Multimodal Level of Service Analysis for Urban Streets (2008) / Chapter Skim
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From page 5... ...
Transit LOS Chapter 27 of the HCM provides four transit LOS measures, adapted from the six presented in the Transit Capacity and Quality of Service Manual, First Edition: Service Frequency, Hours of Service, Passenger Load, and Service Reliability. These measures are presented below under the Transit Capacity and Quality of Service Manual section.
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. A procedure is provided for estimating this based on facility width and pedestrian volumes.
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LOS Average Crossing Delay A < 10 secs B ≥10-20 C >20-30 D >30-40 E >40-60 F >60 Adapted from Exhibit 18-9 of the Highway Capacity Manual. Exhibit 7.
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Exhibit 12. TCQSM Passenger Load LOS for Bus.
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Generalized planning analysis is a "broad type of planning application such as statewide analyses, initial problem identification, and future year analyses." Conceptual planning is a "preliminary engineering application detailed enough to reach a decision on design concept and scope." Generalized planning analysis consists of look-up tables of maximum service volumes for auto LOS by facility type, area type, number of lanes, and median type. The bicycle and pedestrian LOS look-up tables provide maximum auto service volumes according to the percentage of sidewalk and bicycle lane coverage on the road segment.
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+ 0.8103 SPp = Posted speed limit (a surrogate for average running speed) HV = Percentage of heavy vehicles PR5 = FHWA's five point pavement surface condition rating We = Average effective width of outside through lane Many of the factors in the Bicycle LOS Model equation are also used to determine automobile LOS in the HCM2000 methodology and are either logarithmic or exponential functions.
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Many of the terms in the pedestrian LOS model equation are also used to determine automobile LOS in the HCM methodology and bicycle LOS in the bicycle LOS model. The logarithmic and exponential functions make the importance of the variables differ significantly depending on the precise value.
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Higher bicycle volumes have NO effect on walk speed or delay at signals. Pedestrian Higher pedestrian volumes reduce capacity and increase delays at signalized intersections The effect cannot be computed.
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Higher transit volumes, by reducing capacity and increasing congestion, can adversely affect bicycle and pedestrian LOS in the HCM method by affecting the cycle length and red times at signalized intersections. LOS Reflects All Movements: The HCM focuses on predicting urban street LOS only for the through movement for auto, bicycle, and pedestrian.
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Auto volumes, street width, and signal timing affect street crossing difficulty which can reduce service coverage. Higher auto volumes reduce bus speed, which affects tr ansit-auto travel time, but no estimation method is available in the HCM or TCQSM.
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Pedestrian Higher pedestrian volumes reduce capacity and increase delays at intersections Higher pedestrian volumes have NO effect on transit LOS. Better pedestrian facilities improve transit LOS.
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Implications for Research Project The major issues for establishing a multimodal level of service framework are as follows: 1. Establishing comparability of meanings for LOS grades across modes, 2.
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