Hannay Capaciiy Wanuah A Gul for Mallimadal Nabiliy Anais CHAPTER 5 QUALITY AND LEVEL-OF-SERVICE CONCEPTS CONTENTS “LINTRODUCTION, se a 5a Overview, 5a Chapter Organization 54 2. QUALITY OF SERVICE rnin 52 3.LEVEL OF SERVICE... : a) Definition 53 Usage: 53 4. SERVICE MBASURES se a7 Definition and Characterists. 57 Service Measure Selection, ST Determination of LOS F 59 Service Messures fr Specific Sytem Elements 59 5: REFERENCES eo Teas stay ad nea veron 60 PoeTighway Copaciiy Manual A Golde Tor Mulimnadal Mobily ARV LIST OF EXHIBITS Exhibit 1 Example of the Step Function Nature of LOS. 54 Sai a CO Paget esrFighway Capacity Manoa A Gulde for Muliinadal Mobily Anais 1. INTRODUCTION OVERVIEW “These are many ways to mensure the performance ofa transportation facility ‘or service and many points of view thal can be considered in deciding which ‘measurements to make. The agency operating areadvay, automobile civers, pedestrians, bicyclists, bus paseengers, decision makers, and the commurity at large all have ther oven perspectives on how a roadway or service should perform and what constitutes “good” performance. As a result there fs no one Fight way to measare and interpret performance Quali of service describes how well a trangportation facility or service ‘operates fom the travelers perspective, Le! of serie (LOS) ise quantitative Statfeation ofa pevformance messure or measures representing quality of service. The LOS concept aciitates the presentation of results through the use of| a familar A (est to F (wort scale, LOS for given mode on a given transportation system elements defined by one or moresrace eases Service measures are identified from the range of performance measures that the ightay Capacity Manual (HCM) can estinate asthe measures that () best describe operations, () best reflec the taveler perspective and () ae useful to roadway operating agencies (CHAPTER ORGANIZATION "Three overarching concepts—quality of srviee, LOS and service measures— ze tha subjects of Chaptor 5 + Section 2 ists the varity of factors tht affect traveler perceptions of service quality and contrasts tham with the topicareas that are covered in the ICM, ‘+ Section 3 intzoduces the LOS concep describes how to apply LOS a pa ‘of an analysis, and emphasizes the need to consider adlitions performaite mesaure to stain fall pete of operating conditions + Section 4 describes how service measures are selected, explains how LOS Fis defined, and introduces the service measures used in the HCM for ‘each syste element and mode. ge SRW oslo eS 3 Ges nt eon PageHighway Gapaclly Manual/A Guide for Molimadal Mabiliy Anal ey serie de mec ter or (penton es oF aah oF 085m mpocnt i Paci Sayereme Poe 2. QUALITY OF SERVICE Quality of service describes how well transportation faclity o sorvice ‘operates rom a tavele's perspective. Quality of service canbe aseesed in a umber of ways. Among them ar directly abservng factors peteevable by and Important o travelers (eg, speed or delay), surveying travelers, tacking complaints and compliments about roadway coalitions, forecasting traveler satisfaction by using models derived feom pas raveler surveys, and observing services not dretly perceived by travelers (eg, average incident clearance time) that affect measures thay ean peeceive (eg, speed, arval ime at work). Factors that influence traveler-perceved quality of service include ‘+ Travel ime, speed and delay; ‘+ Number of stops incurred: Travel time el iy + Maneuverability (og, ease of lane changing, percent time-spent follwing ‘other vehicles + Comfort (eg, bicycle and pedestrian interaction with and separation ‘oom tel, rani vehicle crowding, pavement quality) + Convenience (eg, directness of rout, frequency of transl service) + Salty (actual o perceived; + Usereost 1+ Availabilty of facilities and services; + Facllity sctheticss and «+ Information avallblty (eg, highway wayfinding signage, transit route and schedule information). ‘The HCM's scope, measuring the multimodal performance of highway and soe faites, is marrower than the qualiy-of-srvice aspect listed abave. As discussed in Chapter I, HCM User's Guide, companion documents tothe HCM. addses highway safety roadway design, and wayfinding signage, among other topics. The HCM focuses pastcularly on the wavel tine, speed, delay, relist, _maneuverabilty, nd comfort aspects of quality of sevice, although a limited ‘number of the HCM's performance messes adress some of theater aspects Usted above "The HOM provides 2 variety of performance mensures in Volumes 2and 3 to assess the qualty of service of transportation system elements, These measures canbe relly observed in the field or estimated from related fe- observed factors. LO is the stelifeation of one or more performance measutes selected to represent quality of service ad i the topic ofthe next scion Ce SIS ES REHighway Capacity Manual A Guide for Mulimadal Mably Anais 3. LEVEL OF SERVICE DEFINITION LOS is quantitative stratification af performance measure oF measures epresenting quality of eervice, The measures used to determine LOS for transportation system element are called sereicemeaswes. The HN defines six levels of service, sanging from Ato F, foreach service measure or combination of| service measures, LOS A represents the bast operating conditions from the {naveler’s perspective and LOS F the worst For cost environmental impact and other reasons, roadways are typically designed net ta provide LOS A concitions ‘uring peak period bat instead to provide some lower LOS tat balances Individual traveler’ desires against society's dasives and financial resources, Nevertheless, during low-volume periods of the day, asystom element may ‘operate at LOS A, USAGE ‘LOS is used to translate complex numerical performance results nto a simple A-Faystem representative of travelers’ perceptions ofthe quality of service provided by a oclty or service Practitioners and decision makers alike _must understand thet the LOS letter reslt hides much of the complexity of facility performance. This feature is intended t simplify decision making on ‘whether faclity performance is generally aceptable and whether a future change in performance i ily tobe perceived as signiieant by the general [puble. Th language of LOS provides a common set of definitions that, ‘ransportation engineers an planners can use to deserbe operating conditions; however, the appropriate LOS fora given system clement in the community is decison for loca policy makers: One reason forthe widespread adoption ofthe LOS concept by transportation agencies isthe concepe's ability to communicate roadway performance to nontechnical decision makers. However, LOS has other strengths and wealesses, described below, that both analysts and decision ‘makezs need to be mindful of ‘Understanding the Step Function Nature of LOS LOSisa step function. An increase in average control delay of 12 ata traffic aignal, or example, may result in no change ip LOS, adrop ef one lve, o even ‘a drop of two levels, depending onthe stating value of delay, as illustrated in Extubie From a traveler perception standpoint, tha canition shown in Exhibit 51 is ot necessarily inconsistent A change of LOS indicates that roadway performance as transitioned feom one range of traveler percevable conditions to another range while no change is LOS indicates that conditions have _remtined within the same performance rage as before Service measure values indicate where conditions le within a particular performance range, Because 8 small change in a service measure (ea 2s change in delay) can resultina change from one LOS to another, he LOS letter result can imply & more significant or peroptble change than actually occurred. age SRG aaa oe 50 Sa rarer te ee etna Femnerspeseee oneHighway Capacity Manuat A Guide for Muliinade) MOBIIy Ania BER rman | 0 ane = = ust Bo ze secvtumerteenee | B70 vse Sane | 5 © Zemweam | 3% Sener | 4° os ms % cS = a wen far be w 10S A zl wt igg | __Thsrpecol Osean tea prey ents ue when aapotaon ERS R es | agents sire ter opeoten pertrnanernacece ay yaargte featitraciges” | Teton oy be sanded hater sanercaly ora er Recrerme | Shotts aepaoanty tata age overcast tase SkSreks | Tarenuiponmeoeann egepeamng sete | Peed for potentially costly impr Varablity ote tpt to 108 alte computer sate inplenen HEM maodogescn scones pr ans nny dca plese route! ‘heruy inhre svermaevaleans an be LS soon: 1 Theoden tetanus avant to Intervals sociale with thelr outputs. SS 2. Themodd may nt lyon sutpte ter mod ave eee ae ee a sete ae case 8. Then f pu vary sch ear fw mi hen tbe oducen in. hoe oe nubian don) itthetmnd betas eee tepzonmsraras | Tun oy pore ee mene a, whee fom an HOM eters | mecsdagy orchenatw oad mancenens potas nee SEcemSe | tina age winnnnn noses las aeboe sce mes {Comply help fa mere realy presenting ge a swe aaa asks bg escapees eer ate taal ‘iwc Nevo hry tam nue fat or soe Ipbe teat fom bean pedceatyaeboisen nssatin lrey guenotl ovale diac wren uy peonee Sets bese Rimoneanar an ele ae ete GSesamned yen Io Oe kings pred wer nar ernte Surapong CSroutinbur ey te esata ore Sea pee ee ae aa Te TTT eee ‘ear bdTighway Copaclly Manuak A Guide for Malimadal Mobily Anaya Beyond Los F ‘The HCM uses LOS F to define operations that have ether broken down (ie demand excosds capacity) or have reached point that most ters would consider unsatisfactory, as describe by a specified service measure vale (ot combination of sevice measure values. However, analysts may be interested in knowing ust how bad the LOS F condition ig, pueticularly fr planning pplicatione whore diferent alternatives may be compared, Several measures ae viable for describing indvidusly, on combination, the severity ofaLOSF condition: + Denand-to-cpacity tie describe the extent to which demand exceeds ‘capacity during th analysis period (eg. by 1% 15%) + Duration of LOS F desceibes how long the condition persists (15 mi, hh). + Spatial extent meses describe the areas affected by LOS F conditions ‘Thay include measures suchas the back of quewe and the identification of the specific intersection approaches or system elements experiencing LOS F conditions Separate LOS Reporting by Mode and System Element LOSis reported separately foreach mode fora given system element. Bach mode's travelers have diferent perspectives and could experience different conditions while traveling along a given roadway. Reporting LOS seperately by mode slzo ssi in assessing multimodal trade-offs when design options are ‘evaluated in contrat use of s blended LOS risks overlooking quality of service Aeficiencies that discourage the use of onautomobile modes, particulary if the blended LOS is weighted by the nsmber of modal travelers. Other measures, such as person delay, can be used when an anelyss requires a combined [dentcl values of some service measures (eg, delay) can produce diferent LOS results, depending on the system elemento hich the service measure is spplied. The Transportation Resoarch Board (TRB) Committee on Highway Capacity and Quality of Service (HCQS Committe) believes that raveers “expectation of performance varies at different system elements but recognizes that further research is needed to understand fully the variation in traveler perceptions of LOS across facility types. LOS as Part ofa Bigger Picture [Neither LOS nor ay other single performance measure tll the ull story of rosdway performance. Depending on the particulars ofa given analysis, queue lengths, demand-t-capacty ratls, average ave! speeds, indicators of safety, ‘qwantities of pectons and vehicles Serve, and other performance measures ay bejust as or even mace important to consider, whether or not they are “specially called out i an agency standard. For this reaso, the HCM provides methods fr estimating a varlety of useful roadway operations performance measures, nt just methods for detomiing LOS, Chapter 7, Interpreting HM, aE IRaW tlnaoEa Ca meno aserror ne Perens Sreiyoraiesremon osm sae, ty owe ra gu se nose promos ea sy of bey nee Taran rage 35Fighway Capacity Manual A Guide for Malimadal Mobily ANOVA eran re 8 ‘and Altemative Too! Results lists the major performance measures available from each chapter of Volumes 2 and 3 Duration ofan operating condition canbe important, since it helps describe the severity ofthe condition (eg, the duration of s LOS F condition), In cases ‘here demand exceeds capacity durtion nist be knovn ao that he analysis period i long enough tallow all demand tobe served and all relevant performance measures tobe calculated properly. The frequency and probability ‘ofa particalar condition occurring (likelihood or frequency of queue storage being exceded during an analysis period) are also useful descriptors, Cee RI a SEHighway Capacity Manual A Guide for Mulimnadal Mobily ARG 4, SERVICE MEASURES DEFINITION AND CHARACTERISTICS Service messures are performance measures used to define LOS for transportation systom elements. Ideally, service mensares shold exhibit the following characteristics “+ Service measures should reflec travelers’ perceptions (Le, measures should reflec things tavelrs can perczive during thie ourney) "+ Service measures shouldbe useful to operating agencies (eg, agency ‘actons should beable o in luence future LOS), + Service measures should be directly measurable inthe field (egy an {analyst wishing to determine LOS fora tworlane highway used for recreational access can go into the fold and directly measure average travel speed) ‘+ Service measures shouldbe estimable given a set of known o forecast conditions eg, # method is provided for estimating the average travel speed on a two-lane highway, given inputs for roadway and atic condition). SERVICE MEASURE SELECTION Historically, te selection ofa service messure or measure or an analysis snethodology has been based on the collective opinion ana judgement of TR's HOQS Committee. The service measure threshold values that idanly the breakpoints betveen each LOS have als been determined by the HCQS Committee's consensus identiiaton oF point # which discenible changes in conditions, performance, or user perceptions occu. In some cases, the conditions| represented by individual LOS letters ae specially described in the methodological chapters in Volumes and 3 ‘The approach described sbove has been necessary because unt 19 tle Infocration had been avallable on the evaluation of operating conditions by travelers The intent of the committe has been to select service measures that ‘believed would be highly cotelated with traveler’ personal asessments of the ‘operating conditions. Since 1993, considerably more research hasbeen focised ‘on determining appropriate service measures direct onthe basso raveler| Input. Tis area of eesench wes sil imumatue tthe ime of publication ofthis ‘edition of the HEM, The FICQS Committee intonds to monitor and evaluate future research inthis area for potential incusion in subsequent editions. ‘Studios that ecek to determine service measures an thresholds onthe basis ‘of traveler perceptions use research approaches that direc involve a sample of Travelers Some ofthe methods used to obtain thie dec traveler input inside Invi experiments (eg, driving or bicycling courses, simulate infield ‘experiments (eg, use of video presentations), focus groups, and surveys. The study pattcipants are typically sckod to rat the conditions they are presented ae RaW asian oS aes?Highway Capacity Manual A Guide for Muliiodal MOBIMy ATOVSS with ona scale of "very g008" 0 “very poo,” or something simliae. The ‘qualitative ratings are later converted to numeric values for analysis purposes, ‘Some challenges to thes types of ses include designing the instrument (eg. field experiment, focus group) to capture al ofthe roadway, traffic and ‘contol factors that might affect travelers’ perceptions of operating conditions; ‘eluding factors that may not be relevant but could distract study subjects; recruiting an adequate sample of study participants from both quantity and versity perspectives; replicating desired condition fr in-field experiments) for repeated observations; and accountng forte distribution of LOS responses that wil esl rom each test scenario inthe analysis methodology ‘The advantage of this typeof research approach is that with application of ‘an appropriate alysis methodology, multiple variable canbe considered ‘simultaneously, consistent withthe high likelihood that eavelers consider rultple factors when they evaluate operating conditions Including multiple factors alo gives agencies more options in seeking to achieve a desired LOS fora ‘ven mode orn balancing the needs of various modes Veriables found tobe statistically significant n predicting travelers pereeplons ave incorporated into a mathematical funtion (heeinaltr referred to.as amode) In the model the coefficients (Le, weighting factors) associated ‘with each ofthe variables are determined directly throug a statistical analysis. “The output from sucha model ea valle ten referred to as a LOS score. The LOS score value generally presents the average score that travelers would give a feclity or service, Furthermore, ome ofthe CM methodologies can diretiy ‘estimate the threshold values between LOS eters, again onthe basso raveler| Input In determining the LOS leer, the LOS sore value i compared withthe statistically estimated threshold valu. ‘Any member of factors can be inchaded in thi type of model, but for models to be sel rom practical perspective, only variables representing operations] ‘or design conditions ar usually included, Operational conditions refer 0 variables such as delay and speed, while design conditions refer to variables such as median lype and sidewalk presence. Taveler characterises (eg. age, ‘gender income) can affect LOS perceptions; however, these data are dial io colect in 2 transportation engineering context. Thus, their utility in @ LOS model ‘stimted Several methodological approaches have been applied to relat traveler perceptions directly t0 LOS including regression based methods (2-4), ordered ‘probit models (56), and fuzzy clustering (7). These studies have addressed Taalites suchas urban and rural feeways, arterial teats nd sigaalizd Intersections. LOS methods resulting feom some of these studies have been Include in the HCM.2010, while aers have been studi by the HCQS ‘Committe to inyprove the understanding of techniques used in estimating travele-ased LOS, “The HCM 2010s the first HOM edition to incorporate LOS methodologies thatare based directly on rel From traveler perceptions of LOS, As esearch {nto traveler perception of LOS continues to mature and results rom regional studies are validated nationally, the HCOS Committe expects to contin aa Sayan TS CE Vemrasighway Gapaciiy Manual: A Guide for Mullinodal Moby ARGV Include new LOS methodologies in future editions ofthe HCM, When research is net available to support traveler perceived LOS methodologies, HCOS (Comamittee-elected service measures and thresholds continue to be used, DETERMINATION OF Los F ‘The threshold between LOS Band LOS Fs based on the judgment of the HOQS Committe in ome instances ais determined diselly from research on traveler perceptions of LOS in others. Far ample inthe case of base freeway segments, the service measure and LOS thresholds were determined by the HICQS Comite; density was selected asthe service measure and the LOS E-F ensitytheshold value was selected asthe density at which traffic ow {rssitios ftom undersaturotad to aversturated, Inthe ese of bicycling on turban streets, the service measures were determined from research on traveler perception of LOS; the LOS E-F threshold was chosen asa value that represents {he tebnstion toa totally unacceptable condition (se, an average bicycle wil pot ride under these conditions). ‘Thresholds betwen LOS A andl E may be based on ranges of values that fine particular operating canitions or may simply provide an even gradation of vaies from LOS A to FAs mentioned previously n some studies on traveler perceptions of LOS, the methodologies! approach expliily yields the model variables, speee, median presence) a well asthe sperific LOS thresholds. Howover these thresholds are stil a function ofthe total number of LOS, ‘ategories originally included Inthe study. The volumerocapacty ofa oe morecorecy-demenato-apeay | Avegiegaern (aijea suspect see measure reanoateytemeanued ntve | Seto eld, norisita measure of traveler perceptions. Until capacity is reached (Le, ‘when low breaks dovin on uninternaptad-flow facies and wen queues build ‘on interrupted. or uninteeupted-lovr fale), thee rtis are not perceivable bby travelers. Therefore, the HCM often uses 2 (i ratio of greter than 1.0 (Ue. capacity) as an adlitonal et for defining wen LOS F occurs bt doesnot tse these ratios to define other LOS ranges [SERVICE MEASURES FOR SPECIFIC SYSTEM ELEMENTS, ‘Crosscutting Issues Motorized Venice Mode ‘A facility's capacity to serve the motorized vehicle mode relets he eteets | 105th materi ee ‘ofall motorized vehicles using the fect, including trucks, recreational vehicles, | Gerpwepetes he hot motorcycles, and intercity bates. In contrast, LOS for the motorized vehicle mode | ‘Manet ese / ctor reflects the perpective of automobile divers, but aot necessarily the os perspectives of othe motorized vehicle users. Although automobiles are usually the dominant motorized vehicle type on roadways, analyst should use ere in interpreting LOS results in special ese, suchas intermodal terminel access routes, where tracks may dominate ‘Gaps sai ad nelotSavee Goes SSC Sono PesHighway Capacity Manual A Gude for Mulimedal Mobily ANGI ey te mot ‘thet coven ru ra ‘oom an nn ay ‘nam comnts Paget Pedestrian and Bicycle Modes Depending on focal regulations, pedostrians and bicylsts may be allowed ‘onal types of uninterrupted flow facilites, including sections of feeways. “However, esearch is ony available to support LOS estimation methods for bicyeliste traveling on two-lane and muilane highways. Pathways that ace parallel fo freeways and multilane highways use the service measures fr oft street pedestrian and bicycle facilities Of the various types ef interrupted low system elements pecestcan an bicycle service measures are provided for urban street facies, urbanstret segments sigralized intersections and ofstreet pedestrian and bicycle facilities. Pedestrian LOS can also be calculated for two- ‘way sro controlled intersections and ouncabouts ‘Transt Made ‘Bus service on ninterruptedow facilities typically serves longer-istance tips, with few (any) stops. The Trent Capacity ad Quay of Serie Maral (FCOSM provides perfomance measures that can be used to evaluate bus service along uninterrupted “ow faites a wells rll sevice operating within fn uninteropted-love facility’ right-of way. ‘Tho HCM provides transit service measures fo urban street faites and “segments to facilitate multimodal comparisons of urban street LOS. The TCOSM provides identical service measures for these system elements. The TCQSM provides additional performance measures for evaluating transit operations Some of the HCM's performance measures, such as delay, may also be useful in rltimedslcomparisons—for sample, in evaluating changes i percon delay st an intersection aa resalt of a project being considered, Freeway and Multlane Highviay Service Measures Motorized Vehicle Mode ‘Although travel speed isa major concern of drivers that relates to service ‘quality Freedom to maneuver within te traffic team and proximity to ofer Vehicles are equally noticeable concerns, These qualities are related to the density ofthe traffic trem, Unlike speed, density increses as lve increnses up 0 capacity, resulting in service measure thats both percevable by motorists and sensitive to abroad range of los. Dent is used as the service measure for Freeway facilities, basic Reeway segments, ramp junctions, weaving segments, and mula highways. Bleyete Made Bicycle LOS for multilane highways is based on a bey LOS sore model, ‘The modal uses vaiahles determined From research eating to bicyclist! comfort and perceived expasure while rding on muléilne highways, such a seperation ‘rom talfic, motorized valfc volumes and speeds, heavy-vehicle percentage, ‘pavement quality, and (If present) onhighway parking Higher vehicle volumes, greater proportion of trucks and buses, and higher vehicle speeds all act to decrease a beyelitspercelved comfort and waffle ‘sport, Striped bicycle lanes or roadvray shoulders ad tothe perceived sence "Capua aad eo See CaSHighway Copaclly Manuak A Guile for Mulimodl Mabiiy Anais of trafic separation and improve the LOS. Pevernent quality affects bicyclists de comfort the better the paverent quality, the better the LOS. Two-Lane-Highway Service Measures ‘Motorized Vehicle Mode ‘Trafic operations on two-lane two-way highways differ from those on other ‘uninterrupted flow facies Lane changing and passing ar possible omlyin the face of oncoming trafic. In any given direction passing demand increases 25 Flows increase, Passing capacity decreases a opposing floors increase, Therefore, fon tolanehighovays unlike tber types of uninterrupted low facilis, trafic Flow inone ditectin influences fl i te ther direction, Motorists must adjust ‘hei ravel speeds as volume increases snd the ability to pase decline, Efficient mobility isthe principal function of maj two-lane highways that connect major teaflie generators or that serve as primary inks in state aid ational highway networks. These routes tend to serve long-aistance commercial and recreational travelers and long sections may pass heough ural ae38 ‘without traffic control interruptions Consett high-speed operations and Iinrequent pasing delays ace desirable for these facies. ‘Other paves two-lane ral highways ace intended to eerveprimaly an accessibility function. Although high peed i beneficial, itis not the principal concer, Delay ~as indicated by the formation of patoons-—is more relevant 26a measure of service quality, ‘Twolane ads also serve seenic and recreational areas where the vista and environment are meant to be experienced and enjoyed without trafic interruption or delay. safe roadvay is desired, but high-speed operation is neither expected nor desired. Fr these reasons, three service measures are aed for two-lane highways pera inespenfllowing, average tel ped, and percent offre speed. Percantime-spanfollowing rele the freedom to maneuver. Iti the average percentage of travel time that vehicles mast ravelin platoons behind slower vehicles because of the inability to pass. Average travel sposd reflecs mobility ona two-lane highvvey isthe length ‘ofa highway segment divided by the average travel time ofall vehicles traversing the segment in a given direction dusing » designated interval Percent offre-love sped refects the ability of vehicles to tavel at or near he posted speed limit LOS citera se one or two ofthese measures, On major two-lane highways, for which efficent mobility is paramount, both percent timespentfllowing and average travel speed define LOS. However, roadway alignments with reduced {esign speeds wil mit the LOS that can be achieved, On highirays fr which sccessbity is paramount ane mobility les tcl, LOS is defined only in terms of percent ime-spent following, without consideration of average travel speed. (On twovlane highways in develope rural areas, LOS is defied in terms of percent of reflow speed ese ner rca espe og en dure tn sed ct ett toto sed Tene Rear PageFighway Capacity Manual A Guide lor Malimmodal Mobily Anais pt 8 pes on Soverorater ie Pee Beye Mode Bicycle LOS or two-lane highways is determined bya biel LOS sore ‘model in the same manner as described above for mulilane highways Urban Street Facility and Segment Service Measures: ‘Motorised Vehicle Mode ‘The service measure forthe motorized vehicle mode on an urban steet theougi-vehci travel speed, Motorist traveling slong atrial erets expact be able to travel ator near the port speed limit between intersection an have to stop aly infrequenty. As delay veto trllic contol devices and to other roadway users (eg, vehicles stopped in a travel lane wating to turn, buses stopping to serve passengers, or pedestrian crossings increases, the lower the average speed and the lowe the percrived LOS, [Research on automobile travelers perceptions of LOS, as past of the Nation Cooperative Highway Research Program (NCHRP) 03-70 project, reveal that ‘combination of stops per mile and leR-sarn lane presence at sgnalized {nersectons had the highest tatatia significance. However, the HCQS Committe elected to retain usage ofa time-based service measure to analyze ‘motoriaed vehicle LOS on urban stress for this edition ofthe HCM, The alternative NCHRP 03-70 methodology is also presented in Chapter 18, Urban Street Segments, since itis wel suited for applications witha focus on determining multimodal LOS tradeoff and designing complete streets. Redestion Mose Pedestrian LOS for urban streets is based on apeesron LOS sore model that Includes variables determined from research on pedestrians’ perceptions of LOS, ‘These variables relate to pedesvans’ experiences walking along street inks between signaized intersections, crossing side sets atsignalizd intersections, and crosing the eet between signalize intersections. “Thelink component relates both to the density of padestelans along the street and to pedestrian comfort and perceived exposure to affic. The pedstian ‘density indicator is function of pedestrian volumes and sidewalk width while the nondensty indicators 2 function of separation fom traffic due to distance and physical objects, sidewalk presence and width, and motorized talc volumes and speeds. The worse of te two indicators is used to determine pedestrian perceived ink LOS, The nondensity indicator more commonly ‘determines LOS, but density can conto n locations used by high voimes of| pedestrians “The signalized intersection component relates to pedestrian delay and perceived exposure to or interaction with trafic. The exposure elements ofthe indiestr include potentially conflicting trafic volumes, parallel rie volumes, parallel traffic speed, crossing width and chennelzing island presence. ‘The roadway crossing component isa function ofthe lesser ofthe delay in alin for a gop to coss the stret and the delay involved in diverting othe nearest sgnalized intersection. also incorporates the ink and signalized Intersection components, which relate to the quality of the pedestrian Se aeFighway Copachy Manual A Guide for Malimadal MODI Anaya environment experienced when pedesrans diver toa signal ether because of Tower delay ora prohibition on crossings between signalizad intersections. (Overall, pedestrian LOS is improved by the provision of sidewalks, wider sidewalls «greater dogre of separation from trafic ad reduced delays Crossing the srt at both signaled and unsignalire locations Higher trafic volumes, higher traffic speeds, and wider streets tnd to reduce pedestrian LOS. Boye Mode Bicycle LOS for urban streets based on bicycle LOS score model that includes variables determined from research on biycle riders” perceptions of LOS, These variables relat obieycliss expeciences at signalized intersections and theirexperiences on sret inks between signalized intersections. The intersection component relates to bcyelist comfort and perceived exposure 0 ‘rate and ia function of separation from trafic cros-streot width, and motorized tfc volumes. The link component sary slates to comfort and perceived exposure. Ite a function of separation from tlic, motorized alle volumes, tale speeds, havy-vehicle percentage, presence of parking, ‘pavement quality, and the frequency of uneignalized intersections and idveways between traffic signals. Higher vehicle volumes, a greater proportion of trucks and busos,highor vehicle speeds, and presence of parking all decrease abicylist’s perceived comfort Striped biycle lanes or roadway shoulders ade tothe perceived sense of trafic separtion and impzove the LOS. Pavement quality atfecs bicyclist ide cnnfot Ue belles the pavement quality the betes the LOS. Transtt Mode ‘Transit LOS for urban streets is based on a frst LOS score mode that Includes variables determined from research on transit rider” perceptions of LOS. The variables relate to passengers’ experencrs walking transit stop on | the street, wating forthe tanst vehicle, and riding on the transi vehicle. The ‘walking tothe stop components base onthe sets pedestrian LOS score transit pasengers are usally pedescans before and after thes tarsi ripand improvements othe pedestrian environment along streets with transi service contribute toa bette LOS. The waiting components a function ofthe test vehicle frequency (eating to wait ime and trip-making convenience, service reliability (anplanned passenger waiting time athe stop), and the presence of shelters an Benches (which make waiting ime more comfortable). Finely, the riding-on-the-vehicl satisfaction isa Function af average tave speed (a convenience factor) and passenger lads (a cornor acto. ‘Tape Seay ond era Co Poe 33Fighway Capaciiy Manat A Guide for Mulimocal Mobily Analysis page 4 Urban Street Intersections Motorized Vehicle Mode “The service measure forthe motorized vehicle mode at all urban street Intersections including signalzed intersections, allay sror-controled fnversectons two-ay sro controled intersacsions,roundsbouts, and Interchange ramp terminalsis canta deny. ‘Contra delay which was defined in Chapter 4, Traffic Operations and Capacity Concepts is a measure of driver discomior, fusteation, fuel consumption, and inceased travel time Different variables are used to measure ‘control delay, depending on whether the intersection is ignalized or “unsgnalized, As contol delay increases, LOS worsens. The maximum control ‘lay allowed fora given LOS at unsignalized intersections is lower than for slgnalized intersections because of dillering driver expectations, Drivers ae ‘willing t tolerste onger delays a signal-controled intersections because they know thei delay wil be nite -edeston, Bicycle and Transit Modes Atte ime of publication, research was insufficient to provide pedestrian and bieyele LOS for urban street intersections excep for signalzed intersections andl for pedestrians only two-way stor-controle intersections. The HOM provides transi LOS measures only at the urban street segment and feiity levels Sune Inersections Pedestrian LOS at sgnelized intersections s based on a pedestrian LOS sore del that incorporates conflicting motorized vehicle valumes and speeds, crosswalk length, average pedestrian delay, and the prosence of rghttuen| ‘hannliaing islands. Pedestrian LOS improves with lower motorized vehicle volumes and speeds shorter crosswalk lengths, lower delay, an the provision of ight-turnchannelizng islands. Bicycle LOS at signalzed intersections is based on a bizyele LOS sore model that incorporates perceived separation from motorized vehicle traffic, motorized vehicle volumes, crossstreet width, and presence and utilization of on-street parking, Bicycle LOS improves with greater perceived separation from motorized vehicle trafic lower motorized vehicle volumes, shorter crosssreet ‘widths, and reduood on-street paring confit. Two-Way SromControled Intersections Pedestrian LOS a two-way STOP-controlled intersections is based on average pedestrian cova delay eossing the major street. Lower vehicle volumes, presence of a median, and provision of pedestrian crossing treatments that mprove motos yielding rates all help to improve pedestian LOS. Soe TRY LET SN TSHighway Capacity Manoak A Guide for Mulmadal Mabiy Anais Off-Street Pedestrian and Bicycle Facilities Pedestrian Mode Off-street facilities used exclusively by pedestrians eg. pedestian pathways plazas and sniways) use pest spre asthe service measure. AS the space avaiable to peescians increases, their ability to move t their desired speed along thee desired line of travel inerease. Therefore, se the space available 1 a podastian on an of tee fait increas, the LOS improves, ‘When an of tect faci is shared by pedestrians and bey, pedestrian quality of service is much more affected by the bicyclists using the fait than by other pedestrians because a the sped diferential between the two types of travelers: Therefore, the podastian service measure for shared oftstret faites isbased on nents the numberof times per hou that a pedestrian is met by or seed by bicyclists, The greoter the numberof bicyclists om shared fait, the lover the pedestrian LOS. Bioyete Mode Bicycle LOS for off-street bicycle facilites, both exclusive and shared, is based on a bieyle LOS sore mavel that includes variables determined fom esearch on bicycle rides! perceptions of LOS, Thes variables consist of the number of times a bicyit meets other path users per minut, the number of times per minute on average that x bicycist posses ris delayed in passing other path users the presence ofa centerline and the path width. As the number of| ‘other path users including bicyclists) increases, the LOS declines. Wider paths and the absence of a centerine contribute 0 eter LOS. age FR los oe oe Ison nave oro Selah en athens see tas ewe Se fees PaesTighway Capaciy Manval/A Guide for Mimodal Mobitiy Anais 5, REFERENCES. poem rctoerescsn | 3, Dowling, K.G, D.B. Reinke, A. Flannery, F-Ryus,M, Vande. A. ‘etre vey re Petitsch,B. W. Landis, N. M, Rouphail ad J A. Bonneson. NCHRP Report (66; Malinda! Lee of SeroceAalisfor Urban Stree. 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