This paper presents the results of research to develop a national method for the multimodal assessment of the quality of service provided by an urban street. The method considers the level of service from the point of view of four types of travelers typically using the urban street: auto driver, transit passenger, bicycle rider, and pedestrian. Video laboratories and transit onboard surveys were used to develop data sets of the quality of service perceived by the general public for each of the modes of travel on the urban street. The laboratories were conducted in several different metropolitan areas of the United States. Four level-of-service (LOS) models were developed, one for each mode. The four LOS models share a common measure, user satisfaction. The models assign a letter grade LOS (A–F) based on the street cross section, intersection controls, and traffic characteristics (auto, transit, bicycle, and pedestrian volumes on the street). The models can be used in combination to compare the trade-offs of different street cross sections from the unique perspectives of each mode. The models are particularly useful for testing the impacts of converting auto through lanes to bicycle lanes, wider sidewalks, and wider planter strips.

The Florida Department of Transportation (DOT) has initiated multi-modal level-of-service (LOS) methodologies, including that for the bicycle travel mode. It has already adopted a bicycle LOS methodology for the roadway segment portion of the transportation network, the Bicycle Level of Service Model. Florida DOT’s ultimate goal is to develop corridor- and facilities-level LOS methodologies. Toward that goal, Florida DOT sponsored research to develop the first part of an intersection bicycle LOS methodology, the Intersection LOS for the bicycle through movement. This Intersection LOS for the bicycle through movement would provide a measure of the level of safety and comfort experienced by bicyclists riding through an intersection. The Intersection LOS model for the bicycle through movement is based on Pearson correlation analyses and stepwise regression modeling of approximately 1,000 combined real-time perceptions from bicyclists traveling a course through a typical U.S. metropolitan area’s signalized intersections. The study’s participants represented a cross section of age, gender, and geographic origin of the population of cyclists. Although further hypothesis testing is being conducted, the resulting general model for the Intersection LOS for the bicycle through movement is highly reliable, has a high correlation coefficient ( R2 = 0.83) with the average observations, and is transferable to the vast majority of U.S. metropolitan areas. The study reveals that roadway traffic volume, total width of the outside through lane, and the intersection (cross street) crossing distance are primary factors in the Intersection LOS for the bicycle through movement.

This paper documents a study performed to develop a level-of-service (LOS) model that accurately represents pedestrians’ perceptions of crossings at signalized intersections. This model incorporates perceived safety and comfort (i.e., perceived exposure and conflicts) and operations (i.e., delay and signalization). Data for the model were obtained from an innovative Walk for Science field data collection event and video simulations. The data consist of ( a) participants’ perceptions of safety, comfort, and operations as they walk through selected signalized intersections and ( b) the design and operational characteristics of these intersections. The resulting model provides a measure of the pedestrian's perspective on how well an intersection's geometric and operational characteristics meets his or her needs. The pedestrian LOS model for intersections described in this paper is based on Pearson correlation analyses and stepwise regression modeling of approximately 800 combined real-time perceptions (observations) from pedestrians walking a course through signalized intersections in a typical U.S. metropolitan area. The resulting general model for the pedestrian LOS at intersections is highly reliable, has a high correlation coefficient ( R2 = .73) with the average observations, and is transferable to the majority of metropolitan areas in the United States. Primary factors in the pedestrian LOS model for intersections include right-turn-on-red volumes for the street being crossed, permissive left turns from the street parallel to the crosswalk motor vehicle volume on the street being crossed, midblock 85th percentile speed of the vehicles on the street being crossed, number of lanes being crossed, pedestrian's delay, and presence or absence of right-turn channelization islands.

This paper documents a study sponsored by the Florida Department of Transportation (FDOT) to create a model that predicts how bicyclists perceive the arterial roadway environment. It builds on the highly successful adopted segment and intersection bicycling level of service (LOS) models. Data for the new bicycle LOS for arterials model were obtained from FDOT's innovative Ride for Science field data collection event and video simulations. The data consisted of participants' perceptions of how well roadways met their needs as they rode selected arterial roadways or viewed simulations of those and other roadways. The bicycle LOS for arterials model is based on Pearson correlation analyses, stepwise regression, and PROBIT modeling of approximately 700 combined realtime perceptions (observations) from bicyclists riding a course along arterial roadways. An additional 700 combined perceptions obtained from the participants viewing a video simulation (discussed in another paper) were used to refine the model for arterial roadways. The study participants represented a cross section of individuals by age, gender, riding experience, and residency. The bicycle LOS for arterials model provides a measure of the bicyclist's perspective on how well an arterial roadway's geometric and operational characteristics meets his or her needs. Although further hypothesis testing may be conducted in a future study, this model is highly reliable, has a high correlation coefficient (if2 = .74) with the average observations, and is transferable to the vast majority of metropolitan areas in the United States.

In recent years the number of kick scooters, hand cycles, wheelchairs, and other emerging user types has increased on roads and shared use trails. FHWA recognized that because AASHTO's design recommendations are based on the characteristics of bicyclists, they may not adequately accommodate other users. Further, some emerging user groups have been petitioning state legislatures throughout the United States for legal access to public roads. Consequently, determining the operating and safety characteristics of these emerging users has become important for the safe accommodation of all nonmotorized users of the transportation system. Some of the findings of research undertaken to examine the characteristics of bicyclists and emerging users are reported. Three "Ride for Science" data collection events were conducted to obtain the physical dimensions, turning capabilities, acceleration, speed, lateral operating space, and stopping sight distance of trail users. Results show that there is great diversity in the operating characteristics of various road and trail user types. AASHTO's design bicycle length of 6 ft and width of 30 in. were adequate for the majority of observed users. However, bicycle trailers and recumbent bicycles exceeded the design length. Power wheelchairs exceeded the design width. The recommended two-way trail width of 10 ft gave most users traveling single file in opposite directions enough room to pass each other, though some only barely. Results of this research will be valuable in either updating or developing new design guidelines for road and shared use path design to better accommodate emerging user groups.