Identify Pedestrian Facility Need (cont.)	Previous  Index  Next
	The Pedestrian Latent Demand Model estimates potential pedestrian activity along segments of roadway corridor, based upon the frequency and proximity of adjacent trip destinations or attractors (parks, schools, employment and trailheads) and origins or generators (residential). The model uses much of the same socio-economic data as that used in motor vehicle and transit travel forecasting, but with adjustments based on specific travel characteristics of the pedestrian. It provides a tool to decisions makers on where to focus limited resources on improving pedestrian conditions. The model assumes that there are no constraints to pedestrian travel other than distance, applying an "if you build it they will come" philosophy to determining potential pedestrian activity within an area. Both existing and future conditions were analyzed. Data inputs for the modeling analysis include the following: land use, particularly the mix (if any) of residential densities, retail, office, public, quasi-public, industrial, etc. public schools and universities public parks urban trails population density income level employment values within MAG's traffic analysis zonal data age demographics For the future land use scenario, existing urban features were analyzed along with future population and employment projects as anticipated in MAG's 2020 land use zonal data sets. The Roadside Pedestrian Conditions Model (RPC) assesses how well existing roadside conditions satisfy pedestrian needs, thereby creating a sense of pedestrian comfort. The outcome is stratified into a "level of service" grade from A to F, with A being the best conditions for pedestrians and F representing the worst. The model looks at roadway, traffic and pedestrian conditions and incorporates many of the pedestrian principles from the 1995 Pedestrian Policies and Design Guidelines into its evaluation. Data inputs include: lateral separation between pedestrians and motor vehicle traffic (including the presence, and width of sidewalks) amount and speed of motor vehicle traffic percentage of heavy vehicles (trucks) number of travel lanes presence of a paved shoulder, bike lane, or on-street parking width of buffer between sidewalk and roadway trees or other "protective" barriers in the buffer The level of service grade can be applied to both the existing and the desired roadside condition. For instance, if the existing conditions rated a C, a community could desire a grade of A, and specific improvements are recommended to achieve this higher score. Tables were provided that identified different buffer widths and tree spacing based upon the other road and traffic factors. These two factors: separation width and the barriers within that width were identified as the primary factors that can be manipulated outside the traffic zone in creating a pedestrian sense of comfort in a roadside condition. The two models were tied to the 1995 Pedestrian Policies and Design Guidelines in the following two ways: