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Bicycle Transportation
Published in Dušan Teodorović, The Routledge Handbook of Transportation, 2015
Christopher M. Monsere, Nick Foster, Todd Borkowitz, Sirisha Kothuri, Robert L. Bertini
Bicyclists are given priority over motor vehicles on bicycle boulevards (or neighborhood greenways), which are best suited for continuous local streets with low motor vehicle volumes (see Figure 10.5). Common features of bicycle boulevards are traffic calming, wayfinding, and stop signs turned to favor continuous bicycle traffic, while traffic diverters are used to prevent through motor vehicle movements. These provide a high level of comfort, are relatively inexpensive, and provide benefits to pedestrians and residents in terms of traffic calming.
Near misses and split routes: Comparing rider behavior, driver interaction, and route choice for cyclists
Published in Journal of Transportation Safety & Security, 2022
Joseph Edward Iuliano, Ladd Keith
Cycling for health, recreation, and commuting is rising in the U.S. People over six riding at least once a year grew from 43.27 million in 2009 to 47.88 million in 2018, a 10.7% increase (Outdoor Foundation, 2019). Bicycle commutes increased from 684,705 in 2010 to 784,707 in 2019; however, cycling represents only 0.5% of all U.S. commutes (U.S. Census Bureau, 2021). The increase in riding is due to improved cycling infrastructure, health benefits, cost savings over driving, and environmental concerns (Parker et al., 2011). Planning and transportation departments have helped increase ridership by designing and building more low-stress infrastructure, such as protected bicycle lanes, paths, “slow streets,” and bicycle boulevards (Broach et al., 2012; Dill & Carr, 2003; Dill & McNeil, 2013, 2016; Mekuria et al., 2012).
Economic impacts on local businesses of investments in bicycle and pedestrian infrastructure: a review of the evidence
Published in Transport Reviews, 2021
Jamey M. B. Volker, Susan Handy
In sum, the weight of the evidence indicates that bicycle facilities are likely to provide a positive – or at least non-negative – economic co-benefit to local retail and food service businesses, even where vehicular travel lanes or parking are removed or reduced in the process. However, there is some evidence from three of the studies reviewed that auto-focused businesses (like auto parts or repair shops, gas stations, and large home-goods stores) might experience stagnant or reduced sales (Liu & Shi, 2020b; McCoy et al., 2019; Poirier, 2018). Between the different types of bicycle facilities, the studies indicate that class II bike lanes and class IV cycle tracks might be more likely to produce positive economic benefits for local businesses than class III bicycle boulevards. The three studies that examined bicycle boulevard additions all found an unclear or insignificant economic effect (McCoy et al., 2019; Poirier, 2018; Rijo, 2015).
A GPS data-based analysis of built environment influences on bicyclist route preferences
Published in International Journal of Sustainable Transportation, 2018
Peng Chen, Qing Shen, Suzanne Childress
In the first step, two safety-related factors are selected as primary factors for the principal component analyses based on previous literature. Safety is a key concern in the bicycle route choice (Ehrgott et al., 2012; Hunt & Abraham, 2007; Teschke et al., 2012; Winters, Davidson, et al., 2011; Winters, Teschke, et al., 2011), which is measured by the posted speed limit and the bicycle facility type in this study. The bicycle facility type has four levels and is recorded on an ordered categorical scale, which includes cycle tracks,14A cycle track is a type of separated route dedicated to bicycling and walking. A cycle track is commonly placed next to a major street, but separated by a curb, a hedge, or other physical barriers. bicycle lanes,15A bike lane is an element of the paved arterial route marked with painted lines. Bike lanes are designated exclusively for cyclists, but parallel with drive lane and street parking. In Washington State, the bike lanes are of three types, including protected bike lanes, buffered bike lanes, and conventional bike lanes. bicycle boulevards,16A bike boulevard is signed as being a bike route in low-volume local streets, and may have traffic circles or speed bumps at intersections. Bicyclists use the same lanes with motorists when bicycling in the bike boulevard. and arterial routes. The posted speed limits are divided into six levels, including 0, 20, 25, 30, 35, and 40 mph. Traffic volume and the number of lanes are the two other possible factors to quantify road safety. They are excluded from this study due to the lack of required data. The BE features are measured in the unit of road segment and standardized17Standardization is to rescale the factors into a range of 0–1 bywhere X′ is the standardized value, X is the reported value, min(X) is the minimum X, and range (X) is the difference between the maximum X and minimum X. for the principal component analyses.