Pedestrian Delay Research Articles

Development of Composite Level of Service for Signalized Intersections Under Heterogeneous Traffic Conditions

Level of Service (LoS) is the easiest and widely used method for the assessment of quality of service provided to the road users. Depending upon the measure of LoS, appropriate actions may be initiated by the decision makers to enhance the better function of the system if necessary. But intersections are the critical location, where improvement measures for motorized vehicle users might affect the non-motorized vehicle users undesirably. This study focuses on controlled intersections and the efficiency measures of the signalized intersection. Many guidelines have provided the values of LoS of motorized and non-motorized traffic separately, even though they share the same space and time at the intersection. But to understand the efficiency of the whole intersection, all the users should be quantitatively measured with respect to a single unit. This research identifies performance parameters namely, vehicular volume, vehicular delay, pedestrian volume and pedestrian delay which directly influence the cycle time and the operating characteristics of signalized intersection. Empirical traffic models were developed between these performance measures and the best fit relationships were established. A Composite Level of Service (CLoS) which quantitatively measures all the users of an intersection irrespective of mode of transport is estimated using stopped delay of the motorized vehicles and pedestrians of the intersection. This CLoS helps to identify the efficiency of the whole signalized intersection in a single unit. The empirical models and CLoS was validated and application of this study was explained further using ground data.

Empirical Study on Pedestrian Signal Design and Compliance in the State of Qatar

To ensure safe crossing manoeuvres at signalized crosswalks, the pedestrian delays and allocation of sufficient pedestrian green and flashing green times should be considered at design stage. The pedestrian signal settings in the State of Qatar were analyzed through empirical observations of eight crosswalks. Video recording technique was used to record the pedestrian movements and signal settings at selected crosswalks. The results indicated that excessive delays resulted in low compliance rates at all crosswalks and the signal phasing affected compliance rate. Moreover, the analysis of crossing speed indicated that the speed (1.2 m/s) currently specified by the Qatar Traffic Control Manual, 2015 for determining clearance time is sufficient for safe crossing. In addition, the results of speed analysis indicated that the gender, type of pedestrian signal display, and crosswalk length affect the crossing speed of pedestrians. A comparison of crossing times with the provided signal timings indicated that a lower pedestrian flashing green is provided at all sites, and excessively large buffer intervals are available. These results demonstrate the urgent need to modify signal settings to enable more opportunities for walking and legal crossings. It is recommended that pedestrian signals should be always activated based on the applied phasing plan without the need for pressing the push buttons. These push buttons can be used to recall early pedestrian green to reduce their waiting time. Furthermore, at major crossings, countdown timers showing time remaining for PG should be installed to improve compliance rates.

“Smart” or “sustainably smart” urban road networks? The most important commercial street in Thessaloniki as a case study

In an era where the notion of “smart” has entered almost every sector, including that of transport, it seems more important than ever to preserve the real “smartness” of road networks, addressing the needs of all users, mainly of the vulnerable ones, by means of new technologies in transport sector. The present work reveals the need for designing “sustainably smart” instead of “smart” road networks, referring to the adoption of “smart” technologies in the context of sustainable mobility. Aiming at highlighting problems due to improper or inefficient implementation of Intelligent Transport Systems (ITS) in urban environment, the most crowded and congested street of Thessaloniki (Greece) is studied. It is characterized by severe pedestrian delays and high imposed pedestrian speed at crossings, due to ITS which ensure high priority of motorized traffic over pedestrians at signalized intersections, thus improving vehicle travel times, but highly extending pedestrian waiting times and minimizing green-man phase duration, resulting in significant loss of pedestrian man-hours and in increased safety risk for them. The existing situation is assessed and proposals towards the implementation of the notion of “sustainable intelligence” in a “smart” urban road network, turning it into a “sustainably smart” urban road network, are made.

Atraso de pedestres em travessias semaforizadas: uma comparação entre as modelagens pelo HCM e pelo microssimulador VISSIM

Com o aumento da atenção ao transporte não-motorizado, a modelagem do tráfego de pedestres em travessias urbanas tem sido tema crescente na literatura. Uma das principais medidas de desempenho utilizadas para avaliar o desempenho operacional de travessias é o atraso, que é definido como o tempo de espera dos pedestres para iniciar a travessia. Duas das principais ferramentas de modelagem para estimar o atraso médio dos pedestres são o Highway Capacity Manual - HCM e software de simulação, como o VISSIM. O objetivo principal deste trabalho é comparar essas duas ferramentas para estimação do atraso médio de pedestres em travessias semaforizadas. Para isto, foram analisadas duas travessias de uma interseção localizada na cidade de Fortaleza. Concluiu-se que, quanto maior for a quantidade de brechas aceitas pelos pedestres durante o vermelho, mais realista será a modelagem realizada com o VISSIM em comparação com a proposta pelo HCM, já que a modelagem proposta para o simulador considera este tipo de comportamento dos pedestres.

Game theory modeling for vehicle–pedestrian interactions and simulation based on cellular automata

In order to study the effect of crossing pedestrians on traffic performance at crosswalk without signal control, the work develops a game theory-based description of pedestrian–vehicle interactions, considering the decision-making uncertainty. The hybrid strategy of the game is obtained. The relevant parameters of the game model are calibrated by collected video data. The cellular automaton simulation system composed of a two-way four-lane traffic flow and pedestrian flow is constructed with the game model imbedded for identifying the effect of crossing pedestrians on traffic performance. The influencing factors are identified with their correlation analyzed by numerical simulation of different traffic conditions. According to the simulation results, the arrival rate of pedestrians has a great impact on traffic volume and pedestrian delay. The severity of conflicts between vehicles and pedestrians is classified and the causes are identified by analyzing the arrival rate of pedestrians and vehicles, respectively, and their relationship between one another. In addition, the threshold of traffic flow and pedestrian flow causing traffic conflicts and delay is proposed, also including the threshold of pedestrian arrival rate which will induce force crossing behaviors. The results show that the proposed model reconstructs the traits of traffic and pedestrian flow and their conflicts phenomenon at crosswalks. It provides some practical references for transportation agencies to meet pedestrians time-cost and comfort needs in crossing streets when they design pedestrian crossing facilities.

Pedestrian Delay Model for Continuous Flow Intersections under Three Design Patterns

In order to accurately evaluate the level of service of pedestrians and provide the basis for the optimized design, the pedestrian delay of the continuous flow intersection was analyzed. According to the characteristics of streams of pedestrians’ arriving and leaving, the pedestrian delay models of different directions (namely, straight and diagonal) were established for three pedestrian passing patterns of the continuous flow intersection. The accuracy of the models was verified by VISSIM. The deviation was less than 3%. The effects of three key factors, namely, the vehicle demands, pedestrian demands and percentage of diagonal crossing, on the delay of the pedestrian under three modes were discussed by sensitivity analysis. The results show that the traditional pedestrian passing pattern mainly applies on the conditions that vehicle and pedestrian demands are low. The pattern of interspersed pedestrian passing is mainly applicable to the conditions of high vehicle and pedestrian demands. Although the pattern of exclusive pedestrian passing phase was least selected as the optimal design, it can apply to traffic demand fluctuating condition for its insensitive to volume and pedestrian demand pattern.

Multi-Stage Pedestrian Crossings and Two-Stage Bicycle Turns: Delay Estimation and Signal Timing Techniques for Limiting Pedestrian and Bicycle Delay

Signalized intersections sometimes involve multistage pedestrian crossings, in which pedestrians cross to one or more islands and then wait there for a signal to continue. When signals are timed without attention to pedestrian progression, pedestrian delay at multistage crossings can be very long. This paper addresses two issues. First, pedestrian delay at multistage crossings is rarely evaluated because there are no tools in the industry for that purpose except microsimulation. We present a numerical method for determining crossing delay with any number of stages and with the possibility of multiple WALK intervals per cycle. The same method can be applied to single stage crossings, to diagonal two-stage crossings where pedestrians may have path choice, and bicycle two-stage turns. This method has been implemented in a freely available online tool. Second, we describe several signal timing techniques for improving pedestrian and bicyclist progression, and thus reducing their delay, through multistage crossings. They include reservice for selected crossing phases, left turn overlaps, having pedestrian phases overlap each other, and bidirectional bicycle crossings which create path options for two-stage turns. Examples show the potential for large reductions in pedestrian delay, often with little or no increase in vehicular delay. In one example, the addition of a short pedestrian overlap phase reduced average pedestrian delay at a 3-stage crossing by 82 s while average vehicular delay increased by only 0.5 s.

Pedestrian-vehicle interference at a signalized crossing based on detailed microscopic traffic flow models

Interference between pedestrians and motor vehicles at signalized intersections not only leads the traffic to delay and traffic efficiency to decrease, but also induces traffic crashes to happen frequently. In this paper, a microscopic discrete model for traffic flow is adopted to study the mutual interference mechanism between pedestrians and vehicles at signalized intersection. The vehicular traffic flow model is based on the refined NaSch model, and traffic lights are introduced to consider the driver anticipating in traffic signal switching. Based on the multi-step lattice gas model, the pedestrian flow model considers the fact that the pedestrians’ speed increases gradually during pedestrian cross-street green time. Both models reflect real features of movement of vehicles (pedestrians) in daily life. When the traffic light signal switches, the vehicles (pedestrians) staying in the conflict area result in the delay of pedestrians (vehicles). It is assumed that pedestrians and vehicles cannot coexist in the conflict area at the same time. In the simulation, the periodic boundary condition is applied to the lane, and the open boundary condition is applied to the crosswalk. The arrival rate of pedestrian is assumed to satisfy the Poisson distribution. Both the fundamental diagram of vehicular traffic flow and the pedestrian waiting time are calculated, and the phase diagram revealing the global nature of the presented model is obtained accordingly. The quantitative characteristics of vehicle (pedestrian) delay time caused by pedestrians (vehicles) staying in the conflict area are given as well. Simulation results show that there is a critical split. When the split is less than the critical value, three kinds of traffic phases, i.e., free flow phase, saturated flow phase, and jamming flow phase, appear with the increase of density. When the split is larger than the critical value, four kinds of traffic phases, i.e., free flow phase, coexisting phase, saturated flow phase, and jamming flow phase are distinguished. The delay caused by the mutual interference between pedestrians and motor vehicles is closely related to the state of vehicle flow and the state of pedestrian flow. When the arrival rate of pedestrians is quite large and the split is large enough, these pedestrians in the waiting area cannot be emptied once in a single pedestrian cross-street cycle. The qualitative and quantitative characteristics of mutual interference between pedestrians and vehicles are discussed in more detail. The setting of a reasonable split not only ensures the efficiency of traffic flow, but also reduces the waiting time of pedestrians to cross the street.

Dynamic multi-objective optimization for mixed traffic flow based on partial least squares prediction model

A dynamic multi-objective genetic algorithm based on partial least squares prediction model (DNSGA-II-PLS) is presented in this paper to solve the mix traffic flow multi-objective timing optimization problem with time-varying traffic demand. Take motor vehicle delay, non-motor vehicle delay, and pedestrian delay as objectives to solve the problem. Make comparison with three improved dynamic multi-objective genetic algorithms based on prediction strategy: dynamic multi-objective evolutionary algorithm based on simple prediction (DNSGA-II-PREM), autonomous regression dynamic multi-objective evolutionary algorithm (DNSGA-II-AR), and mutation-based dynamic multi-objective evolutionary algorithm (DNSGA-II-MUT) under four kinds of test functions. The results show that compared with the other three algorithms, the DNSGA-II-PLS algorithm proposed in this paper shows better performance in convergence and distribution, and this algorithm has less complexity. Finally, taking the intersections of Taiping North Road and Zhujiang Road in Nanjing as the research object, the performance of the algorithm is tested under the simulation environment. The results show that compared with the DNSGA-II–AR, which has best performance among three compared algorithms, the proposed DNSGA-II-PLS algorithm can effectively reduce the delay of motor vehicles by 6.7%, non-motor vehicles by –2.8%, and pedestrian waiting time by 20.5%.

Pedestrian crossing characteristics under the effect of right turn on an exclusive lane

This study focuses on the new rule of right-turning vehicles on an exclusive right-turn lane to study the characteristics of pedestrian crossing at a right-turn facility with an island. Furthermore, the change of the headway of the right-turning vehicles during saturated and unsaturated release from the upstream intersection of the right-turning vehicles was surveyed in China. Based on this, models were developed that reflect pedestrian delays by comparing the priorities of the pedestrian and the right-turning vehicles during both saturated and unsaturated releasing periods. Finally, the theoretical pedestrian delay calculated through the models is compared with the observed delay, using field data; the paper analyses the differences of the characteristics of pedestrian crossing for both saturated and unsaturated releasing modes. The maximum relative error between the calculated data and the observed data is 20%. For a vehicle-arrival rate below 0·19 pcu/s, pedestrian delay during the saturated releasing period is lower than during the unsaturated releasing period. In summary, the number of vehicles and the degree of congestion greatly affect the probability of the occurrence of an acceptable gap, which has a major influence on the waiting time of pedestrians.

Methods to reduce dimensionality and identify candidate solutions in multi-objective signal timing problems

Adjusting traffic signal timings is a practical way for agencies to manage urban traffic without the need for significant infrastructure investments. Signal timings are generally selected to minimize the total control delay vehicles experience at an intersection, particularly when the intersection is isolated or undersaturated. However, in practice, there are many other potential objectives that might be considered in signal timing design, including: total passenger delay, pedestrian delays, delay inequity among competing movements, total number of stopping maneuvers, among others. These objectives do not tend to share the same relationships with signal timing plans and some of these objectives may be in direct conflict. The research proposes the use of a new multi-objective optimization (MOO) visualization technique—the mosaic plot—to easily quantify and identify significant tradeoffs between competing objectives using the set of Pareto optimal solutions that are normally provided by MOO algorithms. Using this tool, methods are also proposed to identify and remove potentially redundant or unnecessary objectives that do not have any significant tradeoffs with others in an effort to reduce problem dimensionality. Since MOO procedures will still be needed if more than one objective remains and MOO algorithms generally provide a set of candidate solutions instead of a single final solution, two methods are proposed to rank the set of Pareto optimal solutions based on how well they balance between the competing objectives to provide a final recommendation. These methods rely on converting the objectives to dimensionless values based on the optimal value for each specific objectives, which allows for direct comparison between and weighting of each. The proposed methods are demonstrated using a simple numerical example of an undersaturated intersection where all objectives can be analytically obtained. However, they can be readily applied to other signal timing problems where objectives can be obtained using simulation outputs to help identify the signal timing plan that provides the most reasonable tradeoff between competing objectives.

Development of Model for Pedestrian Gap Based on Land Use Pattern at Midblock Location and Estimation of Delay at Intersections

Walking has always been a prime source of human mobility for short distance travel. Traffic congestion has become a major problem for safe pedestrian crossing in most of the metropolitan cities. This has emphasized for providing a sufficient pedestrian gap for safe crossing on urban road. The present works aims in understanding factors that influence pedestrian crossing behaviour. Four locations were chosen for identification of pedestrian crossing behaviour, gap characteristics, waiting time etc., in Hyderabad city. From the study it was observed that pedestrian behaviour and crossing patterns are different and is influenced by land use pattern. A gap acceptance model was developed from the data for improving pedestrian safety at mid-block location; the model was validated using the existing data. Pedestrian delay was estimated at intersection using Highway Capacity Manual (HCM). It was observed that field delays are less when compared to delay arrived from HCM method.

Empirical and simulation study of traffic delay at un-signalized crosswalks due to conflicts between pedestrians and vehicles

ABSTRACTThe average is usually applied to describe the traffic delay, and the environmental factors are considered to influence it. However, the distribution and the influencing individual behavior on traffic delay is seldom investigated. An observational study shows that pedestrian and vehicle delay follow exponential and power-law distributions. Since they are left-skewed and fat-tailed, the average delay fails to describe the Level Of Service (LOS) in some traffic conditions. To confirm that traffic delay follows these distributions in other situations, a simulation study is conducted. The results coincide with the empirical ones. A new indicator—the average of the longest 20% delay, is developed. It provides a better estimate of LOS than the average of the whole in describing traffic conditions, especially the congested ones. Moreover, pedestrian assertive behavior is a critical influencing factor on traffic delay. The results indicate that the characteristics of the delay distribution is worthy of note.HighlightsDistribution of pedestrian and vehicle delay is left-skewed and fat-tailed.Traffic delay distributions explored through an observational and a simulation study.Pedestrian assertiveness is considered in the simulation model.A new indicator of LOS estimation is developed based on the 80/20 rule.

QUANTITATIVE APPROACH TO DETERMINE PEDESTRIAN DELAY AND LEVEL OF SERVICE AT SIGNALIZED INTERSECTION

Purpose: Level of Service is a widely adopted terminology to determine the efficiency of any transport system. From the literature it was studied that the multiple linear regression models established by many researchers to determine PLoS evolved with addition or removal of one or more physical parameters or with respect to the perception of users from different locations. At an intersection, there is little or no established methodology developed so far to determine a quantitative approach for PLoS similar to Vehicular Level of Service (VLoS). It was also pointed out that under heterogeneous traffic conditions, pedestrians are most vulnerable at intersections and they share the same space with motorized vehicles for crossing movements.
 Methodology: Thus, this study was built on the hypothesis that pedestrian delay of a signalized intersection is quantitatively dependent on pedestrian volume, vehicular volume and cycle time. Two signalized intersections operating as fully actuated and fixed cycle time were considered for study for period of four hours each, covering two hours of morning peak and off-peak hour traffic data.
 Main Findings: Using various statistical techniques, an empirical model was developed between the pedestrian delay and independent variables namely cycle time, pedestrian volume and vehicular volume. PLoS range was also determined through k-means clustering technique.
 Implications: The empirical model developed was validated and the application of this research was also explained.
 Novelty: The study is a new quantitative approach to determine PLoS and was limited to two intersections. Increase in the data may improve the accuracy of the model.

Behavioural and organisational interventions to prevent trespass and graffiti vandalism on railway property

Trespassing behaviour is a problem for railway operations because it leads to train–pedestrian collisions and important delays. Trespassing incidents result from the violation of the rail track access rules by pedestrians. In many cases, this behaviour is driven by vandalism intentions. Various measures have been developed and implemented to reduce trespass and vandalism on railway premises, but to date there is no publication to show which of these measures are more effective. This paper aims to review the good practices and recommendations on the prevention of railway trespass and vandalism and to provide a summary of the most promising preventive measures that involve human factors namely collaborative measures, enforcement, staff training, public education and environmental measures, which are likely to influence people’s behaviour. Physical measures (e.g. fencing) and purely technical ones (e.g. detection systems) are not within the scope of this paper, since there is consistent literature indicating the effectiveness of these interventions. The method included a systematic review of the literature on the topic, as well as a collection of prevention practices from the railway operating community. Both the procedures were conducted during the EU-funded projects RESTRAIL (REduction of Suicides and Trespasses on the RAILway property) and GRAFFOLUTION (Awareness and prevention solutions against graffiti vandalism in public areas and transport). Although the results reveal promising preventive measures, very few studies show evidence for their effectiveness. We discuss how measures can be combined to increase their efficiency for trespass and vandalism prevention in the background of a behavioural theoretical framework applied to the rail context.

A new nondominated sorting genetic algorithm based to the regression line For fuzzy traffic signal optimization problem

Traffic jam is a daily problem in nearly all major cities in the world and continues to increase with population and economic growth of urban areas. Traffic lights, as one of the key components at intersections, play an important role in control of traffic flow. Hence, study and research on phase synchronization and time optimization of the traffic lights could be an important step to avoid creating congestion and rejection queues in a urban network. Here, we describe the application of NSGA-II, a multi-objective evolutionary algorithm, to optimize both vehicle and pedestrian delays in an individual intersection. Results show that parameters found by improved NSGA-II can be superior to those defined by a traffic engineer with respect to several objectives, including total queue length of vehicles and pedestrians. In this paper, we improve NSGA-II algorithm based to the regression line to find a Pareto-optimal solution or a restrictive set of Pareto-optimal solutions based on our solution approaches to the problem, named PDNSGA (Non-dominated Sorting Genetic Algorithm based on Perpendicular Distance). In this paper, our purpose is to present a solution methodology to obtain all Pareto-optimal solutions to optimize traffic signal timing and enable the decision-makers to evaluate a greater number of alternative solutions. The proposed algorithm has the capability of searching Pareto front of the multi-objective problem domain. Further jobs should be concerned on the signal timing optimization method for the oversaturated coordinated intersections or small-scale road network and real-field applications with the traffic signal controller. The high speed of the proposed algorithm and its quick convergence makes it desirable for large scheduling with a large number of phases. Furthermore, we have used the mean deviation from the ideal point (MDI) measure to compare the performance of the MOGA, PDNSGA, NSGA-II, and WBGA by the ANOVA method. It is demonstrated that the our proposed algorithm (PDNSGA) gives better outputs than those of MOGA, NSGA-II, and WBGA in traffic signal optimization problem, statistically .

A model of pedestrian delay at unsignalized intersections in urban networks

Delay is an important performance measure for pedestrian crossings considering their interactions with other road users. This study provides an improved analytical model to mathematically estimate pedestrian delay using renewal theory, which considers driver yielding and vehicle platooning. A generalized model is first provided to accommodate different traffic flow and driver behavior assumptions. Then the proposed model is developed on the basis of a mixture of free traffic and platooned traffic with consideration of driver yielding behaviors to better replicate field conditions in an urban setting. A second application using the HCM 2010 assumptions is also derived to compare it to the HCM 2010 model. Lastly, field data were collected and used for validation from two locations: Gainesville, FL and Washington, D.C. A simulation via MATLAB is performed to evaluate the model results for a variety of cases. The comparisons to the field data as well as the simulation confirm the applicability and accuracy of the proposed model. It is also found that the current HCM 2010 model overestimates the pedestrian delay compared with field data.

Optimization of vehicle and pedestrian signals at isolated intersections

In most traffic signal optimization problems, pedestrian traffic at an intersection receives minor consideration compared to vehicular traffic, and usually in the form of simplistic and exogenous constraints (e.g., minimum green time). This could render the resulting signal timings sub-optimal especially in dense urban areas with significant pedestrian traffic, or when two-stage pedestrian crosswalks are present. This paper proposes a convex (quadratic) programming approach to optimize traffic signal timings for an isolated intersection with one- and two-stage crosswalks, assuming undersaturated vehicular traffic condition. Both vehicle and pedestrian traffic are integrated into a unified framework, where the total weighted delay of pedestrians and vehicles at different types of crosswalks (i.e. one- or two-stage) is adopted as the objective function, and temporal and spatial constraints (e.g. signal phasing plan and spatial capacity of the refuge island) are explicitly formulated. A case study demonstrates the impacts of incorporating pedestrian delay as well as geometric and spatial constraints (e.g., available space on the refuge island) in the signal optimization. A further analysis shows that a two-stage crosswalk may outperform a one-stage crosswalk in terms of both vehicle and pedestrian delays in some circumstances.

Modeling Pedestrian Delays at Signalized Intersections as a Function of Crossing Directions and Moving Paths

Pedestrian delay is a key performance indicator for evaluating the level of service for pedestrians at signalized intersections. Although much is known about the pedestrian delay of a signalized crosswalk, the existing model in the Highway Capacity Manual 2010 cannot provide the necessary accuracy for estimating the pedestrian delay of the diagonal crossing (crossing to the diagonally opposite corner of the intersection in two stages) and the entire intersection. In this paper, a new pedestrian control delay model is proposed: the model considers the diagonal crossing and moving paths. The proposed model is validated on the basis of field measurements. The main factors affecting the pedestrian control delay during diagonal crossing are discussed. Results reveal that the proposed model is promising in increasing the estimation accuracy of the pedestrian control delay of the diagonal crossing and the entire intersection (approximately 20%). The delay of the diagonal crossing increases with an increase in the time gap of the green light between the two adjacent crosswalks and an increase in the green time length of the crosswalk.

Pedestrian and Cyclists Impacts on vehicular Capacity and Emissions at different Turbo-roundabouts layouts

Abstract Presence of pedestrian crosswalks and cyclists at innovative configurations of roundabouts may result in an impedance effect on the available vehicular capacity of the intersection. The degree of this impedance is related to the likelihood of driver yielding at the crosswalk or bicycle dedicated lanes perpendicular to the movements of motor vehicles. However, little is known about the impedance effect and increase in emissions regarding the presence of pedestrians and cyclists at different turbo-roundabout layouts. The main objective of this paper is to quantify pedestrian and cyclist impacts on a turbo-roundabout corridor level. The study has two major purposes: 1) to evaluate the impact of several pedestrian and cyclists demands on corridor traffic performance and pollutant emissions; 2) to examine the effect of different driver yielding behaviour rates on both cyclist and pedestrian delay. Vehicle dynamics along with traffic, pedestrian and bicycle volumes data were collected from two turbo-roundabout corridors in the Netherlands. Microscopic modelling platforms of traffic (VISSIM) and emissions (Vehicle Specific Power and EMEP/EEA) were used to reproduce sites operations. Next, 72 combined pedestrian and cyclist demand scenarios according the corridor-specific characteristics were defined. Each volume scenario was then applied to scenarios with yielding rates of 100%, 80%, 60% and 40%.