Application of New Pedestrian Level of Service Measures - sacog

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Application of New Pedestrian Level of Service Measures SACOG Woodland Case Study MMLOS Results Eight segments in the study area included a signalized intersection and could be evaluated by the MMLOS model. One segment scored LOS B, five scored LOS C, and two scored LOS D. See Exhibits K and M for a complete list and maps of study area segments and their corresponding LOS scores. An overall case study area score was not computed because not all intersections/segments were included in the MMLOS model analysis. Appendix D shows detailed scoring tables for each segment analyzed by the MMLOS model. Cleveland St. from Main St. to Lincoln Ave. is the only segment to score LOS B. This score was achieved through a combination of low traffic volume (4,500 ADT), narrow road width, few left and right turning vehicles, a 25 mph speed limit, and on‐street parking. The segments that scored LOS C are all two‐lane roads with a short pedestrian crossing delay and few left‐ and right‐turning vehicles. All LOS C segments have on‐street parking and a buffer between the curb and the sidewalk, which increase the perceived safety of pedestrians. Finally, all LOS C segments are low‐speed streets, with posted speeds between 25 mph and 35 mph. For the California St. segments, high‐volume cross streets with speed limits of 30 mph to 35 mph prevented a higher LOS. For the Court St. segments, high average daily traffic (ADT) and longer block lengths prevented a higher LOS. The segments that scored LOS D (Main Street segments) are four lanes with higher volumes of left‐ and right‐ turning vehicles. These segments do not have on‐street parking to act as a buffer for pedestrians. Even though the sidewalks are wider on Main Street than on the higher scoring segments, the MMLOS model does not give preference to sidewalks wider than five feet. Finally, these two segments experience higher traffic volumes (13,000 and 14,000 ADT), and one segment has a 35 mph posted speed limit. It is interesting to note that the Cleveland St. segment is the only segment that scored the same LOS in both the MMLOS model and the PPM model. This is discussed below in the “Variation in LOS Score between MMLOS and PPM” section. Variation in LOS Score between MMLOS and PPM The MMLOS model and the PPM model consider different factors and weight factors differently, causing variation in LOS scores for the same street segments. The most obvious example of this is the Main Street segments, which scored LOS A in the PPM model and LOS D in the MMLOS model. There are several reasons for this: 1) Traffic Volumes: the MMLOS model has an inverse relationship with traffic volume. As traffic volume increases, LOS decreases. The Main Street segments carry the most traffic in the study area, thus resulting in lower LOS. The PPM considers traffic volume indirectly by assigning points in a step fashion, based on the automobile LOS (i.e. LOS A, B, and C = 2 points, LOS D = 1 point, and LOS E, F = 0 points). Main Street has an automobile LOS C thus scoring the highest amount of points for that category. Issue Date: June 2011 22
Application of New Pedestrian Level of Service Measures SACOG 2) On‐Street Parking: the MMLOS model has a positive relationship with on‐street parking and with any other permanent structures that act as a barrier between the street and the pedestrian facility. Main Street does not have on‐street parking or any barrier (street trees, large planters, etc.), consequently earning lower scores. The PPM model defines a buffer as any separation between the street and sidewalk (grass, flower beds, shrubs, etc), which Main Street does have. 3) Sidewalk Width: the MMLOS model does not give preference to sidewalks wider than five feet. The PPM model gives a bonus point for a sidewalk over five feet. 4) Roadway Width: the MMLOS takes into account the width of the primary roadway as well as the width of cross streets. The PPM model only looks at the width of cross streets. Main Street is wider than other segments in the study area, and thus scores lower in the MMLOS model. However, the cross streets are relatively narrow, which boosts scores in the PPM model. 5) Speed Limit: the PPM model’s speed factor is binary. Streets with speed limits 35 mph and under get points, those over 35 mph do not. The MMLOS model addresses speed in a more linear fashion, where even small changes in speed on the primary or cross street can have an impact on the model output. This does not have a huge effect since the Main Street segments are all under 35 mph, but it does explain some of the difference in scores. Issue Date: June 2011 23
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Application of New Pedestrian Level of Service Measures - sacog

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