https://nacto.org/wp-content/uploads/2011/03/Infrastructure-Programs-and-Policies-to-Increase-Bicycling-An-International-Review.pdf

Infrastructure, programs, and policies to increase bicycling: An international review

Commuting by Bicycle: An Overview of the Literature

To better understand bicyclists' preferences for facility types, global positioning system (GPS) units were used to observe the behavior of 164 cyclists in Portland, Oregon, USA for several days each. Trip purpose and several other trip-level variables recorded by the cyclists, and the resulting trips were coded to a highly detailed bicycle network. The authors used the 1449 non-exercise, utilitarian trips to estimate a bicycle route choice model. The model used a choice set generation algorithm based on multiple permutations of path attributes and was formulated to account for overlapping route alternatives. The findings suggest that cyclists are sensitive to the effects of distance, turn frequency, slope, intersection control (e.g. presence or absence of traffic signals), and traffic volumes. In addition, cyclists appear to place relatively high value on off-street bike paths, enhanced neighborhood bikeways with traffic calming features (aka "bicycle boulevards"), and bridge facilities. Bike lanes more or less exactly offset the negative effects of adjacent traffic, but were no more or less attractive than a basic low traffic volume street. Finally, route preferences differ between commute and other utilitarian trips; cyclists were more sensitive to distance and less sensitive to other infrastructure characteristics for commute trips.

Where do cyclists ride? A route choice model developed with revealed preference GPS data

The top priorities for urban water sustainability include the provision of safe drinking water, wastewater handling for public health, and protection against flooding. However, rapidly aging infrastructure, population growth, and increasing urbanization call into question current urban water management strategies, especially in the fast-growing urban areas in Asia and Africa. We review innovative approaches in urban water management with the potential to provide locally adapted, resource-efficient alternative solutions. Promising examples include new concepts for stormwater drainage, increased water productivity, distributed or on-site treatment of wastewater, source separation of human waste, and institutional and organizational reforms. We conclude that there is an urgent need for major transdisciplinary efforts in research, policy, and practice to develop alternatives with implications for cities and aquatic ecosystems alike.

https://science.sciencemag.org/content/sci/352/6288/928.full.pdf

Emerging solutions to the water challenges of an urbanizing world

This paper reviews trends in cycling levels, safety, and policies in Canada and the USA over the past two decades. We analyze aggregate data for the two countries as well as city-specific case study data for nine large cities (Chicago, Minneapolis, Montreal, New York, Portland, San Francisco, Toronto, Vancouver, and Washington). Cycling levels have increased in both the USA and Canada, while cyclist fatalities have fallen. There is much spatial variation and socioeconomic inequality in cycling rates. The bike share of work commuters is more than twice as high in Canada as in the USA, and is higher in the western parts of both countries. Cycling is concentrated in central cities, especially near universities and in gentrified neighborhoods near the city center. Almost all the growth in cycling in the USA has been among men between 25-64 years old, while cycling rates have remained steady among women and fallen sharply for children. Cycling rates have risen much faster in the nine case study cities than in their countries as a whole, at least doubling in all the cities since 1990. They have implemented a wide range of infrastructure and programs to promote cycling and increase cycling safety: expanded and improved bike lanes and paths, traffic calming, parking, bike-transit integration, bike sharing, training programs, and promotional events. We describe the specific accomplishments of the nine case study cities, focusing on each city's innovations and lessons for other cities trying to increase cycling. Portland's comprehensive package of cycling policies has succeeded in raising cycling levels 6-fold and provides an example that other North American cities can follow.

Bicycling renaissance in North America? An update and re-appraisal of cycling trends and policies

The levels of bicycling in the United States, particularly for nonrecreation purposes and among adults, are low. Only about 1% of the trips that people make in the United States are on bicycles, and less than 5% of trips under 1/2 mi are made on bicycles. Factors influencing the rates of cycling include demographics and environmental factors. Environmental factors can be measured both objectively (e.g., number of miles of bike lanes, average temperature, and street connectivity) and subjectively (e.g., people's ratings or perceptions of the bicycling environment). People's attitudes about travel and mobility likely play a role. This paper uses the results from a random phone survey of adults in the Portland, Oregon, region to explore the relationships between levels of cycling and demographics, objective environmental factors, perceptions of the environment, and attitudes. The survey revealed several significant differences, although additional analysis is necessary. Objective measures of proximity to off...

/pdf/factors-affecting-bicycling-demand-initial-survey-findings-1hu6b3ov0d.pdf

Factors Affecting Bicycling Demand: Initial Survey Findings from the Portland, Oregon, Region

This report presents finding from research evaluating U.S. protected bicycle lanes (cycle tracks) in terms of their use, perception, benefits, and impacts. This research examines protected bicycle lanes in five cities: Austin, Texas; Chicago, Illinois; Portland, Oregon; San Francisco, California; and Washington, D.C., using video, surveys of intercepted bicyclists and nearby residents, and count data. A total of 168 hours were analyzed in this report where 16,393 bicyclists and 19,724 turning and merging vehicles were observed. These data were analyzed to assess actual behavior of bicyclists and motor vehicle drivers to determine how well each user type understands the design of the facility and to identify potential conflicts between bicyclists, motor vehicles and pedestrians. City count data from before and after installation, along with counts from video observation, were used to analyze change in ridership. A resident survey (n=2,283 or 23% of those who received the survey in the mail) provided the perspective of people who live, drive, and walk near the new lanes, as well as residents who bike on the new lanes. A bicyclist intercept survey (n= 1,111; or 33% of those invited to participate) focused more on people’s experiences riding in the protected lanes. A measured increase was observed in ridership on all facilities after the installation of the protected cycling facilities, ranging from +21% to +171%. Survey data indicates that 10% of current riders switched from other modes, and 24% shifted from other bicycle routes. Over a quarter of riders indicated they are riding more in general because of the protected bike lanes. A large majority of drivers and bicyclists stated that they understood the intent of the intersection designs and were observed to use them as intended, though specific designs perform better than others on certain tasks. No collisions or near-collisions were observed over 144 hours of video review for safety at intersections, including 12,900 bicyclists. Residents and bicyclists indicated that any type of buffer shows a considerable increase in self-reported comfort levels over a striped bike lane, though designs with more physical separation had the highest scores. Buffers with vertical physical objects (those that would be considered protected lanes - e.g. with flexposts, planters, curbs, or parked cars) all resulted in considerably higher comfort levels than buffers created only with paint. Flexpost buffers got very high ratings even though they provide little actual physical protection from vehicle intrusions— cyclists perceive them as an effective means of positive separation. Support for the protected lanes among residents was generally strong with 75% saying that they would support building more protected bike lanes at other locations, and 91% of surveyed residents agreed with the statement, “I support separating bikes from cars.” This agreement was high among primary users of all modes (driving, walking, transit, and bicycling), though motorists expressed concerns about the impacts of protected lanes on congestion and parking. Most residents also agreed with the statement “I would be more likely to ride a bicycle if motor vehicles and bicycles were physically separated by a barrier,” with “Interested but Concerned” residents expressing the highest level of agreement at 85%. Nearly three times as many residents felt that the protected bike lanes had led to an increase in the desirability of living in their neighborhood, as opposed to a decrease in desirability (43% vs 14%).

/pdf/lessons-from-the-green-lanes-evaluating-protected-bike-lanes-nljy0nullq.pdf

Lessons from the Green Lanes: Evaluating Protected Bike Lanes in the U.S.

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Factors Affecting Bicycling Demand: Initial Survey Findings from the Portland, Oregon, Region

Lessons from the Green Lanes: Evaluating Protected Bike Lanes in the U.S.