Maryland Bicycle Level of Traffic Stress (LTS) [Maryland] Full Details

Full Details

Title:

Maryland Bicycle Level of Traffic Stress (LTS) [Maryland]

Description:

Maryland Bicycle Level of Traffic Stress (LTS) An overview of the methodology and attribute data is provided below. For a detailed full report of the methodology, please view the PDF published by the Maryland Department of Transportationhere.The Maryland Department of Transportation is transitioning from using the Bicycle Level of Comfort (BLOC) to using the Level of Traffic Stress (LTS) for measuring the "bikeability" of the roadway network. This transition is in coordination with the implementation of MDOT SHA's Context Driven Design Guidelines and other national and departmental initiatives. LTS is preferred over BLOC as LTS requires fewer variables to calculate including:Presence and type of bicycle facilitySpeed limitNumber of Through Lanes/Traffic VolumeTraditionally, the Level of Traffic Stress (LTS) (scale "1" to "4") is a measure for assessing the quality of the roadway network for its comfort with various bicycle users. The lower the LTS score, the more inviting the bicycle facility is for more audiences.LTS Methodology (Overview) MDOT's LTS methodology is based on the metrics established by the Mineta Transportation Institute (MTI) Report 11-19 "Low-Stress Bicycling and Network Connectivity (May 2012) - additional criteria refined by Dr. Peter G. Furth (June 2017) below and Montgomery County's Revised Level of Traffic Stress. Shared-use Path Data Development and ComplimentaryRoad Separated Bike RoutesDatasetA complimentary dataset - Road Separated Bike Routes, was completed prior to this roadway dataset. It has been provided to the public via (https://maryland.maps.arcgis.com/home/item.html?id=1e12f2996e76447aba89099f41b14359). This first dataset is an inventory of all shared-use paths open to public, two-way bicycle access which contribute to the bicycle transportation network. Shared-use paths and sidepaths were assigned an LTS score of "0" to indicate minimal interaction with motor vehicle traffic. Many paved loop trails entirely within parks, which had no connection to the adjacent roadway network, were not included but may be included in future iterations.Sidepaths, where a shared-use path runs parallel to an adjacent roadway, are included in this complimentary Road Separated Bike Routes Dataset. Sidepaths do not have as an inviting biking environment as shared-use paths with an independent alignment due to the proximity of motor vehicle traffic in addition to greater likelihood of intersections with more roadways and driveways. Future iterations of the LTS will assign an LTS score of "1" to sidepaths.On-street Bicycle Facility Data Development This second dataset includes all on-road bicycle facilities which have a designated roadway space for bicycle travel including bike lanes and protected bike lanes. Marked shared lanes in which bicycle and motor vehicle traffic share travel lanes were not included. Shared lanes, whether sharrows, bike boulevards or signed routes were inventoried but treated as mixed traffic for LTS analysis. The bicycle facilities included in the analysis include: Standard Bike Lanes - A roadway lane designated for bicycle travel at least 5-feet-wide. Bike lanes may be located against the curb or between a parking lane and a motor vehicle travel lane. Buffered bike lanes without vertical separation from motor vehicle traffic are included in this category. Following AASHTO and MDOT SHA design standards, bike lanes are assumed to be at least 5-feet-wide even through some existing bike lanes are less than 5-feet-wide. Protected Bike Lanes - lanes located within the street but are separated from motor vehicle travel lanes by a vertical buffer, whether by a row of parked cars, flex posts or concrete planters. Shoulders- Roadway shoulders are commonly used by bicycle traffic. As such, roadways with shoulders open to bicycle traffic were identified and rated for LTS in relation to adjacent traffic speeds and volumes as well as the shoulder width. Shoulders less than 5-feet-wide, the standard bike lane width, were excluded from analysis and these roadway segments were treated as mixed traffic. The Office of Highway Development at MDOT SHA provided the on-street bicycle facility inventory data for state roadways. The shared-use path inventory and on-street bicycle facility inventory was compiled from local jurisdiction's open-source download or shared form the GIS/IT departments. Before integrating into OMOC, these datasets were verified by conducting desktop surveys and site visits, and by consulting with local officials and residents. Data UsesThe 2022 LTS data produced through this process can be used in a variety of planning exercises. The consistent metrics applied across the state will help inform bicycle mobility and accessibility decisions at state and local levels. Primarily, the LTS analysis illustrates how bikeable Maryland roads are where the greatest barriers lie. While most roads in the state are an LTS 1, the main roadways which link residential areas with community services are typically LTS 4. In the coming months, MDOT will use the LTS in variety of way including: Conducting a bicycle network analysis to develop accessibility measures and potential performance metrics. Cross-referencing with state crash location data; Performing gap analysis to help inform project prioritization. Data Limitations A principle of data governance MDOT strives to provide the best possible data products. While the initial LTS analysis of Maryland's bicycle network has many uses, it should be used with a clear understanding of the current limitations the data presents. Assumptions - As noted earlier in this document, some of the metrics used to determine LTS score were estimated. Speed limits for many local roadways were not included in the original data and were assigned based on the functional classification of the roadway. Speed limits are also based on the posted speed limit, not the prevailing operating vehicle speeds which can vary greatly. Such discrepancies between actual and assumed conditions could introduce margins of error in some cases. As data quality improves with future iterations, the LTS scoring accuracy will also improve. Generalizations - MDOT's LTS methodology follows industry standards but needs to account for varying roadway conditions and data reliability from various sources. The LTS methodology aims to accurately capture Maryland's bicycle conditions and infrastructure but must consider data maintenance requirements. To limit data maintenance generalizations were made in the methodology so that a score could be assigned. Specifically, factors such as intersections, intersection approaches and bike lane blockages are not included in this initial analysis. LTS scores may be adjusted in the future based on MDOT review, updated industry standards, and additional LTS metrics being included in OMOC such as parking and buffer widths. Timestamped - As the LTS score is derived from a dynamic linear referencing system (LRS), any LTS analysis performed reflects the data available in OMOC. Each analysis must be considered ‘timestamped' and becoming less reliable with age. As variables within OMOC change, whether through documented roadway construction, bikeway improvements or a speed limit reduction, LTS scores will also change. Fortunately, as this data is updated in the linear referencing system, the data becomes more reliable and LTS scores become more accurate. --------------------------------------------------------------------------------------------------------------------------------------------------------------------Level of Traffic Stress (LTS) Attribute Metadata OBJECTID GIS Object IDState ID (ID) Unique identification number provided by Maryland State Highway Administration (MDOT SHA)Route ID (ROUTEID) Unique identification number for the roadway segment/record as determined by Maryland State Highway Administration (MDOT SHA) From Measure (FROMMEASURE) The mileage along the roadway record that the specific roadway conditions change and maintain the same conditions until To MeasureTo Measure (TOMEASURE) The mileage along the roadway record that the specific roadway conditions change and maintain the same conditions since From MeasureRoadway Functional Class (FUNCTIONAL_CLASS) The functional classification of the roadway as determined by the Federal Highway Administration in coordination with the Maryland Department of Transportation State Highway Administration (MDOT SHA). All roadway records have a functional classification value. The following values represent the functional classification: 1 - Local 2 - Minor collector 3 - Major collector 4 - Minor arterial 5 - Principal Arterial (other) 6 - Principal Arterial (other Freeways and Expressways) 7 - Interstate Annual Average Daily Traffic (AADT) The Annual Average Daily Traffic (AADT) represents the average number of motor vehicles that pass along a roadway segment during a 24-hour period. The value is derived from MDOT SHA's Traffic Monitoring System (TMS), the state's clearinghouse for all traffic volume records. Roadway Speed Limit (SPEED_LIMIT) The posted speed limit for a roadway segment as assigned by the MDOT SHA for state roadways and the local jurisdiction's transportation management agency. Values for SPEED_LIMIT are measured in miles per hour (mph) in 5 mph increments from 5 mph through 70 mph. Roadway Access Control (ACCESS_CONTROL) The access control indicates the types of entry points along the roadway segment, ranging from full to no access control. Interstates and other state roadways with no at-grade crossings are full access control, whereas a neighborhood street open to all modes of traffic represents a roadway with no access control. The values in ACCESS_CONTROL include:0 - Access control information is missing1 - Full access control2 - Partial access control3 - No access controlBike Facility Type (BIKE_FACILITY_TYPE) The type of on-street bicycle facility a roadway segment has. Values for BIKE_FACILITY_TYPE include:Standard - An on-street bicycle lane adjacent to a motor vehicle travel lane. Based on AASHTO guidance, standard bike lanes are assumed to be at least 5-feet-wide.Protected - An on-street bicycle lane separated from adjacent motor vehicle travel lanes by a vertical feature, whether a row of parked cars, planters, concrete barriers, flex posts or other materials. The vertical feature located in a buffer zone between the bike lane and travel lane increase the amount of protection for people using the bike laneShared Lane - A travellane shared by bicycle and motor vehicle traffic but designated by the managing agency for bicycle travel. Shared lanes include roadways with shared-lane markings (sharrows), signed bicycle routes, bicycle boulevards or neighborhood greenways. Shared lanes are treated as a <Null> value when calculating the level of traffic stress (LTS) adPPocket Lane (POCKET_LANE) A bicycle lane which continues through an intersection typically with a trough travel lane located to the left and a right-turn lane (s) located to the right. Pocket lane information was derived from MDOT SHA's Office of Highway Development's Bicycle Facility Inventory. Bike Eligible (BIKE_ELIGIBLE) Designates if a roadway segment currently has or is eligible for future bicycle improvements. This value is derived from MDOT SHA statewide and district determination based on the roadway conditions and available shoulders. Value ranges from 0 to 1 where 0 indicates that the route is not eligible to have a standard bike lane and 1 indicates that the route currently has a bicycle facility or could potential support (at least) a standard bike lane. Number of Motor Vehicle Lanes (NUMBER_THRU_LANES) The number of motor vehicle travel lanes proceeding along a roadway segment. This value ranges from 0 to 13.Speed Limit Derived (SPEEDLIMIT_DERIVED) This field indicates if the speed limit information was available in OMOC or if the speed limit needed to be inferred from the FUNCTIONAL_CLASS value. Values for SPEEDLIMIT_DERIVED range from 0 representing that the speed limit was available in OMOC and was not needed to be inferred, to 1 representing that the speed limit was NOT available in OMOC and is based on the FUNCTIONAL _CLASS of the roadway. Roadway records where the SPEEDLIMIT_DERIVED value is "1" is based on the below assumed speed limit based on the FUNCTIONAL_CLASS: Local - 25 mph Minor collector - 30 mph Major collector - 35 mph Minor arterial - 35 mph Principal Arterial (other) - 40 mph Principal Arterial (other Freeways and Expressways) - 50 mph Interstate - 55 mph AADT Derived (AADT_DERIVED) This field indicates if the traffic volume metric for calculating LTS is based on the AADT or the NUMBER_THRU_LANES. Since both metrics can represent the amount of traffic along a roadway, AADT was primarily used to determine LTS. Where the AADT is available and used to calculate LTS, AADT_DERIVED field is represented by a "0" value. If the AADT was not available, the NUMBER_THRU_LANES is used, represented by a value of "1". Shoulder Exist (SHOULDER_EXIST) This field indicates if a bikeable shoulder is available on a roadway segment. If a bikeable shoulder is present, the value is "1". If a bikeable shoulder is not available, the value is "0". Left Shoulder Width (Feet) (SHOULDER_WD_LT) The width of the shoulder on the left side of the roadway. Values are measured in ‘feet' and range from 0 to 50. The shoulder width is used to calculate LTS where the roadway has a bikeable shoulder but is not marked as a bike lane. This is represented where the BICYCYLE_FACILITY_TYPE value is <Null>. the SHOULDER_EXISTING value is 1 and the SHOULDER_WD_LT value is based on Bike Lane Reach. Right Shoulder Width (Feet) (SHOULDER_WD_RT) The width of the shoulder on the right side of the roadway. Values are measured in ‘feet' and range from 0 to 50. The shoulder width is used to calculate LTS where the roadway has a bikeable shoulder but is not marked as a bike lane. This is represented where the BICYCYLE_FACILITY_TYPE value is <Null>. the SHOULDER_EXISTING value is 1 and the SHOULDER_WD_RT value is based on Bike Lane Reach. LTS Score (Preliminary) (LTS_SCORE) Based on the MDOT LTS methodology, the LTS_SCORE is calculated based on the MDOT LTS methodology for on-street bicycle facilities. These values range includes 1, 2, 3, 4, 5 and 9. Values 1 through 5 are calculated more accurately where values of "9" indicates other fields are missing information to calculate an LTS score. Values of "9" are reflected mostly in secondary routes where the inventoried information is only available on the primary route. Routes with "9' values were corrected in the LTS_ADJUSTED field mostly reflecting the conditions on the parallel, primary route. LTS Score (Adjusted) LTS_ADJUSTED The more accurate LTS score for a roadway segment based on the MDOT LTS methodology or corrected to eliminate null values. This is the most important attribute for most applications that make use of this dataset as it represents the more accurate LTS score. GIS Shape Length (SHAPE_Length) The length of the roadway segment based on the output from LTS model.-----------------------------------------------------------------------------------------------------------Inquiries? Contact Us!For GIS \ Data: Contact Andrew Bernish (abernish@mdot.maryland.gov)

Creator:

ArcGIS Online for Maryland

Provider:

Maryland iMap

Resource Class:

Web services

Temporal Coverage:

Last modified 2024-05-29

Date Issued:

2022-04-04

Place:

Maryland

Rights:

This data is provided “AS IS” without warranty of any kind, either expressed or implied. The Maryland Department of Transportation assumes no responsibility for errors or omissions in this data or other documents which are referenced by or linked to this data. In no event shall the Maryland Department of Transportation (MDOT) be liable for any special, incidental, indirect, or consequential damages of any kind, or any damages whatsoever, including, without limitation, those resulting from loss of use, data or profits, whether or not advised of the possibility of damage, and on any theory of liability, arising out of or in connection with the user or performance of this information. This data could contain technical or other inaccuracies or typographical errors. The Maryland Department of Transportation (MDOT) may make improvements and/or changes in the product(s) and/or the program(s) described in this publication at any time.

Access Rights:

Public

Language:

English

Date Added:

2023-03-08