Evaluation of Pedestrians’ Behavior and Walking Infrastructure Based on Simulation

The Old Town area of Semarang is a tourist area that will be projected as a pedestrian area. The first step starts with the Car Free Night policy. This policy was carried out by closing Jl. Letjen Suprapto as a pedestrian area. The purpose of this study is to determine the performance conditions of the intersections in the Old City Area. Data collection in this study used an intersection inventory survey method which included intersection geometry, speed, and vehicle volume. The analytical method uses the help of the PTV Vissim 2022 Student Version application. Based on PTV Vissim analysis for normal day intersection performance, it was found that the lowest intersection performance occurred at the Letjen Suprapto Intersection with service level F where there was a delay of 80 seconds/vehicle and a queue of 127 m long. During Car Free Night, the lowest intersection performance is shown by level of service D, delay of 38 seconds/vehicle, and queue of 57 m. this condition occurs at the Mpu Tantular Intersection. The Car Free Night policy has had a positive impact on the performance of the traffic flow network in the Old City of Semarang as indicated by the increased level of intersection service.

Bidirectional pedestrian movement is predominant on undivided stairways. Under a given situation, it is imperative to assess the level of service (LOS) provided to pedestrians on a stairway. Currently, limited guidelines are available for assessing the LOS on undivided stairways in South Asian countries. With this motivation, the current study was conducted to develop LOS criteria for undivided stairways by using the case of a busy suburban railway station at Dadar in Mumbai, India. The LOS can be considered as the classification of different pedestrian flow states on the basis of facility performance. This study is focused on employing the k-means clustering technique to define the LOS thresholds of relevant flow variables. Data on four major variables of pedestrian flow are used: space per pedestrian, flow rate, walking speed, and volume-to-capacity ratio. Derived LOS thresholds are then delineated by using the rate of change in slope for the average walking speed of pedestrians. LOS thresholds are further validated for different percentile values of pedestrian flow data to check whether given data sets fall within the range of established LOS thresholds. Ranges of the flow parameters defined for LOS criteria found in this study are significantly different from those reported in the literature and in manuals in developed countries such as the U.S. Highway Capacity Manual. This difference may be attributed to the demographic and sociocultural characteristics of the pedestrians. The results and approach adopted here can be useful for practitioners to assess the LOS of stairways operating under similar pedestrian flow conditions and to respond appropriately for their improvement. The study results can also be useful for the ongoing project of developing a highway capacity manual for India.

Efficient interchange stations, where travelers are changing lines and/or travel modes, are essential for the functionality of the whole public transport system. By studying pedestrian movements, the level of service and effectiveness imposed by the design of the interchange station can be evaluated. We address the problem by microsimulation, where a social force model is used for the phenomenological description of pedestrian interactions. The contribution of this paper is the proposal of measures describing the density, delay, acceleration and discomfort for pedestrian flows. Simulation experiments are performed for the movements in two canonical pedestrian areas, a corridor and a corridor intersection. Clearly, each of the four measures gives a description for how pedestrians impede each other, and hence for the efficiency at the facility. There is, however, different information provided by each measure, and we conclude that they all are well-motivated for quantifying the level of service in a pedestrian flow. We also illustrate the outcome for a railway platform, with two trains arriving in parallel.

The world today is in the industrial 4.0 with the fast pace of technology development. This urbanization and the high density of the population are paralleled by environmental issues such as high levels of CO2 emissions, plastic waste, or climate change fr om urban areas. Transport is a crucial actor as a means of advancing socioeconomic development. Moreover, it contributes to the overall sustainability strategy by encouraging public transportation as part of sustainable mobility. Subways, buses, and trains have all been improved to make them more efficient and accessible as part of the city's numerous initiatives to promote the use of public transportation. Hungary's capital, Budapest, is undergoing rapid urbanization while playing a significant geopolitica l role in fostering convenient transit for locals and tourists. Budapest is located in central Europe and acts as a bridge linking Western and Eastern Europe. Hence, Budapest attracts a high concentration of mobility. Budapest’s municipal and local bodies outlined their plan for sustainable urban mobility in 2016 with the vision of 2030. This plan focuses on people residing or visiting the city and increasing public transport usage. It is expected that by lowering pollutants and greenhouse gas emissions, re ducing congestion, and enhancing transit options, these efforts will enhance the quality of life for locals. Furthermore, Budapest's dedication to efficient transportation serves as a strong global example of how cities can improve public transportation wh ile minimizing negative environmental effects . This study collected data through focus groups interview method, the selected students discussed the different drivers that affect their mobility. This study sheds light on the city's sustainable mobility and some of the factors that persuade and discourage students from using public transport. Based on the perspective of students residing in Budapest, this study identif ied some of the factors that may accelerate the city's sustainable mobility. Through a nalysi ng the drivers affecting urban mobility, a wider picture of Budapest’s sustainable mobility was concluded.

The current methodology of analyzing pedestrian levels of service stated in the KHCM (Korean Highway Capacity Manual) excludes pedestrian comfort from its primary measures of effectiveness, resulting in mismatching levels of service calculated with the KHCM and the ones stated by pedestrians on the basis of comfort. This can lead to undesirable designs of pedestrian facilities, and in order to deal with this problem a research was carried out to apply the concept of pedestrian conflict for assessing pedestrian comfort. The approach adopted in this study included recalibrating relationships between pedestrian flow and pedestrian conflict and making adjustments to pedestrian levels of service given in the KHCM. In this effort, characteristics of pedestrian flows and conflicts for five field sites located in Seoul were investigated by using video cameras, and selected pedestrians on the five sites were interviewed to determine their levels of comfort for the given walking conditions. Based on these field survey data, this study then demonstrated that there were close relationships between pedestrian comfort, flow rate, density, and pedestrian conflict. A follow-up adjustment to pedestrian levels of service in the KHCM was proposed by this study and an additional survey of pedestrians discovered that the proposed adjustment would better explain how pedestrian comfort levels change with pedestrian flow for a given facility.

New movement technology is currently becoming reality around the world. PRT (Personal Rapid Transit) now sometimes called ATN (Automated Transit Network) is currently available at Heathrow airport with systems in various planning stages in South Korea, San Jose, CA -Sam Mineta Airport, and Abu Dhabi, United Arab Emirates - Mazdar City. Technology that allows elevators to move three-dimensionally is currently applied in the Tower of Terror ride at Disneyland, Anaheim, CA. New automobiles are appearing highlighting electric power sources, smaller sizes and even collapsible -- such as the City Mobile car designed at MIT. All of these technologies offer one new important design feature – their ability to interface three-dimensionally both inside and outside of buildings. They can also simultaneously provide freight applications and link multiple transit systems, changing transportations’ relationship with urban design and architecture. These new technologies provide the opportunity to create more walkable transit friendly environments by allowing more compact and interconnected ways to design and move through space. They have the ability to arrive more quickly to their destination – even more time-efficiently than a car and more time-efficient than the standard transit loop or line systems; therefore they can encourage and hopefully increase transit use. New integrated solutions that address multiple overlapping issues such as energy sources, the environment and persons of disability accessibility can also be addressed. Several key issues are involved in encouraging more transit use and the solution lies in their interfaces and overlaps, not in their isolation. The issues are: (1) mode of transportation, (2) energy source/sustainability, (3) human interface, (4) physical location, and (5) actual design. All of these issues will be explored independently and then with their interfaces and overlaps providing solutions that these new technologies allow. Integrating new forms of movement is a more sustainable solution that allows for stations within easy walking distance encouraging walking. Initially these systems are being implemented in two areas – local existing environments such as airports and entirely new cities. This paper will examine the linkages for the Southern Polytechnic Campus of 2050 using one or all of these new technologies to create a more fully accessible walkable sustainable campus design. PRT was first implemented in the United States at Morgantown, West Virginia at West Virginia University using small point-to-point driverless vehicles (a system where you go directly from your point of origin to your final destination – no stops in between) called Personal Rapid Transit (PRT) and the system is still functioning today providing unique transportation choices for the university and the town. With the vehicles providing an on demand, point to point service; a small transit vehicle (optimal number is around 4 people) offers many positive benefits along with greater capabilities to move more people more time efficiently. The off-line station concept that is crucial to the efficient functioning of the on demand, point-to-point system presents some new opportunities for station design. This transit system, PRT, has the capabilities to link the 5 key issues mentioned above. The system also allows for expansion of use as needed with only the cost of additional vehicles. The original vehicles upfront costs could be limited to a small fleet; expansion as appropriate. The other technologies offer similar benefits in unique ways. These newly emerging movement systems will allow easier access for all ages as station design can now be integrated within buildings at multiple levels. Navigating steep topography as well as connecting multiple other forms of transit to create a seamless system will allow faster and smoother access for all. Linking spaces and places in entirely new ways, the architects’ unique spatial training will become essential in allowing these new technologies to be implemented to their full potential. The students’ analysis of existing conditions as well as their unique solutions to connections and interconnections will be presented along with a review of the technologies and their connections to automobiles and other forms of transit.

Intersection Telkom Jatiasih is one of the congestion point in Bekasi City. This is at leave because of the high volume of traffic and also a busy route from Bekasi to Jakarta and the surrounding area, plus the direction to the toll gate Jatiasih. There is no sign – traffic sign making of Intersection Telkom Jatiasih is an unsignable junction, this is what causes the flow of irregular vehicles causing congestion. The data retrieval method is done by surveying directly to the research site. Based on survey result in Telkom Jatiasih intersection, the highest vehicle volume accurred in the afternoon of Monday, April 29 th, 2019. Calculated results based on the field survey result data using the MKJI 1997 book guidelines, obtaining the Degree of Saturation (DS) = 1,86 with the Level Of Service F value, indicating the stopping of the vehicle current at the congestion point such as the meeting path, or repair lanes that cause a long queue of vehicles. On the road Of Wibawa Mukti II Highway – Jatiasihi the vehicle flows are still recorded stably with the Degree of Saturation (DS) = 1,16 with a Level Of Service F value which means the level of road service is still stable. From the research results get an alternative solution Telkom Jatiasih intersection is in alternative 2 because it gets a decrease in the Degree of Saturation (DS) = 1,11 with the value of the Level Of Service F which means high traffic flow condition, but Current conditions are still stable.

The future of public transport in medium‐sized French cities without underground transport services is difficult to assess without a complete knowledge of the existing and potential demand. These cities are, however, experiencing considerable urban growth, giving rise to problems of urban congestion. This article examines the sensitivity of the demand for public transport from different population clusters against the level of service, posing the following questions. Are there more public transport users — and more public transport trips per user — when the service is better? Which kinds of improvement most affects demand? Is car ownership and use sensitive to the level of service? Empirical data and least‐squares modelling are used to answer these questions.

Pedestrians as active transportation require adequate facility including child pedestrian pathways. Children as the pedestrian is a vulnerable user to an accident due to their active movement to play during their trip along the pedestrian pathway. Child pedestrian movement could lead to a crash with other users such as other pedestrians, cycles, motorcycles, and cars. Design concept and planning for child pedestrian pathway prototype is considering active child movement and object used in playing. Proper design and construction are crucial for child pedestrians in the potential area with a massive number of pedestrian and street users. This research aims to establish a concept for child pedestrian-friendly prototype. Methods use is a mixed-method including literature study and field study. The result shows that the area for child pedestrian prototype is divided into two main areas namely pedestrian area and playing area. The pedestrian area requires proper space for the child pedestrian flow movement. Playing an area requires space for a child to play for a limited time during walking time. Further research is a must to include child pedestrian main areas in the pedestrian standard.

The article discusses issues related to assessing the level of passenger service in urban transport during the off-peak period. As a rule, the vast majority of studies are conducted during the peak period to develop or adjust the route system, calculate the rational number of vehicles on routes, establish patterns of changes in the parameters of the transport process, etc. However, changing the values of the corresponding indicators during the inter-peak period is also of no small importance, since the level and quality of passenger service by hour of the day, the distribution of the required number of vehicles on routes, and compliance with traffic intervals depend on them. The article presents the results of sample surveys conducted using the tabular method on the routes of a specific city street. The filling factor of the vehicle interior was chosen as a criterion for assessing the level of passenger service. A nonlinear regression model for assessing the level of service in urban passenger transport has been developed. The corresponding statistical characteristics of the model parameters are given and its adequacy is assessed. As a result, the pattern of changes in the static coefficient of vehicle interior occupancy has been determined depending on the number of passengers per square meter of available interior space.It has been revealed that the vehicle interior occupancy rate is affected by both the number of passengers per square meter of the cabin and its squared value. It was also found that on the street in question, during the off-peak period, the number of passengers per square meter of available cabin space equal to three or more passengers brings the corresponding value of the static capacity utilization coefficient to its maximum value.

Study of commuters’ attitude towards public transport and their perception of existing service quality for different service attribute of public transport have gained immense importance for determining appropriate public transport service level. In this context, level of service (LOS) is identified as a vital tool to measure service quality, as per users’ perception, ranging from LOS A to LOS F which denotes ‘the best’ to ‘worst’ levels. However, the LOS existing benchmarks are defined as per the expert’s judgment. Method of ‘Successive Interval Scaling’ is used to develop LOS values for bus service as per users’ perception which converts ordered categorical scale into an interval scale. Service attributes are selected which are considered important for bus transit and LOS for each attribute is evaluated based on users’ opinion. The results obtained in this study for the city of Mumbai highlights the difference in LOS values between users’ perception and experts’ opinion given by Ministry of Urban Development in India (MoUD), India and the Transit Capacity & Quality of Service Manual (TCQSM).

In China, many cities are building themselves the transit metropolis, and the reasonable evaluation of level of service (LOS) of public transport system (PTS) is one important aspect. However, to determine the overall LOS is hard because the distribution of service in PTS is not homogeneous with regard to time and space. To address this problem, this study proposes a general framework to determine the LOS scale of PTS based on the distribution of service quality. Under the framework, two classification methods are discussed. Method 1 uses two parameters, the mean and coefficient of variation to model the distribution, and Method 2 is an existing approach that only considers mean. Then the specific use of the framework is expounded for the service attribute of crowding, and Beijing subway line LOS is evaluated. The line LOS is divided into I–IV, whose threshold is expressed as a function of mean and coefficient of variation. The results show that 57.8% of the sample points are in the most crowding level IV in morning peak hours by Method 1, but 60.9% of sample points are in a comfortable level II by Method 2, and the former is more consistent with reality. In addition, it reveals which lines and time periods need to improve the service level. The research proves the feasibility of considering the service distribution to determine the overall LOS of PTS, and it is useful for capturing more detailed information of the system performance in time and space. This research can provide an approach for evaluating and helping to improve the overall service level of PTS for public transport authorities.

Operational strategy of customized bus considering customers’ variety seeking behavior and service level

Future mobility and land use scenarios: impact assessment with an urban case study

The quality of built environment is linked to the space in-between buildings and considers its formal, environmental and use values, due to specific needs for care and project re-appropriation. Sustainable mobility, a strategic objective of the European Union, cannot ignore the quality of the public space. The New European Bauhaus draw a new strategical attention to the critical role the quality of spaces plays in building a better world. The definition of space for active mobility as environmental islands, sidewalks, pedestrian areas, cycle paths or green ways, must follow morphological, functional and organizational needs. The beauty of the space starts from a new language of the street, through qualifying the places and avoiding a passive crossing for the transport logic, but satisfying a need that goes beyond our material dimension and is inspired by creativity and culture. This qualification is represented here in the case study of an Italian Biciplan as a sector plan able to build inclusive and accessible physical spaces for the community. The lack of attention of technicians in the execution of public works leads to reconsider the importance of these issues also in education and training. The fragmentation of technological knowledge must be recalibrated to provide useful tools without forgetting the quality and the overall beauty of the places when street language improve, also for cultural reason.