Multi-Modal Level of Service Toolkit

Overview

The 2010 Highway Capacity Manual (HCM 2010) provides detailed instructions on calculating LOS for bicycles on urban streets (at the link, segment and facility levels) and at signalized and 2-way stop intersections. (It also offers instructions on calculating LOS on two-lane highways and off-street facilities, which are not discussed here.) Bicycle LOS is integrated into HCM 2010’s multi-modal LOS, allowing the comparison of trade-offs between modes.

How to measure

The performance evaluation of urban street facilities for bicyclists includes two measures:

1. Bicycle LOS score is based on cyclists’ perception of their travel experience. It includes the following:

Volume and speed of auto traffic in the outside lane (shared with or closest to bicyclists)

Volume of heavy vehicle traffic

Number and width of all lanes in the direction of travel

Bicycle speed, including delay at intersections

Presence of bike lanes

Other space and buffering available to bicyclists outside auto lanes, including paved shoulders

On-street parking and occupancy

Pavement condition (subjectively rated from 0-5 according to HCM 2010 Exhibit 17.7.

Cities or other jurisdictions frequently calculate LOS at the link level (on a single block). In order to calculate the Bicycle LOS score for a segment that contains several links, the equation adds:

Bicycle LOS score for intersections, incorporating signal timing and bicycle flow rates

Type of intersection (signalized or two-way stop)

Midblock conflicts, including frequently-used driveways and other unsignalized intersections

2. Bicycle Travel Speed is a length-weighted aggregate of average bicycle speeds along segments within the

facility, taking into account intersection delay.

Calculating LOS 1. Bicycle running speed 2. Delay at Intersection 3. Bicycle Travel Speed

4. Bicycle LOS for Intersection 5. Bicycle LOS Score for Link 6. Link LOS

7. Bicycle LOS Score for Segment 10. Segment LOS

HCM 2010 – Bicycle LOS

Potential Applications

Development review Transportation Master Plans Bicycle Master Plans

Advantages

Easy to compare with motor vehicle,

pedestrian and transit LOS for the same

segment/facility.

Quantifies the benefits and drawbacks of

roadway design alternatives for a single

segment.

Derived from extensive research into road

user perception of conditions.

Focused on factors within the public right-of-

way, which can be addressed through

planning and engineering.

Sample Applications

HCM 2010 Pedestrian LOS evaluation methods have been incorporated into transportation modeling software,

including Complete Streets LOS (CSLOS) and Synchro Studio 8.

Fehr and Peers applied the NCHRP 370 methodology, which HCM 2010 is based on, for various projects in San

Diego that included a corridor study, community plan update, and infill development. Fehr & Peers has recently

applied the HCM 2010 methodology using CSLOS software as part of the West Los Angeles Mobility Plan.

Data Requirements

Bicycle LOS requires data inputs that are also used in HCM 2010’s auto LOS calculation.

For bicycle LOS calculations and the segment and facility levels:

Length of segment being analyzed

Auto traffic speed and volumes

Width and number of through lanes

Width of bicycle lane and/or paved shoulder

Presence and type of median

Presence of curbs

Existence and percent occupancy of on-street parking

Pavement condition (subjectively rated from 0-5 according to HCM 2010 Exhibit 17.7)

Number of driveways and side streets on a segment

Bicycle delay at intersection

Bicycle LOS score for intersection To calculate bicycle LOS at an intersection, you will also need:

Length of signal phases for through traffic and cross-traffic (green, yellow, red)

Green time through traffic

Bicycle flow rates (observed at intersections with aggressive right-turning autos, otherwise assume 2000 bikes/hr)

Disadvantages

Requires significant data inputs, many of

which must be measured in the field.

May not be feasible as a stand-alone

measure (reliant on HCM 2010 auto LOS

measures).

Heavily biased towards off-street facilities;

difficult to get an “A” score for on-street

lanes.

Levels of Analysis

Link (single block within a street facility) Urban Street Segment Urban Street Facility Signalized Intersection Two-way stop intersection

How to Calculate LOS

To calculate LOS from A-F for bicycles for a segment or facility, refer to Exhibit 16-6 in HCM 2010. The higher the Bicycle LOS score, the lower the resulting letter grade. LOS must be calculated separately for each direction of travel.