Metrics for Building Better Bicycle Networks

Page 1

Metrics for Building Better Bicycle Networks Presenters Daniel Turner, AICP WSP

Reed Sibley, AICP WSP

Spencer Gardner, AICP Toole Design Group

APA2017


Overview of Presentation Approach to Network Development Bicycle Level of Traffic Stress Measuring Network Connectivity Bicycle Demand Estimation Integrating in Planning and Development Process


Approach to Network Development Bicycle Level of Traffic Stress Measuring Network Connectivity Bicycle Demand Estimation Integrating in Planning and Development Process


Approach to Network Development

What are the project goals?

More people biking?

Safer streets?


Approach to Network Development

Why don’t some people bicycle?


Approach to Network Development

What changes can be made to get more people to bicycle?


Who rides?

Revisiting the Four Types of Cyclists: Findings from a national survey (TRB 2015)


Interested but Concerned

What are the concerns?

Safety Distance Weather Infrastructure


Interested but Concerned

What are the concerns? Among the interested but concerned, traffic safety fears are a key barrier, suggesting that infrastructure that reduces interactions with motor vehicle traffic may be particularly successful with this group. Revisiting the Four Types of Cyclists: Findings from a national survey (TRB 2015)


Comfort

Separation


Prospect Park West

Source: Project for Public Spaces


Prospect Park West Protected Bike Lane

190% Increase In ridership NYCDOT 2012


Prospect Park West Protected Bike Lane

32 percent of new riders under age 12. 190% Increase In ridership NYCDOT 2012


Ninth Avenue

Source: Streetsblog NYC


Ninth Avenue Protected Bike Lane

56 percent increase

34 percent decrease NYCDOT 2011


Five C’s Building a Successful Network


Approach to Network Development Bicycle Level of Traffic Stress Measuring Network Connectivity Bicycle Demand Estimation Integrating in Planning and Development Process


Bicycle Level of Traffic Stress Concept

Rate roadways for how comfortably they accommodate people on bikes using the four types as a measuring stick.


Bicycle Level of Traffic Stress Concept

Low Stress

High Stress


Bicycle Level of Traffic Stress Concept

Low Stress

High Stress


Bicycle Level of Traffic Stress Concept

Low Stress 8-80

High Stress Interested but concerned

Enthused and confident

Strong and fearless


Scoring Elements Segments


Scoring Elements Segments

Speed


Scoring Elements Segments

Speed

Bike facility


Scoring Elements Segments

Speed

Bike facility

Number of travel lanes


Scoring Elements Approaches


Scoring Elements Approaches

Bike facility


Scoring Elements Approaches

Bike facility

Interaction with turn lanes


Scoring Elements Approaches

Bike facility

Interaction with turn lanes

Curb radius (design speed)


Scoring Elements Crossings


Scoring Elements Crossings

Speed of cross traffic


Scoring Elements Crossings

Speed of cross traffic

Intersection control and crossing treatments


Scoring Elements Crossings

Speed of cross traffic

Intersection control and crossing treatments

Number of lanes to cross


Bicycle Level of Traffic Stress Methodology

Criteria for Level of Traffic Stress (LTS) for Unsignalized Crossings Without a Median Refuge Speed Limit

Width of Street Being Crossed Up to 3 Lanes

4-5 Lanes

6+ Lanes

Up to 25 mph

LTS 1

LTS 2

LTS 4

30 mph

LTS 1

LTS 2

LTS 4

35 mph

LTS 2

LTS 3

LTS 4

40+ mph

LTS 3

LTS 4

LTS 4

Lookup tables


Bicycle Level of Traffic Stress Methodology

Dutch CROW manual


Bicycle Level of Traffic Stress Methodology


Bicycle Level of Traffic Stress Methodology

8-80: LTS = 1

All LTS:

: LTS <= 2

: LTS <= 3


Weakest Link Oops


Weakest Link


Weakest Link


Other Rating Systems » Bicycle Level of Service (BLOS) » Bicycle Compatibility Index (BCI) » BAM » BSS » MM » WisDOT


Other Rating Systems Bicycle Level of Service (BLOS)

From FHWA Highway Capacity Manual


Other Rating Systems Bicycle Level of Service (BLOS)

Statistical model


Other Rating Systems Bicycle Level of Service (BLOS)

Based on participant reaction to video footage


Other Rating Systems Bicycle Level of Service (BLOS)

Letter grades A-F


Other Rating Systems Bicycle Level of Service (BLOS) Number of lanes Shoulder width

Width of travel lanes

Heavy vehicles

BLOS score

Width of bike lane

Vehicle speeds

Pavement condition

Significant data requirements


Other Rating Systems Bicycle Level of Service (BLOS)

Missing newer facility types


Other Rating Systems Bicycle Level of Service (BLOS)

Missing newer facility types


Other Rating Systems Bicycle Level of Service (BLOS) Bicycle LOS = a1 x ln(Vol15/Ln) + a2 x SPt x (1+10.38HV)2 + a3 x (1/PR5) 2 + a4 x (We) 2 + C Where: Vol15 = Volume of directional traffic in 15 minute time period Vol15 = (ADT x D x Kd) / (4 x PHF) where: ADT = Average Daily Traffic on the segment or link D = Directional Factor Kd= Peak to Daily Factor PHF = Peak Hour Factor Ln = Total number of directional through lanes SPt = Effective speed limit SPt = 1.1199 ln(SPp - 20) + 0.8103 where: SPp = Posted speed limit (a surrogate for average running speed) HV = percentage of heavy vehicles (as defined in the 1994 Highway Capacity Manual) PR5 = FHWA’s five point pavement surface condition rating We = Average effective width of outside through lane: where: We = Wv - (10 ft x % OSPA) and Wl = 0 We = Wv + Wl (1 - 2 x % OSPA) and Wl > 0 & Wps= 0 We = Wv + Wl - 2 (10 x % OSPA) and Wl > 0 & Wps> 0 and a bikelane exists where: Wt = total width of outside lane (and shoulder) pavement OSPA = percentage of segment with occupied on-street parking Wl = width of paving between the outside lane stripe and the edge of pavement Wps= width of pavement striped for on-street parking Wv = Effective width as a function of traffic volume and: Wv = Wt if ADT > 4,000veh/day Wv = Wt(2-0.00025 x ADT) if ADT ≤ 4,000veh/day, and if the street/road is undividedand unstriped


Other Rating Systems Bicycle Level of Service (BLOS) Bicycle LOS = a1 x ln(Vol15/Ln) + a2 x SPt x (1+10.38HV)2 + a3 x (1/PR5) 2 + a4 x (We) 2 + C Where: Vol15 = Volume of directional traffic in 15 minute time period Vol15 = (ADT x D x Kd) / (4 x PHF) where: ADT = Average Daily Traffic on the segment or link D = Directional Factor Kd= Peak to Daily Factor PHF = Peak Hour Factor Ln = Total number of directional through lanes SPt = Effective speed limit SPt = 1.1199 ln(SPp - 20) + 0.8103

Complex formula

where: SPp = Posted speed limit (a surrogate for average running speed) HV = percentage of heavy vehicles (as defined in the 1994 Highway Capacity Manual) PR5 = FHWA’s five point pavement surface condition rating We = Average effective width of outside through lane: where: We = Wv - (10 ft x % OSPA) and Wl = 0 We = Wv + Wl (1 - 2 x % OSPA) and Wl > 0 & Wps= 0 We = Wv + Wl - 2 (10 x % OSPA) and Wl > 0 & Wps> 0 and a bikelane exists where: Wt = total width of outside lane (and shoulder) pavement OSPA = percentage of segment with occupied on-street parking Wl = width of paving between the outside lane stripe and the edge of pavement Wps= width of pavement striped for on-street parking Wv = Effective width as a function of traffic volume and: Wv = Wt if ADT > 4,000veh/day Wv = Wt(2-0.00025 x ADT) if ADT ≤ 4,000veh/day, and if the street/road is undividedand unstriped


Other Rating Systems Bicycle Level of Service (BLOS)

Score not indexed to a particular target user


Bicycle Level of Traffic Stress Enhancements

Elevation


Bicycle Level of Traffic Stress Enhancements

Traffic volume


Bicycle Level of Traffic Stress Enhancements

Actual traffic speeds


Bicycle Level of Traffic Stress Enhancements

Additional stress categories


Case Study


Case Study: Bike Ironbound Bicycle Level of Traffic Stress

Level 1

2

3

4


Case Study: Bike Ironbound Bicycle Level of Traffic Stress

Level 1

2

3


Case Study: Bike Ironbound Bicycle Level of Traffic Stress

Level 1

2


Case Study: Bike Ironbound Bicycle Level of Traffic Stress

Level 1


Approach to Network Development Bicycle Level of Traffic Stress Measuring Network Connectivity Bicycle Demand Estimation Integrating in Planning and Development Process


Network Analysis Why?

» Quantify the impacts of high-stress links » Visualize network gaps » Identify major barriers


Bicycle Penalty Concept

Quantify network connectivity by comparing the area that can be reached by car to the area that can be reached by a lowstress bike ride within a given travel distance.


Bicycle Penalty Process Overview


Bicycle Penalty Process Overview

9 x 9 Grid (587 ft squares)


Bicycle Penalty Process Overview

9 x 9 Grid (587 ft squares) How many squares can be reached on a 1-mile drive?


Bicycle Penalty Process Overview

9 x 9 Grid (587 ft squares) How many squares can be reached on a 1-mile drive?

Car Network = 80 Squares


Bicycle Penalty Process Overview

Car Network = 80 Squares


Bicycle Penalty Process Overview

Car Network = 80 Squares


Bicycle Penalty Process Overview

Car Network = 80 Squares

Low Stress Network = 59 Squares


Bicycle Penalty Process Overview Bike Penalty =

(area accessible by car) – (area accessible by bike)

Car Network = 80 Squares

(area accessible by car)

Low Stress Network = 59 Squares


Bicycle Penalty Process Overview Bike Penalty =

Car Network = 80 Squares

(80) – (59) (80)

= 26%

Low Stress Network = 59 Squares


Case Study: Fair Haven


Case Study: Fair Haven Bicycle Penalty


Case Study: Fair Haven Bicycle Penalty

LTS 1

2

3

4


Case Study: Fair Haven Bicycle Penalty

LTS 1


Case Study: Fair Haven Bicycle Penalty


Case Study: PeopleForBikes


Case Study: PeopleForBikes Concept

Create an open source tool using freely available data to score lowstress connectivity anywhere in the USA.


Case Study: PeopleForBikes Data Sources

+ OpenStreetMap


Case Study: PeopleForBikes Access Scoring

Car Network = 4 Schools

Low Stress Network = 2 Schools


Case Study: PeopleForBikes Access Scoring

» People » Opportunity » Core Services » Retail » Recreation » Transit


Case Study: PeopleForBikes Access Scoring


Other Metrics Measuring Network Connectivity

» Basket of destinations » Bicycle Travel Time » Network coverage » Bicycle Connectivity Index (NYC method) » We could learn a lot from our friends in Wildlife Ecology


Approach to Network Development Bicycle Level of Traffic Stress Measuring Network Connectivity Bicycle Demand Estimation Integrating in Planning and Development Process


Bicycle Demand Analysis Why?

» Quantify potential need » Not reliant on existing bike usage data » Helps identify: » Priorities for improvement based on demand » Routes to connect areas of high demand


Bicycle Demand Analysis Inputs Factor

Weight

Population Density

18%

Job Density

18%

Key Destinations

35%

Schools

4%

Universities

8%

Parks

4%

Commercial

8%

Bus Stops

3%

Train Stations

8%

Equity Factors

29%

Under 18

6%

No Car Access

8%

Income <125% Poverty

5%

Bike to Work

6%

Walk or Transit to Work

4%


Bicycle Demand Analysis Bike Ironbound Example


Bicycle Demand Analysis


Approach to Network Development Bicycle Level of Traffic Stress Measuring Network Connectivity Bicycle Demand Estimation Integrating in Planning and Development Process


Integration into Planning Process Traditional Planning Process

Bicycle Level of Traffic Stress

Bicycle LTS analysis of roadways

I. Identify and Diagnose Analysis of roadway characteristics Develop list of potential bicycle improvements

II. Prescribe Solutions

Analyze potential improvements impacts on Level of Traffic Stress Recommend improvements to improve low stress connectivity

III. Evaluate Impact

Analyze LTS of roadways with assumed implementation of recommendations


Case Study



Case Study: Bike Ironbound Estimating Project Impact BEFORE


Case Study: Bike Ironbound Estimating Project Impact AFTER

*assumes separated facilities where possible


Case Study: Bike Ironbound Estimating Project Impact AFTER Low Stress Connections to Newark Penn

*assumes separated facilities where possible


Case Study: Bike Ironbound Estimating Project Impact BEFORE

AFTER


Case Study: Bike Ironbound Estimating Project Impact BEFORE

1


Case Study: Bike Ironbound Estimating Project Impact AFTER

1


Case Study: Bike Ironbound Estimating Project Impact AFTER

1

New LTS 1 Links


Case Study: Bike Ironbound Estimating Project Impact

BEFORE

AFTER

LTS 1 Miles 14%

LTS 1 Miles 30%

114% increase


Case Study: Bike Ironbound Estimating Project Impact

BEFORE

AFTER

Blocks along LTS 1 27%

Blocks along LTS 1 55%

104% increase


Case Study: NJ Complete Streets Bicycle Facility Planning Method


Bicycle Facility Planning Method Determine Desired Facility

Identify Corridor and Review Context

Assess Feasibility

(  Bicycle Facility Table)

(  Bicycle Facility Minimums)

Not Feasible

Explore Alternatives

Identify Parallel Route (less than 30% detour)

Feasible

Explore Traffic Calming Options

Not Feasible

Feasible

Design Facility

Reconfigure Alignment and/or ROW

Minimize Travel Lane Width – Provide Shoulder (if possible)


Bicycle Facility Planning Method  Bicycle Facilities Table ADT

85TH PERCENTILE SPEED ≤ 20

25

30

35

40

45

≥50

ABCDE

ABCDE

CDE

CDE

DE

DE

E

2,500-5,000

BDCE

BDCE

CDE

CDE

DE

DE

E

5,000-10,000

BDCE

BDCE

CDE

DE

DE

E

E

10,000-15,000

CDE

CDE

CDE

DE

E

E

E

DE

DE

DE

E

E

E

E

≤ 2,500

≥15,000

A: Shared-Street / Bike Boulevard B: Shared-Lane Markings C: Bike Lane D: Buffered Bike Lane E: Separated Bike Lane / Off-Road Path


Bicycle Facility Planning Method  Bicycle Facility Minimums Key Considerations:  General purpose travel lanes for motor vehicles in most contexts should be 10-11’ wide  Shared-streets have no minimum width requirements  Shared-lane markings are not appropriate on multi-lane streets Standard Bike Lane

Buffered Bike Lane

Two-Way Separated Bike Lane

Separated Bike Lane

Off-Road Path


Case Study: Arvada, CO Project Identification

All stress levels

No steep slopes

Low-stress segments; all intersections Only low-stress


Case Study: Minneapolis, MN Impact Analysis


QUESTIONS? Daniel Turner, AICP turnerdr@pbworld.com

Reed Sibley, AICP sibley@pbworld.com

Spencer Gardner, AICP sgardner@tooledesign.com


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