Bicycling

The Alliance for Biking & Walking's Benchmarking Project is an ongoing effort to collect and analyze data on bicycling and walking in all 50 states and at least the 50 largest cities. This is the second biennial Benchmarking Report.

Potential for Conflict—When motorists, cyclists, and pedestrians compete for the same section of roadway,conflicts and collisions are bound to occur.Anyone who's walked or bicycled Southern California's streets and roads can cite instances of near misses with impatient or distracted drivers, perhaps cutting them off in crosswalks or bike lanes.

School districts/COEs can begin developing Safe Routes to School programs by establishing a multidisciplinary team with parent organizations, students, school administrators and staff, local law enforcement, city planners, health officials and other stakeholders. The group can assist with realizing a community vision, developing project proposals and implementing those projects if selected for funding.

Review of AB1581 — CVC 21450.5

• AB1581 Subcommittee
• Subcommittee Members
• Subcommittee Meetings
• Subcommittee's Recommendation to CTCDC
• CAMUTCD Language for Bicycle/Motorcycle Detection

10 Principles:

1. Mobility Balance,
2. Street Connectivity,
3. Community Character,
4. Forecasting is not Planning,
5. Transit will not Alleviate Congestion,
6. Active Living,
7. Multimodal Streets,
8. Sustainable Mobility,
9. Empowerment,
10. Monitoring & Reporting

These Urban Street Design Guidelines are intended to ensure that the best aspects of Charlotte's transportation network are re-cretaed as the city and its street network continue to evolve.

Studying transporation trends, the City of Boulder attempt to document a change in the use of modes in their city using gathered data and surveys.

The corridor analysis advocated by the Neighborhood Horizons Plan looked at redesign opportunities to create a
pedestrian and bicycle friendly community-oriented
commercial corridor in a safe, quiet neighborhood.

The United States Department of Transportation (DOT) is providing this Policy Statement to reflect the Department's support for the development of fully integrated active transportation networks. The establishment of well-connected walking and bicycling networks is an important component for livable communities, and their design should be a part of Federal-aid project developments. Walking and bicycling foster safer, more livable, family-friendly communities; promote physical activity and health; and reduce vehicle emissions and fuel use.

Pedestrians have a right to cross roads safely, and, therefore, planners and engineers have a professional responsibility to plan, design, and install safe crossing facilities." —Zegeer, et al., 2001 FHWA Crosswalk Study

With communities across the country now recognizing the importance of "complete streets," what does implementation of a city or county's complete streets policy actually look like? While bike lanes and sidewalks are an important component of making a complete street, the underling design guidelines and policies for roadways and parking are equally influential in creating livable communities.

Accommodating Bicycle and Pedestrian Travel: A Recommended Approach is a policy statement adopted by the United States Department of Transportation. USDOT hopes that public agencies, professional associations, advocacy groups, and others adopt this approach as a way of committing themselves to integrating bicycling and walking into the transportation mainstream.

A team of 12 transportation professionals from the United States with expertise in bicycling and walking visited five countries in Europe to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility.

In the two years since the Local Government Commission's Smart Growth Zoning Codes:A Resource Guide was first published,the movement to reform zoning codes has gained momentum. Today, form-based codes have become an increasingly popular approach to achieve these reforms and create communities where people want to live,work and play.

Benefits of road diets for bicyclists and pedestrians?

• Provide space to add bicycle lanes
• Reduce crossing distance
• Eliminate or reduce "multiple threat" crash types
• Install crossing island to cross in 2 simple steps
• Reduce top end travel speeds
• Buffer sidewalk from travel lanes (parking or bike lane)
• Reclaim street space for "higher and better use" than moving peak hour traffic

This paper explores a methodology for assessing a neighborhood's bikeability based on its mix of infrastructure and destinations – essentially the 20-minute neighborhood for bicycles.

Across the country, a growing number of commumities are using the deceptively simple tool of complete streets policies to change the way they approach transportation. Adopted as state law, local ordinance or even as a city council resolution, these policies set a new vision for transportation investments. Most than 85 states, regions and cities have adopted such policies, including new state laws passed in Calfornia and Illinois and policy resolutions or ordinances in major cities including St. Paul, Miami, Chicago, Seattle, Sacramento and Charlotte.

Introduction to Safe Routes to School: the Health, Safety and Transportation Nexus, including: Overview, History of Safe Routes to School, The Decline of Walking and Bicycling, Health Risks, Safe Routes to School Programs are Part of the Solution, Elements of Safe Routes to School Programs, Take Action Now, Promising Examples and Community Success Stories

A look at baseline results from parent surveys and student travel tallies, including: introduction, parent survey analysis, student arrival and departure travel tally analysis, discussion.

Some communities are more bikeable than others:
how does yours rate? Read over the questions in
this checklist and then take a ride in your
community, perhaps to the local shops, to visit a
friend, or even to work. See if you can get where
you want to go by bicycle, even if you are just
riding around the neighborhood to get some
exercise.

Incomplete streets put people at risk—Streets without safe places to walk, cross, catch a bus, or bicycle put people at risk. Over 5,000 pedestrians and bicyclists died on U.S. roads in 2008, and more than 120,000 were injured.2 Pedestrian crashes are more than twice as likely to occur in places without sidewalks; streets with sidewalks on both sides have the fewest crashes. While the absolute numbers of bicyclists and pedestrians killed has been in decline for the decade, experts attribute this in part to a decline in the total number of people bicycling and walking.

The objective of this research was to investigate whether a relationship exists between street network characteristics and the choice of transportation modes selected in a neighborhood. In this study, we controlled for factors such as street characteristics, vehicle volumes, activity levels, income levels, proximity to limited access highways and to the downtown area. The results suggest that all three of the fundamental characteristics of a street network — street connectivity, street network density, and street patterns — are statistically significant in affecting the choice to drive, walk, bike, or take transit.

This report is the third status update to the National Bicycling and Walking Study, which is an assessment of bicycling and walking as transportation modes in the United States.

Complete streets are not limited to a few designated corridors. Many communities have launched main street initiatives, adopted bicycle plans, or undertaken special planning processes for nonmotorized travel in specific places. In contrast, complete streets policies strive for diversity on just about every thoroughfare. And the process of creating complete streets is leading planners and engineers across the country to approach street design in fundamentally new ways.

Incomplete streets a problem for older Americans—Even when roads have basic pedestrian facilities, they often do not consider the needs of the growing population of older Americans. The U.S. Census Bureau projects that by 2025, the portion of American

This document outlines an approach to designing streets that are more "complete" in the sense of accomplishing all of the goals associated with the dominant form of public space in urban societies — our streets. The purpose of this booklet is threefold:

1. To provide suggested street standards for use when designing new streets and developments and when planning for future transit corridors
2. To provide guidance when dealing with a constrained right-of-way
3. To illustrate local examples of streets that work or do not work for various user groups

This document presents best practices for bicycle master plans for consideration and potential adoption by the Collaborative. These best practices were gleaned from bicycle plans recognized as being exemplary and from cities and/or counties that were recognized as being highly bikeable. First, the required elements of a bicycle master plan in the State of California are presented. Next, best practice bicycle master plan content is presented in the form of a typical bicycle plan outline. A special section addressing the current state-of-the-practice with regard to bicycle level of service measures is presented.

For four decades, activists for greener, safer NYC streets have scrounged at the margins of this automobilized streetscape. A few feet of traffic lanes converted to bike lanes, the occasional sidewalk extended to relieve a dangerous intersection — all important changes, but all within the context of streets that serve cars, first and foremost. But what would our streets look like if they were redesigned, building-to-building, to first accommodate walkers, bicyclists, the disabled and surface transit? The days of living at the margins are over: the Complete Streets revolution has begun.

What rights do non-motorized modes have to use public roadways? Do nonmotorized modes receive a fair share of roadway resources? Do motorists really subsidize walking and cycling? This report explores these questions.

A telephone survey provided to evaluate the design and funding of facilities for bicycle and pedestrian users as part of the state highway network.