Application of New Pedestrian Level of Service Measures - sacog

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Application of New Pedestrian Level of Service Measures SACOG Exhibit A: Pedestrian Terminology Venn Diagram Walking Infrastructure Pedestrian Accessibility Pedestrian Oriented Land Use Physical Infrastructure: ‐Sidewalks ‐Landscaped buffers ‐Parking lanes ‐Street widths Pedestrian accessibility is defined as the “overlap” or connection between the walking infrastructure elements and land uses in a given area. Physical Characteristics: ‐Land Use types ‐Land Use Mix ‐Block sizes ‐Location of Parking Spaces Operational Features ‐Traffic Volumes ‐Speed limits Measurement: ‐Level of Service ‐e.g. A thru F score Areas with good walking infrastructure and land uses which generate a high level of pedestrian activity have good walking accessibility. Operational Features ‐Transit stations/stops Measurement: ‐Pedestrian demand ‐ e.g. pedestrian trips generated per day Issue Date: June 2011 6
3. Literature Review of Existing Analysis Tools In the literature review, staff looked at level of service, accessibility, and walkability analyses. Exhibit B below provides a brief description of each of the sources considered. Reflective of the complex nature of the pedestrian environment, the sources often covered multiple factors to varying extents, including: qualitative elements (e.g. perceived comfort, safety) land uses (e.g. destinations, frontage, block ratios) engagement (e.g. schools, communities, local agencies) transit access (e.g. stops, frequency) facilities present or absent (e.g. sidewalks, amenities) roadway characteristics (e.g. traffic volume, number of lanes) However, the focus of this project is to recognize factors that can be evaluated in SACOG’s I‐ PLACE 3 S model and quantitative, measurable, transportation‐related elements were considered in each model (Exhibit C). Selection of Models for Use in Pedestrian Level of Service Analysis After reviewing the literature, we selected two models to evaluate the case study areas. We selected two pedestrian LOS models because we felt that the models that considered surrounding land uses (walkability models) were too subjective or did not appropriately address the physical pedestrian infrastructure. We also felt that by selecting two models that both assessed pedestrian LOS we would better be able to identify common factors and draw better conclusions from the results of the analysis. Finally, by selecting two pedestrian LOS models, the data collection process was simplified and expedited. However, we do recognize the importance of walkability measures, and future study related to walkability is something that could further inform SACOG’s I‐PLACE 3 S software and SACOG’s travel demand forecasting programs. This idea is discussed further in Section 7. Conclusions. Although these models are both pedestrian LOS models, they were selected for very different reasons. The Multi‐Modal Level of Service (MMLOS) model (source “m” in Exhibits B and C) was selected because of the breadth of factors it considers, its outstanding supporting documentation, and its wide use in traffic analyses at the local level. The Pedestrian Performance Measure (PPM) model (source “n” in Exhibits B and C) was selected because its simple, point‐based system is more accessible to non‐technical staff and can be customized to include or exclude certain factors. While not as detailed as the MMLOS model, this model captures many of the most important factors that affect pedestrian LOS. 7
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