Projecting Reductions in Vehicle Kilometers Traveled from New Bicycle Facilities

Volker, Jamey; Handy, Susan

doi:10.32866/7766

Cited by 4 publications

(4 citation statements)

References 9 publications

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“…Current methods for estimating modal substitution factors at the project level frequently rely on intercept surveys of facility users following project construction ( 7 ). Because these surveys are applied retroactively, they have limited applicability in estimating modal substitution rates at the project planning stage.…”

Section: Literature Reviewmentioning

confidence: 99%

Evaluating Segment-Level Active Mode Shift Potential Using Desire Lines

Young¹,

Wasserman²,

Foster³

et al. 2023

Transportation Research Record: Journal of the Transportation R

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Understanding which active transportation facilities have a high potential for shifting car trips to active modes is a potent metric of success for funders seeking to make high impact transportation investments. This paper documents the development and validation of a traveler alignment analysis tool that evaluates the orientation, proximity, and magnitude of trips by distance in origin–destination (OD) desire line data to evaluate mode shift potential at the segment level. This alignment analysis operates by using line features created by a Utah statewide OD matrix of vehicle trips taken from the Replica Places activity-based modeling data platform. Additionally, the research tests the implementation of jittering, a previously proposed method for OD line disaggregation, and the impact on traveler alignment performance. To tune parameters related to proximity, angle, and trip distance, a sensitivity analysis was conducted comparing similar mode shift potential trips generated by the proposed Traveler Alignment tool and 25 StreetLight Data pass-through zone analyses. This sensitivity analysis used a mean absolute error metric to minimize estimation error and understand how altering parameters and applying jittering affected tool performance. A Pearson correlation test indicates a significant, positive linear relationship (p < 0.01) between Traveler Alignment tool outputs and results of the select-link analysis, indicating that this method produces reasonable results that may be used to evaluate different projects comparatively for their active mode shift potential.

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Section: Literature Reviewmentioning

confidence: 99%

Evaluating Segment-Level Active Mode Shift Potential Using Desire Lines

Young¹,

Wasserman²,

Foster³

et al. 2023

Transportation Research Record: Journal of the Transportation R

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“…One indication of the direction of the economic impact to local businesses of adding active travel facilities in the same area is the difference in spending habits of visitors based on the travel mode they use to get there. It is generally well established in the active travel literature that adding bicycle and pedestrian facilities to an area tends to increase cyclist and pedestrian use of that area (Volker, Handy, Kendall, & Barbour, 2019a, 2019b. That increased use should translate into increased spending at local businesses in the area if consumer spending remains the same among visitors who arrive by other travel modes (like driving and transit).…”

Section: Spending By Travel Modementioning

confidence: 99%

“…But there is evidence that active travel improvements like road diets (Gudz, Fang, & Handy, 2016;Huang, Stewart, & Zegeer, 2002) and complete streets retrofits (Shu, Quiros, Wang, & Zhu, 2014) can increase bicycling or pedestrian volumes while having little to no effect on vehicular traffic flow. In addition, a recent review of the literature on changes in bicycle ridership following installation of a new bicycle facility concluded that "sizeable percentage increases in ridership can be expected along the routes of new Class I, Class II, and Class IV facilities" (Volker et al, 2019a, p. 20;Volker & Handy, 2019).…”

Section: Implications For Practice and Future Researchmentioning

confidence: 99%

Economic impacts on local businesses of investments in bicycle and pedestrian infrastructure: a review of the evidence

Volker

Handy

2021

Transport Reviews

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Local officials in North America frequently face opposition to new or expanded bicycle or pedestrian facilities. The most vocal opponents are usually motorists and local business owners who fear that the removal of or reductions in vehicular parking or travel lanes will reduce patronage from motorists and that any increased patronage from pedestrians or cyclists will not offset the lost revenues. A lack of direct evidence on the economic impacts of facilities on local businesses has made it difficult to support or debunk such fears. A lack of quantitative evidence in particular has prevented the incorporation of such impacts into cost-benefit analyses. The issue has received enough attention from researchers in recent years that a review of the evidence is now warranted. We reviewed the relevant literature and identified 23 studies, focusing on the US and Canada, that either (1) quantified and compared consumer spending between active travellers and automobile users (n = 8), or (2) quantified an economic impact to local businesses following the installation of bicycle or pedestrian facilities (n = 15). Taken together, the studies indicate that creating or improving active travel facilities generally has positive or non-significant economic impacts on retail and food service businesses abutting or within a short distance of the facilities, though bicycle facilities might have negative economic effects on auto-centric businesses. The results are similar regardless of whether vehicular parking or travel lanes are removed or reduced to make room for the active travel facilities. The studies also highlight best practices for designing future research. Ten of the 15 studies that quantified an economic impact to local businesses used both before-and-after data and comparison sites or other statistical controls for variables unrelated to the active travel facility "treatment;" six of those used statistical testing.

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“…This is similarly reflected in the usage patterns of corridors that receive such treatments, implying that well designed interventions can increase bicycle mode share (Boss et al, 2018; Parker et al, 2013; Schoner and Levinson, 2014). A review of the literature on the impact of Class I, II, and IV bike infrastructure (exclusive bicycle ROW, designated on-street bicycle lanes, and protected on-street lanes, respectively) estimated that all three types of facilities often double ridership (Volker and Handy, 2019). The same study estimated that 10% of these new trips substituted automotive trips.…”

Section: Introductionmentioning

confidence: 99%

A barrier too far: Understanding the role of intersection crossing distance on bicycle rider behavior in Chicago

Aras

Ouellette

Jain

2023

Environment and Planning B: Urban Analytics and City Science

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For a variety of environmental, health, and social reasons, there is a pressing need to reduce the automobile dependence of American cities. Bicycles are well suited to help achieve this goal. However, perceptions of rider safety present a large hindrance toward increased bicycle adoption. These perceptions are largely influenced by the design of our current road infrastructure, including the crossing distances of large intersections. In this paper, we examine the role of intersection crossing distances in modifying rider behavior through the construction of a novel dataset integrating street widths and probable trip routes from Chicago’s Divvy bikeshare system. We compare real trips to synthetic trips that are not influenced by the width of intersections and exploit behavior differences that result from the semi-dockless nature of the bikeshare system. Our analysis reveals that bikeshare riders do avoid large intersections in limited circumstances; however, these preferences appear to be heavily outweighed by the relative spatial positions of origins and destinations (i.e., the urban morphology of Chicago). Our results suggest that specific infrastructural investments such as protected intersections could prove feasible alternatives to reduce the perception and safety concerns associated with large road barriers and enhance the attractiveness of non-motorized mobility.

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Projecting Reductions in Vehicle Kilometers Traveled from New Bicycle Facilities

Cited by 4 publications

References 9 publications

Evaluating Segment-Level Active Mode Shift Potential Using Desire Lines

Evaluating Segment-Level Active Mode Shift Potential Using Desire Lines

Economic impacts on local businesses of investments in bicycle and pedestrian infrastructure: a review of the evidence

A barrier too far: Understanding the role of intersection crossing distance on bicycle rider behavior in Chicago

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