCHI

i-j i-j i-j

-4-3-2-10 1 2 3 4
i-j i-j i-j

-4-3-2-l 0 1 2 3 4 -4-3-2-l 0 1 2 3 4
i-j i-j i-j

Note) 1 The numbers in this figure correspond to item numbers

in Table 1
2 i: ON-SITE EVALUATION
j:VIDEO TYPE EVALUATION
3 The percentages express ones (i-j(S2

Fig. 6. Distributions of difference between on-site evaluation and video type evaluation.

walks have steps and others are segregated from
roadway by guardrails or concrete blocks, and as far
as pedestrian flow is concerned, it is less than 200
persons per hour on almost all sidewalks except a
few cases with somewhat heavy pedestrian flow. The
details of the 35 sections chosen are illustrated in
Fig. 7. In the formal experiment, 35 subjects were
used consisting of 8 students of Osaka University
and 27 residents of Senboku-Newton in Osaka Pre-
fecture. Sixteen persons were male and 19 persons
were female whose age ranged from the late teens
to the forties. After watching the pictures (for about
20 set) two or three times, they made decisions about
the six factors in the same manner as the pilot survey.

Table 2. Correlation matrix of conscious indices

6) L 7) 8) 9)

5) 0.472 0.683 ** **

6) 6 7) -0.587 -0.606 ** l *

8) 0.856 0.642 0.770 -0.830

9) 0.900 0.686 0.806 -0.808

l 5% significance ** 1% significance
note: item numbers correspond to those of TABLE 1
 SIDEWALK EFFECTIVE
SIDEWALK WIDTH (m) SIDEWALK TYPE
ROAD WIDTH (m) WIDTH (m)
0 5 10 15 0 5 10 15

both-sides one-side

PEDESTRIAN FLOW VEHICULAR FLOW PARKING VEHICLES %

(peds/hour) (vehs/hour) (vehs/lDDm) OBSTACLES RATIO (X) GREEN RATIO (X) 2
I.

0 5 10 15 0 5 10 0 5 10 0 5 10 0 5 10 5’

Note: Horizontal axes express ft-eaquencyof sidewalks

Fig. 7. Characteristics of sidewalks used for the formal experiment.

230 M. M~RI and H. TSUKAGUCHI
Table 3. Correlation matrix of overall evaluation and physical characteristics of sidewalks
F vehicular flow
O pedestrian flow
H parking vehicles
1 green ratio
Then the value for each sidewalk was calculated. The
distribution of each value was assumed to be normal.
For example, in the case of overall evaluation, if
moderate is equal to 0.0, very good is 2.50, good is
1.21, bad is -1.13, and very bad is -2.25.
(2) Results
As a beginning, the relation among those six fac-
tors (awareness indices) were analyzed, as shown by
Table 2. From this table, it is clear that wide and
clean sidewalks with few obstacles and high green
ratio are regarded as being good.
In the next step, the relationship between overall
evaluation on the one hand and physical character-
istics on the other was considered. From Table 3, it
is clear that the overall value is highly related to the
indices of width, ratio of obstacles and ratio of green.
The relation between overall evaluation and effec-
very gooc
1 2
0 -
. l
0 00
very bad
Fig. 8. Sidewalk effective width and sidewalk overall evaluation.
l 5% significance
** 1% significance
tive width of sidewalks is shown in Fig. 8. If the
effective width is greater than 2 m, the estimate is
almost above “moderate”. From Fig. 9, which de-
scribes the relation between overall evaluation and
ratio of obstacles, the estimate becomes “very bad”
when this ratio exceeds 20%. The relation between
the overall value and green ratio is indicated in Fig.
10, which expresses the evaluation of the sidewalk
as “quite good” in the case of green ratio of more
than 30%. From these figures, it can be seen that
the sidewalk type (sidewalks with steps, sidewalks
with guardrails and sidewalks with concrete blocks)
also affects the evaluation by pedestrians.
The purpose is now to make a regression analysis
in order to explain the overall evaluation using phys-
ical characteristics. In these models, sidewalk types
(x,) were expressed by a dummy variable which is
equal to 1 in the case of step type sidewalks, and
SIDEWALK EFFECTIVE WIDTH (m)
 Evaluation of level of service in pedestrian facilities 231

very good.
0

0
l

% 0

5 good - 0
2 at
2 0 l
5
2 OBSTACLES RATIO (X)
2 moderate 0 20 30 40 50
1
!lO .
g
r '1 8
?z 0 .
E bad - 0
;; 0 m

E !!I
0

1
8
very bad

Fig. 9. Sidewalk overall evaluation and obstacles ratio.

equal to 0 in the case of guardrail and concrete block
type sidewalks. Several useful models are indicated
in Table 4. Because model (G) which was expressed
by effective width of the sidewalk, the green ratio,
and the sidewalk type, has highest significance among
these models, it was selected as the evaluation model
for sidewalks. Table 3 shows that there is no signif-
icant relation between overall evaluation and pe-
destrian flow, which might lead to the conclusion
that congestion in sidewalks does not have much
effect on estimation by persons. However, this is not
in fact implied because congestion is not a main fac-
tor for evaluation, since sidewalks treated in this
section were not too crowded to hinder easy walking.
(3) Pedestrian Walking Outside Sidewalks
As the overall evaluation for sidewalks was ob-
tained through pedestrians’ own judgement, it could
be useful for planning sidewalks. The evaluation in-
dex, however, becomes more reliable, if it is closely
related to usage. If there are some persons who do
not walk on the sidewalk due to its inadequate con-
ditions, the quality of the sidewalk has to be inves-

very good
0

i
0 l-
l

_ 1p 2p _3p 4p 50
mderate
Q-
0 . GREEN RATIO (X)

I
l
0
.
bad 0
. 0

IsteD tme I l I
very bad

Fig. 10. Sidewalk overall evaluation and green ratio.

232 M. M~RI and H. TSUKAGUCHI

Table 4. Effective models for sidewalk evaluation

Xl x2 x3 x4 X5 const. R'

(A) 0.79 0.027 -2.17 0.79

(8) 0.69 0.034 -2.21 0.74

(C) 0.78 0.63. -2.18 0.77

(0) 0.65 0.82 -2.16 0.67

(E) 0.75 -0.044 -1.27 0.83

(F) 0.68 -0.059 -1.11 0.83

(G) 0.67 0.027 0.62 -2.31 0.85

(H) 0.56 0.032 0.73 -2.38 0.81

Xl : sidewalk effective width (m) * 1% sianificance

(others-are 5% significance)
x2 : sidewalk width (m)
x3 : green ratio (%)
x4 : sidewalk type
x5 : obstacles ratio (%)

tigated carefully. We introduce here a new index The relationship between this index and pedestrian
defined as follows: flow on the street is indicated in Fig. 11, which shows
no correlation between them, as far as the data used
number of persons walking in this study is concerned. Therefore, the reason why
ratio of walking = outside a curb some pedestrians walk outside the curb is not pe-
outside a curb number of destrian traffic congestion on the sidewalk.
all pedestrians It is noted from Fig. 12, which relates the ratio of

100

block type 1 * A
80

I’ A

OA
A

.
0
cl
OB
A

0 l
0

l .

III __ 0

0 10 50 100 500 1000

PEDESTRIAN FLOW (peds/hour)

Fig. 11. Pedestrian flow and ratio of walking outside a curb.

 Evaluation of levelof servicein pedestrian facilities 233

SIDEWALK EFFECTIVE WIDTH (m)

Fig. 12. Sidewalk effective width and ratio of walking outside a curb.

walking outside a curb to the effective width of
sidewalks, that there were some persons walking
outside a sidewalk with width less than 1.5 m, but
few persons for the width more than 2 m. Also, as
far as sidewalk types are concerned, the ratios of
walking outside a curb for step type sidewalks were
always lower than those for guardrail or concrete
block type sidewalks.
Next, the relation between overall evaluation
mentioned above and this index was analyzed. As
described above, overall evaluation was expressed
in terms of the effective width of a sidewalk, sidewalk
type and green ratio, while the ratio of walking out-
side a curb was also influenced by the effective width
of a sidewalk and sidewalk type. Thus, there seems
to be some relationship between these variables. Fig.
13 shows this relation, there is a little difference
between two-sided sidewalks and one-sided side-
walks. In the former case, some persons would walk
outside the sidewalk only when the overall evalua-
tion was less than “moderate”. If the overall eval-
uation was less than “bad” , the number of those
persons increased rapidly. In the latter case (one-
sided), there were some persons who walked outside
the sidewalk even if the overall evaluation was more
than “good”, but only when vehicular traffic was
very light. Therefore if the overall evaluation for a
sidewalk is more than “moderate”, the sidewalk is

% good
r
2
5 0 0
w
-1 20 4.0 6CI_ 80 100 (%I
4' mderate {g 6 "
6 l 0 RATIO OF WALKING OUTSIDE A CURB
ZJ 00 A
Y
;:
z bad A
= .
Ln a .

A
0 A
very bad

/
Fig. 13. Sidewalk overallevaluation and ratioof walking outside a cufb.
234 M. M~RI and H. TSUKAGUCHI
always in use excluding some one-sided sidewalks
with very light vehicular traffic on streets.
Consequently, because the condition of the side-
walk usage is related to the overall evaluation of the
sidewalk, this evaluation index is based not only on
a questionnaire, but related closely to the condition
of comfortable walking in practice, which makes it
a more effective evaluation criterion for sidewalks.
When we evaluate sidewalks with light pedestrian
traffic, the following treatment will be proposed.
That is to say, sidewalks less than “bad” have to be
improved immediately, and sidewalks which fall in
the range from “bad” to “moderate” are to be im-
proved. As for sidewalks more then “moderate”,
improvements are not necessary at the present time.
CONCLUSION
This research describes a WaY to evaluate ordinary
sidewalks in urban areas. In order to evaluate such
sidewalks, two different methods are proposed. One
is an evaluation based on pedestrian behaviour and
the other is an evaluation based on pedestrian opin-
ion. The former method is recommended for all
sidewalks, especially with comparatively heavy pe-
destrian traffic, and the latter method is recom-
mended for ones with light pedestrian traffic.
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