Sub-problem 3b - Page 2 of 4**Sub-problem 3b: Pedestrian Level of Service**

*Step 2. Results*

There are two primary factors related to pedestrian delay
at a signalized intersection: cycle length and effective green time for
pedestrians. Intuitively, longer cycle length and less effective
green time for pedestrians results in higher pedestrian delay. In addition, factors
such as the effective sidewalk width and available storage area at each corner may
also affect pedestrian delay.

Near the university, where pedestrian volumes are high,
consideration should be given to reducing cycle times, possibly by looking
at double-cycle options as we explored in Problem 2. Shortening the cycle
time will reduce pedestrian delay, which in turn reduces pedestrian
noncompliance.

Using HCM Equation 18-5 and our proposed signal timing in
Sub-problem 2c, the average eastbound pedestrian delay is just over
X
seconds, which suggests a pedestrian LOS
X with
low likelihood of pedestrian
non-compliance. Because this signal phasing uses an exclusive pedestrian
phase, the delay for northbound/southbound pedestrians is the same for
eastbound/westbound pedestrians.

*Discussion:*

What
is assumed when calculating pedestrian delay? How does this affect the
results?