Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 16, Pedestrian and Bicycle Facilities (2012) / Chapter Skim
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16 – Pedestrian and Bicycle Facilities OVERVIEW AND SUMMARY Pedestrian and bicycle facilities form essential elements of the overall transportation system, whether utilized for walking or bicycling as the primary form of travel, or as the means of accessing other transportation modes. The first pedestrian facilities, of course, date back thousands of years.
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• "Types of Pedestrian and Bicycle Improvements/Programs," which categorizes and describes the characteristics of the various treatments and approaches, for purposes of organization. • "Analytical Considerations," which discusses the limitations of available information and the conclusions which may be drawn from it.
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trips and bicycling for medium-short trips represent efficient, non-polluting, inexpensive modes of travel (Goldsmith, 1992)
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health objectives of pedestrian and bicycle facility improvements include the following (Centers for Disease Control and Prevention, 2010) : • Expand opportunities for – safe and health-enhancing transportation choices.
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and even vis-à-vis pedestrian safety. ADA requirements call for curb ramps.
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Shared Use, Off-Road Paths and Trails. Off-road paths or trails have a distinctive place in the hierarchy of non-motorized facilities, being totally separated from street traffic except at roadways.
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and bicycling. Included are development density, land use mix (diversity)
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where it takes place, or both. Such interrelationships are poorly understood, and deficiencies in data collection and analysis remain widespread (Clifton and Krizek, 2004, de Nazelle et al., 2011, Kuzmyak et al., 2011)
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Poor Survey Respondent NMT Trip Recall. A second important consideration in using travelsurvey-based information is the extent to which survey respondents may not recall or understand they should report NMT trips, particularly when not prodded to do so.
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cycling trips are to work, a far smaller portion than for motorized travel, so surveys that focus on commute trips are particularly likely to under[-emphasize] non-motorized travel" (Litman, 1999)
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surveys, such as the National Highway Transportation Safety Administration (NHTSA) and BTS 2002 summer survey and the 2007 GPS-based survey of cycling in Portland, Oregon, have treated the entire loop as a single one-way trip for purposes of trip reports (NHTSA and BTS, 2002, Dill and Gliebe, 2008)
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such matters as the reliability of self-reported socioeconomic characteristics, actions taken in daily life, and health status. On the other hand, certain self-reported information -- while perhaps useful in analysis of perceptions relevant to behavioral intervention -- comes with questions related to its use as independent variables for understanding travel behavior.
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4–6 PM) and one weekend in the midday (12–2 PM)
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and b, Jones, 2009)
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For example, proportions of trips for commuting and recreation, by adults, and -- especially on shared-use facilities -- by bicyclists, will probably be over-reported in on-facility intercept surveys. Use for running errands, by children, and by pedestrians will be underreported.
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non-motorized improvements. Introduction of pedestrian and bicycle facilities may inspire individuals to undertake walk or bicycle trips not made previously by any mode, as well as to shift from motorized to non-motorized modes.
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Interviewers on the Iron Horse Regional Trail in the San Francisco East Bay area made specific note of a tendency for interviewees to give "recreation" as a trail trip purpose when, in fact, they had actual utilitarian destinations but were choosing trail use as an exercise opportunity (East Bay Regional Park District, 1998)
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This lack of full spatial demand and supply representation may be causing underemphasis in model results on effects of facilities, and overemphasis on factors that can be described well with "trip end" data -- such as socio-economic factors or attitudes, for example. It is mainly research and subsequent applied models developed for or by regional agencies that have made use of transportation network data (e.g., Reiff and Kim, 2003, Kuzmyak, Baber, and Savory, 2006, Lawrence Frank & Co., SACOG, and Bradley, 2008)
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ranked by Scottish Physical Activity Research Collaboration (SPARC) investigators on a sevenpoint scale reflecting seven procedure-validity criteria.
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tours -- perhaps 10 miles or more in total length. An auto may be needed for the full tour even though individual trips within it could theoretically be taken by walking or bicycling (Schneider, 2010)
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neighborhoods in between. Closeness of stores was a major factor.
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overall. A larger study of marked crosswalks without traffic controls, in comparison with unmarked and uncontrolled intersection crossings, found the proportions of the young and elderly crossing four or more lanes who used the crosswalks to be 76 and 81 percent, respectively, as compared to 66 percent for all types of pedestrians.
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for the six blocks central to retail activity were 12,400 to 12,800 in 1958, well before the 1967 introduction of the transit mall, and 13,600 in 1973 after transit mall development. Introduction of parallel skywalks, starting in the mid-1970s, reduced usage into the low 7,000s as measured in 1976 and 2002.
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Melbourne, Australia, almost doubled in the first year after bicycle lane installation. After 10 years, however, it had increased by a factor of 12 (to 511 cyclists in the AM peak one hour)
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Shared Use, Off-Road Paths and Trails. The GPS route tracking studies in Portland indicate that the average cyclist making a non-recreational trip will go 55 percent out of their way to use an offroad trail instead of having to ride in mixed traffic on a street with moderately heavy volumes, or 26 percent out of their way even if the alternative is a quiet street.
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up 24 percent. Work commute mode share outcomes for the off-road paths in the other cities were not statistically significant.
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A market survey focused primarily on adjacent neighborhoods found the Burrard Bridge improvements were accompanied by a 6 percent decline in reported cross-bridge walking versus a doubling of reported cross-bridge cycling. When the NMT-only Millennium Bridge in York, England, was opened in 2001, use of walking and cycling routes on both banks grew between 1999 and 2002 by 73 percent for walkers and 31 percent for cyclists, with some route expansion involved.
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either infer effect from the strong inverse relationship to access distance or model the effect using behavioral models developed for the purpose. Orange County, California, found that when a residential area was 80 to 100 percent within 1/4 mile of a bus stop, as measured along roadway centerlines, the work commute bus mode share was 7.9 percent.
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$30,000 in 2004 dollars. The median access distance via bike was 1 mile, while the median egress distance by bike was 1/4 mile.
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Pedestrian/Bicycle Friendly Neighborhoods. Some of the more notable travel impacts of urban land use structure and design relate to their effect on use of active transportation, specifically, the decision to walk, to cycle, or to do one or both in conjunction with taking public transportation.
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itarian walking, for example, walk trips were determined to be more than twice as likely for Minneapolis-St. Paul households less than 1/8 of a mile from the nearest retail as compared to those greater than 3/8 of a mile from retail.
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including walk shares 3 to 5 times higher and bicycle shares 10 to over 25 times higher. Northcentral European NMT shares reflect major gains from low points set in the 1970s, with reversals of earlier declines correlating well with shifts in policy and funding toward substantial support for walking and bicycling.
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cycling (from 17 to 28 minutes per week) by persons living nearby who already had a bike available.
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