Well, it is a letter (A to F) that is obtained through the average delay per vehicle computed either through equation or obtained through simulations. These can be calculated for every hour of the day, but for evident reasons, they are generally only calculated for two hours, the worst hour of the AM peak and the worst hour of the PM peak, where traffic is highest. Sometimes, off-peak traffic is also analyzed.
What if we measured a Level of service for pedestrians?
|A median allows a crossing to be made in two legs, reducing waiting times and making it safer, with a median, even arterials with high traffic flows and 2 or 3 lanes per direction can easily be crossed by pedestrians|
|A pedestrian refuge can achieve the same goal when you don't have the space for a median all along a street|
|This symbol, but flashing|
|This intersection allows pedestrians to cross only the northern approach (Taschereau Boulevard in Longueuil)|
To return to my original question: what if we accounted pedestrian delay and level of service? Well, it would have little impact on intersection performance, which averages the delays of all vehicles on all approaches. We have been so great at repressing pedestrian movements through a focus on motorized transport it is rare to see more than 100 pedestrians a day on most arterial intersections outside a few dense cities. Not surprising when these arterials serve as walls in developed areas, barriers to pedestrian and cyclist trips.
Note that there is also the possibility of shared spaces, as interesting and effective as it may be, resistance to them is high in North America and most arterials are not fit for them (shared spaces work with low speed and low traffic flow, without trailer trucks... most arterials in North America have high speed, a lot of traffic and plenty of trailer trucks).