Key Finding: Drivers are to blame for ⅘ of accidents with cyclists
Over 10 years at 8 major intersections in Cambridge, MA, the number of total cyclists increased by 171%. Over the same period, the percentage of cyclists running red lights at those same intersections decreased by 69% largely due to improved cycling infrastructure.
This is a government report on the evidence about speed and safety. In particular, the practice of setting speed limits to the 85th percentile and other speed limit practices.
Already at current levels, cycling produces global benefits of 150 billion euros per year. More than 90 billion euros of these are positive externalities for the environment, public health and the mobility system. In comparison, a recent study by the European Commission estimated the negative externalities, i.e. the costs for the environment, health and mobility, of motorised road transport at 800 billion euros per year.
Most respondents (61%) commuted primarily by driving. Others primarily took public transit (23%), cycled (9%) or walked (6%). Considering not only the most common mode of commuting, but also occasional (or secondary modes) as well, 83% of respondents drove, 40% took public transit, 16% cycled and 12% walked at least occasionally while commuting. Cyclists and pedestrians are the most satisfied with their chosen mode of commuting compared to other commuters.
Traffic congestion tends to maintain equilibrium; traffic volumes increase to the point that congestion delays discourage additional peak-period trips. If road capacity increases, peak-period trips also increase until congestion again limits further traffic growth. The additional travel is called “generated traffic.” Generated traffic consists of diverted traffic (trips shifted in time, route and destination), and induced vehicle travel (shifts from other modes, longer trips and new vehicle trips). Research indicates that generated traffic often fills a significant portion of capacity added to congested urban road. Generated traffic has three implications for transport planning. First, it reduces the congestion reduction benefits of road capacity expansion. Second, it increases many external costs. Third, it provides relatively small user benefits because it consists of vehicle travel that consumers are most willing to forego when their costs increase. It is important to account for these factors in analysis. This paper defines types of generated traffic, discusses generated traffic impacts, recommends ways to incorporate generated traffic into evaluation, and describes alternatives to roadway capacity expansion.
Cycling plays a major role in personal mobility around the world, but it could play a much bigger role. Given the convenience, health benefits, and affordability of bicycles, they could provide a far greater proportion of urban passenger transportation, helping reduce energy use and CO2 emissions worldwide.1 This report presents a new look at the future of cycling for urban transportation (rather than recreation), and the potential contribution it could make to mobility as well as sustainability. The results show that a world with a dramatic increase in cycling could save society US$24 trillion cumulatively between 2015 and 2050, and cut CO2 emissions from urban passenger transport by nearly 11 percent in 2050 compared to a High Shift scenario without a strong cycling emphasis.
Municipalities across Minnesota have turned to Complete Streets in an attempt to develop more usable roads for their residents. This report investigates how Complete Streets are reshaping one Minnesota community. In 2013, Richfield, a suburb of Minneapolis, enacted a particularly innovative Complete Streets policy. Known locally as “Richfield Sweet Streets,” the program has led to the reconstruction of several major roads across the city. Richfield’s Sweet Streets program is unique in that it incorporates a modal hierarchy in which users are prioritized differently in road redesign and reconstruction. It relies on extensive community engagement, aiming to improve outcomes for individuals and the community as a whole. This research presents a baseline analysis of how Richfield’s Sweet Streets projects are affecting the local community, while identifying a set of methods and measures for future research. The analysis draws on multiple sources of data to better understand the nature and consequences of Richfield’s Sweet Streets for user experience and livability, economic vitality, transportation and safety, and individual and community health. The research aims to illustrate Richfield’s innovative approach to transforming its transportation infrastructure while providing a roadmap for future analyses of the impacts of Richfield’s Sweet Streets.
The first protected bike lane lead to a 35% decrease in injuries to all street users and a 49% increase in retail sales.
At a broad level policies which reduce car dependence will benefit those who are the most transport disadvantaged (Rachele et al 2018). However, some mode shift policies are more suitable for addressing transport inequities than others. Therefore understanding the likely impacts of different mode shift levers is important for understanding the equity impacts of mode shift. From an equity perspective, policies that shape urban form can do most to reduce car dependence, enhance access to opportunities and reduce exposure to risk in the transport system. Policies that make shared and active modes more attractive, including fare policies, should be targeted in transport disadvantaged areas whereas influencing travel demand and transport choices should focus on where people travel by car despite alternative options, or travel more than is necessary to fulfil basic needs, and therefore have capacity to reduce overall travel or change mode.
Crashes with injuries have been reduced by 17%. Pedestrian injuries are down by 22%. Cyclist injuries show a minor decrease even as bicycle volumes have dramatically increased. Total injuries have dropped by 20%. 75% decrease in average risk of a serious injury to cyclists from 2001 to 2013. Cyclist injury risk has generally decreased on protected bicycle lane corridors within this study as cyclist volumes rise and cyclist injures decrease. Travel speeds in the Central Business District have remained steady as protected bicycle lanes are added to the roadway network. Travel times on Columbus Avenue have improved while vehicle volumes are maintained. First Avenue travel speeds remained level through project area. Travel times on 8th Avenue improved by an average of 14%.
Montrealers bike the most, with around 115,000 daily trips, followed by Torontonians with around 96,000 daily trips. Calgary has 578 kilometres of multi-use trails, the most of the fve cities studied. Montreal has the most separated cycling lanes — 72 kilometres of separated cycling facilities across the island. 100% of Ottawa and Vancouver’s rapid transit stations are within 400 metres of cycling paths. Vancouver has the highest cycling mode share. Over 4% of all trips in the City of Vancouver are by bicycle.
In the whole period examined (1995-2018) reported cycling casualties of all types reduced by more than half, but the rate of serious injuries and fatalities increased by 18% between 2004-2018. Most (82%) casualties were male. Far fewer children were casualties in 2018 compared with 1995. In recent years cycling casualties were highest among young to middle aged adults; in the last five years 65% of all casualties were in the age range 25-54 years. The majority (84%) of cycling casualties involved a car and one-in-ten occurrences were hit and run incidents. There were small but notable increases in cyclists killed and seriously injured at roundabouts, the pedestrian phase of traffic signal junctions, and where vehicles were turning right. Pedestrian casualties arising from a cycling collision were rare (1% of crashes resulting in a pedestrian injury between 2014-18 involved a bike). Unlike cycling participation and access to bikes, cycling casualties were not skewed towards wealthier demographics. In 2018, 52% of cycling casualties were wearing a helmet; 26% were not; and for 22% of casualties it was not recorded whether or not they were wearing a helmet. E-bikes are not currently recorded on Stats19 however there is no evidence of an increased likelihood of an e-bike being involved in a crash compared with a pedal bike.