Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 16, Pedestrian and Bicycle Facilities (2012) / Chapter Skim
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Pages 410-441
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From page 410... ...
and Sustainability by Dannenberg, Frumkin, and Jackson, published by Island Press in August 2011. This book, aimed at students but appropriate for all involved in community design, presents indepth diagnoses of problems related to the built environment and offers practical treatments.
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From page 411... ...
The before condition was a two-lane state highway with a rural cross-section and a poorly maintained 4-foot-or-narrower asphalt sidewalk on one side for five blocks and none for an additional block. In the after condition MD 547 had been reconstructed with a two-lane curbed and drained urban section and ADA-compliant mostly 5-foot concrete sidewalks on both sides for five blocks and one side for the last block, connecting to a pre-existing side path and hiker-biker trail.
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From page 412... ...
The 90-minute count total of 46 pedestrians is inclusive of the peak evening outflow from the Metrorail station into the townhouse development. Most were walking into the development, but irrespective of direction, 80 percent chose to walk in the street behind perpendicularly parked cars rather than use the sidewalk.
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walkers and cyclists reduce their distance to 446 feet at worst, a 6 percent indirectness as compared to the 17 percent indirectness of the paved walkway. Results -- Mid-Block Crossing.
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the increase in both of the noon-hour after counts on the pre-existing proximate crosswalks, slight in one case but much greater in the other, is certainly suggestive of new walk trip crossings and improved mobility. It is obvious that the new signalized crossing meets a real need, significantly enhances downtown pedestrian circulation, and is supportive of the downtown revitalization.
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Results -- Path Connection to Transit. Construction of a pedestrian/bicycle path and stream crossing connecting Montgomery County's Randolph Hills neighborhood to the north with the Garrett Park MARC commuter rail station to the south provides a documented example of enhancing nonmotorized transportation (NMT)
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14 (42 percent) walked into Garrett Park and adjoining neighborhoods to the south and west.
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NMT traffic totals for the Rock Creek off-road hiker-biker trail compared to the parallel Beach Drive on-road bike route over the 3 hours/days were very similar, with roughly 10 off-road trail users counted for every nine on-road cyclists. The distributions of user types, however, varied considerably.
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count timing and weekend dominance of count totals, that the off-road trail alternative was the one serving a broad range of NMT modes and user types. The overall male-female balance was essentially equal.
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Results. The researchers concluded that the measures traditionally employed to predict pedestrian volumes -- population density, income, land use distribution and intensity -- are insufficient to explain the variation in pedestrian volumes.
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to work, (3.8 percent) , and 10th in taking transit to work (13.4 percent)
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are commented on in the "Results" and "More .
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Although the 1987 through 2003 cordon counts indicate no growth in bicycle shares, 1990 and 2000 Census mode share tabulations suggest otherwise, at least for journey-to-work trips headed for the downtown area. The downtown Minneapolis destination bicycle commute share grew from 2.27 percent in 1990 to 2.58 percent in 2000, a 0.31 positive percentage point shift (and a 14 percent increase)
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Vehicle volumes displaced from Nicollet Avenue averaged 6,800 per direction per hour. There was essentially no congestion accompanying this shift.
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from 13 to 96 percent, with a weighted average of 51 percent.95 These indicators in combination suggest a return, following recovery from the post-9/11 downturn, to the irregular but overall gradual upward trend in Minneapolis downtown NMT volumes (roughly 1/2 of 1 percent per year) since the mid-1960s.
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Bicycle Lanes in the Downtown Area -- Toronto, Canada Situation. Since 1993, the city of Toronto, Canada, has fine-tuned their established policy and process for implementing bicycle lanes along arterial streets mostly in the downtown area.
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Source. Macbeth, A
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installation. Bicyclists living further from Anderson road were added, as far out as the parallel roads with previously installed bicycle lanes.
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16-428 Age and Sex Class 0 to 11 12 to 17 18 to 24 25 and up Total Route Selection M F M F M F M F M F All Residence East of Anderson Using other routes before 2 3 1 7 10 12 11 23 Using Anderson before 1 3 3 5 1 1 4 5 9 14 23 Using Anderson after 1 3 3 5 1 2 8 9 13 19 32 Change from other route to Anderson a +1 +4 +4 +4 +5 +9 of 23 (39%) Residence West of Anderson Using other routes before 2 6 3 1 3 1 7 11 15 19 34 Using Anderson before 1 2 3 2 3 12 7 18 12 30 Using Anderson after 1 4 6 3 4 16 12 26 20 46 Change from other route to Anderson a +2 b +3 b +1 +1 +4 +5 +8 +8 +16 of 34 (47%)
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More .
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Analysis. Study methods applied on each of the six trails included user counts at selected trail segments made with infrared trail counters, entering/exiting user interviews with follow-up mailback questionnaires, a mail survey of "trail neighbors" (adjacent property owners)
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From page 431... ...
The demographic information obtained for users of the Indiana trails is contained within Table 16-137. The distribution of males versus females on the trails ranges all the way from 68 percent male and 32 percent female on the rural Cardinal Greenway Trail radiating out from Muncie to 46 percent male and 54 percent female on the urban Monon Trail within Indianapolis.
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Users on foot dominate especially on the urban trails, with walkers and runners totaling 64 percent in both Fort Wayne and Indianapolis. Wheeled users (bicyclists and skaters)
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because of the trail. (Less than definitive clarity is suggested by the fact that the two percentages for Muncie add to more than 100 percent.)
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health/exercise or recreation with commuting and other utilitarian transportation must be taken into account when interpreting trail use. The proportion of trips on the Monon Trail that serve to accomplish the work commute could, for example, theoretically lie somewhere between the raw figure of 5 percent and a maximum of 17 percent (5 percent primary-purpose plus 12 percent secondary-purpose)
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campaigns in Portland, Oregon; and the Whatcom Smart Trips IndiMark application in Bellingham, Whatcom County, Washington. Actions.
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The overall ongoing Whatcom Smart Trips program includes an interactive web-based Smart Trips Diary where adults living or working in Whatcom County (including British Columbia residents) can maintain a record of walking, cycling, transit, and ridesharing trips made.
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The Portland Table 16-140 entries do not include the 2003 and 2004 IndiMark-based programs. The variety of post-2004 evaluation approaches and reporting in Portland may be judged from both Table 16-140 and the results descriptions to follow.
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From page 438... ...
Portland's IndiMark individualized marketing results for 2003 and 2004 were covered in the "Response by Type of NMT Strategy" section along with selected information for subsequent years (see "Walking/Bicycling Promotion and Information" -- "Individualized Marketing" -- "U.S. Home/Community-Based Program Mode Share Results.")
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From page 439... ...
ceeding years have either increased or decreased program effectiveness as measured by travel mode shift outcomes. The Whatcom Smart Trips 2008 Bellingham application of an enhanced IndiMark protocol has produced among the largest, if not the largest, of shifts to environmentally sustainable travel modes of any major individualized marketing project to date.
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Target group shifts to active transportation modes were fairly evenly distributed across all purposes of travel, including leisure, judging by auto trip reductions by trip purpose. There was perhaps a moderately elevated impact on education and "other" purpose trips.
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From page 441... ...
Comparable information for the "Way to Go Sausalito" pilot program of 2008 reflects a much smaller-scale operation, but is of interest because all reported distributions were apparently upon participant request only. Respondent interest levels are thus more directly represented.
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