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Fitwel® Community and Commercial Sites (Beta Version)
Published in Traci Rose Rider, Margaret van Bakergem, Building for Well-Being, 2021
Traci Rose Rider, Margaret van Bakergem
Several Site Access strategies in the Community scorecard involve community design for, and support of, bicycling. Providing paved bike lanes or pathways not only encourages cycling for transportation and recreation, but also contributes to improving overall travel experience and safety within the community. Bicycle lanes and pathways in projects must be (1) separated from traffic and marked as designated bicycle lanes, (2) at least one-mile in length in one direction, and (3) either connect to an off-site network of existing bicycle lanes or connect the main project entrances to another function onsite like a common or outdoor area. Similarly, Providing regular occupants access to bicycle parking encourages the use of bicycles for transportation and recreation which can increase physical activity. Very similar to the Fitwel® Workplace scorecards, as well as credits and features from peer systems, projects must have bicycle parking located within the project boundary, free to use, covered from the elements, secured from theft, and provided for at least 2.5% of regular occupants. The parking also needs to be located nearby community or commercial destinations like areas of commerce, civic buildings, transit stopis, commercial buildings, or social spaces. Between these two strategies, communities can be designed to encourage bicycling, both as active commuting and for recreation.
Older pedestrians and cyclists
Published in Carryl L. Baldwin, Bridget A. Lewis, Pamela M. Greenwood, Designing Transportation Systems for Older Adults, 2019
Carryl L. Baldwin, Bridget A. Lewis, Pamela M. Greenwood
Bike lanes Consider including protected bike lanes on the sides of roadways or, where appropriate, in parallel with pedestrian paths.When bike lanes are part of the roadway, adding protection (physical separation between cyclists and motorists) increases safety.Keep surfaces even and markings well maintained.Where bike lanes are segregated from the roadway, ensure signal behavior is specified for bicyclists and is safely coordinated with both roadway signals and pedestrian signals. Ensure that the amber signal allows ample time for slower cyclists (e.g., minimum of 3 seconds for an average 100-foot intersection).
Modeling the competitiveness of a bike-sharing system using bicycle GPS and transit smartcard data
Published in Transportation Letters, 2022
Christian Kapuku, Seung-Young Kho, Dong-Kyu Kim, Shin-Hyung Cho
The increase in cycling travel speed also was found to increase the probability of bike-sharing competitiveness by 19% on average. The Speed difference variable provided more insight. It was found that, on average, and independent of the time of day, each km/h unit increased in the difference between bike-sharing and bus travel speeds increase the likelihood of bike-sharing trips competitiveness by 46%. The proportion of bike lane in the route was found to be the second factor with the most significant effect on bike-sharing competitiveness, especially during the off-peak time with a 42.2% increase in the likelihood of bike-sharing competitiveness. This was important for keeping bike-sharing competitive even during off-peak times, as it has been proven that bike lane provides faster, safer, and more comfortable environment for cycling (Hood, Sall, and Charlton 2011; Segadilha and Sanches 2014; Kapuku et al. 2019).
Capacity estimation of midblock bike lanes with mixed two-wheeled traffic
Published in Transportmetrica A: Transport Science, 2021
Lu Bai, Pan Liu, N.N. Sze, Amy Guo Haggart, Ching-Yao Chan, Huaguo Zhou
Capacity is an essential criterion that is used for traffic design, monitoring, prioritization and modelling of midblock bike lanes. Capacity refers to the maximum number of vehicles that can pass a given point during a specified period under the prevailing roadway, traffic, and control conditions (HCM 2010). The capacity of bike lanes is greatly affected by the road space allocated. The American Association of State Highway and Transportation Officials (AASHTO) recommends that the width of two-way off-street bike paths should be 3.0 m, where a standard width for a bike lane is approximately 1.2 m (AASHTO 2012). The Separated Bike Lane Planning & Design Guide (SBLPDG) recommends that the width of a bike lane zone should be 3.0 m for one-way separated bike paths with high volumes of bicycles, while in constrained conditions, the minimum width of a bike lane zone should be 2.4 m (SBLPDG 2015). In China, the Code for Design of Urban Road Engineering (CDURE) recommends that a standard width for a bike lane should be 1.0 m, that a separated bike path should contain at least two bike lanes, and that the total width should not be less than 2.5 m (CDURE 2012).
Cyclist injury severity analysis with mixed-logit models at intersections and nonintersection locations
Published in Journal of Transportation Safety & Security, 2021
Based on the results from the model estimation section, several policy-related recommendations are made as follows. According to the result analysis, drunk cyclists are more likely to suffer disabling and fatal injury at intersections. As such, a restriction should be made to prohibit cycling under the influence of alcohol.Because vehicle speed and speeding have a significant impact on cyclist injury severity at nonintersection locations, a speed limit sign should be placed on the long road segments to remind drivers to drive safely. In addition, bicycle facilities such as separate bike lanes need to be designed for these long road segments to improve bicyclist safety.Because of the significant impact of lighting on cyclist injury severity at intersections and nonintersection locations, road segments that have relatively high bicycle volumes and bad lighting condition should be targeted. More streetlights should be added to those road segments to prevent bicyclists from suffering severe injuries.