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Exhibit 1. Contacts for State of Practice Survey.
Contact Agency Location Geographic US Agency Type
1. Conan Cheung MTDB San Diego, CA West Transit Operator
2. Douglas Dalton Wisconsin DOT Milwaukee, WI Central DOT
3. Doug McLeod Florida DOT Tallahassee, FL East DOT
4. Juan Robles Colorado DOT Denver, CO Mountain DOT
5. James Okazaki Los Angeles DOT Los Angeles, CA West City
6. Carolyn Gonot Santa Clara VTA San Jose, CA West CMA/Transit
7. Jim Altenstadter PIMA AG Tucson, AZ Mountain MPO
8. John Halkias FHWA Washington, DC East Federal
Bicycle LOS For shared bicycle and pedestrian paths, the pedestrian
LOS is computed according to the expected number of
Chapter 19 of the HCM provides bicycle LOS criteria,
bicycle-pedestrian encounters per hour (see Exhibit 6). The
thresholds, and estimation procedures for off-street paths
criteria and thresholds are based on research by Botma [7].
and designated bicycle lanes on urban streets (summarized in
A procedure is provided for estimating this based on pedes-
Exhibit 3 and 4). It is based on research conducted for the
trian and bicycle volumes.
FHWA [4].
At signalized intersections, the pedestrian LOS is measured
The HCM provides procedures for estimating mean bicy-
using average delay to the pedestrians waiting to cross the
cle speed and mean control delay. The mean control delay is
streets (see Exhibit 7). A procedure is provided for estimating
estimated based on the signal timing at each signal. The mean
delay based on the pedestrian or vehicle signal timing.
speed is estimated by reducing the presumed 15 mph bicycle
Average crossing delay is also used to estimate pedestrian
free-flow speed by the delay at each signal.
LOS for unsignalized intersections. The LOS thresholds are
For off-street bicycle/pedestrian paths, the HCM-adopted
more conservative (less than 5 seconds of delay equals LOS A.
bicycle LOS criterion is based on the frequency of encounters
More than 45 seconds of delay equals LOS F).
(i.e. passing and meeting events) between bicyclists and
For urban streets with sidewalks, the HCM bases the
pedestrians on the path. For two-way, two-lane paths, less
pedestrian level of service on mean speed over the length of
than 40 encounters per hour is LOS A. More than 195
the street (see Exhibit 8). The average walking speed between
encounters per hour is LOS F. A procedure is provided for
intersections is reduced according to the average wait time at
estimating the number of encounters based on pedestrian
each intersection to arrive at a mean walking speed for the
and bicycle volumes.
length of the urban street.
Pedestrian LOS Transit Capacity and Quality
of Service Manual
Chapter 18 of the HCM provides pedestrian LOS criteria,
thresholds, and estimation procedures for sidewalks, street TCRP Report 100: Transit Capacity and Quality of Service
corners, crosswalks, and off-street paths. It is based on Manual, 2nd Edition (TCQSM) presents a two-dimensional
research conducted for the FHWA [5]. LOS framework. It is a matrix covering two service quality
For sidewalks, the key service criterion is space per pedes- dimensions (i.e., Availability and Comfort & Convenience)
trian (inverse of density) (see Exhibit 5). A procedure is pro- for three transit system elements (i.e., Stops, Route Segments,
vided for estimating this based on facility width and pedestrian and Systems) (see Exhibit 9). Each of the six cells of the ma-
volumes. These are based on observations from Fruin [6]. trix provides a service measure for which levels of service are
Exhibit 2. Urban Street Level of Service.
Urban Street Class I II III IV
Range of FFS 45-55 mph 35-45 mph 30-35 mph 25-35 mph
Typical FFS 50 mph 40 mph 35 mph 30 mph
LOS
A >42 mph > 35 mph >30 mph >25 mph
B >34-42 >28-35 >24-30 >19-25
C >27-34 >22-28 >18-24 >13-19
D >21-27 >17-22 >14-18 >9-13
E >16-21 >13-17 >10-14 >7-9
F 16 13 10 7
FFS = mid-block free-flow speed of street. Exhibit adapted from Exhibit 15-2, Highway Capacity Manual
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Exhibit 3. HCM Bicycle LOS Exhibit 6. HCM Pedestrian LOS
for Bicycle Lanes on Urban Streets. Criteria for Paths.
LOS Average Bicycle Speed LOS Encounters/hour
A > 14 mph A 38
B >9-14 B >38-60
C >7-9 C >60-103
D >5-7 D >103-144
E 4-5 E >144-180
F 180
Adapted from Exhibit 19-5 of the Highway Capacity Adapted from Exhibit 18-8 of the Highway Capacity
Manual. Manual
Exhibit 4. HCM Bicycle LOS Exhibit 7. HCM Pedestrian LOS
at Signals. at Signals.
LOS Average Control Delay LOS Average Crossing Delay
A < 10 secs A < 10 secs
B 10-20 B 10-20
C >20-30 C >20-30
D >30-40 D >30-40
E >40-60 E >40-60
F >60 F >60
Adapted from Exhibit 19-4 of the Highway Adapted from Exhibit 18-9 of the Highway Capacity
Capacity Manual. Manual.
Exhibit 5. HCM Pedestrian Exhibit 8. HCM Pedestrian LOS
LOS Criteria for Sidewalks. for Urban Streets.
LOS Space/Pedestrian LOS Mean Walking Speed
A >60 S.F. A > 4.36 fps
B >40-60 B >3.84-4.36
C >24-40 C >3.28-3.84
D >15-24 D >2.72-3.28
E >8-15 E >1.90-2.72
F 8 F < 1.90 fps
S.F. = square feet. Adapted from fps = feet per second. Adapted from Exhibit 18-14
Exhibit 18-3 of the Highway Capacity of the Highway Capacity Manual.
Manual
developed; the TCQSM 1st Edition (TCRP Web-Only Docu- For transit route segments and corridors, the hours of ser-
ment 6) also provided one or more other performance meas- vice each day (i.e., the number of hours per day when service
ures also thought to be important to consider. Lower-level is available at least hourly) is the LOS criterion (see Exhibit
measures (e.g., stop level) are also applicable at higher levels 11). For route segments and corridors where stops are made,
(i.e., the route segment or system levels). service frequency would also be evaluated at the individual
The TCQSM distinguishes between demand-responsive stops (depending on routing and scheduling patterns, not all
transit and fixed-route transit service. The LOS criteria for buses may stop at every stop).
fixed-route transit service are covered in this review. At the system level, the service coverage area as a per-
centage of the transit supportive area is the LOS criterion.
The transit supportive area is defined as the area with a
Availability Measures of Level of Service
minimum density of four jobs per gross acre or three
For transit stops the frequency of service is the LOS crite- dwellings per gross acre, based on work by Pushkarev and
rion (see Exhibit 10). Zupan [8]. The transit service coverage area is that area
Exhibit 9. TCQSM Two-Dimensional LOS Framework.
LOS Dimension Transit Stop Route Segment System
Availability Frequency Hours of Service Coverage
Comfort & Convenience Load Factor Reliability Time Differences
Adapted from Exhibit 3-1, Transit Capacity and Quality of Service Manual
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Exhibit 10. TCQSM Service The on-time performance measure applies to all services
Frequency LOS. with a published timetable, and its LOS thresholds are all in
5% increments, with the LOS E/F threshold set at 75%. The
LOS Vehicles Per Hour
A >6 headway adherence measure now applies to all services
B 5 to 6 scheduled to a headway or operating at headways of 10 min-
C 3 to 4 utes or less (thus, both measures could apply to some routes).
D 2
E 1 The measure definition allows for variable headways during
F <1 the peak hour, and the LOS thresholds correspond to the
Adapted from Exhibit 27-1 of the probability that no more than a certain percentage of transit
Highway Capacity Manual. vehicles would be more than one-half headway off schedule.
For the system level, the LOS criterion is door-to-door
Exhibit 11. TCQSM Hours "travel time difference" between driving a car and taking
of Service LOS. transit. If transit takes 60 minutes longer than driving, it is
LOS Hours Per Day LOS F for transit. If they are equal, or transit is faster, it is LOS
A 19-24 A for transit.
B 17-18 In addition to the LOS measures presented in the Quality
C 14-16
D 12-13
of Service section of the TCQSM, the Stop, Station, and Ter-
E 4-11 minal Capacity section presents a series of pedestrian levels of
F 0-3 service for elements of passenger facilities, such as walkways
Adapted from Exhibit 27-4 of the and stairways, based on work by Fruin (same reference as pre-
Highway Capacity Manual.
vious). These levels of service are presented more for design
purposes (e.g., sizing a station element to provide a certain
within the transit supportive area that lies within one- level of service) than for evaluating existing facilities. These
quarter air mile of a stop. Greater than 90% is LOS A. Less levels of service are similar to, but have different thresholds
than 50% is LOS F.
Exhibit 13. TCQSM Reliability LOS
for Infrequent Urban Scheduled
Comfort & Convenience Measures of LOS
Transit Service.
For transit stops, the TCQSM "comfort and convenience"
LOS On-Time Percentage
measure of level of service is based on passenger load (see A 95.0-100.0%
Exhibit 12). For typical bus services operating on urban B 90.0-94.9%
streets, where most passengers would be seated, LOS A-C is C 85.0-89.9%
D 80.0-84.9%
based on the load factor (i.e., total number of passengers E 75.0-79.9%
divided by the number of seats), while LOS D-F is based on F <75%
the average area per person available for standees. This meas- Applies to scheduled service of fewer than six
ure originated in the 1985 HCM. vehicles per hour.
Adapted from Exhibit 3-29 of the TCQSM.
For route segments and corridors, the comfort and con-
venience level of service measure is "on-time performance" Exhibit 14. TCQSM Reliability LOS
and headway adherence. For scheduled service of fewer than for Frequent Urban Scheduled
six vehicles per hour, Exhibit 13 is used. Transit Service.
For scheduled service of six vehicles per hour or greater the
reliability LOS is according to Exhibit 14. LOS Coefficient of Variation
A 0.00-0.21
B 0.22-0.30
C 0.31-0.39
Exhibit 12. TCQSM Passenger Load LOS for Bus.
D 0.40-0.52
E 0.53-0.74
LOS Standing Passenger Load Factor
F 0.75
Area (ft2/p)
A >10.8 0.00-0.50 Applies to scheduled service of six or more vehicles
B 8.2-10.8 0.51-0.75 per hour.
C 5.5-8.1 0.76-1.00 The coefficient of variation is the ratio of the standard
D 3.9-5.4 1.01-1.25 deviation of headway deviations divided by the mean
E 2.2-3.8 1.26-1.50 scheduled headway. Headway deviations are
measured as the actual headway minus the
F 1.50
scheduled headway.
Adapted from Exhibit 3-26 of the TCQSM. Adapted from Exhibit 3-30 of the TCQSM.
