Assessing Quality of the Pedestrian Environment for Differently Abled People within a Public Transport District of a City using the Pedestrian Environment Quality Index (PEQI)

The Case of Colombo Pettah, Sri Lanka

Abstract

This research delves into assessing the quality of the pedestrian environment within public transport districts for differently abled people. Public Transport Districts (PTD) are essential for cities to enhance mobility, reduce congestion, and promote sustainable transportation. However, the significance of these districts also lies in their need for meticulous planning and design of quality pedestrian environments that prioritize inclusivity and accommodate people with diverse abilities. The research underscores the oversight in many developing countries regarding the inclusion of people with disabilities in urban environments. As such, it is specifically centered on Pettah - a critical public transportation hub and a bustling economic centre in Colombo, Sri Lanka. This focus is driven by the research question: “How well does the current pedestrian environment facilitate differently abled individuals within the city’s public transport district?". Accordingly, the research utilizes the Pedestrian Environmental Quality Index (PEQI) as its primary evaluation tool to analyse the quality of the pedestrian environment. This involves an extensive analysis encompassing 33 intersections and 57 street segments. The outcomes reveal that 66.7% of intersections prove unsuitable, while 57.9% of street segments exhibit poor environmental conditions for differently abled individuals within the PTD. Leveraging Geographical Information Systems (GIS), the research also maps the PEQI attributes and scores, facilitating informed decisions to enhance pedestrian systems. These insights are invaluable for urban designers and policymakers to better understand the challenges faced by differently abled individuals within urban environments and pave the way for more inclusive cities in the future.

Introduction

Background to The Study

Transportation serves as an integral city function, enabling the effective movement within and between neighbourhoods. Cities facilitate several transport modes such as walking, non-motorized vehicles, private cars, public transport systems, taxis, and other informal modes (Raghav, 2014), ensuring easy access for residents to their workplaces, schools, shopping centres, recreational venues etc.

Within the realm of transportation, public transport districts play a significant role in ensuring efficient and convenient mobility within a city. Consisting of a central transit stop surrounded by a high-density mixed-use area (Hasibuan et al., 2025; Lamour et al., 2019), they are a strategic approach to reduce reliance on private cars and promote sustainable urban growth (Cervero & Duncan, 2002; Cervero & Kockelman, 1997).

In contrast to the dominance of private cars, public transport districts prioritize pedestrians at their core, making them accessible and safe with quality walking environments (Lamour et al., 2019). However, this pedestrian-centric notion must align with fundamental human rights, ensuring full and equitable participation for all individuals, irrespective of their abilities. Unfortunately, many individuals with disabilities, heavily reliant on public transit due to their inability to drive, encounter barriers within urban pedestrian environments, impeding their access to transportation services (Dyess, 2018), especially prevalent in developing nations (Natalia & Wunas, 2025).

With approximately 15 percent of the global population classified as persons with disabilities, rising to nearly 20 percent in low- and middle-income countries (Artieda et al., 2022) where a significant majority reside in urban areas, there's an urgent need for urban public transport districts to reassess their planning strategies. This research thus aims to provide valuable insights into the current quality of pedestrian environments within a city and highlight areas where improvements can be made to ensure a more accessible public transport district. Ultimately, the goal is to foster more inclusive urban environments that address diverse pedestrian needs and ensure accessibility for all.

Research Question and Objectives

The main research question of this study is: “How well does the current pedestrian environment facilitate differently abled individuals within the city’s public transport district?”.

Accordingly, the following objectives have identified to address the main research question.

I. To assess the current quality of the pedestrian, focusing specifically on factors influencing accessibility for differently abled individuals.

II. To identify current barriers for differently abled people and key areas for improvement in the pedestrian environment.

Limitations and Scope

This research specifically focuses on the aspects of walkability of urban public transport districts and their significance in ensuring accessibility for all individuals, regardless of their disabilities. However, it is important to note that the term "differently abled" primarily refers to individuals with physical and visual disabilities in this study, thereby limiting the scope to these groups. The research acknowledges that there are other types of disabilities and challenges that may affect individuals' ability to navigate urban environments, but they are not extensively covered in this study.

Furthermore, primarily reliant on the Pedestrian Environment Quality Index (PEQI) for data collection, the study acknowledges its limitations in capturing the entirety of differently abled individuals' needs. The PEQI's adaptation and weighted usage therefore align with the research's focus.

It is crucial to consider these limitations and scope when interpreting the findings of this research. Future research could broaden inclusivity by addressing diverse disabilities and adopting alternative evaluation tools.

Review of Literature

The literature review focuses on examining the interconnection of public transport districts, pedestrian environments, and their impact on differently abled individuals. This discussion lays the groundwork for considering the viability of employing the Pedestrian Environment Quality Index (PEQI) as an effective assessment method to assess the quality of pedestrian environment for differently abled people within a public transport district, aligning with the primary research objective.

The Role of Public Transport Districts in City Formation

Cities rely on transportation to connect people and activities. They're like bustling hubs where movement is key—commuting, commercial transactions, and leisure/ cultural activities—all shaping intricate traffic flows. Within recent decades, there has been a growing interest in the concept of transport disadvantage and its possible consequences – such as anthropogenic climate change and rising emissions, peak oil uncertainty and oil price variability, and excessive travel costs which prevent low-income groups and communities to commute (Stjernborg & Mattisson, 2016; Zhou & Homma, 2022). Such large challenges have emphasized the role of public transport for recent city developments, which has led to the design and planning of public transport districts. While the urban form of these districts may vary, a notable common feature is the existence of a transit station serving as a central hub (Ex: train station, light rail stops, or bus terminal (Lamour et al., 2019)), connecting all other areas within the city. By integrating transportation, residential, commercial, and recreational activities within proximity, these districts foster a diverse community of individuals who can conveniently reside, work, and socialize within the same area. Public transport districts also bring environmental sustainability and the reduction of fossil fuel usage. Arguably, public transport districts are more important in developing countries (Basso et al., 2021), as they play a crucial role in bolstering economies by providing affordable commuting options, enabling people to access work opportunities. They serve as catalysts for job creation and maintenance while also mitigating congestion issues (Stjernborg & Mattisson, 2016).

Pedestrian Environmental Concerns in Public Transport Districts

The physical description of a public transport district places considerable emphasis on its pedestrian environment. The functionality of a pedestrian environment depends on its capacity to facilitate smooth pedestrian movement towards transit stations and the immediate vicinity (Alawadi et al., 2021), ensuring convenient access to goods and services while prioritizing comfort and safety (Litman, 2003). Therefore, such urban environments are often characterized by having rich pedestrian-centred infrastructure such as wide high-quality sidewalks, strategically placed curbs, active street frontages, traffic calming measures, street trees and vegetated buffers, benches, marked and signalized crossings, way-finding signage, and pedestrian lighting etc. (Al-Hagla, 2009). Figure 1 below shows what some might consider an example of an ideal pedestrian environment and an ideal crossing environment with a wide sidewalk with adequate lighting, street trees, buffers, benches, traffic calming measures, and a frontage zone (Figure 1a) and a marked crossing that contains proper curbs, traffic calming measures, such as extended curbs, that increase the visibility of pedestrians and decrease the time it takes for pedestrians to cross the intersection (Figure 1b). Together they provide safe, comfortable, and appropriate features for users (Dyess, 2018).

Figure 1. (a) Example of an ideal pedestrian environment; (b) Example of a safe pedestrian crossing, Source: National Association of City Transportation Officials (2015)

The Need to Consider Differently Abled People within Public Transport Districts

The definition of “differently-abled” encompasses various perspectives and interpretations. According to the United Nations human rights convention (Health and Peace Initiative, 2015), a differently abled person is an individual who has;

•    Physical impairments (Difficulties with movement, limited use of hands and arms, challenges with speech, issues with the back or joints, chronic pain, and individuals who are either exceptionally short or tall);
•    Sensory impairments (Challenges with hearing or deafness, issues with vision or blindness); or
•    Cognitive impairments (Neurological disorders, developmental challenges, brain traumas, dementia, mental health disorders, and difficulties with learning)

These impairments often restrict an individual's complete and equal engagement in society. According to the estimations, by 2050, an estimated 6.25 billion people with disabilities will reside in urban areas, compelling a transformative shift in urbanity's essence and beneficiaries (Inclusive Urban Agenda, 2016). The United Nations' vision of inclusive participation in urban environments, is one major attempt in that sense, which focuses on empowering individuals to fully engage in the social, economic, and political aspects of urban life (United Nation Economic and Social Affairs, 2009a, 2009b).

Many people with disabilities, who are unable to operate a vehicle on their own, rely heavily on public transportation. However, public transportation is only useful if users of all abilities can move safely along their sidewalks to reach the transportation option. Barriers like absent curb ramps and sidewalk obstructions impede disabled individuals from reaching transportation services. Such barriers, deemed inequitable, disproportionately curtail mobility and accessibility for disabled users compared to able-bodied ones (Dyess, 2018).

Urban mobility is not merely about physical movement; it is deeply tied to social integration and empowerment. As highlighted by Hacini, Bada and Pihet (2022), improving urban accessibility increases individual freedom, enabling access to opportunities and enhancing quality of life. Conversely, when urban environments fail to accommodate diverse needs, they contribute to social segregation, discrimination, and heightened vulnerability. Inaccessible cities push differently abled individuals to the fringes of society, fostering isolation, dependency, and a decline in both physical and mental well-being.

Given this context, the present research argues that if public transport districts focus on planning and designing pedestrian-centric, accessible environments, they should do so through an inclusive approach. This approach must ensure accessibility and provide appropriate path-of-travel for differently abled people to access all transportation options.

Accessibility Considerations in Pedestrian Environments for Differently Abled People in Public Transport Districts

The research's limitations lie in its specific focus on individuals with physical and sensory impairments, thus limiting the scope of "differently abled." Accordingly, literature suggest, to address diverse experiences in urban spaces, pedestrian environments should prioritize wheelchair users, individuals reliant on canes or gait trainers, and those with impaired vision or hearing. Furthermore, understanding abilities such as balance, coordination, endurance, flexibility, and strength is crucial. Additionally, designing pedestrian facilities considering varying walking speeds, essential for walkability, acknowledges that individuals with disabilities often have different walking speeds (Global Designing Cities Initiative, 2016). Some of the accessibility considerations within disability friendly pedestrian environments can be listed as:

•    Sidewalks should be wider than 2m and never narrower than 1.8m wide on low streets, accommodating two wheelchairs. They must be obstruction-free, level, and smooth textured for easy disability access (Boodlal, 2003).
•    Crossings must be clearly marked with guide strips; also leading to pedestrian light poles that are equipped with push buttons, auditory signals, adequate crossing time and levelled surfaces to enhance accessibility for individuals, especially for visually impaired pedestrians.
•    To avoid confusion for visually impaired individuals, ramps must be distinct from pathways, providing a 0.90-meter width, a non-slip slope of 1:12 to 1:10, and matching a 1.8 to 2.4-meter-wide clear path (Platform Disability and Development Cooperation, 2003).
•    Pedestrian information should be available in various formats, including pedestrian signage, Accessible Pedestrian Signals (APS) that incorporate audible tones, vibrotactile information, verbal messages and detectable warnings (Textural variations in sidewalks/ tactile paving etc.) specially for visually impaired pedestrians (Boodlal, 2003).
•    Street furniture should be strategically positioned to allow unobstructed passage, with textural changes to recognizing the presence and location of public amenities. Also, resting spots with seats, outside main paths, crossings, entrances, and spaced every 100-200m, to assist mobility-challenged individuals (Austin Texas Goverment, 2018).

Table 1. Original PEQI Indicators for Intersections by Domain

1. Intersection Safety	Focuses on the safety of pedestrians at intersections
a. Crosswalk, Ladder Crosswalk	Marked crosswalks indicate the possibility of pedestrians crossing, aiding vehicle awareness. The absence of crosswalks can hinder pedestrian movement and crossing from one side of the street to another.
b. Pedestrian and traffic Signal, Crossing Speed	Adequate signal timing is crucial for pedestrian safety. Short crosswalk timers can hinder movement and create hazards if pedestrians are still crossing when the signals change.
c. Crosswalk Scramble	A pedestrian crossing treatment where pedestrians can cross in all directions, including diagonally, while vehicles are halted in all directions. This approach minimizes conflicts between pedestrians and traffic, making it suitable for areas with high pedestrian volumes.
d. No Turn on Red Signs	Restrictions on right turn on red (RTOR), especially during peak pedestrian activity and at specific times, have proven effective in increasing the number of vehicles that come to a complete stop before making the turn. This measure also reduces the percentage of pedestrians who yield to right-turning vehicles and may still be crossing the street when the traffic light changes for oncoming traffic. This helps eliminate potential conflicts between vehicles and pedestrians.
e. Traffic Calming Feature	Physical features that reduce the negative impact of motor vehicles use by slowing their speed. PEQI differentiates between traffic calming features at intersections and those along streets. Ex: Curb extensions or bulb-outs, partial mini-circles, partial street closures, speed tables, roundabouts, pavement treatment, and semi-diverters.
f. Additional Signs for Pedestrians	These signs inform pedestrians about wayfinding and changes in traffic control. Additionally, they can effectively raise driver awareness, serving as a cost-effective method to draw attention to pedestrians and assist them in safely crossing intersections or walking along sidewalks.

Pedestrian Environment Quality Index (PEQI)

Using assessment indexes in research provides a structured means to assess and enhance the pedestrian environment (City of Austin Planning Department, 2014). This research identifies the Pedestrian Environment Quality Index (PEQI) as a valuable tool, given the specific focus on assessing the quality of public transport districts at an urban scale, prioritizing elements crucial for convenient, safe, and barrier-free access for differently abled individuals. The deliberate choice of Pedestrian Environment Quality Index (PEQI) enables a comprehensive analysis, identifying areas needing improvement and proposing targeted solutions to enhance accessibility in these vital urban spaces. As originally developed by the San Francisco Department of Public Health (SFDPH), PEQI consists of five domains: Intersection Safety, (Motor Vehicle) Traffic, Street Design, Land Use, and Perceived Safety; observed with respective to the intersections and street segments as follows (San Francisco Department of Public Health, 2008).

Table 2. Original PEQI Indicators for Segments by Domain

2. Traffic	Examines the impact of vehicular traffic on pedestrians
a. Number of lanes	The number of motor vehicle lanes influences traffic volume, speed limits, pedestrian activity, and social capital in a neighbourhood. Pedestrian injuries tend to increase with more lanes, but reducing lanes can decrease crossing distances and improve perceived safety.
b. Two-way traffic	One-way streets with multiple lanes can lead to higher vehicle speeds and increased potential for vehicle-pedestrian conflicts. Research shows that injury rates are higher on one-way streets than in two-way streets.
c. Vehicle speed limit	Vehicle speed is crucial in determining pedestrian injury severity. The fatality rate for a pedestrian struck by a vehicle moving at 20 mph is approximately 5%, but it increases to 45% at 30 mph - 85% at 40 mph.
d. Traffic volume	A significant predictor of pedestrian injuries in vehicle-pedestrian collisions. High traffic volume not only increases the risk of pedestrian injuries but also discourages pedestrians from crossing streets.
e. Traffic calming features	Ex: Chicanes, speed humps, medians, rumble strips, and street enforcements. They improve safety and slow traffic movement along the street, creating a safer environment for pedestrians and vehicles.
3. Street Design	Pertains to the physical layout and features of streets
a. Sidewalk width	The width of a sidewalk is a primary factor in determining the level of safety and comfort for pedestrians walking down the streets.
b. Sidewalk impediments, obstructions	Sidewalk conditions and obstructions significantly impact pedestrian safety and comfort. Well-maintained sidewalks without impediments are crucial for a safe walking environment.
c. Presence of curb	Serve as a physical barrier separating motor vehicles from pedestrians, discouraging parking on sidewalks, and preventing vehicles from mounting curbs, enhancing pedestrian safety, and reducing obstructions.
d. Driveway cuts	Driveway cuts in street segments increase the likelihood of vehicles obstructing pedestrians and create potential conflict points.
e. Trees, Planters/gardens	The urban landscape significantly influences the walking experience. Natural elements, such as trees, enhance aesthetics and provide a buffer between pedestrians and vehicle traffic. Planters and gardens contribute to urban design quality, making streets more attractive for pedestrians.
f. Public seating	Public seating plays a significant role in promoting leisure walks. Incorporating street amenities, like benches, bicycle parking, and street vendors, increases physical activity and pedestrian safety.
g. Presence of buffer	Bicycle lanes and parallel parking act as buffers between pedestrians and motor vehicles, contributing to pedestrian safety. Having a two-to-three-foot buffer provides pedestrian comfort and safety.
4. Land Use	Considers how the surrounding built environment supports the mobility of pedestrians
a. Storefronts/ retail use	Diverse and mixed land uses promote proximity between residences, employment, and services, reducing vehicle trips and encouraging active transportation.
b. Public art/ historical site	Artistic and cultural amenities can enhance the visual appeal and attract pedestrians. Factors such as the presence of historic buildings and public art contribute to the overall urban design quality for pedestrians.
5. Perceived Safety	Explores the subjective perception of safety among pedestrians
a. Illegal graffiti; Litter; Pedestrian scale lighting	Perceived safety is influenced by the physical environment, including factors like no illegal graffiti, litter, and having adequate pedestrian scale lighting.
b. Construction sites	Construction sites can disrupt pedestrian flow and pose safety hazards by blocking sidewalks and creating fewer accommodating routes. They can also contribute to noise pollution, impacting the walking experience.
c. Abandoned buildings:	Abandoned buildings signal negligence, contributing to pedestrian discomfort, fears of crime, and less visual appeal.

Each indicator (Table 1 and Table 2) in the Pedestrian Environment Quality Index (PEQI) holds assigned values contributing to the final score. The index's flexibility allows easy integration of new area-specific indicators and adjustable weights (Sousa et al., 2019). Additionally, the PEQI's advantage lies in its visualization through Geographical Information Systems (GIS). By leveraging GIS visualization, the research gains a comprehensive understanding of the pedestrian environment, identifies spatial trends, and makes informed decisions to foster more inclusive, pedestrian-friendly urban spaces (Sousa et al., 2019).

Research MethodologyY

Pedestrian Environment Quality Framework

The Pedestrian Environment Quality Index (PEQI) parameters, derived from National Association of City Transportation Official (2015)’s study on Los Angeles streets, were considered most suitable for assessing the pedestrian environment for differently abled individuals in this research. The original PEQI underwent adaptation to align with Los Angeles' specifics (National Association of City Transportation Officials, 2015). Similarly, safety and aesthetic qualities and perceived walkability (individual's subjective perception of how easy, comfortable, and pleasant it is to walk in a particular environment) were added as factors that determine Pedestrian Environment Quality with relevant indicators. Moreover, indicators like pedestrian scrambles and public art were excluded in this study due to their lesser relevance to the selected user category and site conditions.

Figure 2. Adopted pedestrian environment quality framework

Site Selection

Accordingly, the case study of Colombo was chosen as the research context due to its conspicuous urbanization challenges (Dayaratne, 2011). Within Colombo, Pettah emerges as a focal point. Being the major transport hub centred around the Colombo Fort Rail-way Station and crucial bus terminals, Pettah plays a major role in accommodating diverse public transport modes. Its vibrant urban landscape enhances its significance, making it an ideal site for studying challenges faced by differently abled pedestrians in urban settings to enhance an inclusive transport system. Due to research limitations, the study's scope includes major transport hubs (Fort Railway Station, Major Private Bus Stop Infront of Railway Station, Bastian Bus Stand, Ceylon Transport Board Bus Stand and Gunasinghepura Bus Stand), along with connected streets (01. Olcott Mawatha, 02. Railway Station Entry Road, 03. W.E. Bastian Mawatha, 04. Saunders Place and 05. Bodhiraja Mawatha and Other Cross Streets) (see Figure 3).

Figure 3. Site boundaries with major bus terminals and stops in the Pettah Area

Data Analysis

The research uses both direct observations and visual documentation to gather data for the Pedestrian Environment Quality framework, which combines objective and subjective data. For direct observations, the complete observer method was employed, involving a team of four observers, including qualified assessors and subject-matter experts, ensuring reliable data. Given the research's emphasis on physical characteristics and associated user behaviours, visual documentation (field notes, maps, sketches, and photographs) was used to record additional observed data. While collecting data, the research involved two different forms—one for intersections with nine indicators and another for street segments with 25 indicators grouped into five factors (refer to Figure 2). Each street segment and intersection received a unique numerical identifier code (ID). The number of required forms was determined based on this coding system. For main streets, each side of the street was assessed independently. The observers, organized into two teams with two members each, underwent thorough a theoretical training. Accordingly, a total of 33 intersections and 57 street segments were assessed as below (Figure 4).

Figure 4. Numerical identifier code for intersections and segments

Observations took place during the morning (7:00 a.m. to 12:00 p.m.) and evening (3:00 p.m. to 6:00 p.m.). These time slots were chosen to capture peak pedestrian activity on the streets. While analysing the collected data, below steps were followed:

1.    Data entry: Entering collected data into excel sheets using "coder's version" forms. This converts the qualitative responses marked during field observations (checks, crosses) into numeric data.
2.    Assigning weightage: A weightage is given to each PEQI parameter based on its significance in the study context. Since PEQI is a universal tool, original weightage values can be assigned to this study as well.
3.    Accordingly, existing pedestrian conditions are calculated. Poor conditions receive lower weights, while better conditions receive higher weights. The final PEQI score for an intersection or street segment is obtained by summing the assigned weights according to specific formulas as follows (Figure 5).

Figure 5. PEQI intersection and street segment formulas

1. iv.   The score is then adjusted to a range between 0-100 using expression the below equation.

$PEQI=\frac{(UnadjustedScore-MinimumScore)}{(MaximumScore-MinimumScore)}x100$ (1)

1. v.   Next, current pedestrian environmental quality can be identified according to the colour codes (see Table 3).

Table 3. PEQI Score Interpretation

Score	Interpretation	Assigned Colour Code
0-20	Environment not suitable for pedestrians
21-40	Poor Pedestrian conditions exist
41-60	Basic Pedestrian conditions exist
61-80	Reasonable pedestrian conditions exist
81-100	Ideal Pedestrian conditions exist

1. vi.   Data Visualization: Finally, the calculated intersection and segment scores are visually represented through Geographical Information Systems (GIS), showcasing the quality of the pedestrian environment. For this research, ArcGIS software, developed by Esri, an American multinational GIS software company, was utilized to create the maps.

Analysis and Findings

Figure 6. Location map and existing site conditions along Olcott Mawatha

Figure 7. Existing site conditions along Railway Sation Entry Road, B.E. Bastian Mawatha, Saunders Place and Bodhiraja Mawatha and other cross streets.

Figure 6 and Figure 7 illustrate the existing site conditions documented along major streets in which the observations were carried out.

Intersections

The intersection analysis conducted using PEQI aimed to assess the existing pedestrian environmental quality regarding intersections for differently abled people in the study area. Out of the 33 intersections evaluated, a striking finding was that only two were signalized, indicating a limited presence of traffic signals in the public transport district.

When examining the overall PEQI scores, it became evident that even the highest recorded score was only 45.71, achieved by the intersection “I11”. It fell within the range of 41-60, indicating basic pedestrian environment quality. However, a significant majority of intersection scores were below this range, with over half of them ranging from 0-20. This alarming observation points to the fact that the pedestrian environment in the area is generally unsuitable and unfavourable for pedestrians, particularly those with different abilities. Importantly, none of the intersections within the public transport district were identified as having reasonable or ideal pedestrian conditions, indicating a dire need for improvements. Accordingly, the PEQI summary table for Intersections is as below (Table 4).

Table 4. PEQI Summary Table for Intersections, Source: Compiled by the Author

Interpretation	Intersection ID and Final Score (X)
Environment not suitable for pedestrians	I1 (3.13), I5 (12.50), I6 (7.29), I7 (9.38), I8 (12.50), I9 (3.13), I15 (12.50), I18 (7.29), I19 (7.29), I20 (7.29), I21 (7.29), I22 (7.29), I23 (7.29), I24 (19.79), I25 (7.29), I26 (7.29), I27 (7.29), I28 (7.29), I29 (7.29), I30 (7.29), I31 (7.29), I32 (7.29)
Poor pedestrian conditions exist	I3 (26.04), I4 (26.04), I10 (36.19), I12 (25.00), I13 (31.25), I14 (27.62), I16 (31.25), I17 (28.13), I33 (26.04)
Interpretation	Intersection ID and Final Score (X)
Basic pedestrian conditions exist	I2 (41.67), I11 (45.71)
Reasonable pedestrian conditions exist	-
IIdeal pedestrian conditions exist	I-

Segments

The segment analysis conducted using the Pedestrian Environment Quality Index (PEQI) aimed to assess the existing pedestrian environmental quality regarding segments for differently abled people in the study area (Table 5). Accordingly, 57 street segments were identified between intersections. When analysing the gathered data, out of 57 segments only 6 segments (S1, S2, S6, S7, S55 and S57) have reached the level of reasonable pedestrian conditions by achieving 61-80 score category. Out of the rest, 18 segments fell in the basic pedestrian conditions, with the score range between 41-60. All the other segments identified as poor pedestrian conditions exist in the public transport district.

Table 5. PEQI Summary Table for Segments, Source: Compiled by the Author

Interpretation	Segment ID and Final Score (X)
Environment not suitable for pedestrians	-
Poor pedestrian conditions exist	S3 (38.49), S13 (31.25), S14 (35.86), S16 (32.89), S17 (33.55), S22 (31.25), S23 (31.25), S24 (31.25), S25 (31.25), S26 (31.25), S27 (31.25), S28 (31.25), S29 (29.61), S30 (29.61), S31 (29.61), S32 (29.61), S33 (29.61), S34 (29.61), S37 (29.61), S38 (37.83), S39 (36.18), S40 (36.18), S41 (36.18), S42 (36.18), S43 (36.18), S44 (32.89), S45 (34.87), S46 (33.55), S47 (33.55), S49 (38.16), S50 (39.80), S51 (38.16), S52 (38.16)
Basic pedestrian conditions exist	S4 (56.91), S5 (58.22), S8 (43.09), S9 (49.01), S10 (44.41), S11 (47.04), S12 (47.37), S15 (49.01), S18 (46.71), S19 (45.72), S20 (44.74), S21 (55.92), S35 (46.71), S36 (46.71), S48 (46.71), S53 (54.61), S54 (52.63), S56 (55.26)
Reasonable pedestrian conditions exist	S1 (62.17), S2 (62.17), S6 (61.18), S7 (61.18), S55 (70.39), S57 (74.67)
>Ideal pedestrian conditions exist	-

Summary

Upon analysing the frequency distribution of scores obtained for intersections, it was observed that 66.7% (22 out of 33) of intersections fell under the category of 'Environment not suitable for pedestrians. This highlights a concerning majority of intersections that pose significant challenges for pedestrians, especially those with different abilities. Among the rest, 27.3% (9 out of 33) of intersections were classified as having 'Poor pedestrian conditions' and 6.1% (2 out of 33) were having 'Basic pedestrian conditions', indicating the minimal presence of safe and accessible pedestrian environments at intersections (see Figure 8).

Upon analysing the frequency distribution of scores obtained for street segments, the findings were identified to be similarly discouraging. A significant proportion, 57.9%, (33 out of 57) were labelled as having 'Poor pedestrian conditions', indicating widespread shortcomings in terms of walkability and safety for pedestrians. Merely 31.6% (18 out of 57) of street segments were classified as having 'Basic pedestrian conditions', while only a mere 10.5% (6 out of 57) of segments recorded the classification of 'Reasonable pedestrian conditions', indicating a scarcity of segments that offer satisfactory quality in the pedestrian environments (see Figure 9).

Overall, the intersection and segment analysis using PEQI provides a comprehensive understanding of the existing pedestrian environmental quality, highlighting the urgent need for substantial improvements and inclusive design considerations to create safe, accessible, and accommodating pedestrian environments for those with different abilities.

Figure 8. Frequency distribution of PEQI scores for intersections

Figure 9. Frequency distribution of PEQI scores for segments

In summary, the intersection and segment analysis, supported by the generated GIS map using the Pedestrian Environment Quality Index (PEQI), provide a comprehensive overview of the existing pedestrian environmental quality for differently abled individuals within the Pettah public transport district. It also offers a clear understanding of key areas for improvement in the pedestrian environment (Figure 10).

Figure 10. Intersections and segments PEQI score interpretation, Source: Compiled by the Author

The map highlights specific intersections and street segments with corresponding scores. Notably, Olcott Mawatha, particularly in front of Fort Railway Station (S1 & S2) and B.W. Bastian Mawatha (S55), particularly around Floating Market (S67) stand out as having 'Reasonable pedestrian conditions', indicating a supportive pedestrian environment for differently abled individuals. Thes areas boast wide walkways, measuring more than 12 feet, and includes traffic-calming features such as centre medians, contributing to a safer and more accommodating walking experience. The presence of trees and planters offering shade, along with curbs as pedestrian safety features, further enhances the comfort and accessibility of the area. Additionally, the provision of public seating as rest points caters to the needs of differently abled pedestrians, promoting a more inclusive and user-friendly environment. The area was also free from litter which is a supportive factor for increase the quality of walkability. On the other hand, the majority of the segments located in and around major transit hubs (S3, S13, S14, S16, S17, S22, S23, S24, S25, S26, S27, S28, S29, S30, S31, S32, S33, S34, S37, S38, S39, S40, S41, S42, S43, S44, S45, S46, S47, S49, S50, S51, S52) are labelled as 'Poor pedestrian condition' and present shared challenges that hinder a comfortable walking experience for differently abled individuals. These challenges include both permanent and temporary obstructions in walkways, narrow walkway widths, lack of traffic-calming features like street medians and speed humps, unattractive visual environment, safety concerns, presence of unpleasant odours, noisy surroundings, and a lack of supportive walkable amenities.

The map reveals a concerning pattern, particularly regarding intersections within the public transport district. Most intersections are deemed unsuitable for pedestrians, highlighting a significant lack of essential pedestrian infrastructure that ensures safe and convenient access to the walking environment. This issue is particularly critical for a bustling public transport district situated at the heart of Colombo, Sri Lanka's capital city. With major road networks and a vibrant economic hub in proximity, the poor intersection quality poses a notable weakness in efficiently managing both traffic and pedestrian flow.

Conclusion

This study addresses the pressing issue of neglecting the accessibility requirements of individuals with disabilities in urban settings, notably within public transportation areas. Often, urban development approaches overlook the necessity of creating pedestrian-friendly environments that cater to the diverse needs of this demographic. This research therefore underscores the importance of fostering inclusivity and improving the overall walking experience for all individuals, regardless of ability.

To address these concerns, the study focuses on Pettah, a prominent public transport hub in Colombo, Sri Lanka. Its aim is to evaluate the current state of pedestrian facilities supporting differently abled individuals, utilizing the Pedestrian Environmental Quality Index (PEQI). The assessment spans 33 intersections and 57 street segments within the district.

Summarizing the findings, the outcomes revealed that the majority—66.7% of intersections—proved to have an "environment not suitable" for differently abled pedestrians. Regarding segments, a majority—57.9%—exhibited "poor environmental conditions" for differently abled individuals within the district. These results clearly indicate that neither the intersections nor the street segments offer a quality pedestrian environment for differently abled pedestrians within the Pettah public transport district. The PEQI analysis map provides valuable insights into the assessed levels of quality of each intersection and street segment, enabling a deeper understanding of the areas that need improvement for pedestrian activities.

Considering the analysis, it becomes evident that the existing conditions fall significantly short of addressing the needs and requirements of this vital user demographic. Consequently, there emerges an urgent and compelling demand for substantial enhancements aimed at fostering a more supportive and favourable walking environment for differently abled individuals within the district.

Moving forward, it is imperative to consider recommendations for future research endeavours. This may involve broadening the scope to encompass other forms of disabilities, exploring a diverse array of urban environments, and incorporating additional research methodologies to deepen our understanding further. Such initiatives have the potential to significantly contribute to advancing knowledge in this field and facilitating the development of evidence-based strategies for enhancing the pedestrian experience across various contexts.

Author Contributions

Conceptualization, SD, SM, & JD; methodology, SD; software, SD; investigation, SD, & SM ; resource, SD, & SN; data acquisition, SN; writing-original draft, SD, & SN; writing review and editing, SD; visualization, SD, & SN. supervision, JD. All authors have read and agreed to the published version of the manuscript.

Ethics Declaration

The authors declare that they have no conflicts of interest regarding the

publication of the paper.

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