Bicycle Level of Service: Proposed Updated Pavement Quality Index

2021 ◽  
pp. 036119812110266
Author(s):  
Jiayun Huang ◽  
Nicholas Fournier ◽  
Alexander Skabardonis
Keyword(s):  
Quality Index ◽  
Evaluation Method ◽  
Structural Integrity ◽  
Level Of Service ◽  
Point System ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Holistic Understanding ◽  
Bicycle Level Of Service ◽  
The Impact

The Highway Capacity Manual (HCM) employs a simple five-point system to assess the quality of bikeway pavement as part of the comprehensive bicycle level of service (LOS) evaluation. Unfortunately, the ambiguous and rudimentary nature of the existing HCM Pavement Quality Index (PQI) fails to offer an objective review of bikeways across different jurisdictions. In the following analysis, first is an assessment of the PQI and bicycle LOS in the HCM. To demonstrate the impact of the pavement quality rating and the importance of a more standardized evaluation method, a sensitivity analysis is performed. An improved PQI matrix is then proposed based on a comprehensive literature synthesis. The new matrix allows for a more holistic understanding of pavement quality in a three-category framework. The proposed methodology includes specifications for the functionality, structural integrity, and maintenance of bikeways. Within each category, objective thresholds are defined, such as for potholes, cracks, and maintenance routines, to minimize any potential subjectivity.

scholarly journals Pengaruh Keberadaan Pasar Sungai Lulut Terhadap Kinerja Jalan Martapura Lama KM. 05

2018 ◽  
Vol 2 (1) ◽  
pp. 10
Author(s):  
Riska Hawinuti
Keyword(s):  
Secondary Data ◽  
Degree Of Saturation ◽  
Primary Data ◽  
Level Of Service ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Geometric Conditions ◽  
Calculation Results ◽  
Side Friction ◽  
The Impact

Jalan Martapura Lama is an alternative road connecting Banjarmasin, Martapura and Banjarbaru city and it is under the administration of Banjar Regency. The existence of Sungai Lulut Market in Kilometer 05 consistently causing congestion to the area, especially during peak hours. The purpose of this study is to determine the impact of market activities on the performance of Jalan Martapura Lama KM 05 indicated by the degree of saturation (DS) and the value of the level of road service. The method of primary data collection was by conducting traffic surveys and measuring geometric conditions in the site manually on Tuesday to Thursday, 06-08 February 2018 during the morning rush hour (07.00-08.00 a.m), the noon hour (12.00-14.00 p.m) and afternoon rush hour (16.00 to 18.00 p.m) while the secondary data was obtained from the internet. The calculation refers to Indonesian Highway Capacity Manual (MKJI) 1997. From the calculation results it can be concluded that the impact of market activities on the performance of Jalan Martapura Lama KM 05 indicated by the degree of saturation (DS) and the value of road level of service with the optimum DS is 0,68 with the value of level of road service is C on Thursday’s afternoon rush hour and the minimum DS is 1.34 with the value of level of road service is F on Wednesday’s morning rush hour. With a total frequency of occurrences and side friction class of 571 frequencies, the maksimum friction is incoming and outgoing vehicles on area alongside roads (EEVs) of 446 occurrences on Tuesday in the morning rush hour.

scholarly journals Bicycle Level of Service for Route Choice—A GIS Evaluation of Four Existing Indicators with Empirical Data

2019 ◽  
Vol 8 (5) ◽  
pp. 214 ◽  
Author(s):  
Ray Pritchard ◽  
Yngve Frøyen ◽  
Bernhard Snizek
Keyword(s):  
Route Choice ◽  
Urban Environments ◽  
Level Of Service ◽  
Choice Data ◽  
Highway Capacity ◽  
Sixth Edition ◽  
Highway Capacity Manual ◽  
Match Rate ◽  
Bicycle Level Of Service

Bicycle Level of Service (BLOS) indicators are used to provide objective ratings of the bicycle suitability (or quality) of links or intersections in transport networks. This article uses empirical bicycle route choice data from 467 university students in Trondheim, Norway to test the applicability of BLOS rating schemes for the estimation of whole-journey route choice. The methods evaluated share a common trait of being applicable for mixed traffic urban environments: Bicycle Compatibility Index (BCI), Bicycle Stress Level (BSL), Sixth Edition Highway Capacity Manual (HCM6), and Level of Traffic Stress (LTS). Routes are generated based on BLOS-weighted networks and the suitability of these routes is determined by finding the percentage overlap with empirical route choices. The results show that BCI provides the best match with empirical route data in all five origin–destination pairs, followed by HCM6. BSL and LTS which are not empirically founded have a lower match rate, although the differences between the four methods are relatively small. By iterating the detour rate that cyclists are assumed to be willing to make, it is found that the best match with modelled BLOS routes is achieved between 15 and 21% additional length. This falls within the range suggested by existing empirical research on willingness to deviate from the shortest path, however, it is uncertain whether the method will deliver the comparable findings in other cycling environments.

Uncertainty in Operational Analysis of Two-Lane Highways

2002 ◽  
Vol 1802 (1) ◽  
pp. 105-114 ◽  
Author(s):  
R. Tapio Luttinen
Keyword(s):  
Input Data ◽  
Travel Speed ◽  
Level Of Service ◽  
Model Parameters ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Operational Analysis ◽  
Percent Time ◽  
Different Types ◽  
Percent Time Spent Following

The Highway Capacity Manual (HCM) 2000 provides methods to estimate performance measures and the level of service for different types of traffic facilities. Because neither the input data nor the model parameters are totally accurate, there is an element of uncertainty in the results. An analytical method was used to estimate the uncertainty in the service measures of two-lane highways. The input data and the model parameters were considered as random variables. The propagation of error through the arithmetic operations in the HCM 2000 methodology was estimated. Finally, the uncertainty in the average travel speed and percent time spent following was analyzed, and four approaches were considered to deal with uncertainty in the level of service.

Comparison of Planning and Operational Analysis Procedures for Signalized Intersections from the Highway Capacity Manual

1996 ◽  
Vol 1555 (1) ◽  
pp. 59-64
Author(s):  
Mark R. Virkler ◽  
Shashi Gannavaram ◽  
Anand Ramabhadran
Keyword(s):  
Level Of Service ◽  
Signal Timing ◽  
Highway Capacity ◽  
Operational Procedure ◽  
Highway Capacity Manual ◽  
Operational Analysis ◽  
Planning Procedure ◽  
Adjustment Factors ◽  
Cycle Lengths ◽  
Traffic Signal Timing

The 1994 update of the Highway Capacity Manual (HCM) includes a planning procedure to estimate the capacity condition of a signalized intersection (Xcm). The planning method results can also be extended to a planning application of the more data-intensive HCM operational procedure to estimate intersection critical flow-to-capacity ratio (Xc) and level of service with only planning-level data. Both the planning procedure and the planning application of the operational procedure involve default adjustment factors and synthesized traffic signal timing (called the “default signal timing”). Data from 166 Missouri intersections were used to determine how well the planning approaches predict operational analysis results. In general, the default signal timings had shorter cycle lengths than the timing plans used at pretimed signals. The shorter cycle lengths led to slightly higher flow-to-capacity ratios, since a higher proportion of each cycle was devoted to lost time. The default signal timings also had more equal flow-to-capacity ratios within critical lane groups. The shorter cycle lengths and more equal flow-to-capacity ratios led to a predicted level of service that was the same or better than that calculated for actual conditions. For the subject intersections, locally calibrated default adjustment factors yielded better predictions of flow-to-capacity ratios and level of service than the HCM defaults. The planning value for Xcm was often less than the actual Xc for operational analysis of actual conditions. This was to be expected since Xcm is based on the maximum allowable cycle length. The HCM planning procedure is expected to receive wide use in a variety of planning and design applications. Calibration of appropriate local default values should improve the accuracy of the planning procedure results.

scholarly journals A Novel Methodology for Estimating the Capacity and Level of Service for the New Mega Elliptical Roundabout Intersection

2020 ◽  
Vol 2020 ◽  
pp. 1-18 ◽  
Author(s):  
Ahmed I. Z. Mohamed ◽  
Yusheng Ci ◽  
Yiqiu Tan
Keyword(s):  
Geometric Design ◽  
Level Of Service ◽  
Highway Capacity ◽  
Operation Performance ◽  
Highway Capacity Manual ◽  
Federal Highway ◽  
Green Book ◽  
Traffic Operation ◽  
Gap Acceptance Theory ◽  
Better Than

Mega elliptical roundabout is a new intersection on rural multilane highways. This intersection was developed in a previous paper using simulation data, and the authors found that it is better than interchange (full cloverleaf) in most scenarios of traffic flow. Basically, there are no guidelines or procedures for designing mega elliptical roundabout in AASHTO Green Book, Federal Highway Administration guides, and Highway Capacity Manual. Thus, the purpose of this study is to analyze the traffic operation performance and propose a methodology for calculating the capacity of mega elliptical roundabout and also the level of service by gap acceptance theory. Moreover, this research studied the influence of different values of truck ratios and also different values of a major highway speed on geometric design and traffic operation performance for mega elliptical roundabout. To validate the thoroughness of the proposed methodology, VISSIM simulations were conducted. This research will assist practitioners in determining the appropriate geometric design, assessing mega elliptical roundabout intersections, and making comparisons with other alternatives.

scholarly journals Vehicle and Pedestrian Level of Service in Street Designs with Elements of Shared Space

2020 ◽  
Vol 2674 (9) ◽  
pp. 1084-1096
Author(s):  
Ioannis Kaparias ◽  
Rui Wang
Keyword(s):  
Video Data ◽  
Road User ◽  
Level Of Service ◽  
Highway Capacity ◽  
Vehicle Traffic ◽  
Highway Capacity Manual ◽  
Shared Space ◽  
Before And After ◽  
Traffic Volumes

Inspired by developments in urban planning, the concept of “shared space” has recently emerged as a way of creating a better public realm. This is achieved through a range of streetscape treatments aimed at asserting the function of streets as places by facilitating pedestrian movement and lowering vehicle traffic volumes and speeds. The characteristics of streets with elements of shared space point to the conjecture that traffic conditions and road user perceptions may be different to those on streets designed according to more conventional principles, and this is likely to have an impact on the quality of service. The aim of this paper is, therefore, to perform an analysis in relation to level of service (LOS) and to investigate how this may change as a result of the implementation of street layouts with elements of shared space. Using video data from the Exhibition Road site in London during periods before and after its conversion from a conventional dual carriageway to a layout featuring several elements of shared space, changes in relation to LOS for both vehicle traffic and pedestrians are investigated, by applying the corresponding methods from the 2010 Highway Capacity Manual. The results suggest that streets with elements of shared space provide a much improved pedestrian experience, as expressed by higher LOS ratings, but without compromising the quality of vehicle traffic flow, which, in fact, also sees slight improvements.

Unsignalized Intersection Analysis: Effect of Overlapping Conflicting Traffic Flow on Minor Movement Potential Capacity

1997 ◽  
Vol 1572 (1) ◽  
pp. 86-98
Author(s):  
Christopher J. Fasching
Keyword(s):  
Traffic Flow ◽  
Level Of Service ◽  
Traffic Flows ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Capacity Estimate ◽  
Potential Capacity ◽  
Count Distribution ◽  
Intersection Analysis ◽  
Poisson Count

A particular component of two-way stop unsignalized intersection analyses as presented in the 1994 Highway Capacity Manual (HCM) is described. Specifically, advantages to minor movement capacity are evaluated where traffic flows overlap in multiple lanes. From vehicular arrival data collected by the author, it was determined that the current HCM can significantly underestimate the true potential capacity of minor movements that face multiple lanes of free-flow conflicting traffic. A modification to the HCM procedure is introduced in which an “effective” conflicting flow is calculated on the basis of “blockage” caused by individual lanes of traffic, assuming a Poisson count distribution. In every case examined (24 total), a more accurate potential capacity estimate resulted relative to that determined by the HCM procedure. The modification also resulted in a more accurate level of service in 8 of the 24 cases.

Background for HCM Section on Analysis of Performance of Roundabouts

1998 ◽  
Vol 1646 (1) ◽  
pp. 54-62 ◽  
Author(s):  
Rod Troutbeck
Keyword(s):  
Empirical Model ◽  
Level Of Service ◽  
Gap Acceptance ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Using Data ◽  
Analysis Of Performance

The background to the Highway Capacity Manual (HCM) section on the analysis of the performance of roundabouts is discussed. The paper has two main objectives: to discuss the background of different techniques used to evaluate the level of service and to describe the method included in the HCM. The paper is in two parts. In the first part, the first objective is addressed and the parameters needed to predict both delay and capacity, which in turn are used to evaluate the level of service, are described. It is concluded that the gap acceptance approach is a reasonable one when the performance of roundabouts is predicted using data from uncongested sites. If there are a significant number of roundabouts with congested approaches, an empirical model should be used. It is also concluded that the results from one country cannot be immediately transferred to another. In the second part of the paper, the recommended practice included in HCM Chapter 10 is given.

Effect of Bicycles on Capacity of Signalized Intersections

1998 ◽  
Vol 1646 (1) ◽  
pp. 87-95 ◽  
Author(s):  
D. Patrick Allen ◽  
Joseph E. Hummer ◽  
Nagui M. Rouphail ◽  
Joseph S. Milazzo
Keyword(s):  
Signalized Intersections ◽  
Signalized Intersection ◽  
Motor Vehicles ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Flow Adjustment ◽  
Conflict Zone ◽  
Pedestrian Traffic ◽  
Saturation Flow ◽  
The Impact

Although much is known about the operation of signalized intersections, little or no empirical research has been conducted regarding the effect of bicycles on signalized intersection capacity. The purpose of this study was to accurately quantify the effects of bicycles on signalized intersection capacity through the videotaping of several intersections that had significant bicycle traffic. Through the videotaping of intersections in Davis, California, and Gainesville, Florida, a relationship was determined between bicycle volumes and the percent of the green phase during which bicycle traffic occupies a conflict zone between bicycles and right-turning motor vehicles. It was also determined that one can ascertain the total net occupancy due to pedestrians and bicycles by taking the overlapping effects between bicycles and pedestrians into account. Using this total occupancy due to bicycles and pedestrians, one can calculate a saturation flow adjustment factor ( fRph) that reflects the reduction in saturation flow, and ultimately lane group capacity, for lane groups containing vehicles making permissive right turns in the presence of bicycles and pedestrians. The proposed procedure yields lower saturation flows and capacities than the current Highway Capacity Manual (HCM) procedure. In other words, on the basis of empirical data, when combined with pedestrian effects, the impact of bicycles on the saturation flow of lane groups containing right-turning vehicles is probably more detrimental than previously believed, and the capacities of intersections with significant bicycle and pedestrian traffic may be overestimated by using the current HCM procedures.

Freeway Weaving: Comparison of Highway Capacity Manual 2000 and Dutch Guidelines

2003 ◽  
Vol 1852 (1) ◽  
pp. 10-18 ◽  
Author(s):  
M. M. Minderhoud ◽  
L. Elefteriadou Elefteriadou
Keyword(s):  
United States ◽  
Sensitivity Analysis ◽  
The United States ◽  
Level Of Service ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Additional Variable ◽  
Different Types ◽  
The U.S ◽  
Capacity Estimates

Weaving sections are a commonly adopted freeway facility both in the United States and in Europe. Knowledge about the capacity and level of service achievable on different types of weaving segments is necessary for the design and management of freeways. Guidelines such as those of the U.S. Highway Capacity Manual (HCM) provide capacity values for different weaving configuration types. The Dutch guidelines for the design of weaving segments are compared with those of the U.S. HCM. Differences between their respective approaches are identified, and a comparison of capacity values is conducted. It was found that there are large differences in capacity estimates for certain weaving configuration types. The results of a sensitivity analysis explain these differences in capacity values to a large extent. This analysis showed that it is important to consider the weaving proportions per leg. Currently, neither the HCM nor the Dutch approach considers different weaving flows per incoming leg. The introduction of an additional variable into the calculation procedure that takes into account the presence of asymmetrical weaving flows is recommended.

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