## 4 Results and Discussion
The results obtained are shown below on Table 9. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Case Study** & **LOS Layout** & **Pedestrian Flow** & **LOS AREA** & **LOS RAMP** \\ \hline \hline \multirow{4}{*}{1 ST SCENARIO} & & AW1 = LOS B & \\  & & AW2 = LOS C & RW1 = LOS C \\  & & 1.500 ped/h DAILY & AW3 = LOS B & RW2 = LOS C \\  & & CONDITION & AE1 = LOS B & RE1 = LOS C \\  & & AE2 = LOS C & RE2 = LOS C \\  & & AE3 = LOS B & \\  & & AW1 = LOS F & \\  & & AW2 = LOS F & RW1 = LOS F \\  & & AW3 = LOS F & RW2 = LOS F \\  & & CONDITION & AE1 = LOS F & RE1 = LOS F \\  & & AE2 = LOS F & RE2 = LOS F \\  & & AE3 = LOS F & \\  & & AW1 = LOS C & \\  & & AW2 = LOS C & RW1 = LOS D \\  & & AW3 = LOS B & RW2 = LOS D \\  & & ANDITION & AE1 = LOS B & RE1 = LOS D \\  & & AE2 = LOS D & RE2 = LOS B \\  & & AE3 = LOS C & \\ \hline \hline \end{tabular}
\end{table} 
Table 9: LOS comparison considering ramp W and E for each scenario. Figure 6: Subdivision of areas and ramps by direction and relative to the Mostar bridge. The present study highlights the need to evaluate the LOS value of pedestrian infrastructures considering a confined space such as the Stari Most footbridge. Many works in the literature were dedicated to pedestrian crossings or sidewalks with evaluations made using micro simulation tools. The evaluation of the Mostar bridge area is due to the lack of micro simulation studies applied to pedestrian bridges in literature and also it is useful to examine a bridge with the typical geometry of the Ottoman infrastructures constituted by the areas and the steep slopes with a high walking flows. Considering the position and the geometry, this bridge allows only the pedestrian transit and connects the areas with a strong tourist and commercial vocation. Through the data acquisition, using cameras, it was possible to monitor the run during the summer both on weekdays and holidays. Through the traffic simulation it was possible to evaluate and compare different scenarios, considering also the worst conditions such as the partial maintenance of the infrastructure or the evacuation due to terrorism or similar events. Through the characterization of the human run components and through the recorded video and the definition of some targets along the bridge it was possible to obtain the speed of movement on the ramps and in the areas. The current scenario has been compared with other hypotheses in order to evaluate the service level through the LOS index estimated through the micro-simulation. The prior knowledge of LOS values allows local authorities to assess in advance the possibility of partial or closed use of the area. In this way it is possible that the maintenance activities of historical and architectural assets are planned taking into account also the peak flow. The assessment of the scenarios with the greater pedestrian traffic that occurs during the summer period leads to a critical judgment on the maintenance activities in those months, if not of particular necessity or timeliness. The calibration of the Helbing model through the use of a range of default or set values allows a rather realistic evaluation of the human behavior defined by the social force models that characterize the movement of non-isolated individuals. This work is the first step in evaluating pedestrian behavior on a bridge with ramps which will be followed by further monitoring and scenario evaluations.