From one of my Public Health in Transportation Planning groups – check out the three bullets, and start thinking how much we could change transportation in Detroit just by using the overbuilt lane capacity for fully separated bike lanes, cycle tracks, bike signals, bike boxes, etc:
The results of a recent study that was supported by Active Living Research and the Oregon Transportation Research and Education Consortium (OTREC).
In the study, Portland State University researchers Joseph Broach, Jennifer Dill and John Gliebe (Gliebe is now with RSG Inc.) outfitted cyclists with GPS units to record which routes they chose and model the choices to reveal preferences. The research determined not only the attractiveness of bike lanes, bike paths and bike boulevards, but also the effect of intersection design, turns and slope—factors that proved to be as important as the bike facility itself. While some assume that cyclists take the most direct route to any destination, the research found that cyclists take significant detours to use separated bike paths and bike boulevards. The study is the first to examine bike boulevards, the low-traffic neighborhood streets tailored for cycling.
Some of the key findings:
- Separated bike paths are equivalent to reducing trip distance by 26 percent, bike boulevards by 18 percent.
- Cyclists are willing to detour 16 percent of their trip distance to avoid a left turn at a busy intersection without a traffic light.
- Each additional turn is equal to adding 7 percent of the trip distance.