i. “Safety statistics for protected vs. unprotected bike lanes”
1. On-road bicycle lane types, roadway characteristics, and risks for bicycle crashes - https://www.sciencedirect.com/science/article/abs/pii/S0001457518304238
a. The extent to which on-road bicycle lanes reduce crash risks depends on the bicycle lane type, the roadway conditions, and the combination of these two factors. Bicycle lanes that provide greater separation between cyclists and vehicular traffic are most consistently protective.
2. Conventional or parking-protected bike lanes? A Full-Bayesian before-and-after assessment - https://www.tandfonline.com/doi/abs/10.1080/15389588.2023.2298682
a. Overall, Parking Protected Bike Lanes demonstrated positive impacts on cyclist safety in some corridors, but their performance is highly sensitive to bike path opening density, intersection density, and intersection treatments.
3. Potential risk and its influencing factors for separated bicycle paths - https://www.sciencedirect.com/science/article/abs/pii/S0001457515301299
a. The risks increase with the width of bicycle path and percentage of electric bicycles, while only for wider bicycle path (4-lane case in this study), the risks are associated with whether or not cyclists are loaded. The findings could contribute for analysis and evaluation of the safety for bicycle path.
4. “Study Shows Painted Bike Lanes Aren’t Enough” - https://www.peoplepoweredmovement.org/study-shows-painted-bike-lanes-arent-enough/
a. Article making the case that painted bike lanes don’t provide the security that they appear to..
5. “Evaluating the effectiveness of on-street bicycle lane and assessing risk to bicyclists in Charlotte, North Carolina” – https://www.sciencedirect.com/science/article/abs/pii/S0001457514003996
a. A study investigating the effectiveness of on-street bicycle lanes in reducing crashes involving bicyclists on urban roads.
6. “Evaluating the effectiveness of on-street bicycle lane and assessing risk to bicyclists in Charlotte, North Carolina” – https://www.sciencedirect.com/science/article/abs/pii/S0001457514003996
a. A study investigating the effectiveness of on-street bicycle lanes in reducing crashes involving bicyclists on urban roads.
7. “Bike lanes next to on-street parallel parking” - https://www.sciencedirect.com/science/article/abs/pii/S0001457518303981
a. This paper reviews all available studies of bicyclist position in bike lanes adjacent to on-street parking.
8. “Some cyclists say protected bike lanes in Encinitas are actually hurting cyclists” - https://www.cbs8.com/article/news/cyclists-say-protected-lanes-in-encinitas-are-actually-hurting/509-00da7b71-7a45-4d55-9094-25365f381eee
a. Shaun Wallace (2-time Olympic cyclist) told CBS 8 the problem is the protected bike lanes. He said the bollards and wheel stops are to blame for crashes.
9. “Bike Lanes Don’t Make Cycling Safe” - https://www.forbes.com/sites/dianafurchtgott-roth/2022/09/08/bike-lanes-dont-make-cycling-safe/
a. This article, written by a professor of transportation economics at Georgetown university, argues that bikes should share the street with cars.
10. “Analysis of Cycling Safety in Cambridge Under the Cycling Safety Ordinance Year-3 April 14, 2023” - https://cambridgeforall.org/s/BikeReport_Final.pdf
a. This analysis compares reported injury rates on three road segments before and after CSO installations and finds that: (1) substantially more cyclists’ injuries occur on street segments with new separated bike lanes, and (2) substantially more motorist injuries occur where there are new separated bike lanes.
11. “Some Bike Lanes Protect Cyclists Better Than Others” - https://www.forbes.com/sites/tanyamohn/2019/08/18/some-bike-lanes-protect-cyclists-better-than-others/
a. Protected bicycle lanes - separated from traffic by physical barriers like parked cars, a curb, landscaping or posts - may make cyclists feel safer and encourage more people to ride, but they vary in terms of the buffer they provide. Some leave cyclists more vulnerable to injury than others.
ii. “Design standards and guidelines for bike lane width and markings”
1. Design Guidance for Bicycle Lane Widths - https://journals.sagepub.com/doi/abs/10.3141/2520-10
a. The primary findings of the study showed that a buffered bike lane provided distinct advantages over simply widening a bike lane and that as traffic volumes and truck percentages increased, bicyclists moved away from vehicles in the travel lane and positioned themselves closer to parked vehicles or the curb. General design guidance is provided along with recommended parking lane, buffer, bike lane, and travel lane widths most applicable to urban and suburban two-lane undivided roadways with constrained roadway width.
2. Traffic impacts of bicycle facilities : final report. - https://rosap.ntl.bts.gov/view/dot/32639
a. Sharrows may alert drivers to the presence of cyclists, but traffic impacts on roadways with sharrows may not differ significantly from roadways with no facilities. Signs indicating bicyclists may occupy lanes also may alert drivers to the presence of cyclists, but this study provided no evidence that interactions on roadways marked only with signs differ from roadways with no facilities. From the perspective of reducing potential traffic impacts, bicycle lanes are to be preferred over sharrows or signage.
3. “How much space do drivers provide when passing cyclists? Understanding the impact of motor vehicle and infrastructure characteristics on passing distance” - https://www.sciencedirect.com/science/article/abs/pii/S0001457518309990
a. An article noting links between motor vehicle types and infrastructure characteristics and passing distance.
4. “The Effect of Traffic Lane Widths on the Safety of Cyclists in Urban Areas” - https://search.informit.org/doi/abs/10.3316/informit.142617743624283
a. Research shows that traffic lane width influences drivers' perceived difficulty of the task, risk perception and possibly speed choices.
iii. “Bike Lane Accidents, Injuries, and Risk Factors [To be learned from]”
1. Analysis of Bicycle Accidents and Recommended Countermeasures in Beijing, China - https://onlinepubs.trb.org/Onlinepubs/trr/1995/1487/1487-012.pdf
a. Article recommends countermeasures for bicycle accidents. Lists some data pertaining to bicycle crashes in Beijing including percentage of traffic accidents in Beijing by cause, Road distribution in bicyclist fatalities in Being.
2. A comparative study of bike lane injuries - https://journals.lww.com/jtrauma/abstract/2012/02000/a_comparative_study_of_bike_lane_injuries.20.aspx
a. Although people are increasingly using bicycle lanes for safety, this study shows that they are not definitively safer. Therefore, improvements in the policies related to implementing bicycle lane safety are needed, for example, by enforcing the use of protective gear or preventing the use of bicycle lanes by pedestrians. More safety education programs are also needed.
3. Characteristics of Multimodal Conflicts in Urban On-Street Bicycle Lanes - https://journals.sagepub.com/doi/abs/10.3141/2387-11
a. A method is described for evaluating the frequency of conflicts between bicycles that travel in on-street bicycle lanes and various other transportation modes and for identifying factors that might affect the frequency of such conflicts.
4. Assessing bicycle safety risks using emerging mobile sensing data - https://www.sciencedirect.com/science/article/pii/S2214367X24001698
a. Poor bike infrastructure poses risks, worsened by increasing e-bike ownership.
b. This paper aims to reconsider risk factors related to bicycle infrastructure safety in the context of electric bicycles sharing lanes with traditional bicycles. The results confirm the significant impact of the surge in electric bicycles, with electric bike users accounting for 72.1% of cyclists, 32.3% wearing helmets, and 8.4% riding against traffic. During the day, the highest-ranking risk factors include the type of bicycle lanes (half lacking dedicated lanes or being shared), roadside parking, and subpar road conditions. At night, insufficient street lighting are notable concerns.
5. Risk Factors for Bicycle-Motor Vehicle Collisions at Intersections - https://citeseerx.ist.psu.edu/document?repid=rep1&type=pdf&doi=c18230117294ef578eab3e5990689f3a74ed53a2
a. The study compares personal characteristics and bicycling behavior-age, sex, direction of travel (with or against traffic flow), and position on the road (roadway or sidewalk) of bicyclists involved in accidents with similar data for the general population of bicyclists observed along the same streets.
b. Cyclists 18 or older bicyclist traveling against the direction of traffic, bicyclists on a sidewalk or bicycle path are all more likely to incur risk
6. Not all protected bike lanes are the same: infrastructure and risk of cyclist collisions and falls leading to emergency department visits in three U.S. cities - http://www.safehomealabama.gov/wp-content/uploads/2019/08/cyclist_collisions_and_falls_leading_to_er_visits.pdf
a. Certain bicycle facilities are safer for cyclists than riding on major roads. Protected bike lanes vary in how well they shield riders from crashes and falls. Less frequent intersections with roads and driveways, more continuous separation, and less complexity for turning drivers crossing them appear to contribute to reduced risk in protected bike lanes. Planners should minimize conflict points when choosing where to place protected bike lanes and should implement countermeasures to increase visibility at these locations when they are unavoidable.
7. “Not all protected bike lanes are the same: Infrastructure and risk of cyclist collisions and falls leading to emergency department visits in three U.S. cities” - https://www.sciencedirect.com/science/article/abs/pii/S000145751931098X
a. This study examined the risk of collisions or falls leading to emergency department visits associated with bicycle facilities (e.g., protected bike lanes, conventional bike lanes demarcated by painted lines, sharrows) and other roadway characteristics in three U.S. cities.
8. “Fix Biking 3: Stop Making these 5 Mistakes with Bike Projects” - https://fixyourcity.substack.com/p/fix-biking-3-stop-making-these-5
a. This article points out 5 bike design choices that cities need to stop making: Bike Lanes that Suddenly End, Bike Lanes Between Parked Cars and traffic, Slip Lanes for Right Turning Cars, Paint Only, The Same Protection Regardless of Road Speed
9. “Vision Zero Crash Records Map” - https://apps.boston.gov/vision-zero/about/
a. Interactive data maps of both crash data and fatality data.
10. “Traffic deaths are a public health crisis in the U.S.” - https://harvardpublichealth.org/policy-practice/car-accidents-with-pedestrians-cyclists-are-too-common-in-u-s/
a. This article talks about the dangers of using US roads.
11. “Report: Number of pedestrians hurt, killed by cyclists going up” - https://abc7ny.com/bike-lanes-safety-cyclists-bikers/5473859/
a. Story about a woman in New York struck down by a cyclist. The man got away with no charge.
12. “Bicycle infrastructure and the incidence rate of crashes with cars: A case-control study with Strava data in Atlanta” - https://www.sciencedirect.com/science/article/abs/pii/S2214140523001056?dgcid=author
a. Protected bike lanes and buffered bike lanes had estimated protective effects on segments between intersections but estimated harmful effects at intersections. Conventional bike lanes had estimated harmful effects along segments and at intersections
13. “Bike to Work 3: Separate of Equal?” - https://www.renehersecycles.com/bike-to-work-3-separate-or-equal/
a. Most accidents involving bikes and cars occur at intersections. Leaving aside accidents that are the cyclist’s fault (and thus more easily avoidable), there are three common scenarios:
b. A car turns left and doesn’t notice an oncoming cyclist. The car turns into the cyclist’s path.
14. “How to Not Get Hit by Cars: important lessons in Bicycle Safety” - https://bicyclesafe.com/
a. This website lists the most common bike accident scenarios and gives general practical advice about biking safely.
15. “Factors Influencing Bicycle Crash Severity on Two-Lane, Undivided Roadways in North Carolina” - https://journals.sagepub.com/doi/abs/10.3141/1674-11
a. Using the ordered probit model, the effect of a set of roadway, environmental, and crash variables on injury severity is explored. Variables that significantly increase injury severity include straight grades, curved grades, darkness, fog, and speed limit. Higher average annual daily traffic, an interaction of speed limit and shoulder-width variables, and dark conditions with street lighting significantly lower injury severity. Separate models are estimated for rural and urban locations. Marginal effects of each factor on the likelihood of each injury-severity class are reported. Policy implications and possible countermeasures are then discussed.
16. “Roundabouts: Why They Are Dangerous for Cyclists and What Can Be Done about It” - https://search.informit.org/doi/abs/10.3316/informit.380126542062424
a. Many cyclists ride close to the kerb, with cars beside them 'sharing' the lane, effectively allowing two traffic streams within one lane. At a 1-lane roundabout, this creates an environment with 24 conflict points, but approaching drivers expect just 4. Drivers check the inner path for a gap, ignoring the unexpected outer path and sometimes striking a cyclist they never saw. Cyclists are safest if they merge with cars before a roundabout then ride in the middle of the driving lane. This maximises their visibility to cars, maintains a simple one-lane conflict point environment, and reduces the likely speed of impact if a collision does occur. Treatments are proposed which slow approaching, entering and circulating vehicles and facilitate central lane positioning by cyclists for maximum visibility.
17. “The Relationship between Separated Bicycle Lanes and Bicycle Crashes In Denver, Colorado.” - https://digitalcommons.unl.edu/arch_crp_theses/57/
a. The result is that a separated bike lane is estimated to increase the average number of crashes by 117% compared to a shared road. The second result showed that a cycle track facility is estimated to increase the average number of crashes 401% compared to a bike lane facility. In conclusion, a separated bicycle facility has more crashes than a shared road. Among separated bicycle facilities, a cycle track, where physically separated facilities were installed, was most likely to cause crashes.
18. “Pattern Identification from Older Bicyclist Fatal Crashes” - https://journals.sagepub.com/doi/abs/10.1177/0361198119841863
a. Some of the key findings include bicyclist fatal crashes on roadways with high posted speed being very random; higher crash occurrences on roadways with bicycle lane/shoulder/parking lane under dark conditions with no lighting, on two-way undivided roadways with bicyclists on the travel lane, and at signalized intersections (pedestrian/bicycle signal presence is unknown) with “motorists fail to yield” related crashes.
19. “Crash histories, safety perceptions, and attitudes among Virginia bicyclists” - https://www.sciencedirect.com/science/article/abs/pii/S0022437517307326
20. The results of this survey most notably show very high levels of under-reporting of bicycle crashes, with only 12% of the crashes recorded in this survey reported to police. Additionally, the results of this work show that lack of knowledge concerning bicycle laws is associated with lower levels of cycling confidence. Count model results predict that bicyclists who stop completely at traffic signals are 40% less likely to be involved in crashes compared to counterparts who sometimes stop at signals.
iv. “Electronic Micromobility and Bike Lane Safety”
1. “The popularity of e-bikes and e-scooters is soaring, but are they safe?” - https://www.health.harvard.edu/blog/the-popularity-of-e-bikes-and-e-scooters-is-soaring-but-are-they-safe-202409093069#:~:text=E%2Dbike%20injuries%20more%20than,2017%20to%2056%2C847%20in%202022.
a. The article addresses the rising popularity of micromobility and its associated risks.
2. “E-scooter injury rates are worse than motorcycles, new study finds” - https://newatlas.com/urban-transport/study-e-scooters-injury-rates-motorcycles/
a. This author writes about the degree of severity of e-scooter injuries
3. “E-Scooter and E-Bike Injuries Soar: 2022 Injuries Increased Nearly 21%” - https://www.cpsc.gov/Newsroom/News-Releases/2024/E-Scooter-and-E-Bike-Injuries-Soar-2022-Injuries-Increased-Nearly-21
a. This article analyzes annual trends in micromobility injuries in the US.
4. “Modeling faults among e-bike-related fatal crashes in China” - https://www.tandfonline.com/doi/abs/10.1080/15389588.2016.1228922
a. Safety countermeasures are proposed including (1) the deployment of traffic design and control elements including physically separated bike lanes, medians, video surveillance systems for e-bike riders, and left-turning treatments for nonmotorists (e.g., a 2-step e-bike left turning); (2) the amendment of the current traffic regulations on drunk e-bike riders and child e-bike passengers; (3) the development of a license system for specific e-bike rider groups (older and low-educated) and a safety campaign for drivers (to increase safety awareness when parking on-street or driving heavy good vehicles).
Regulations / Enforcement
i. “Boston Policy, Enforcement (and lack thereof) regarding bike lanes”
a. “Massachusetts law about bicycles” - https://www.mass.gov/info-details/massachusetts-law-about-bicycles#massachusetts-laws-
i. “A motorized bicycle shall not be operated upon any way, as defined in section one within the commonwealth by any person under sixteen years of age, nor at a speed in excess of twenty-five miles per hour. A motorized bicycle shall not be operated on any way by any person not possessing a valid driver's license or learner's permit."
b. “Cycling the Dutch way: Priority rules, fines, and signs” - https://holland2stay.com/blog/dutch-cycling-rules.html
i. The Dutch infrastructure is built for cyclists and consists of a network of clearly marked cycle paths with smooth surfaces. This article breaks down the cycling rules in the Netherlands and the fines for when cyclists don't follow these rules.
ii. Bike Lane Fining Systems
a. “Cyclists caught looking at phones in Japan could face up to six months in jail, as new stricter cycling laws take effect” - https://road.cc/content/news/phone-cyclists-japan-could-face-six-months-jail-311067
i. “According to the new law, cyclists could also be sentenced to three years in prison and fined £2,500 for riding under the influence of alcohol”
b. “Cameras turn tide on bike lane blockers” - https://bicyclenetwork.com.au/newsroom/2018/10/08/cameras-turn-tide-on-bike-lane-blockers/
i. “Paris is the first major city to deploy cameras to enforce the rules against motorists parking, stopping or otherwise blocking bike lanes.”
c. “After delays, Chicago begins automated ticketing of drivers parked in bike, bus lanes” - https://www.arcamax.com/business/businessnews/s-3474804
i. Owners of vehicles parked in bike and bus lanes downtown can now receive warnings and, soon, tickets in the mail, as a delayed program to test automated ticketing for the parking infractions has begun. (November 6th, 2024)
d. “Austin Switches To Proactive Approach To Catch Bike Lane Blockers” - https://www.kut.org/transportation/2020-01-21/austin-switches-to-proactive-approach-to-catch-bike-lane-blockers
i. “For years, the City of Austin often waited for complaints before ticketing drivers who parked in bike lanes. Now, that policy is changing: The Austin Transportation Department said Tuesday it plans to increase staffing to eventually dedicate two officers per shift to actively enforce the rules.”
e. “Iowa City expands enforcement for vehicles parking in bike lanes; violators subject to fines and towing” - https://www.bikeiowa.com/News/9352/iowa-city-expands-enforcement-for-vehicles-parking-in-bike-lanes-violators-subject-to-fines-and-tow
i. “On March 22, 2022, the City Council voted unanimously to amend an ordinance that expands the enforcement of bike lanes being blocked by parked vehicles. Enforcement staff will provide written warning/citations, accompanied by a flyer containing a QR code thatlinks to a map with available parking options in the area. New signage is posted on Clinton Street to remind drivers that no stopping, standing, or parking is allowed in bike lanes.“
f. “MTA buses will start ticketing bike lane blockers next year” - https://www.amny.com/transit/mta-buses-ticketing-bike-lane-blockers-2024/
i. “The MTA launched its Automated Bus Lane Enforcement (ABLE) program in 2019, equipping buses on certain routes with cameras that can automatically issue $50 tickets to motorists blocking bus lanes. Since then, ABLE cameras have been deployed on 21 routes and have issued more than 300,000 tickets. Next year, the MTA is rebranding ABLE as ACE — short for Automated Camera Enforcement — to reflect that equipped buses will be able to enforce against illegal parking at bus stops and double parking as well.”
g. “Philly's ‘Get Out the Bike Lane Bill' prohibiting stopping, increasing fines passes” - https://www.nbcphiladelphia.com/news/local/bike-lane-bill-philadelphia-city-council/4008530/?os=vbkn42tqhoorjmxr5b&ref=app
i. “Philadelphia City Council on Thursday unanimously passed legislation aimed at handing out hefty fines to illegally-parked drivers in hopes of protecting bicyclists on city streets.”
Master Planning
i. Bicycle Master Plan for Adana, Turkey - https://ascelibrary.org/doi/abs/10.1061/(ASCE)UP.1943-5444.0000069
a. The study is based on developing a bikeway master plan by determining the utility of bicycle routes, assessing their contributions to urban transportation, their effect on individual and social leisure time activities, and the behavior and demands of the people in the City of Adana, Turkey. Sixteen routes were evaluated according to 14 criteria that include physical and environmental conditions, land use types, and user characteristics to determine level of service. The results ranged from 2.15 to 58.32 on a 90-point scale. The total length of bicycle routes included in the study (110.9 km) reached 120 km by adding 9.1 km of additional routes to provide continuity of the routes and demands of the user. Three different bikeway types were predicted for the study area, taking into account the width of the roads, the possibilities for expansion (land use type and expropriation requirements at road boundaries), and vehicle/pedestrian circulation density. Bicycle paths that were grade-separated from pedestrian and vehicular roads formed 29.8 km. Bicycle lanes designated as pedestrian roads formed 10.2 km. Bicycle lanes designated as vehicular roads formed 80 km.
b. This is an example of a master plan.
ii. “MassAve4 Impacts Analysis” - https://www.cambridgema.gov/streetsandtransportation/policiesordinancesandplans/cyclingsafetyordinance/massave4impactsanalysis
a. A comprehensive master plan prepared for Cambridge’s Cycling and Safety Ordinance including an analysis of the impact of each street that would be affected by the installation of a bike lane.
iii. “Best Practices for Bicycle Master Planning and Design” - https://nacto.org/wp-content/uploads/2011/03/Sacramento-Best-Practices-for-Bicycle-Master-Planning-and-Design-2005.pdf
a. Example of very thorough analysis and planning which are required prior to bike lane installation. Done by the Sacramento Transportation & Air Quality Collaborative.
b. Key highlight: “The following is a list of factor that should be considered when selecting the location of bicycle facilities: Skill level of users, motor vehicle parking, barriers, crash reduction, directness, accessibility, aesthetics, personal safety/security, stops, conflicts, pavement surface quality, truck and bus traffic, traffic volumes and speeds, bridges, intersection conditions, costs/funding, state and local laws and ordinances”
iv. “City of El Paso Bike Plan” - https://altago.com/wp-content/uploads/El-Paso-Bike-Plan.pdf
a. Another example of a robust bike lane plan in El Paso, Texas
v. “City of Concord Bicycle, Pedestrian & Safe Routes to Transit Plan” - https://altago.com/wp-content/uploads/Concord-Bicycle-Pedestrian-and-Safe-Routes-to-Transit-Plan.pdf
Initial Bicycle Lane Plan for Concord, California. This plan does a good job of denoting where and which feasibilities studies need to be done. The bike parking considerations are of note as well.
Best Practices | Engineering + Design
i. “Best practices for designing safe bike lanes in cities”
a. “Austinites weigh in on $130M downtown Congress Avenue improvement project” - https://www.kvue.com/article/money/economy/boomtown-2040/downtown-congress-avenue-improvement-project-community-feedback/269-2f015bff-197d-4b2d-9693-275ce81ba87a
i. The article discusses community feedback regarding the Downtown Congress Avenue Improvement Project in Austin, Texas, which aims to enhance safety and accessibility for pedestrians, cyclists, and motorists. The project has sparked varied opinions, with some residents expressing concerns about the potential impact on traffic flow and local businesses while others support improvements to bike lanes and public spaces.
ii. The Austin Transportation and Public Works Department (TPW) held an open house downtown on the project, known as the Congress Avenue Urban Design Initiative. Example of citizen engagement that Boston should follow.
b. How to Make Protected Bike Lanes More Effective - https://www.strongtowns.org/journal/2017/7/6/how-to-make-protected-bike-lanes-more-effective
i. The article suggests ways to enhance protected bike lanes by ensuring clear separation from vehicles, prioritizing continuity across intersections, and incorporating community input in design. It emphasizes the importance of considering each lane’s unique context to improve safety and functionality for all road users.
ii. One idea is that protected bike lanes should go where people are already biking
c. Bike Lane Design: the Context Sensitive Approach - https://www.sciencedirect.com/science/article/pii/S1877705811049265
i. In this paper the authors, starting from results collected on a bike lane placed in Rimini, provide useful results for designers, construction and maintenance contractors, in order to obtain safe bike lanes.
d. Bilevel Optimization Approach to Design of Network of Bike Lanes - https://journals.sagepub.com/doi/abs/10.3141/2284-03
i. This study proposes an optimization framework for designing bike lanes in urban areas, aimed at improving cycling safety, reducing greenhouse gas emissions, and managing space constraints. Key elements include:
1. On-Road vs. Off-Road Lanes: Off-road lanes are safer but costly and limited by urban land constraints, making on-road lanes a practical and affordable alternative.
2. Optimization Framework: The framework identifies potential road links for bike lanes, weighing the benefits for cyclists (increased cycling usage) against potential drawbacks for car traffic (e.g., reduced space).
3. Bilevel Optimization Model: This two-level model considers both car and bike user benefits in the upper level and demand for each mode in the lower level. The objective function balances car users’ travel time with bike users’ distance on bike lanes.
4. Genetic Algorithm Solution: A genetic algorithm, featuring unique crossover and mutation techniques, was used to solve the model efficiently.
ii. Overall, this approach provides transport authorities with a planning tool to evaluate and optimize bike lane networks, supporting informed, balanced decisions for active transport strategies.
e. A Bilevel Mathematical Programming Model to Optimize the Design of Cycle Paths - https://www.sciencedirect.com/science/article/pii/S2352146515002793
f. Bicycle Safety Analysis at Intersections from Crowdsourced Data - https://journals.sagepub.com/doi/abs/10.1177/0361198119836764
i. Introducing STRAVA as a tool for measuring traffic data
g. Evaluation of Lane Reduction “Road Diet” Measures on Crashes and Injuries - https://journals.sagepub.com/doi/abs/10.3141/1784-11
i. Crash severity was virtually the same at road diets and comparison sites. There were some differences in crash type distributions between road diets and comparison sites, but not between the “before” and “after” periods. Conversion to a road diet should be made on a case-by-case basis in which traffic flow, vehicle capacity, and safety are all considered. It is also recommended that the effects of road diets be further evaluated under a variety of traffic and roadway conditions.
ii. You can’t just do road diets wherever in the name of promoting bike lanes
h. Bike network planning in limited urban space - https://arxiv.org/abs/2405.01770
i. This paper presents an advanced decision-support framework that can significantly aid urban planners in making informed decisions on cycling infrastructure development. Mathematically oriented.
i. How to Build the Best Bike Lane in America by Peter Trinh - https://tooledesign.com/wp-content/uploads/2019/03/ITEJ-Westlake-Article-April-2017.pdf
i. Discusses the development of the Seattle’s Westlake cycle track, which was named America’s Best New Bike Lane of 2016 by PeopleForBikes.org
j. Separated Bike Lane Planning and Design Guide - https://rosap.ntl.bts.gov/view/dot/50857
i. This Separated Bike Lane Planning and Design Guide outlines planning considerations for separated bike lanes (also sometimes called “cycle tracks” or “protected bike lanes”) and provides a menu of design options covering typical one and two-way scenarios. It highlights different options for providing separation, while also documenting midblock design considerations for driveways, transit stops, accessible parking, and loading zones. It provides detailed intersection design information covering topics such as turning movement operations, signalization, signage, and on-road markings. Case studies highlight best practices and lessons learned throughout the document. The Guide consolidates lessons learned from practitioners designing and implementing separated bike lanes throughout the U.S. It attempts to capture the current state of practice, while still recognizing that the understanding of this facility type is still evolving and that there is a need for design flexibility.
k. Bicycle-friendly roundabouts: A case-study - https://search.informit.org/doi/abs/10.3316/INFORMIT.032179159989363
i. Though roundabouts are a positive road safety treatment for cars they do not show as dramatic a reduction in road trauma for bicyclists. New Zealand crash data for 2001-2011, found almost 28% of injury crashes at roundabouts involve cyclists, while at priority-controlled intersections and signalised intersections the proportions are 8% and 5.5% respectively
l. Classification of Bicycle Traffic Patterns in Five North American Cities - https://journals.sagepub.com/doi/abs/10.3141/2339-08
i. Introduces five bicycle traffic patterns: Utilitarian, mixed utilitarian, mixed recreational, and recreational
m. Investigating the Effects of Mediated and Passive Prompts on Pedestrian and Bicycle Lane Adherence on a College Campus Footbridge - https://www.tandfonline.com/doi/abs/10.1080/01608061.2014.914008
i. The current study investigated the effects of passive prompts (e.g., posted signs) and mediated prompts (e.g., spoken reminders) encouraging the lane adherence behavior of pedestrians, bicyclists, and other transportation users (i.e., skateboarders, people riding scooters, etc.) on a college campus. Results showed an increased percentage of bridge user lane adherence compared to baseline in both the mediated and passive prompting conditions, with mediated prompting yielding higher (but not significantly higher) adherence measures across sessions. The feasibility and comparative effectiveness of each prompting method are discussed.
n. How bicycle level of traffic stress correlate with reported cyclist accidents injury severities: A geospatial and mixed logit analysis - https://www.sciencedirect.com/science/article/abs/pii/S0001457517303160
i. Introduces the concept of “level of traffic stress” – a correlate for cyclist accident injury severity. This can help with the process of analyzing sites prior to the commencement of the construction of bike lanes.
o. Fundamentals of Bicycle Boulevard Planning & Design - https://citeseerx.ist.psu.edu/document?repid=rep1&type=pdf&doi=5077de26f11dbf30ab7c540ef47f8b784827f690
p. The impact of target speed on pedestrian, bike, and speeding crash frequencies - https://www.sciencedirect.com/science/article/abs/pii/S000145752300310X
i. This research aims to investigate the influence of adopting the target speed concept on different types of crashes including pedestrian, bike, and speeding-related crashes. The Target speed is the highest speed that vehicles should operate on a roadway segment in a specific context. The results showed a significant reduction in the three crash types when using the target speed.
q. Database improvements for motor vehicle/bicycle crash analysis - https://injuryprevention.bmj.com/content/21/4/221.short
i. Article suggests improvements in bicycle incident reporting. Police templates should include additional bicycle-crash-scene codes for entry into spreadsheets. Crash analysis, including with big data, could then be conducted on bicycle environments, motor vehicle potential impact points/doors/mirrors, bicycle potential impact points, motor vehicle characteristics, location and injury.
r. Optimal Design of Bike Lane Facilities in an Urban Network – https://citeseerx.ist.psu.edu/document?repid=rep1&type=pdf&doi=68c008ec35cf3898ce66999fcb80a827216e346e
i. Design guideline by Australian authors
s. Bicycle suitability criteria : literature review and state-of-the-practice survey - https://rosap.ntl.bts.gov/view/dot/14424
i. This research report reviews and summarizes bicycle suitability criteria being used in the United States presents preliminary conclusions, and makes preliminary recommendations regarding such criteria.
t. 3 Where do bike lanes work best? a bayesian spatial model of bicycle lanes and bicycle crashes - https://injuryprevention.bmj.com/content/23/Suppl_1/A1.3.abstract
i. The effectiveness of bicycle lanes appears to depend most substantially on the configuration of the adjacent intersections. Results also suggest locations at which the greatest absolute reduction in bicycle crash odds could occur by installing bicycle lanes.
u. “Best Practices in Bicycle Lane Designs” - https://bikingcupertino.com/2015/02/20/best-practices-in-bicycle-lane-designs/
i. This article describes some sound elements of bike lane design including: Protected bike lanes/cycletracks, Protected intersections, median bike lanes, and raised bike lanes.
v. “Which is Safest? A quick guide to Bike Boulevards, Trails and Bike lanes” - https://walkbikecupertino.org/2019/07/quick-guide-to-the-different-classes-of-bike-lanes/
i. This article introduces four classes of bike facilities and ranks them by safety.
w. “5 design principles for successful bicycle infrastructure” – https://dtvcapacitybuilding.com/blog/5-design-principles-for-successful-bicycle-infrastructure/
i. This article discusses 5 design principles for successful bicycle infrastructure: Cohesion, Directness. Safety, Comfort, and Attractiveness
x. “Planning Principles for Urban Bicycling Networks” - https://www.cambridgema.gov/-/media/Files/CDD/Transportation/Bike/bikeplan/2020/finalchaptersjune2021/4facilitytoolbox_20210618.pdf
i. Key Design Principles:
1. Bicycle travel on all streets should be direct, continuous, safe, and convenient
2. Facility improvement will aim to accommodate people of all ages, abilities and identities.
3. All streets will be evaluated for how they can be improved for bicycling as they are constructed or reconstructed; improvements will be considered for all streets, whether or not they are specifically identified in the Network Vision
4. Streets on the Bicycle Network Vision will be designed with respect to their role as designated in the Vision and in accordance with the Cycling Safety Ordinance
5. Off-road facilities will be expanded and connected to existing networks within the city and region. Off-road facilities are desirable along high-speed and high-volume roadways, along rail corridors, and to provide access to parks and recreational areas. Note that many off-road facilities in the city are owned by other entities (e.g., the State Dept. of Conservation and Recreation) so coordination with others will be needed.
6. Local street improvements will be made to create Bicycle Priority Streets following the Network Vision and using a variety of treatments described in this chapter; the specific treatments used will be determined on a case-by-case basis.
y. “Creating Walkable + Bikeable Communities: A user guide to developing pedestrian and bicycle master plans” - https://ppms.trec.pdx.edu/media/project_files/IBPI%20Master%20Plan%20Handbook%20FINAL.pdf
z. “Federal Transit Administration Research: Manual on Pedestrian and Bicycle Connection to Transit” - https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/64496/ftareportno0111.pdf
aa. “Fundamentals of Bicycle Boulevard Planning & Design” - https://trec.pdx.edu/sites/default/files/BicycleBoulevardGuidebook%28optimized%29.pdf
bb. “Research reveals perceptions, safety and use of protected bike lanes” – https://trec.pdx.edu/news/research-reveals-perceptions-safety-and-use-protected-bike-lanes
i. A research study released Monday by the National Institute for Transportation and Communities program offers the most comprehensive evaluation of protected bicycle lanes to date.
cc. “Biking Safely Through the Intersection: Guidance for Protected Bike Lanes” – https://trec.pdx.edu/news/biking-safely-through-intersection-guidance-protected-bike-lanes
i. Report on bike lane intersections designs
ii. Introduces multiple types of intersection designs: Separated Bike Signal Phase, Bend-In, Bend-Out, No-Bend/Straight-Path, Lateral Shift, Mixing Zone
dd. “Evaluation of Bus-Bicycle and Bus/Right-Turn Traffic Delays and Conflicts” – https://trec.pdx.edu/research/project/1186
i. This project builds on existing UTC-funded work using high-resolution bus GPS data to analyze bus behavior and movement, analysis of transit signal priority, and the design and analysis of innovative bicycle infrastructure. In particular, the research focuses on the impact of bus stop location and bicycle facility on the type and frequency of bicycle-bus conflicts and bus delay.
ee. “Regional Bicycle & Pedestrian Plan for Southern Nevada” - https://altago.com/wp-content/uploads/RTC-Regional-Bicycle-and-Pedestrian-Plan.pdf
i. A regional bicycle plan for Southern Nevada that can be referenced to compare best practices. This guide thinks about design and policy practices very thoughtfully.
ii. “Examples of Poor Design in Bike Lanes”
a. “You’ve really got to expect the unexpected”: Driving instructor says “chaotic, distracting” new roundabout with cycle lanes, 36 traffic lights, and coloured surfaces has “too much to look at” - https://road.cc/content/news/driving-instructor-slams-distracting-new-roundabout-310931
i. A driving instructor has criticized a newly designed roundabout for being visually distracting, citing safety concerns for drivers and cyclists. The instructor argues that the design does not adequately prioritize safety, potentially leading to confusion and accidents among road users.
b. “Las Vegas doesn’t really want me to ride my bicycle” - https://thenevadaindependent.com/article/las-vegas-doesnt-really-want-me-to-ride-my-bicycle
i. The article discusses the challenges faced by cyclists in Las Vegas, highlighting the city's lack of adequate infrastructure and safety measures for biking. It emphasizes that despite some efforts to promote cycling, the city remains largely unfriendly to cyclists, creating an environment where riding a bike feels unsafe and impractical.
ii. “Just throwing bike lanes into a city doesn’t make a city bike-friendly”
c. “Records Show New York City’s Bike Lanes Project Is Falling Short” - https://themidtowngazette.com/2022/10/records-show-new-york-citys-bike-lanes-project-is-falling-short/
i. A bike lane tracker shows New York City has installed only 7.2 miles of protected bike lanes this year, out of 30 miles required by law.
ii. “There doesn’t seem to be a huge amount of coordination [among contractors] to try to really start projects and then get all the elements together and completed,” said Chamberlin.
iii. Similar to Boston, there doesn’t seem to be a cohesive process in bike lane design and implementation.
d. The bike lane haters in the Sun-Times aren’t completely wrong - https://chi.streetsblog.org/2023/04/04/the-bike-lane-haters-in-the-sun-times-arent-completely-wrong
i. The article discusses criticism of bike lanes in Chicago, acknowledging some valid concerns raised by detractors about safety and traffic flow. While the piece emphasizes the importance of cycling infrastructure, it also advocates for more thoughtful planning and community engagement to address the legitimate issues surrounding bike lane implementation.
e. “Not just bikes: new paper says bike lane design must evolve” - https://bikeportland.org/2023/03/21/not-just-bikes-new-paper-says-bike-lanes-must-evolve-as-vehicles-do-371644/amp
i. Despite the fact that bike lanes aren’t juts used by people on regular bikes anymore (I.E. Lime e-scooters, large cargo bikes, and electric one-wheelers, bikeway design has largely stayed the same).
f. “A review of sustainable network design for road networks” - https://link.springer.com/article/10.1007/s12205-016-1729-1
i. In this paper, we provide a review on the sustainable road Network Design Problem (NDP). Specifically, an overview on the three dimensions of sustainable development (i.e., economic, environmental, and social) is first provided, focusing on their representative performance measures relevant to road NDP. Then, we review the existing studies with the classification system of economy and environmentoriented sustainable NDP, economy and equity-oriented sustainable NDP, and three-dimensional sustainable NDP.
iii. “Impact of bike lanes on urban traffic flow and congestion”
a. Evaluating bicycle–vehicle conflicts and delays on urban streets with bike lane and on-street parking - https://www.tandfonline.com/doi/abs/10.1080/19427867.2016.1207365
i. Results show that there are mainly two types of conflicts between bikes and vehicles, namely the frictional conflicts and blocking conflicts. The frequency of the two conflicts is affected by the density of bicycle and vehicle traffic as well as the width of bike lane. Vehicular delays are evaluated for different traffic situations with the consideration of different occupations of parked vehicles. Policy suggestions regarding the bike lane design and parking hour permit are discussed to reduce the conflicts and delay.
b. Do Safe Bike Lanes Really Slow Down Cars? A Simulation-Based Approach to Investigate the Effect of Retrofitting Safe Cycling Lanes on Vehicular Traffic - https://www.mdpi.com/1660-4601/19/7/3818
i. Using a traffic simulation approach, we modelled travel demand that suits suburban trips to services and shops, and we selectively applied separate cycling lanes to suitable residential streets and varied the effect of lowering speed limits. Simulations show that the selective inclusion of safe cycling lanes in some streets leads to a mere 7% increase in the average car travel times in the worst case, while requiring cyclists to increase their travel distance only marginally to avoid streets without dedicated cycling lanes…. There is significant potential to enhance the result by including more street types and alternative designs.
c. Traffic flow at signalized intersections with large volumes of bicycle traffic - https://www.sciencedirect.com/science/article/abs/pii/S0965856421003086
i. This paper examines how increasing bicycle traffic in cities affects vehicle flow and intersection capacity, especially at signalized intersections. Key findings and methods include Impact on Intersection Capacity: Higher bicycle traffic can reduce the capacity for vehicles, particularly those crossing, turning right, or left at intersections. Bicyclists turning left tend to impede vehicular flow the most.
d. “Planning Bike Lanes with Data: Ridership, Congestion, and Path Selection” - https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4055703
i. Very dense text saying that using the most efficient and sophisticated model, ridership will increase from 3.6 to 6.1, with an increase of 9.4% in driving times. They found that less efficient models will have worse results for ridership and driving time.
e. “Bike Lanes Don’t Cause Traffic Jams If You’re Smart About Where You Build Them” - https://fivethirtyeight.com/features/bike-lanes-dont-cause-traffic-jams-if-youre-smart-about-where-you-build-them/
i. Bike Lanes increase traffic depending on their configuration.
f. “City of Boston responds to concerns over new bike lanes stalling ambulances” - https://www.boston25news.com/news/local/suffolk-county/city-boston-responds-concerns-over-new-bike-lanes-stalling-ambulances/OVQULYBVYBBVVOOKYHY3GOCM74/
i. Several first responders, who did not want to be named, told Boston 25 News that separated bike lane posts are preventing cars from pulling over to the right in some places.
g. “Bike lanes don’t just benefit cyclists” - https://commonwealthbeacon.org/opinion/bike-lanes-dont-just-benefit-cyclists/#:~:text=These%20findings%20highlight%20that%20bike,lanes%20contribute%20to%20climate%20sustainability.
i. This article is about the theoretical benefits of biking, but inadvertently brings someof the issues caused by bike lanes to light, specifically, the impediment of delivery vehicles and the reduction of car lanes.
h. [2018] “Obstructed Chicago Bike Lanes Become Increasing Problem for Cyclists” - https://www.nbcchicago.com/news/local/obstructed-chicago-bike-lanes-become-increasing-problem-for-cyclists/2038132/
i. “A growing number of bicycling enthusiasts in Chicago are raising serious complaints about vehicles obstructing their protected bike lanes. Now they are sharing images of blocked bike lanes with the world to show how risky their rides can be each day.”
iv. “Protective Barriers [looking for articles, but also images as to how different types of barriers look]”
a. Influence of Bike Lane Buffer Types on Perceived Comfort and Safety of Bicyclists and Potential Bicyclists - https://journals.sagepub.com/doi/abs/10.3141/2520-15
i. Findings suggest that striped or painted buffers offer some level of increased comfort, whereas buffers with some sort of physical protection, even protection as minimal as a plastic flexpost, yield significant increases in perceived comfort for potential cyclists with safety concerns (the interested but concerned). Of residents living near recently built protected bike lanes, 71% of all residents and 88% of the interested but concerned indicated that they would be more likely to ride a bicycle if motor vehicles and bicycles were physically separated by a barrier.
b. Tech Talk: 19 beautiful ways to protect bike lanes (photos) - https://www.peopleforbikes.org/news/tech-talk-19-beautiful-ways-to-protect-bike-lanes-photos
i. Great resource with a variety of different creative and functional bike lane protective barrier (with images).
v. “Bike Engineering Studies”
a. “Street typology and bicyclist safety : a systems approach” - https://dspace.mit.edu/handle/1721.1/61511?show=full
i. “In a detailed analysis of Berkeley I find that bicycle boulevards have categorically lower collision rates than arterials, with no difference in severity. I demonstrate, with very limited data, how to apply the same methodology to Cambridge and find results somewhat suggestive that side streets have lower collision rates than arterials.”
b. “CYCLE TRACKS: A TECHNICAL REVIEW OF SAFETY, DESIGN, AND RESEARCH” - https://www.cambridgema.gov/-/media/Files/CDD/Transportation/Bike/Final_CycleTrackWhitePaper_20140722.pdf
i. Research and best practice recommendations regarding bicycle track design
c. “Measuring Multimodal Network connectivity” - https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/multimodal_connectivity/fhwahep18032.pdf
i. Connectivity Analysis Process, Fact Sheets on Connectivity Analysis Methods and Measures
d. Logistic Model for Rating Urban Bicycle Route Safety – https://journals.sagepub.com/doi/abs/10.3141/1878-13
e. Data-Driven Methodology for Bike Route Identification to Enhance Urban Cycling Infrastructure in Metropolitan Manila - https://dl.acm.org/doi/abs/10.1145/3669754.3669761
i. This study aims to delineate key bicycle routes that lack essential infrastructure, hindering cyclists' ability to navigate designated pathways and thus impeding the flow of vehicular traffic. By examining methodologies employed in various nations to develop comprehensive infrastructure conducive to the safety of cyclists and motorists, this research aims to identify effective strategies for implementation. One of the methods that have been identified involves leveraging advanced technologies, such as bike sensors, to pinpoint areas frequented by cyclists and subsequently inform the creation of dedicated bike lanes and supportive infrastructure. This entails the source utilization of data analytics to discern patterns of cyclist movement, thereby facilitating informed decision-making in infrastructure planning. To facilitate this endeavour, a bespoke bike identification model will be devised. This model will be trained using diverse datasets comprising video footage captured by local cyclists across different times of the day. Exposing the model to varying lighting conditions and angles characteristic of bicycling environments will be primed to accurately identify and delineate cyclist pathways.
f. Urban Bike Lane Planning with Bike Trajectories: Models, Algorithms, and a Real-World Case Study - https://pubsonline.informs.org/doi/abs/10.1287/msom.2021.1023
i. In summary, this research offers a mathematically rigorous way to make planning decisions about bike lanes, even across large urban areas. They used advanced optimization techniques to ensure the problem could be solved effectively, meaning they developed a model that can quickly and accurately propose optimal bike lane placements based on cyclists' route choices and other factors.
g. An Index for Evaluation for Urban Bicycle Lanes - https://iopscience.iop.org/article/10.1088/1755-1315/503/1/012001/meta
i. The primary objective of the current study is to develop a methodology and to propose an evaluation index that could be used as a practical instrument by municipal authorities, transportation planners, traffic engineers and others to determine the quality of bicycle lanes under 14 criteria based on social, technical and environmental aspects. The availability of a such comprehensive index is believed to be a key factor guiding cycle-friendly politics to build more sustainable cities
h. “Where do bike lanes work best? A Bayesian spatial model of bicycle lanes and bicycle crashes” - https://www.sciencedirect.com/science/article/abs/pii/S0925753517308937
i. With multiple authors including University of Pennsylvania professors, these researchers analyzed the effectiveness of bike lane crash reduction based on the areas and configurations in which they are installed.
i. “A spatio-temporal mapping to assess bicycle collision risks on high-risk areas (Bridges) - A case study from Taipei (Taiwan)” - https://www.sciencedirect.com/science/article/abs/pii/S0966692318301455
i. Most bicycle collision studies aim to identify contributing factors and calculate risks based on statistical data (Loidl et al., 2016). The aim of this paper is to follow this approach, focusing on bicycle-motorized vehicle (BMV) collisions through a spatio-temporal workflow.
j. “Critical review of cyclist speed measuring techniques” - https://www.sciencedirect.com/science/article/pii/S2095756419300960
Community Outreach
i. “Evidence of lack of process in GO Boston bike lanes”
a. “Welcome to Boylston Street, a microcosm of the bike lane battle” - https://www.bostonglobe.com/2024/08/17/opinion/letters-to-the-editor-boston-boylston-street-bike-lane-battle/
i. Argues pro bike but acknowledges that “The Boylston Street bike lane is not the problem. Rather, it is the lack of a well-planned, visionary infrastructure concept for the entire city.”
b. “Is the Boylston Street bike lane necessary, or is someone just trying to prove a point?” - https://www.bostonglobe.com/2024/08/05/metro/bike-lanes-boylston-amazon-uber/
i. “Franklin-Hodge noted that even the Champs-Élysées in Paris, widely considered the most beautiful boulevard in the world, has been transformed to include wider bike lanes. Which is true, but a quick Google search also shows that as they reduced through-traffic from six lanes to four, they added trees, what they call “terraces,” and most notably, a dedicated lane for delivery vehicles and taxis. On Boylston, we’ve simply smooshed everything together.”
c. “‘Haven’t seen it this bad ever’: Boston residents raise concerns over sudden street changes” - https://www.boston25news.com/news/local/havent-seen-it-this-bad-ever-boston-residents-raise-concerns-over-sudden-street-changes/YY5JNB6K6ZDXLI4KDS4WMP3BMA/
i. Literal overnight changes to the painting on the road on Arlington Street has brought about significant outcry from residents. One complaint is that there is no signage up to warn road users of the sudden change. It absolutely baffles me that someone would approve to make this change in a population-dense neighborhood the night before Halloween.
d. “Dartmouth Street Safety and Mobility Project” - https://www.boston.gov/departments/transportation/dartmouth-street-safety-and-mobility-project
i. Page released by the city of Boston describing details about the bike lane installation project on Dartmouth Street. Answers frequently asked questions about the project.
e. “Dartmouth Street Safety and Mobility Project: Concept Design Report Updated September 2024” - chrome-extension://efaidnbmnnnibpcajpcglclefindmkaj/https://www.boston.gov/sites/default/files/file/2024/08/2024-0815%20Dartmouth%20Street%20-%20Concept%20Design%20Report%20-%20Updated%20%281%29.pdf
i. Slide deck of Concept Design Report for Dartmouth Street Project
f. “GO BOSTON 2030 REVISIONED” - https://www.boston.gov/departments/transportation/go-boston-2030#:~:text=Go%20Boston%202030%20ReVisioned%20has,Take%20our%20survey.&text=Go%20Boston%202030%20has%20guided,help%20you%20get%20around%20Boston.
i. Website reintroducing the GO Boston initiative. At the bottom of the website, there is a list of report chapters with the details of the project. Divided into the following sections: Introduction, People’s Voice: Visioning, Boston Today, Goals and Targets, People’s Voice: Action Planning, Boston in 2030, Projects and Policies, Realizing the Plan, Appendices.
g. “Denver canceled part of a protected bike lane near Sloan’s Lake. Here’s why” - https://denverite.com/2024/10/22/why-part-of-a-protected-bike-lane-sloans-lake-is-canceled/
h. “Eyes On The Street: Two New Back Bay Bikeways” - Eyes On the Street: Two New Back Bay Bikeways - Streetsblog Massachusetts
i. “This outlines all they have done recently….written by pro bike advocacy groups.”
j. “Successful Protests against bike lanes [Stories on protestors of bike lanes getting government agencies to back down and do reviews of their whole plan and start a master planning process like Cambridge seems to be doing]”
i. Controversial cycle lane “will close a whole load of businesses and cost jobs” claims mayor, as rival mayors clash over delays to infrastructure’s removal - https://road.cc/content/news/cycle-lane-will-close-businesses-claims-mayor-310939
1. The mayor has expressed concerns that the construction of a new cycle lane will negatively impact local businesses by reducing access and visibility. He argues that this could lead to financial losses for shop owners and has called for reconsideration of the bike lane plans to protect economic interests in the area.
ii. “Denver canceled part of a protected bike lane near Sloan’s Lake. Here’s why” - https://denverite.com/2024/10/22/why-part-of-a-protected-bike-lane-sloans-lake-is-canceled/
1. An article about how a protected bike lane project in Denver was scaled back to being both shorter in length and unprotected after receiving pushback from business owners.
2. 100 people reached ou to the city even after the August design was publicized to be final
iii. Providence mayor will dismantle bike lanes in response to Washington Bridge traffic - https://www.bostonglobe.com/2024/04/03/metro/providence-mayor-will-dismantle-bike-lanes-response-washington-bridge-traffic/
1. The article reports that the Mayor of Providence plans to dismantle certain bike lanes following complaints about worsened traffic congestion on the Washington Bridge. This decision comes after concerns that the bike lanes, part of the city's recent infrastructure changes, were causing excessive delays for commuters.
iv. Smiley to move South Water Street bike lanes to restore room for cars. What to know - https://www.providencejournal.com/story/news/local/2024/04/03/south-water-street-bike-path-will-move-and-other-providence-traffic-changes/73188888007/
1. Providence Mayor Brett Smiley announced plans to move the South Water Street bike lanes onto an adjacent sidewalk to alleviate traffic congestion due to the Washington Bridge closure. The proposal, which includes traffic mitigation efforts and pedestrian safety enhancements, has stirred debate, with advocates urging public involvement and data-based justification for the removal.
v. City Scraps Protected Bike Lane Proposal For Wood Street In West Town - https://blockclubchicago.org/2023/07/26/city-scraps-protected-bike-lane-proposal-for-wood-street-in-west-town/
1. Chicago officials have canceled plans for a protected bike lane on Wood Street in West Town, citing resident concerns over safety and the loss of parking. Despite the city’s aim to improve bike infrastructure, community opposition highlighted parking constraints and potential traffic issues.
vi. “What’s going on with the Louisiana Avenue protected bike lane?” - https://waba.org/blog/2018/05/whats-going-on-with-louisiana-avenue-protected-bike-lanes/
1. Since June 2015, the District Department of Transportation (DDOT) and the Architect of the Capitol (AOC) have been working on plans for a Louisiana Ave protected bike lane to fill a gap in the downtown bicycle network between Union Station and Pennsylvania Ave NW. Three years later, planning is stalled and Louisiana Ave remains a dangerous speedway, leaving many asking why.
2. Despite support from a wide range of stakeholders in DC and on Capitol Hill, the delay is due to a familiar obstacle: car parking.
vii. “Ingersoll Avenue bike path renovations delayed to discuss project with affected business owners” – https://www.kcci.com/article/des-moines-ingersoll-avenue-bike-path-renovations-delayed-business-owners/45770881
1. Renovations to the bike path along Ingersoll Avenue in Des Moines have been delayed due to concerns from local business owners about potential impacts on access and parking. Business owners have expressed frustration, fearing that the prolonged construction could negatively affect their operations and customer traffic.
2. A public meeting and open house are set to take place at the end of the month to learn more about the project.
viii. “Hopkins Street bike lane project delayed by staffing, safety concerns” - https://www.berkeleyside.org/2023/04/05/hopkins-street-bike-lane-postponement
1. “Our concern extends beyond the safety issues raised by emergency vehicle access and disaster evacuation,” the email read, alleging that a protected cycle track would actually be more dangerous for cyclists and pedestrians.
2. The City of Berkeley has postponed the implementation of the Hopkins Street bike lane project due to ongoing concerns from local residents about safety and traffic. City officials plan to reassess the design and community feedback before moving forward with the initiative.
ix. “City delays Stone Way bike lane upgrade, latest of many Wallingford paving project safety cuts” - https://www.seattlebikeblog.com/2021/07/06/city-delays-stone-way-bike-lane-upgrade-latest-of-many-wallingford-paving-project-safety-cuts/
1. SDOT and Mayor Jenny Durkan listed to citizens’ complaints of bike lane plans and ended up repaving the whole street.
x. “New Downtown bike lanes causing confusion, delays” – https://www.dispatch.com/story/news/crime/2016/06/13/new-downtown-bike-lanes-causing/23641552007/
1. New lane markings designed to make Downtown’s busiest arteries safer for bicyclists and pedestrians have caused more rush-hour traffic snarls and left motorists frustrated and confused.
2. The new bike lanes in downtown Columbus have sparked criticism from local business owners and residents, who claim the changes have increased congestion and limited parking access. Some have argued that the lanes detract from the area’s overall appeal and could lead to decreased customer traffic for nearby businesses.
xi. “Duncan's Coronation Ave. bike lanes project delayed again” - https://www.lakecowichangazette.com/home/duncans-coronation-ave-bike-lanes-project-delayed-again-7538627
1. The delays in the Duncan, B.C., Coronation Avenue bike lane project were due to setbacks with the initial engineering consultant, leading the city to reassign the project to a new firm. The city requested extensions on the deadline from the BC Active Transportation Infrastructure Fund, which contributed significant funding to the project. The delays center around design progress, which the city hopes to expedite with the new consultant to avoid losing the project’s grant funding.
2. Another case of implementation rushed before proper design.
xii. “M Street Bike Lane Delayed Again, This Time By Environmental Concerns” - https://wamu.org/story/13/10/30/m_street_bike_lane_delayed_again_this_time_by_environmental_concerns/
1. “There is a long standing concern over the air quality review in urban environments where the narrowing of a lane may be viewed by some as slowing down traffic and making the air quality worse. Using traditional traffic models, it prompts folks to say the air quality is going to get worse… when in reality if you take the history of human behavior into account, you find that people actually switch away from driving or toward biking or walking because of these projects, and it actually improves air quality,” said Farthing.
xiii. Culver City bike lane project axed due to public backlash - https://ktla.com/news/local-news/culver-city-bike-lane-project-axed-due-to-public-backlash/
1. Culver City halted its Move Culver City bike lane project due to significant public pushback from residents and business owners who cited increased traffic congestion and reduced parking as major concerns. Officials noted that the decision was made to address community concerns while still seeking ways to support sustainable transportation.
xiv. Ford doubles down on ‘remove and replace’ when it comes to existing bike lanes - https://toronto.citynews.ca/2024/10/17/doug-ford-remove-and-replace-existing-bike-lanes/
1. Ontario Premier Doug Ford announced plans to remove and replace existing bike lanes on several city streets in Toronto, aiming to improve traffic flow and enhance vehicle access. This decision comes amid ongoing discussions about urban transportation policies and reflects a pushback against previous cycling infrastructure initiatives that have faced criticism from some residents and drivers.
xv. New Orleans is removing bicycle lanes that make traffic worse and are not as safe as promised - https://www.washingtonpolicy.org/publications/detail/new-orleans-is-removing-bicycle-lanes-that-make-traffic-worse-and-are-not-as-safe-as-promised
1. New Orleans is removing certain bike lanes after finding that they contributed to increased traffic congestion and failed to provide the promised safety benefits. City officials concluded that these lanes did not meet the needs of the community, prompting a reevaluation of cycling infrastructure to better balance safety and traffic flow.
xvi. “Cambridge delays bike infrastructure deadline despite public outcry” - Cambridge delays bike infrastructure deadline despite public outcry
1. Following the deaths of three bicyclists in Cambridge and an outcry from residents, 22 miles of separated bicycle lanes will be delayed after the Cambridge City Council approved a six-month deadline extension.
xvii. “Officials consider design change of SF's controversial Valencia St. bike lane after evaluation” - https://abc7news.com/san-francisco-valencia-street-bike-lane-sfmta-design-change-sf-businesses/14435194/
1. After the pilot study, reconsideration has been prompted by drop in business + suboptimal biking experience.
xviii. “D.C. nixes plan for Connecticut Avenue bike lanes” - https://www.washingtonpost.com/dc-md-va/2024/04/12/connecticut-avenue-bike-lane-abandoned/
1. Revision “due to concerns of loss of parking, effects on business, and access for people with disabilities & seniors”
xix. “In 5-4 vote, Cambridge City Council Approves Controversial Bike Lane Delay” - https://www.thecrimson.com/article/2024/4/30/city-council-approves-bike-lane-delay/
1. In a tight vote, the Cambridge City Council approved a controversial proposal to delay a construction deadline for the city's bike lane network following a lengthy and contentious meeting. (4/30/2024)
2. Delay due to uncertainty about the economic impact of bike lanes.
xx. “Battle over bike lanes shows challenges of achieving Vision Zero” - https://mirrorindy.org/pennsylvania-street-bike-lanes-meridian-kessler-indianapolis-vision-zero/
In Indiana, a city may scrap a plan for bike lanes along Pennsylvania Street after Meridian-Kessler neighbors complained.
Economics Impact
i. “Love them or hate them, research offers financial case for big city bike lanes” - https://www.cbc.ca/news/business/biking-lanes-business-health-1.5165954
a. According to a 2004 study in Indianapolis, Ind., homes within one kilometre from the city's Monon Trail were selling for about 11 per cent more than similar homes farther away. A 2006 University of Delaware paper looking at past research from across the U.S. concluded that "the majority of studies indicate that the presence of a bike path/trail either increases property values and ease of sale slightly or has no effect." The papers said Delaware properties within 50 metres of bike paths had a value at least $8,800 greater than those farther away, and even more "when controlled for specific variables."
b. Property values – and thus property taxes – increase with the implementation of bike lanes
ii. “House prices boosted by proximity to bike lanes, finds new research” - https://bikebiz.com/house-prices-boosted-by-proximity-to-bike-lanes-finds-new-research/
a. The article primarily links property value increases to proximity to bike lanes, drawing on studies from specific London locations. While it highlights positive correlations between protected bike infrastructure and property prices, its findings are geographically limited and focus solely on economic benefits, overlooking concerns like road-sharing challenges or community preferences. I included it because of your concern about potential increases in property taxes from bike lane expansion across Boston.
b. The article does include a few nuanced points: for example, it claims that properties within 100 meters of the route increased in v you alue by 50%, compared to a citywide average increase of 10%. However, it does not establish a direct causal relationship, merely noting correlation. Additionally, the research was conducted by Systra, a firm involved in planning cycle infrastructure. While I haven’t yet reviewed the original study, I would feel more assured if the research had been conducted by an independent party, as Systra may have a vested interest in promoting results favorable to further development projects.
iii. The effect of bike lane infrastructure on urban housing markets - https://scholarship.richmond.edu/honors-theses/1336/
a. To control for endogenous factors, model tracts with and without bike lanes were matched using a propensity score matching method. In the preferred model, results suggest that the addition of one standard deviation of bike lane meters to a census tract decreases median rent values by $29.97 in addition to raising vacancy rates, meaning that bike lane infrastructure has a negative effect on urban neighborhoods.
iv. Assessing the Effect of Bike Lane Construction on Surrounding Property Values in Paris, France – A Quantitative Approach - https://frw.studenttheses.ub.rug.nl/3408/
a. Using a dataset of 6,741 observations from 2014 till 2019, the result of this research is that no significant effect of bike lane construction on property prices has been found. This means that Parisian house buyers do not consider nearby bike paths to be important assets when buying a house; bike lane proximity does not result in any difference in the price paid for residential properties after the construction of the bike infrastructure.
v. “Long-term impact of network access to bike facilities and public transit stations on housing sales prices in Portland, Oregon” - https://www.sciencedirect.com/science/article/abs/pii/S0966692316303350?via%3Dihub
a. Improved proximity to on-street bike lanes negatively affected housing values.
vi. Bike Lanes & Housing Prices - https://www.nathanschiff.com/webdocs/c407_Winner_2013_Micu_etal.pdf
a. Idea of a “nuisance effect” – housing prices went up with the installation of biking lanes in Vancouver, but within 0.3km the prices went up much less than at 0.5km away.
i. It’s possible that this nuisance effect with be exaggerated especially at a property that is already exposed to bike facilities.
vii. “The Effect of Bike Lane Infrastructure on Urban Housing Markets” - https://scholarship.richmond.edu/cgi/viewcontent.cgi?article=2348&context=honors-theses
a. This research paper examines the correlation between bike lane infrastructure proximity and rent prices and vacancy rates. It finds that bike lane infrastructure is correlated with rent reduction and higher vacancy rates.
viii. “Data Cruncher Screws up Analysis on Bike Lanes’ Impact on Property Values” - https://www.dnainfo.com/new-york/20170714/bushwick/bushwick-bike-lane-property-value/
a. An analysis that found property sales along bike lanes had surged by 16 percent was repudiated by its author after withering social media criticism prompted him to admit his study was flawed.
ix. “Impact of bike lanes, parking on property values difficult to determine” - https://www.columbian.com/news/2019/apr/15/impact-of-bike-lanes-parking-on-property-values-difficult-to-determine/
a. While some project opponents predict the loss of parking could depress prices by 20 percent, assessors and researchers say the impact isn’t simple to determine.
x. “House prices boosted by proximity to bike lanes, finds new research” - https://bikebiz.com/house-prices-boosted-by-proximity-to-bike-lanes-finds-new-research/
a. New research shows that property values can increase significantly when located near protected bike lanes. For example, homes near the Royal College Street bike lane in London saw a 45% price boost, which researchers attribute to the appeal and accessibility provided by cycling infrastructure.
xi. “Does Bike Share Lead to Higher Property Values?” - https://betterbikeshare.org/2022/07/29/does-bike-share-lead-to-higher-property-values/
Research on dockless bike sharing in Shanghai suggests that while bike lanes increase value in underserved areas, they can reduce property appeal in luxury neighborhoods due to bike congestion and parking issues.