Active Transportation Implementing the Benefits

MAY–JUNE 2012 NUMBERTR 280 NEWS

Ⅲ Walking and Cycling in America Ⅲ Leveraging the Health Effects Ⅲ Boosting Business with Bicyclists Ⅲ Importable Lessons from Europe Ⅲ Measuring Multimodal Mobility TRANSPORTATION RESEARCH BOARD 2012 EXECUTIVE COMMITTEE* Chair: Sandra Rosenbloom, Professor of Planning, University of Arizona, Tucson Vice Chair: Deborah H. Butler, Executive Vice President, Planning, and CIO, Norfolk Southern Corporation, National Academy of Sciences Norfolk, Virginia National Academy of Engineering Executive Director: Robert E. Skinner, Jr., Transportation Research Board Institute of Medicine National Research Council Victoria A. Arroyo, Executive Director, Georgetown Climate Center, and Visiting Professor, Georgetown University Law Center, Washington, D.C. The Transportation Research Board is one J. Barry Barker, Executive Director, Transit Authority of River City, Louisville, Kentucky William A. V. Clark, Professor of Geography (emeritus) and Professor of Statistics (emeritus), Department of of six major divisions of the National Geography, University of California, Los Angeles Research Council, which serves as an Eugene A. Conti, Jr., Secretary of Transportation, North Carolina Department of Transportation, Raleigh independent adviser to the federal gov- James M. Crites, Executive Vice President of Operations, Dallas–Fort Worth International Airport, Texas ernment and others on scientific and Paula J. C. Hammond, Secretary, Washington State Department of Transportation, Olympia technical questions of national impor- Michael W. Hancock, Secretary, Kentucky Transportation Cabinet, Frankfort tance, and which is jointly administered Chris T. Hendrickson, Duquesne Light Professor of Engineering, Carnegie Mellon University, Pittsburgh, by the National Academy of Sciences, the Pennsylvania National Academy of Engineering, and Adib K. Kanafani, Professor of the Graduate School, University of California, Berkeley (Past Chair, 2009) the Institute of Medicine. The mission of Gary P. LaGrange, President and CEO, Port of New Orleans, Louisiana the Transportation Research Board is to Michael P. Lewis, Director, Rhode Island Department of Transportation, Providence provide leadership in transportation Susan Martinovich, Director, Nevada Department of Transportation, Carson City innovation and progress through Joan McDonald, Commissioner, New York State Department of Transportation, Albany research and information exchange, con- Michael R. Morris, Director of Transportation, North Central Texas Council of Governments, Arlington ducted within a setting that is objective, (Past Chair, 2010) interdisciplinary, and multimodal. The Tracy L. Rosser, Vice President, Regional General Manager, Wal-Mart Stores, Inc., Mandeville, Louisiana Henry G. (Gerry) Schwartz, Jr., Chairman (retired), Jacobs/Sverdrup Civil, Inc., St. Louis, Missouri Board’s varied activities annually engage Beverly A. Scott, General Manager and CEO, Metropolitan Atlanta Rapid Transit Authority, Atlanta, Georgia about 7,000 engineers, scientists, and David Seltzer, Principal, Mercator Advisors LLC, Philadelphia, Pennsylvania other trans portation researchers and Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Lafayette, Indiana practitioners from the public and private Thomas K. Sorel, Commissioner, Minnesota Department of Transportation, St. Paul sectors and academia, all of whom con- Daniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, Institute of tribute their expertise in the public inter- Transportation Studies; and Acting Director, Energy Efficiency Center, University of California, Davis est. The program is supported by state Kirk T. Steudle, Director, Michigan Department of Transportation, Lansing transportation departments, federal Douglas W. Stotlar, President and Chief Executive Officer, Con-Way, Inc., Ann Arbor, Michigan agencies including the component C. Michael Walton, Ernest H. Cockrell Centennial Chair in Engineering, University of Texas, Austin administrations of the U.S. Department (Past Chair, 1991) of Transportation, and other organizations and individuals interested in the Rebecca M. Brewster, President and COO, American Transportation Research Institute, Smyrna, Georgia development of transportation. (ex officio) Anne S. Ferro, Administrator, Federal Motor Carrier Safety Administration, U.S. Department of Transportation (ex officio) The National Research Council was orga- LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Interior, nized by the National Academy of Washington, D.C. (ex officio) Sciences in 1916 to associate the broad John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, Washington, community of science and technology D.C. (ex officio) with the Academy’s purposes of fur- John C. Horsley, Executive Director, American Association of State Highway and Transportation Officials, thering knowledge and advising the Washington, D.C. (ex officio) federal government. Functioning in Michael P. Huerta, Acting Administrator, Federal Aviation Administration, U.S. Department of Transportation accordance with general policies deter- (ex officio) mined by the Academy, the Council has David T. Matsuda, Administrator, Maritime Administration, U.S. Department of Transportation (ex officio) become the principal operating agency Michael P. Melaniphy, President and CEO, American Public Transportation Association, Washington, D.C. (ex officio) of both the National Academy of Victor M. Mendez, Administrator, Federal Highway Administration, U.S. Department of Transportation (ex officio) Sciences and the National Academy of Tara O’Toole, Under Secretary for Science and Technology, U.S. Department of Homeland Security (ex officio) Engineering in providing services to the Robert J. Papp (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland Security government, the public, and the scien- (ex officio) tific and engineering communities. Cynthia L. Quarterman, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. Department www.TRB.org of Transportation (ex officio) Peter M. Rogoff, Administrator, Federal Transit Administration, U.S. Department of Transportation (ex officio) David L. Strickland, Administrator, National Highway Traffic Safety Administration, U.S. Department of Transportation (ex officio) Joseph C. Szabo, Administrator, Federal Railroad Administration, U.S. Department of Transportation (ex officio) Polly Trottenberg, Assistant Secretary for Transportation Policy, U.S. Department of Transportation (ex officio) Robert L. Van Antwerp (Lt. General, U.S. Army), Chief of Engineers and Commanding General, U.S. Army Corps of Engineers, Washington, D.C. (ex officio) Barry R. Wallerstein, Executive Officer, South Coast Air Quality Management District, Diamond Bar, California (ex officio) Gregory D. Winfree, Acting Administrator, Research and Innovative Technology Administration, U.S. Department of Transportation (ex officio)

* Membership as of June 2012. TR NEWS NUMBER 280 MAY–JUNE 2012

ACTIVE TRANSPORTATION: IMPLEMENTING THE BENEFITS 3 INTRODUCTION Making Way for Pedestrians and Bicycles: Realizing the Environmental, Health, and Economic Benefits 4 Michael J. Cynecki Walking and bicycling are not exclusively recreational—they are viable, beneficial, economical, and environment-friendly modes of transportation. Research in the planning, design, operations, maintenance, and economics of pedestrian and bicycle facilities is helping to integrate these modes into the transportation system.

4 Walking and Bicycling in the United States: The Who, What, Where, and Why J. Richard Kuzmyak and Jennifer Dill The percentage of daily trips in the United States made by walking or bicycling is far lower than in Western European countries. The authors explore what makes the United States so different, examining the demographics and the frequency, distance, and purpose of pedestrian and bicycle travel; the influences of the natural and built environments; safety concerns; and research needs, including data and planning tools. 8 Innovative Data Collection for Pedestrians, Bicycles, 18 and Other Non–Motor Vehicle Modes Lisa Aultman-Hall, Jonathan Dowds, and Brian H. Y. Lee 16 Traveler Response to Pedestrian and Bicycle Facilities and Programs Richard H. Pratt

18 Leveraging the Health Benefits of Active Transportation: Creating an Actionable Agenda for Transportation Professionals Laura Sandt, Nancy Pullen-Seufert, Seth LaJeunesse, and Dan Gelinne The evidence of the health benefits from walking and bicycling is mounting, and many initiatives showcase how public health and transportation professionals have been working together to make communities more pedestrian-, bicycle-, and transit-friendly. 22 Measuring Walking and Cycling for Transportation: Expert Panel Examines Practice, Challenges, and Gaps 25 Advancing the Discourse on Health and Transportation 34 Eloisa Tigre Raynault and Ed Christopher

26 Business Cycles: Catering to the Bicycling Market Kelly J. Clifton, Sara Morrissey, and Chloe Ritter Several studies have traced the influence of bicycle tourism and the cycling industry on local and regional economies; emerging studies are looking at the cyclist as a consumer and the potential economic benefits for specific types of businesses. The authors also describe phenomena such as bicycle-supported development and innovative programs and practices, such as bike corrals, bike sharing, and bike valet parking. 29 Exploring the Relationship Between Consumer Behavior and Mode Choice Kelly J. Clifton, Sara Morrissey, and Chloe Ritter 33 Regulating Emerging Light Electric Vehicles to Enhance Urban Transportation System Sustainability Geoffrey Rose and Chris Cherry

34 Walking and Cycling in Western Europe and the United States: Trends, Policies, and Lessons Ralph Buehler and John Pucher COVER: Bicycle lanes on Through an overview of cycling and walking trends and policies in Western Europe, the authors Pennsylvania Avenue draw lessons for programs that can succeed in the United States, including improvements in the in the nation’s capital. transportation infrastructure, with a focus on safety; traffic calming in residential (Photo: Richard Layman) neighborhoods; coordinating walking and cycling with public transport; compact, mixed-use development; and other importable, foundational features. 43 Understanding Right-Turn Car–Cycle Conflicts at Intersections: Findings from Site-Based and In-Car Observations Divera A. M. Twisk and Nicole van Nes 44 Transferring European Bicyclist- and Pedestrian-Friendly Designs and Practices to the United States: The Importance of Comprehensive Approaches That Include Evaluation Shawn M. Turner, Gabriel K. Rousseau, and Charles V. Zegeer TR NEWS 46 Measuring Multimodal Mobility with the Highway Capacity Manual 2010 and Other New Analysis Tools Martin Guttenplan and Seleta Reynolds features articles on innovative and timely research and development activities in all modes The authors present the benefits of a holistic approach using new tools for measuring of trans portation. Brief news items of interest to mobility to mainstream the planning, design, and operations of multimodal facilities the transportation community are also included, serving bicycle, pedestrian, transit, and automobile traffic: reducing injuries and along with profiles of transportation profes- fatalities, boosting economic drivers such as home values and retail receipts, and sionals, meeting an nouncements, summaries of improving livability and sustainability. new publications, and news of Trans portation Re search Board activities. ALSO IN THIS ISSUE: TR News is produced by the Transportation Research Board Publications Office 53 Research Pays Off Javy Awan, Editor and Publications Director Safety Effectiveness of the HAWK or Pedestrian Hybrid Beacon Lea Camarda, Assistant Editor Kay Fitzpatrick Jennifer J. Weeks, Photo Researcher Juanita Green, Production Manager 55 Calendar Michelle Wandres, Graphic Designer 56 Profiles TR News Editorial Board Frederick D. Hejl, Chairman Traffic, transportation management, and intelligent transportation systems engineer Jerry A. DiMaggio Walter H. Kraft and pedestrian, bicycle, and highway safety researcher Charles V. Charles Fay Zegeer Christine L. Gerencher Edward T. Harrigan Christopher J. Hedges 58 News Briefs Russell W. Houston Enhancing Concrete Pavement Sustainability Thomas R. Menzies, Jr. Peter Taylor, Tom Van Dam, and Marcia Brink G.P. Jayaprakash, Research Pays Off Liaison 60 TRB Highlights Transportation Research Board Robert E. Skinner, Jr., Executive Director Second Strategic Highway Research Program News, 60 Suzanne B. Schneider, Associate Executive Cooperative Research Programs News, 60 Director Mark R. Norman, Director, 61 Bookshelf Technical Activities Stephen R. Godwin, Director, Studies and Special Programs Michael P. LaPlante, Director, Administration and Finance COMING NEXT ISSUE Christopher W. Jenks, Director, Cooperative Research Programs State departments of transportation and metropolitan planning organizations are implementing Ann M. Brach, Director, SHRP 2 policies to mitigate and adapt to climate change. Articles in the July–August issue of TR News TR News (ISSN 0738-6826) is issued bimonthly by the present an array of initiatives—the rationales, strategies, progress, and goals—including key Transportation Research Board, National Research facts that transportation leaders and professionals should know about climate change and trans- Council, 500 Fifth Street, NW, Washington, DC 20001. portation; Washington State’s commute trip reduction program; Oregon’s solar highway program; Internet address: www.TRB.org. Michigan’s preparations for adapting to extreme temperatures and precipitation events; establishing a biofuel infrastructure in Tennessee; a multistate, West Coast partnership to showcase Editorial Correspondence: By mail to the Publications sustainable transportation solutions on Interstate 5; ecodriving policies to reduce fuel con- Office, Transportation Research Board, 500 Fifth sumption and greenhouse gas emissions; plus relevant findings from National Research Council Street, NW, Washington, DC 20001, by telephone 202-334-2972, by fax 202-334-3495, or by e-mail studies and more.

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Notice: The opinions expressed in articles appearing in TR News are those of the authors and do not necessarily reflect the views of the Transportation Research Board. The Trans por tation Research Board and TR News do not en dorse products or manufacturers. Trade and manufacturers’ names appear in an article only because they are considered essential. In 2011 Tropical Storm Irene washed out more than 2,000 roadway segments, undermined more than Printed in the United States of America. 1,000 culverts, and damaged more than 300 bridges in Vermont, in a possible preview of the more intense and frequent storm events that scientists have associated with the changing climate. As it Copyright © 2012 National Academy of Sciences. rebuilds the transportation network to be more flood-resilient, the Vermont Transportation Agency is All rights reserved. For permissions, contact TRB. exploring and implementing short- and long-term approaches to climate change adaptation. TR NEWS 280 MAY–JUNE 2012 3

PHOTO: RICHARD LAYMAN , and the rectangu- the and , , Lee Engineering, LLC Engineering, Lee , Michael J. Cynecki J. Michael Chair, TRB Pedestrians and Cycles Section Cycles and Pedestrians TRB Chair, — editorial board for their interest, guidance, and guidance, interest, their for board editorial TR News TR Manual on Uniform Traffic Control Devices Control Traffic Uniform on Manual Research is under way to advance innovation for improving the improving for innovation advance to way under is Research for mobility measure to tools new describe issue this in Articles com- be must travel nonmotorized for potential and need The Com- Pedestrians the of Chair Turner, Shawn to due are Thanks approvals for exciting new traffic control devices for pedestrians and pedestrians for texts.devices U.S control researchers traffic have new developed, exciting for evaluated, andapprovals gained the into adopted beacon, hybrid pedestrian as the such bicyclists, gained has that flasher of 2009 type effective more a beacon, flash rapid lar Administration. Highway Federal the from approval interim technologies New bicyclists. and pedestrians of mobility and safety new and bicycles, electric light in advances as such emerging, are mobility. and safety addressing are designs facility bicycle the pedestrian and bicycle mea- modes, to applying real-time data data from better and more for need The environments. resources roadway when time a at ongoing, is modes these evaluate and sure com- between relationships the explore also Articles shrinking. are munity and design as health, public well as the issues economic modes. these to related municated to engineers who of trans- Many state departments are flow. motor vehicle optimizing long- trained their and question to experienced engineers in encouraging are (DOTs) portation with managers project design providing are and assumptions time accommo- to provisions other and facilities include that checklists the require Some modes. state DOTs and date bicycle pedestrian development. project in pedestrians and bicyclists of involvement mittee, and to Jennifer Dill, Chair of the who Bicycle friends Transportation and members Committees’ the all to and Committee, this in articles the review or write to hours countless volunteered mem- other the and TRB of Houston Russell to also Thanks issue. the of bers issue. theme this producing in enthusiasm addresses topics in the in topics addresses TR News TR his special theme issue of of issue theme special his an and bicycle facilities, including efforts to integrate the pedes- the integrate to pedestri- of maintenance and efforts operations, design, planning, including facilities, bicycle and an

Much of the research on facility and traffic control design and on and design control traffic and facility on research the of Much

The initial proposal designated the theme as “Vulnerable Road “Vulnerable as theme the designated proposal initial The The pedestrian and bicycle modes have been overlooked in rep- recreational—they exclusively not are bicycling and Walking

resent resent viable, those beneficial, economical, Even and environment-friendly stop. transit their riders from is Everyone a modes Transit of and pedestrian. transportation. to bike or destination. walk to final have their to usually area parking a from walk to have drive who modes pedestrian and bicycle the of characteristics operational the tools, planning new The States. United the outside from come has con- to U.S. be adapted must however, models, and technologies,

trian and bicycle modes more fully into the transportation system. transportation the into fully more modes bicycle and trian Transportation the of project the a was notably articles the of Section, development Cycles The and Pedestrians (TRB’s) Board’s Research Committee. Transportation Bicycle the and Committee Pedestrians Users,” but members of descrip- key both committees several roundly on rejected that focus a instead proposed and identification such of transportation, modes and bicycle for the pedestrian tors active, sound, environmentally or “green” sustainable, healthy, as and beneficial, all economically encompassing road users; routes other safe growth, smart streets, complete included focus of terms to school, and accessible The transportation. assembled articles goals. these affirm and on expand design optimizing of goal the while States, United the of parts many many past, the In prevailed. has vehicles motor for operations and space adequate provide to neglected designs facility roadway U.S. or accommodation for pedestrians addressed these and needs often offered only bicycles; minimal accommoda- those thatbecome have tions. With rising fuel prices and bicycling concerns about increasing the and walking health, public and environment transportation. of modes important increasingly

Pedestrians Pedestrians and Bicycles Realizing the Environmental, Health, and Economic Benefits Making Making Way for INTRODUCTION T

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TR NEWS 280 MAY–JUNE 2012 E

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chair. gatorand Dill as panel servesas principal investi- Development,Kuzmyak Planningand Project PedestrianDemand for EstimatingBicycling and ProgramProject 8-78, HighwayResearch NationalCooperative Portland,Oregon. For PortlandState University, Studiesand Planning, Professor,School of Urban Virginia.Dill is Associate Group,Arlington, RenaissancePlanning Kuzmyakis Principal, T A

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C O YC R LES L L I D R E F C I N N E J D N A K A Y M Z U K D R A H C I R . J The Who, What, Where, and Why in the United States Walking and Bicycling tional compact, walkable city or towntradi- towardthe from away turned a hasmore years 60 past the environment.UnitedtheStates,In development in travel by any means except private vehicle impracti-makes that pattern automobile-centric dispersed, oriented environments may still walk or bicycle, but cal and inconvenient. Survey (NHTS), fewer than 11 percent of daily trips ditions. these routine travel purposes under the proper con- extent—people would choose to walk or bicycle for what whether—andto of question the raisesThis transit. public accessing or restaurant, a to going or friend a visiting errands, running or shopping school, or work to travel as such purposes tarian generally for exercise or recreation and not for utili- People living or working in these automobile- these in working or living People According to the latest National Household Travel ietd teto t te osbe link possible the between physical to exercise levels and attention the built directed nen aot elh n oeiy have obesity and health about oncerns for housing at the urban fringe? Or does the Ameri- mortgagessubsidizedcapacity, roadand unpriced suchaslowfuel prices, free parking, abundant and driving—incentivesfor of array the bicycle,or or of facilities to assure safe and efficient travel by foot discouragewalkingbicycling?lackand theit is Or the design of modern U.S. cities and neighborhoods 24 percent and 3 percent ( percentand percent;9 and inthe United Kingdom, in Spain, Germany, and Sweden, the amounts are 23 tripsare made by walking and 5 percent bybicycle; Western other and nations.Switzerland,In example,forpercent 45 of States United the between reasonsare needed toexplain the major differences lated cities and poor economic conditions, different countriesexplainedintenselybethemay by popu- world third and Asian many in travel motorized non- of rateshigh theAlthoughworld. the of rest 1 percent by bicycle. This is in marked contrastin the Unitedto Statesthe are made by walking and about What makes the United States so different? Does completing dailyerrands. such asgettingtoworkorschooland United Statesforutilitarianpurposes, of walkingandbicyclinginthe causes ofthecomparativelylowrates findings forwaystoaddressthe Policy makersarelookingtoresearch 1

B D : P URDEN AN HOTO TR NEWS 280 MAY–JUNE 2012 5 In the Netherlands, 25 percent of errands and other daily trips are made by bicycle and 22 percent are made by walking. A bicycle count in Glendale, California, under the Safe and Healthy Streets project provided city officials with information on walking and biking trends and laid the groundwork for improvements. New techniques incorporating geographic infor- geographic incorporating techniques New

mation system tools and parcel-level data are begin- are data parcel-level and tools system mation ning to isolate and quantify the role of mix landof multimodal uses, usesuch as density, attributes and urban accessibility, design on travel behavior, MPOs Many bicycling. and on walking particularly are upgrading their models to work with smaller environ- built the of measures include to and TAZs travel as and explicit ment, with bicycling walking tour-based and activity- of class emerging An modes. points parcel of level the at analysis enables models years. many for nationally available be not may but

C B C A L , B C : P OALITION ICYCLE OUNTY NGELES OS OGART OLIN HOTO Conventional data sources and travel models,

In the past decade, interest in walking and bicycling and walking in interest decade, past the In transportation and surveys travel that so elevated has contrib- A major modes. these addressing are plans and exercise between link the is interest this to utor plan- community and Transportation health. as public bicycling and walking envision also however, ners, key elements in development patterns and and trans- choices travel more offer that systems portation for pressure congestion demand, vehicle reduce that impacts. environmental and highways, new however, have constrained planners and decision pedes- and bicycle incorporating fully from makers plan- the into outcomes and programs, policies, trian models forecasting travel standard The process. ning used by as walking and bicycling metropolitanincorporate to fail (MPOs) planninganaly- traffic the and process, organizations the planning to the in relate modes to coarse too is geography (TAZ) zone sis bicy- and walking with associated distances shorter of the characteristics or the with relevant cle travel environment. built Data and Planning Tools Data and Planning can can lifestyle find inherently driving more pleasur- able and convenient? To plan determine to and sustainable—and environments, healthful—human more encourage to measures cost-effective most the about be known must more bicycling, and walking the various influences on bicycling and walking behavior.

P S T : WEENEY ED HOTO 6 TR NEWS 280 MAY–JUNE 2012 then dropoff. stable untilage65and walking ratesremain in theUnitedStates, increase untilage75; Europeans steadily Walking ratesformany and is scheduled for completion in spring 2014. pedestrianandbicycle volume data. Theproject began inApril 2012 videguidance for transportation practitioners on how best to collect assess current and innovative technologiesAssociateswillKittelson& andof RyusmethodsPaul byand led will researchteam pro-a 19, ability, cost, and compatibility of volume data. The guidance will guidance The data. volume of compatibility and cost, ability, predicting pedestrianandbicyclecrashes. acquireanduse data from newand innovative technologies; and( includemethods to ( the lack of data impedes the development of improved methods for moreover,needs; meet to facilities bicycle and pedestrian improve data. This limits the ability of transportation agencies to provide or volume bicycle and pedestrian systemwide include generally not do procedures these but volumes, traffic vehicle motor seminating dis- and summarizing, collecting, for procedures well-established article by Aultman-Hall et al. (page 8), transportation agencies have and to improve safety for pedestrians and bicyclists. As noted in the opment, and safety management. site-specific,local,systemwideand needsassessments, project devel- summarizedisseminateand pedestrian bicycleforvolumeand data T The assessment will consider the feasibility, availability, quality, reli- Under National Cooperative Highway Research Program Project 07- CollectingBicycle and Pedestrian Data transportation agency efforts to plan more effective facilities effective more plan to efforts agency transportation e ak f aa n eetin n bcce oue hampers volumes bicycle and pedestrian on data of lack he a )mine and manage data sources efficiently; ( to represent the region. a large sample of full households, selected and obtain weighted surveys sociodemographic These and travel diary models. information from regional in bicycling are from the household travel surveys used In the past five years,fivepastsurveystheimprovedhaveIn at and walking on datacomprehensive most The b c

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P S : P INKUS TEVE HOTO accesstransit. to Theshare declines 8.9tofoot percent for on percent 4.8 another and foot on trips lowestincomecategorypercent 16.9made their of the Peoplein 7).pageincome(Figure 2,linked to likely to have made a bicycle tripmore than females.times four to two are males groups, age all ferences are most pronounced for bicycling—across bicycling rates are low and relatively flat. Gender dif- increase untilage75. steadily rates walking the contrast, by countries, Europeanmany In decline. then groupand 65 age 34 yearsold.Walking ratesremain stableuntilthe next most active age group consists of adults 25 to the walkers, Among 1). (Figure travel motorized for others on depend who age children of years 16 are under modes nonmotorized by travelers frequent most the NHTS, 2009 the to According Demographics Walking andBicyclingData pedestrian demand analysis. andbicycleforneeded most are that data of types pedestrian travel behavior. This in turn suggests the importantbicycleresearchandbein toshown has difficult. is alone fromdata demand count of estimates istic real- building information, Withoutthis available. were routes alternative what or destination, what ing the trip, for what purpose, from what origin to but yield little or no information about who is mak- Counts record activity levels at a particularlimited. location is behavior travel pedestrian and bicycle understanding for value facilities—their for larly data for bicycle and pedestrian planning—particu- ever, are principally from counts. a national repository for planning use; the data, how- attemptedsystematizeto datacollection andcreate trianDocumentation Project, initiated 2002,in has Pedes-andNationalBicycle Thepanels.special to odsfrom userintercept surveys nationalto surveys bicycleandpedestrian travelrange withmeth-aof and bicycle activity levels difficult. walk of comparisons direct make approaches vey trends in travel, although subtle changes in the sur- documents NHTS The (DOT). Transportation of ducted nine times since 1969 by the U.S. Departmentthesesurveys follow thepattern theNHTS,ofcon- of Manyhouseholds.candidate include to likelier stratifiedsamplingapproachesareandniquesthat tech-betterwithtrips,bicycle and capturing walk akn—u nt iyln—per t be to bicycling—appears not Walking—but domesticold,years24 morethosethan Among h floig etos ihih fcos that factors highlight sections following The of type common most the are counts Although on data collected have studies research Many TR NEWS 280 MAY–JUNE 2012 7 FIGURE 1 Percent of FIGURE 1 Percent made by daily trips walking, by bicycling or (Source: age and gender. 2009 NHTS.) or degree Graduate professional degree Bachelor’s (continued on page 10) Some degree associate college or college (vocational) Male, walking Female, walking to or from transit Male, walking to or from transit Female, walking Male, bicycling Female, bicycling Highest grade completed High GED) school (includes graduate Walk only Walk Bicycle transit from or to Walk high high school Less than Less graduate

Automobile ownership and availability is perhaps is availability and ownership Automobile 8% 6% 4% 2% 0%

14% 12% 10% Age trips person daily of % next highest rates are among people with graduate or graduate with people among are rates highest next on and 1.1 foot percent degrees—13.9 professional walking both of rates lowest The bicycle. on percent and bicycling are among asso- people an with or only a college high some and GED or diploma school degree. ciate the most Persons measure. in telling demographic drivers licensed than vehicles fewer with households and walking by trips daily of percent 12.3 averaged per- 7 with comparison in bicycling, by percent 1.6 cent and 0.8 percent when vehicles outnumbered drivers. and and over over $100,000 to $75,000 $75,000 $99,999 Walk only Walk Walk to or from transit from or to Walk Bicycle to $40,000 $40,000 $74,999 Household Income Household to $20,000 $20,000 $39,000 5 – 15 16 – 24 25 – 34 35 – 44 45 – 54 55 – 64 > 65 Less Less than $20,000 $20,000 0% 2% 4% 6% 8% 10% 12% 14% 16%

8% 6% 4% 2% 0%

Bicycling is more consistent across income to The 3, differs (Figure relationship education 18% 16% 14% 12% 10%

% of persons making a walking or bicycling trip each day each trip bicycling or walking a making persons of % % of daily person trips person daily of % FIGURE 2 Percent of daily person trips, by income.FIGURE 2 Percent of daily person trips, by education. FIGURE 3 Percent people people with and annual $40,000 between incomes $99,999 and rises to 10.1 for percent people with $100,000. than more of incomes annual the with classes, the percent—in rate—1.3 highest $20,000 to $40,000 range, $75,000 to 0.9 $99,000 range, and 1.1 percentpercent for all in the groups. other bicy- and walking of rates highest right)—the below cling are among people includ- foot, on trips of without percent 16.7 with diploma, a the high bicycles; on school percent 1.1 and transit, to access ing W ING AY K F A O R

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E L S C T Y R C IA BI Innovative Data Collection for Pedestrians, Bicycles, N ND S A and Other Non–Motor Vehicle Modes LISA AULTMAN-HALL, JONATHAN DOWDS, AND BRIAN H. Y. LEE

he transportation community has long recognized the need Other

OURDON nonmotorized Tfor improving pedestrian and bicycle volume counts. The Y D

collection of nonmotorized travel data under a consistent, sys- : E forms of

HOTO transportation tematic methodology is a priority for improving research, plan- P —such as ning, and policy making for pedestrian and bicycle travel. Volume skateboards, data are needed for safety and risk assessments, new infrastruc- scooters, and ture evaluations, travel model inputs, and estimations of miles of strollers—can travel. complicate the One of the most significant concerns about the lack of data for task of nonmotorized transportation is that decisions based on judg- collecting volume data. ment may lead to a less efficient use of limited funds. Data scarcity and poor data quality remain challenges for all modes, but with recent technological innovations and widespread advances, the scarcity of bicycle and pedestrian data could be disproportionate. Although poorly quantified, pedestrian and bicycle activity boards, strollers, rollerblades, and scooters, which provide mobil- increasingly is recognized as a vital component of the trans- ity with differing levels of benefits and risks and also require doc- portation system, spurring solutions to the data gap. These umentation. Some devices, although motorized, are legitimately nonmotorized modes have specific infrastructure and safety considered within pedestrian planning, including wheelchairs of requirements that must be met to maximize the utility they pro- various designs and other assistive devices. Consideration of these vide and to minimize associated safety risks. Successful infra- modes is important because they are disproportionately used by structure planning relies on accurate volume data by facility and the most vulnerable populations: seniors, youth, and the physi- location type, with adjustments for the time of day and year. cally and mentally challenged. These data are not widely available for pedestrians and bicyclists. The lack of data—and the resultant lack of informed deci- Flawed Programs sion making about facilities and other programs—is a significant Transportation agencies have well-established, systemwide pro- reason these modes continue to have limited trip shares nation- grams for collecting, summarizing, and disseminating data on wide. motor vehicle traffic volumes, but most do not require pedestrian Volume collection processes should reflect the unique physi- and bicycle volume data, which may be collected on a project-by- cal characteristics of pedestrian and bicycle travel. Adding to the project basis at a few isolated locations. The limited scope of the complexity is the increasing recognition of the variety of non- data collected precludes extrapolation systemwide to uncounted motorized modes in the transportation system, such as skate- sites. Volume count programs for nonmotorized travel typically P HOTO have a small extent—for example, at major intersections or spe- : J : ODY cific points of particular facilities and for limited periods during C IANO select times and days. The dissemination and use of the collected , U ,

IEST OF NIVERSITY data are often constrained, and the count locations rarely are selected to allow statistically valid extrapolation, even for total miles of travel within the jurisdiction, because typically only the V ERMONT highest-volume locations are counted. Programs often are strictly

T urban, although the authors recently have collected data to mea- RANSPORTATION sure the volumes of bicycles and pedestrians in rural areas in relation to neighborhood activities and tourism. R ESEARCH Technology to the Rescue? C ENTER Some of the most advanced pedestrian- and bicycle-counting technologies are available commercially, each with different capabilities and limitations. These tools include microwave and infrared sensors, active and passive; pneumatic and pressure-sen-

TR NEWS 2012 280 MAY–JUNE Successful infrastructure planning requires data that accurately sitive devices; inductive loops; piezoelectric counters; and video- 8 represent an area, whether urban or rural. image processing equipment. Several groups have compared the TR NEWS 280 MAY–JUNE 2012 9

PHOTOS COURTESY JOAN HUDSON, TTI ). The Texas The ). below ), and a newly placed counter is tested ( tested is counter placed newly a and ), Because Because of the proliferation of new data collection tech- above Transportation Institute and the Capital Area Metropolitan Planning Metropolitan Area Capital the and Institute Transportation on research conducted and installations the handled Organization 2011. in city the throughout paths walking and bike A pedestrian and bicycle traffic counter is installed in Austin, Texas Austin, in installed is counter traffic bicycle and pedestrian A ( nologies and the unique capabilities and challenges associated challenges and capabilities unique the and nologies uniform develop to urgent is need the technologies, these with of guidelines for nonmotorized travel collection data the collection and data mandating policies create to and management other for methods collection data the on modeled data, these main the are now systems planning and Management modes. obstacles to action, and is leadership coordinated needed to barrier. this overcome Acknowledgment Sulli- James with discussions valuable acknowledge authors The and Krista E. Marshall and Wesley of Vermont, University van, Denver. Colorado, of University Nordback, The authors are with the Transportation Research Center at the at Center Research Transportation the with are authors The Burlington. Vermont, of University Passive video-image processing—using image processing processing—using Passive video-image Active route- and behavior-logging applications—such as applications—such and behavior-logging route- Active Passive signal-processing from the mobile devices of pedes- of devices mobile the from signal-processing Passive u u u Video-image Video-image processing is appealing because video cam- The literature and recent experience suggest that commercial that suggest experience recent and literature The be sur- may devices of individual shortcomings of the Some methods emerging other products, commercial to addition In tent tent data for collection travel. wide- nonmotorized Effective practitioners. of variety a of constraints budgetary and needs technology can allow for systematic, methodologically consis- can methodologically allow technology for systematic, are transportation nonmotorized for programs counting spread within the specific technologies, with off-the-shelf achievable Call to Action to fea- Call technology counting affecting factors the of assessment An Available cost, reliability, and quality, availability, compatibility barriers. sibility, technical surmountable but significant reveals accuracy of these technologies and have found the same range same the found have and technologies these of accuracy the not are and of as accuracy that of reasonable trans- the used for methods motorized becoming are Costs modes. portation use. widespread to barrier main and setting, the accuracy, the of terms in trade-offs have devices infrared Many users. other and the duration bicyclists at and which they pedestrians are effective between in distinguishing for do devices, pedestrians example, between not distinguish recommended be can and objects moving other or bicycles and are the therefore between that only have for a separation settings physical devices The traffic. vehicle motor and target count not for suitable counts of As mixed traffic. example, another winter for be not may suitable devices pressure-sensitive some conditions if snow and ice reduce device. the the sensitivity damage or can if equipment snow removal deploy- by or devices multiple combining by however, mountable, locations dif- at the sensors infrared taking Siting and ways. bicycles innovative in to them ing insensitive is that loop traffic may a with example, for device, each from counts the between roadway. ference a on volumes bicycle capturing for approach one offer bicy- and pedestrians counting for promise hold technologies and clists or for count extracting data from current data sources. include These software to analyze video from existing cameras. cameras. existing from video analyze to software secu- and monitoring traffic for ubiquitous becoming are eras trians and bicyclists—that is, extracting the locations of pedes- the locations is, extracting and bicyclists—that trians trians by and their bicyclists mobile tracking phones or other signals; digital appli- media social web-based through users registered tracking and cations; rity. Nonetheless, the Nonetheless, rity. approach raises particularly challenges, the the practitioner’s level of control over the placement and direction direction of the cameras. If the camera include is pedestrian and not bicycle installed activities, to then the angle of view or the lighting can make it inaccurate for comprehensive, for inaccurate it make can lighting the or view accurate count data. data. count accurate 10 TR NEWS 280 MAY–JUNE 2012 of transit. areas andthepresence closely tometropolitan United Statesislinked that walkinginthe Travel Surveyrevealed The NationalHousehold from7) (continued page TABLE 1Proportions, Distance,andDurationofU.S.Walking andBicyclingTrips byPurpose Allpurposes Refusedor not available Other Othersocial or recreational Visitfriends or relatives Vacation Medicalor dental Otherfamily or personal business Shopping Schoolor church Work-relatedbusiness Toor from work TripPurpose e c b a f g 30 minutes. miles,than2 butonlypercent 12 were longer than cle trips were 1 mile or more, with 26 percent more were for 30 minutes or longer; 54 percent of all bicy- walk trips were 1 mile or longer, andall onlyofpercent 1312 percentOnlyminutes. approximately 19 minutes. The average for bicycling was 2.3 miles and 15thanlesstravelof time amiles, for 0.7was trip TheNHTS showed that average distance for walka Travel Distance week, and 32 percent had made no walk trips. past the during tripbicycle a made not had icans past week. The data reveal that 87 percent of Amer- 2009 NHTS asks about the use of these modes in the than might be registered in a one-day travel diary,Because the bicycle or walk trips are made less frequentlyFrequency ofTravel d ecn eghTm ecn eghTime Length Percent Time Length Percent fTis(ie)(iue)o rp mls (minutes) (miles) ofTrips (minutes) (miles) ofTrips 0. . 491002319.4 2.3 100.0 14.9 0.7 100.0 54081. 732622.5 2.6 15.5 14.0 47.3 1.4 1.3 18.3 8.2 0.8 9.8 11.2 35.4 12.7 0.5 0.6 21.5 14.7 . . 20082725.7 16.0 2.7 2.3 26.0 0.8 0.1 2.2 22.0 13.1 0.8 0.2 21.2 1.2 16.1 0.8 3.8 1.4 0.7 10.9 16.2 0.9 1.0 4.5 . . 171. . 13.9 21.0 1.0 2.4 15.2 13.0 21.7 2.1 1.6 11.7 3.3 22.5 0.6 6.0 0.8 1.8 14.5 8.7 14.0 1.9 0.6 1.1 8.6 1.7 TotalTrips: 40,962 million WalkOnly vrg Average Average rpTravel Trip

TotalTrips: 4,082 million

A T A M W , L L : P UTHORITY RANSIT REA ETROPOLITAN ASHINGTON EVINE ARRY HOTO other areas. Among U.S. regions, the mid-Atlantic the regions, U.S. Among areas. other in percent 1.1 averaging and 500,000 to 200,000 of populations with areas in percent 1.3 istering percent in smaller urbanandnonmotorizedareas. size without rail transit and to slightly more than 8 same the of areas for percent 10 approximately to million or more that have rail transit. The rate falls are 1 of percent, populations with areasmetropolitan in found 19.2 walking, of rates highest The Geographic Location bicycling. for miles 1.4 to 1 and walking for mile 0.6 to 0.5 at shorter,relatives—were or friends visiting and business, personal travel—for or family shopping, utilitarian example, nonwork for trips trast, bicycling, at 3.8 miles, in the United States; in con- for and mile, 1.0 at walking, for trips longest the with associated was work Travelto (2). purposes utilitarian for is Europe in travel bicycle of thirds two- contrast, By destination. particular a without relaxation or exercise of goal a suggesting trips, bicycle of percent 47.3 and trips walk of percent 35.4 comprising travel, recreational or social for school, reflecting higheruseamongchildren. trips and 6 percent of bicycling trips are to or from walking of percent 8.6 respectively—but percent, 10.9 and percent work—4.5 from or to are trips bicycling and walking of percentage small atively from (Tablemodes other by those rel-a Only above). 1, differ destinations bicycling and Walking Travel Purpose vrg Average Average Bicycle rpTravel Trip Bicycling is not as sensitive to urban setting, reg- was modes both for purpose largest single The vacation. otherwork-related activity. g f e d c b a S buyinggas. meal,coffee, or snacks. socialevent; getting or eating a publicplace; eating a meal; forentertainment; visiting a ging);playing sports; going out exercise(e.g., walking and jog- meal,and getting snacks. meals,social event, getting a ing,transporting someone, petcare or dog walk, civic meet- weddingor funeral, grooming, vices,family or personal business, purposes. activity,and library for school giousactivity, school or religious OURCE Visitonly. Shopping,buying goods, and Includesrest and relaxation or Includesbusiness meetings and Includessocial or recreational; Includesday care, buying ser- Includesgoing to school, reli- :2009 NHTS.

TR NEWS 280 MAY–JUNE 2012 11

(Source:

FIGURE 5 Top 5 FIGURE for cities large by commuting bicycle. FIGURE 4 Top 4 FIGURE for cities large by commuting foot. American Community Survey, 2006–2010, average; 5-year cities 30 top the among cities.) 50 largest American Community Survey, 2006–2010, average; 5-year cities 30 top the among cities.) 50 largest 14.9% 5.4% 11.9% 10.2% 3.7% 9.8% 9.0% 8.7% 8.4% 3.0% 2.8% 6.8% 6.7% 2.2% 5.8% 2.2% 2.1% 5.4% 1.9% 1.9% 4.8% 4.4% 4.4% 1.6% 1.6% 4.2% 1.4% 3.8% 3.6% 3.5% 1.3% 3.1% 3.1% 3.0% 3.0% 1.1% 1.1% 1.1% 2.9% % of workers commuting by bicycle % of workers commuting by walking 2.6% 2.5% 0.9% 0.9% 2.3% 2.3% 0.8% 0.8% 0.8% 2.2% 2.2% 2.2% 0.7% 0.7% 0.7% 0.7% 0.6% 0.6% 0.6% 0.5% 0.5% Miami Austin Boston Tucson Seattle Denver Detroit Miami Omaha Austin Fresno Atlanta Tucson Boston Seattle Chicago Denver Atlanta Houston Oakland Chicago Phoenix Honolulu Oakland Baltimore New York San Diego Honolulu Baltimore New York San Diego Milwaukee Los Angeles Sacramento Milwaukee Mesa, Ariz. Minneapolis San Antonio Philadelphia Sacramento Los Angeles Raleigh, N.C. Minneapolis San Francisco Philadelphia Portland, Ore. San Francisco Albuquerque Virginia Beach Portland, Ore. Virginia Beach San Jose, Calif. Columbus, Ohio Columbus, Ohio Colorado Springs Washington, D.C. Washington, Long Beach, Calif. Colorado Springs Washington, D.C. Long Beach, Calif.

In both cases, the sensitivities link to the charac- to the link sensitivities the cases, In both 2. Geographic Positioning System (GPS) devices (GPS) System 2. Positioning Geographic 1. The approach stated-preference presents the The differences perhaps stem from characteris- influences. these to differently respond Travelers Two basic research techniques can gauge the

teristics of the traveler, which is important for planning. planning. for important is which traveler, the of teristics niques identify and quantify sensitivities to particular to sensitivities quantify and identify niques environmental characteristics that influence the choices. travel ior instead of subjective information. Statistical tech- Statistical information. subjective of instead ior key attributes, and asks for a ranking of the alterna- the of ranking a for asks and the attributes, of key analysis Statistical preference. personal by tives relative the quantify can sample diverse a from data attribute. each of importance behav- actual recording occurs, it as travel trace can Influence of Environment Price can influence the choice Increases in of the direct costs travel of driving—gasoline, mode.walking make example—may for parking, and tolls, or bicycling more attractive for more despite the extra travelers,in time Differences required. the some of may and explain of parking price gasoline and Europe in choices mode between differences the these costs do the Nevertheless, United not States. differ much between U.S. cities, yet rates different the to among work and cycling for walking prevail right). 5, and 4 (Figures cities largest tics of the physical environment—the natural and man-made. In the natural environment, hills and other features affect the directness of travel or the amount of effort required of the walker or cyclist, and weather and climate affect levels of comfort. The man-made, or determines built, environment, the location and proximity of origins and destinations and the characteristics of the environment between. Research under National Cooperative Estimat- 8-78, Project (NCHRP) Program Research Highway for Demand Planning and ing Pedestrian Bicycling the rela- is investigating and Development, Project walk- and environment built the between tionships 12). page sidebar, (see bicycling and ing in features environmental of particular importance loca- to a particular to or bicycle walk the decision route: particular a via or tion states have the highest rates of walking at 15.8 per- 15.8 at walking of rates highest the have states cent, with the and Pacific New states at England a midrange of 6.0 10.3 at to states 10.6 percent, Central and the South lowest West and East the in rates percent. 6.3 to subject with a range of choices, described in terms of terms in described choices, of range a with subject

P HOTO tional average upslope (4). The same study found : D :

AN that the effect of slope was much more significant for B

URDEN women than for men and for infrequent or inexpe- rienced cyclists than for experienced bicyclists.

Climate and Weather Walkers and cyclists are exposed to the elements; sensitivity to major changes in temperature and precipitation is expected. Distinguishing between climate effects that involve seasonal variations in atmospheric conditions—for example, hot summers, cold winters, or rainy seasons—and the shorter-cycle events of weather—like a snowfall, heavy rain, or uncommonly hot or cold days—is difficult. Although research has documented a decline in bicycle activity in areas with strong climate differences, the most pronounced variations in bicycle or walk activity are The effects of seasonal Natural Environment most closely tied to acute weather events. weather on pedestrian Topography and bicycle activity are Several studies have demonstrated that hills and Built Environment difficult to distinguish steep grades have a negative impact on walking or Land Use from the effects of acute weather events such as bicycling. A stated preference approach determined Walking and bicycling are easier and more relevant heavy rainfall. that slope was extremely important in walk and bicy- in compact, mixed-use settings, which register much cle route decisions in San Francisco but was almost higher rates for both modes, particularly for utilitar- twice as important for bicycling (3). GPS data from ian purposes. Households in mixed-use areas own 166 cyclists in the Portland, Oregon, region indi- fewer vehicles, make more trips to nearby destina- cated that the typical utilitarian cyclist would travel tions, and are more likely to use transit for trips out- 27 percent farther to avoid each 1 percent of addi- side the community. As a destination, a compact mixed-use setting is more likely to attract trips by nonautomobile modes. Cyclists tend to be less sensitive than pedestrians to Answering the Demand for immediate surroundings, particularly at the origin of Bicycling and Walking a trip. CHRP Project 8-78 is developing a guidebook on methods for Facilities N Estimating Bicycling and Pedestrian Demand for Planning and Planners and engineers have focused on facilities for Project Development. The project is responding to a long-recognized walking and bicycling. Pucher and Buehler (2) and need for robust methods that can measure bicycle and walking activ- others who have compared the U.S. bicycling and ity accurately in relation to the contexts of land use, infrastructure, walking experience with that of Europe have empha- sociodemographics, and environment—including motor vehicle traf- sized the high-quality, coordinated travel networks fic, hills, and climate and weather—that are uniquely important to for cyclists and pedestrians as a key influence on the nonmotorized travel. high rates of walking and bicycling. The project has completed an extensive review and synthesis of inter- The effectiveness of European walk and bicycle national research on this topic and has summarized what is known and networks is the result of a high level of connectivity; what is uncertain, identifying important needs for clarification and for in conjunction with the compact mixed-use design integration into reliable tools. An interim report, released in April 2011, of communities, this allows for direct, convenient documents this research. paths. Also evident are public policies and attitudes The project team is progressing with primary research, using data that support walking and bicycling as modes of from Seattle, Washington, and metropolitan Washington, D.C., to transportation—for example, traffic calming mea- develop and test model formulations for a new, more comprehensive set sures are widely applied and enforced in urban set- of relationships to support analyses at the regional, subarea or corridor, tings, allowing motorized and nonmotorized traffic and project levels. The work is scheduled for completion in September to coexist. In addition, vehicle parking is much more 2012. For additional information, visit http://apps.trb.org/cmsfeed/ limited and expensive in urban areas. TRBNetProjectDisplay.asp?ProjectID=2707.

TR NEWS 2012 280 MAY–JUNE In the United States, if the objective is to create a 12 safe and pleasant recreational environment for walking TR NEWS 280 MAY–JUNE 2012 13

PHOTO: NICK JACKSON, TOOLE DESIGN GROUP —have rendered the b , has been contracted to a team led by Theo In addition, pedestrian planning and design is advancing is design and planning pedestrian addition, In http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp? on Uniform Traffic Control Devices obsolete. current guide at a rapid rate in response to widespread concerns among government agencies and citizens that the transportation pedestrians. of needs the meet adequately not does system NCHRP Project 15-45,Pedestrian of Operation Proposed and Design, Planning, Update the for Guide of the AASHTO Facilities Petritsch of Sprinkle Consulting; the project is slated completion in 2014. for ProjectID=3175. b For the revised AASHTO bicycle facilities guide, NCHRP reviewed NCHRP guide, facilities bicycle AASHTO revised the For including nationwide, states and cities in practices design Boston, of City The lanes. bike marking and signing to approaches lanes bike new of miles 50 than more installed has Massachusetts, years. three past the in a to share facilities and interact with vehicles. motor and interact to facilities share Building separate off-road facilities can be expen- paths Much of can produce land and go. the availability sive, to want travelers most where go not do that use everyday to conducive more expensive—and shared- less purposes—are travel of range a for bicycles of or signed lanes bicycle as striped such facilities use streets. residential low-volume, on routes bicycle Designs Improving important most factors the that found has Research from separation include route a planning cyclists to at turns or crossings grades, of steepness the traffic, and type and surface quality; intersections, arterial path shortest the with importance in vie factors these more- destination; the to time travel the minimum and and traveler of type the with vary effects the over, purpose of to the trip. surveys Stated begin and preference to researchers allowed have monitoring GPS Manual Guide for Guide , an update an , Guide for the Planning, Another NCHRP project is starting is project NCHRP Another guide. Changes at the federal and federal the at Changes guide. in sufficient detail in the 2004 included or that were not covered not were that or included and treatments that were not 2010, identifying pedestrian issues pedestrian identifying 2010, completed a scoping study in late . Toole Design Group trian Facilities. Toole Design, and Operation of Pedes- AASHTO up this summer to update the 2004 Bringing Bicycle and Pedestrian Guidelines Up to Speed to Up Guidelines Pedestrian and Bicycle Bringing

state levels—such as the imminent adoption of new he he American Association of State Highway and Trans- portation Officials (AASHTO) has released the the released has (AASHTO) Officials portation A scoping study in 2005 by Sprinkle Consulting, Inc., con- Inc., Consulting, Sprinkle by 2005 in study scoping A

Planning bicycle networks, in bicycle Planning networks, is contrast, com- For more information about the revised AASHTO bicycle a the Development of Bicycle Facilities, 4th Edition 4th Facilities, Bicycle of Development the of the 1999 guide, incorporating results project. from (NCHRP) Program a Research NationalHighway Cooperative

ducted the initial research, interviews,review to determine the focus and content of the revisions and a literature NCHRP subsequent the Under guide. facilities bicycle the to Group, Design Toole of Toole Jennifer by led team a project, Institute, Research Midwest the from input additional with findings applying guidelines recommended new developed from research, as well as from practical experience United in the the throughout bikeways of construction and design States. T Urban Design for Walking purposes utilitarian is probably influ- and interesting design—having urban by most enced efficiently accessed be can that destinations relevant direct minimal with and paths minimum-distance via traffic. vehicle with contact likely more much are Cyclists technical. and plicated and bicycling—and perhaps for some long-distance off-road perhaps and bicycling—and exclusive of network a integrate to is travel—then objective commute the If priority. the be and may design trails community the into bicycling and walking may the then on fall focus the transportation, daily features emphasizing streets, and roads bicy- of use shared sidewalks, as such use, shared safe for both In allow that crossings. signalized convenient and lanes, are cle connectivity and accessibility of aspects the cases, design. network to critical facilities guide or to place an order, go to https://bookstore. facilities guide or to place an order, transportation.org/item_details.aspx?ID=1943. accessibility standards and the adoption of the 2009 2009 the of adoption the and standards accessibility P Striped bike lanes and HOTO Safety

other shared-use facilities J : EF Safety concerns are twofold: travel safety during N provide a cost-effective, ICKERSON exposure to traffic and personal safety from crime or efficient way to when passing through uncomfortable surroundings. incorporate bicycle networks into urban Facilities planning and traffic management can design. address concerns about traffic safety, but personal safety is a different matter. Public health researchers at the Centers for Dis- ease Control and Prevention found strong relationships between physical inactivity and perception of neighborhood safety, with older adults and racial and ethnic minorities demonstrating the greatest sensi- quantify the relative importance of these attributes to tivity (5). This finding, confirmed in many other particular populations, which will improve designs. studies, stresses the importance of street lighting, Experienced cyclists making a trip to work or landscape maintenance, and crime control in over- school are more concerned about minimizing travel coming resistance to walking or bicycling. time, are less sensitive about proximity to traffic, and are more comfortable with on-road bicycle lanes. Self-Selection Less experienced cyclists and those making Perhaps most befuddling to planners of new urban nonessential trips, however, may be more concerned places and bicycle and pedestrian environments is about ambience, comfort, and ease of travel than the role of self-selection. Some researchers have with time or distance and are more likely to favor asked if the difference in travel behavior in different separate facilities to reduce interactions with motor settings is attributable to the physical characteristics vehicles. Because this group of less experienced of the setting or to the tendencies and preferences of cyclists represents the market with the greatest the people who live there. In other words, people potential for utilitarian cycling, solutions are needed who want to walk or bicycle self-select to live in to make bicycling as safe, convenient, and attractive neighborhoods that are more bikeable and walkable. as it is in most European cities. Therefore building places that are friendly to walk- A combination of good urban design, traffic calming or bicycling will only attract people who are ing, and efficient, connected networks of bicycle- favorably disposed to walk or bicycle. only and joint-use local streets is needed. Cities such This conundrum of nature versus nurture has as Portland, Oregon; Minneapolis, Minnesota; New been the subject of many studies. A review of 11 York; and Washington, D.C., are investing in facility studies found that two concluded that self-selection designs borrowed from European counterparts, such was present, five found self-selection and the built as cycle tracks, traffic-calmed bicycle boulevards, environment equally important, and four found the and bike boxes; each of these cities has recorded effects of built environment most important (6). A increases in bicycling rates. definitive answer may never emerge; nevertheless, the demand for housing in walkable areas continues Attitudes and Perceptions to be a strong market trend (7). Many other influences on the choice to walk or bicycle are rooted in attitudes and perceptions that are Future Research difficult to gauge. Safety concerns and self-selection Even with the new NHTS data, much remains to are prominent among these. understand about bicycle and pedestrian travel. This

P is partly the result of how travel surveys are con- HOTO ducted. When an activity is rare—such as bicy- : D :

AN cling—a random sample of households and B URDEN single-day trip diary methods will not capture a sufficient amount of information to address the behav- Traffic calming measures ioral questions important for planning. in European The physical environment more emphatically neighborhoods, like influences the decision to walk or bicycle than the these speed bumps in decision to drive or take transit. Therefore, detailed Cologne, Germany, allow for the coexistence of route information is important in understanding indi-

TR NEWS 2012 280 MAY–JUNE motorized and vidual decisions. Travel surveys rarely collect these 14 nonmotorized vehicles. data, although GPS tracking is a promising technique. TR NEWS 280 MAY–JUNE 2012 15 Trans- National A Guide for Reducing Collisions Reducing for A Guide A Guide for Reducing Collisions Involving Bicy- Involving Collisions Reducing for Guide A offers research findings and proactive strategies proactive and findings research offers a , Morbidity and Mortality Weekly Pedestrians and Bicyclists and Pedestrians , Vol. 33, No. 1, pp. 1–20 (2006). 1–20 pp. 1, No. 33, Vol. , Implementing Safety Measures for Measures Safety Implementing Vol. 48, No. 7, Feb. 26, 1999. 26, Feb. 7, No. 48, Vol. Safety objectives presented include reducing bicycle crashes at crashes bicycle reducing include presented objectives Safety o advance the goal of reducing the annual the reducing of goal the advance o number of highway deaths, a National b . Characteristics of bicycle crashes and strategies for bicycle safety are safety bicycle for strategies and crashes bicycle of Characteristics For more information on the NCHRP Report 500 series, see Volume 10 of NCHRP Report 500, 500, Report NCHRP of 10 Volume http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_500v18.pdf. http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_500v10.pdf. erence Data. erence Paper to submitted the 12th International on India, Conference Jaipur, Behavior Research, Travel 2009. 13–18, December hood Safety and the Prevalence of Physical Inactivity: Selected States, 1996. Report, on Self-Selection Residential and Environment Built the of Texas. Austin, from Evidence Behavior: Pedestrian portation Americans What Survey: Preference Community The 2011 Are Looking for When Deciding Where to Live. Association of Realtors, Chicago, www.realtor.org-wps-wcm-connect-smart_growth_ Ill., March 2011. comm_survey_results_2011.pdf. to address pedestrian safety. Types of pedestrian crashes, victims, and victims, crashes, pedestrian of Types safety. pedestrian address to cate- measures of a as list well as examined, are events precipitating improving gorized traffic, by timeframe implementation and vehicular relative cost. to Measures exposure pedestrian minimizing include pedestrians, and vehicles motor safety between visibility and motorist distance and sight pedestrian improving and speeds, vehicle reducing awareness. 18, Volume in explored cles intersections, behav- along and roadways, safer intersections, at lowering midblock crossings; encouraging and awareness safety raising speeds; vehicle the reducing and equipment; safety bicycle of use the increasing ior; hazards. potential of effect www.trb.org/Main/Public/Blurbs/152868.aspx. a b T Involving Pedestrians Involving Cooperative guides of series a Highwayproduced has project (NCHRP) Research for Programstate and local agencies. Each title corresponds Amer- the in outlined areas emphasis to one of ican Association 23 of State Highwayand Transportation Officials plan for Published as highway volumes safety. of NCHRP Report 500, the implementation guides cover topics from seat- belt use to unsignalized intersections to pedestrians and bicycles. 5. 5. Neighbor- for Centers and Control Disease Prevention. Influences The 6.Mokhtarian. L. P. and Handy, L. S. X., Cao, 7. 7. , , Transporta- , Vol. , 93, No. Vol. 9, Journal of Physical of Journal Vol. 5, pp. 795–814 (2008). 795–814 pp. 5, Vol. Transportation Research Record: Journal of Journal Record: Research Transportation American American Journal of Public Health Activity and Health, Health, and Activity the Transportation Research Board, No. 2074 Board, Research the Transportation S. S. E. Walking, Crouter. Cycling, and Obesity Rates in Australia. and America, North Europe, In Europe. from tion Board of Research the Wash- National Academies, 58–75. pp. 2008, D.C., ington, Bay Francisco San the from Evidence Landscapes: Urban Area. 1478–1483. pp. 2003, September Pref- Revealed Using Model Choice Route Bicyclist class Many cities are conducting regular counts of bicy- of counts regular conducting are cities Many avail- were behavior travel on data quality if Even peo- from generated is data the of much Finally, the Although gaps in about walking knowledge clist,” sponsored by U.S. DOT, state DOTs, University DOTs, state DOT, U.S. by sponsored clist,” agencies. other and Centers, Transportation cles and pedestrians. But these efforts often rely on rely often efforts these But pedestrians. and cles manual counts that require comparable staffnot are expenditures or results the and volunteers, many tech- in Advances traffic. vehicle motor of counts to nology are soft- likelyand toequipment solvecounting in this investments problem butrequire will activity counts ware. do Nevertheless, not provide char- the made, being trips of types the into insight their for reasons the and travelers, the of acteristics path. or destination, mode, of choice able, accurate and comprehensive information is including about lacking the environment, physical the presence of bicycle and pedestrian infrastruc- interrelation- the of understanding limits This ture. ships. Several a recentplay also factors psychological studiesother and attitudes have shown that role significant in travel for particularly decisions, also are factors these on Data bicycling. and allow to walking way consistent a in collected not are and rare comparisons. to is objective the If bicycle. or walk already who ple the use increase of these modes for transportation, to needs more be who the about do known people recreation. for only so do who or bicycle or walk not cyclists current from differ to likely are people These and and pedestrians, them encouraging to change approach. different a require likely will modes these filling for prospects the great, reviewed are papers bicycling and of number The great. equally are gaps and the Bicycle Committee by the TRB Pedestrians Transportation Committee has been under NCHRP projects has related several steadily. increasing in “pedestrian” way with and projects nearing 67 completion. lists TRB’s database Research in Progress “bicy- or “bicycling,” “bicycle,” with 52 and title the 2.Lessons Everyone: for Cycling Buehler. R. and J., Pucher, 3. Cervero, R., and K. Duncan. Walking, Bicycling, and 4.Multi- a of Development Dill. J. and Gliebe, J. J., Broach, References 1.and Thompson, L. D. Buehler, R. Pucher, J. R., D. Bassett, W ING AY K F A O R

M P

E S

D E

E L S C T Y R C Traveler Response to Pedestrian IA BI NS AND and Bicycle Facilities and Programs RICHARD H. PRATT P or three-and-a-half decades, Traveler Response to Trans- HOTO

F S : portation System Changes, now in its third edition, has pro- TEVEN vided transportation professionals with comprehensive, accessible, V interpretive documentation of results and experience from across ANCE the United States and elsewhere in the application of changes and policy actions affecting motorized transportation. The third edition, issued as separate chapters under the banner of Transit Coop- erative Research Program (TCRP) Report 95, recently released findings for nonmotorized transportation as well. TCRP Report 95, Chapter 16, Pedestrian and Bicycle Facilities, also covers not only the effects of infrastructure but also outcomes of walking and bicycling programs and of promotional and information campaigns. Encouraging active transportation with its built-in physical activity is of interest not only to transportation planners and modelers seeking to curb congestion and enhance mobility but also to public health professionals Improvements in bicycle facilities led to a fivefold increase in bicycle seeking to promote healthy lifestyles. volume on downtown Willamette River bridges in Portland, Oregon.

Nuggets from Chapter 16 The 500-plus pages of Chapter 16 draw on sources from Aarts u Studies continue to show that adult bicyclists prefer bike to Zwerts and cover walking and cycling outcomes through lanes to undifferentiated streets with moderate to heavy traf- careful explorations of circumstances and assessments. The fol- fic. Cyclists will go farther out of their way to use bicycle boule- lowing selected points offer a sampling of the responses to vards—that is, low-volume streets with traffic calming changes in walking and bicycling facilities and programs: provisions. Most user groups prefer paved off-road paths, as long as the routings are reasonably direct. Physically separated u The presence of stores nearby, preferably with attractive bike lanes in the form of cycle tracks appear to attract more sidewalks at the front door, is a strong encouragement for adult users than conventional bike lanes, but supporting research is utilitarian walking—that is, walking for transportation. The limited. extent of the sidewalk system is not as strong a factor in adult u Improvements in system interconnection can stimulate choice of modes but is significant; sidewalks are demonstrably active transportation. In Austin, Texas, when 3.5-ft sidewalks on related to health indicators such as lower rates of obesity. Child a bridge were superseded by an exclusive pedestrian and bicy- pedestrian counts increase in response to the addition of side- cle river crossing, walk and bike volumes increased fivefold, walks and of signals at intersections; on California school routes, reaching 4,000 to 5,000 users per day. Endpoint facilities are for example, average counts of child pedestrians increased by 46 important to bicyclists, whether the cyclist is headed to work, percent in response to sidewalk improvements and by 24 percent shopping, personal business, or a transit stop. In Edmonton, in response to signal installation. Alberta, Canada, participants in a stated-preference survey val-

P ued secure bicycle parking as much as 27 minutes of saved HOTO cycling time. : D :

AN u Multifaceted, systemwide programs have produced B URDEN notable results. Brisbane, Australia, introduced shared-use paths in three corridors, plus local connectors and a major pedestrian–bicycle bridge. With housing growth in the downtown, walk-commute shares to the central area increased threefold in 20 years, to a share of more than 17 percent, and bike shares increased sixfold. In Portland, Oregon, 17 years of coordinated improvements in bicycle lanes, multiuse trails, bicycle boulevards, and bridges, plus individualized marketing programs,

TR NEWS 2012 280 MAY–JUNE Research shows that child pedestrian counts increase when sidewalks The author is a transportation consultant, Garrett Park, 16 and intersection signals are added to roadways. Maryland. TR NEWS 280 MAY–JUNE 2012 17

PHOTO: RICHARD H. PRATT ) above: Traveler Response to Transportation System to Response Traveler Transportation in 1977 and 1981. The third edition has been issued in issued been has edition third The 1981. and 1977 in Providing interconnections, large and small, to create sys- create to small, and large interconnections, Providing de- mixed-use and facilities bike and walk Concentrating preferences the to decisions facility and program Attuning Using intensive individualized marketing techniques to Retrofitting sidewalk improvements in commercial areas, commercial in improvements sidewalk Retrofitting u u u u u Richard H. Pratt, John E. (Jay) Evans, Herbert S. Levinson, Shawn Levinson, S. Herbert Evans, (Jay) E. John Pratt, H. Richard under the sponsorship of the Federal Transit Administration (FTA). Administration in 2003, as 95, starting TCRP Report Transit chapter-volumes separate Federal the of sponsorship the under National the from came 16 Chapter for sponsorship Additional for Centers Control Health, Disease for Center Environmental Prevention. and authored research Nabors the Daniel as and Jeng, serves Y.) (C. Yaw Inc., Chawn Turner, Consultant, M. Pratt, H. Richard 16. Chapter Jay of subconsultants. ten with consultancies the in association project,* the for include agency 16 Chapter for subconsultants The Texas Corporation, Gallop with along Levinson, Herb and Evans A and VHB. Inc., Brinckerhoff, Parsons project. Institute, the Transportation throughout oversight provided has panel TCRP * TCRP Project B-12A, http://apps.trb.org/cmsfeed/ TRBNetProjectDisplay.asp?ProjectID=1034. Acknowledgments and first the published of Transportation Department U.S. The of editions second Changes tem continuity and to want to go. people link up with places tem continuity centers. activity and nodes transit around velopment rid- transit disabled from clien- ranging broader a groups, individual attracting of needs example, and For bicyclists. risk-averse to ers facilities, child and female for service improving and off-road riding to bike tele well-placed, on emphasis more for calls cyclists and— through-routings, street quiet other boulevards, bicycle if these are not workable—cycle tracks and lanes. buffered bike promote the adoption of active transportation options for exercise. and travel on school approaches, around transit stops, and along busy streets. busy along and stops, transit around approaches, school on Capital Crescent Trail, near Bethesda, Maryland. Bethesda, near Trail, Crescent Capital Shared-use, off-road paths and trails that are well-connected to the to well-connected are that trails and paths off-road Shared-use, transportation active attract destinations popular and network ( backgrounds; and ages all of exercisers and participants , is available is , Pedestrian Pedestrian and provides user response information that allows that information response user provides Traveler Response to Transportation System Transportation to Response Traveler Mass marketing of active transportation appears to have to appears transportation active of marketing Mass u The Related Information and Impacts section covers supple- covers section Impacts and Information Related The read- guide resources additional of section a and References on focus sometimes planners and engineers, Administrators, TCRP Report 95, 95, Report TCRP Facilities Bicycle and Pedestrian 16: Chapter Changes, from the TRB online bookstore, www.trb.org/bookstore; to view to www.trb.org/bookstore; bookstore, online TRB the from the book online, go to www.trb.org/Main/Blurbs/167122.aspx. to go online, book the professionals to give informed consideration to the facility and facility the to consideration informed give to professionals outcomes. effective more and impacts wider achieved bicycle facilities and does not set forth best practices or recom- or practices best forth set not does suggests and facilities bicycle however, impacts, on information The policies. mended consideration: special deserve approaches following the that system characteristics and promotional activities that have Chapter 16 is not a design or operations manual for pedestrian or pedestrian for manual to Consider Approaches operations or design a not is 16 Chapter Chapter 16 offers resources for planning and public health prac- Applications Resource health public and planning for resources offers 16 Chapter ana- and data delineates Summary and Overview The titioners. of use reliable make to understood be must that pitfalls lytical on section A information. demand travel bicycle and pedestrian Response Factors helps Traveler Underlying in male understanding example, For implications. their and phenomena observed on quiet identical is nearly bicycling with comfort and female as precipitously more decline levels comfort female to but lanes streets, bicycle to paths off-road from shift characteristics route streets. undifferentiated busy the about discussion A transportation. active in topics mentary of extent notes that and 16 walking bicycling of percent U.S. in occur to walk trips going or from bus and rail stops. urban 7 take may lanes bike and paths of usage that indicate Counts and Issues Health Public on subsection A mature. to years 8 or health. and exercise about information adds Relationships studies case Seven topics. fill to associated and detail to more ers to undertaken ministudies several of consists one depth; add literature. the in gaps the and aspects of programmatic construction and walkways bicycle facilities and give inadequate attention to the travel and recreation desires of the intended users. Bicycle Facilities Bicycle have yielded a fivefold increase paral- that outcome in bridges—an downtown River bicycleWillamette volume on key Brisbane. in shifts mode the lels little staying power, but individualized marketing with marketing but infor- individualized little staying power, mation packets and trip pro- one-on-one assistance planning duces better results. Most marketing full-scale individualized applications in the United States and Australia have engen- dered gains of 1 to 4 points percentage in walk mode share and gains of 1 to 2 points percentage in of bicycle mode context share the In areas. target the in share mode transit in and 20 of increases into translate gains these demonstrations, U.S. riding. transit and bicycling, walking, for percent 25 to W ING AY K F A O R

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E L S C T Y R C IA BI NS AND P HOTO : L : AURA S ANDT , PBIC I PBIC , MAGE L IBRARY

Leveraging the Health Benefits of Active Transportation Creating an Actionable Agenda for Transportation Professionals

LAURA SANDT, NANCY PULLEN-SEUFERT, SETH LAJEUNESSE, AND DAN GELINNE

alking and bicycling for health is not a Benefits of Walking and Bicycling The authors are new concept. These activities cannot be Walking and other forms of physical activity once researchers at the W relegated to tracks, gyms, and malls, how- were integral parts of American life. Today the aver- University of North ever—they need to be viable options for transporta- age commute to work, generally to desk jobs, takes Carolina Highway Safety tion in communities. 25 minutes per day across all travel modes—this Research Center, Chapel The evidence of the health benefits from walking does not include the return trip home. One of the Hill. and bicycling is mounting, and many initiatives trade-offs has been more time sitting and less time showcase how public health and transportation pro- moving. fessionals have been working together to create com- According to the Physical Activity Guidelines for (Above:) Cyclist waits at munities that are more pedestrian, bicycle, and Americans, adults need at least 150 minutes of mod- bike box at corner of transit friendly. These initiatives hold the potential erate activity or 75 minutes of vigorous activity per Broadway and Fifth for improving quality of life—through improved week to experience the substantial health benefits of Avenue in New York City. health and travel convenience. physical activity. Currently, less than 10 percent of Bicycling offers a way for adults and children to Transportation planning, funding, and engineer- Americans reach the recommended amount. Brisk achieve moderate or ing can benefit from expanding the agenda to include walking and leisurely bicycling are both considered vigorous physical activity health. A review of the research reveals ways to incor- types of moderate activity, and integrating these

TR NEWS 2012 280 MAY–JUNE and meet recommended porate health considerations into transportation activities into daily life holds promise for meeting 18 health guidelines. planning and design. physical activity needs. Actively commuting to work is one way of attain- ing the recommended amount of physical activity MAKING CONNECTIONS—TRB Special Report (1). Almost one-third of transit users, for example, 282, Does the Built Environment Influence accumulate recommended amounts of physical activ- Physical Activity? Examining the Evidence, re- ity by walking to and from transit stops. leased in 2005, reviews the broad trends af- A large body of evidence has established the many fecting the relationships among physical ac- individual, social, and economic health-related ben- tivity, health, transportation, and land use; efits of engaging in more physical activity and less summarizes what is known about these rela- sedentary activity. A lack of physical activity has been tionships, including the strength and magni- implicated in a long list of negative health outcomes, tude of any causal connections; examines implications for policy; and recommends including premature death and chronic illnesses. priorities for future research. Links to the full The health-enhancing role that walking and bicy- text of the book, a summary, and back- cling could play extends beyond the recommended ground papers can be found at www.trb.org/Publications/Blurbs/ moderate or vigorous physical activity. A leisurely 155343.aspx; to purchase a copy of the book, visit the TRB Bookstore walk to work on a route that requires stopping at at http://books.trbbookstore.org/. many intersections can impart health benefits. Sedentary behavior—whether in a car, in an office chair, or on the couch—is associated with premature annual healthcare costs of physical inactivity at $544 death and chronic disease. The amount of time spent per person in 2008 dollars (3). seated has been isolated as a health risk in its own In addition, the physical activity of walking and right, separate from a lack of physical activity (2). biking in the community can lead to social benefits. Exchanging time seated in a car for time spent mov- People are more likely to linger in outdoor environ- ing about, therefore, offers health benefits regardless ments that support walking and cycling and to min- of how quickly a person is moving. gle with members of the community; this encourages Physical activity—including walking and bicy- residents to become engaged in community issues cling—also improves mental health. Many health- and to enhance their quality of life. Streets with less care providers recommend that patients with minor car traffic, adequate lighting, and good visibility depression take regular walks, and patients with block opportunities for crime, instill a sense of per- more severe depression are often encouraged to walk sonal security, and facilitate active travel (4). or to engage in other physical activity as part of their treatment regimen. Addressing Barriers The health problems avoided by maintaining an Achieving the health benefits of walking and bicy- active lifestyle not only affect quality of life but also cling requires addressing barriers and risks. After have financial consequences. Drawing on findings controlling for distance traveled, rates of injury from three studies, a recent estimate placed the among pedestrians and cyclists are higher than for IBRARY L MAGE , PBIC I HOMAS T IBBY : L HOTO P TR NEWS 280 MAY–JUNE280 2012 NEWS TR

Many roadways have high vehicle speeds and volumes and few facilities to support pedestrian or bicyclist activity, raising safety concerns. 19 20 TR NEWS 280 MAY–JUNE 2012 transportation. can stimulateactive pedestrian amenities ments incorporating Dense, diverseenviron - of bicyclingandwalking. address thesafetyrisks policymakers must active transportation, To helpencourage promoting active transportation. Multifaceted, pop- outremoving thebarriers andrisks isineffective in gaining attention from the public and policymakers. air pollution, a risk for pedestrians and bicyclists, is addition,elevatedexposureultraviolet to andlight of Pedestrian and Bicycle Attitudes and Behaviors. and In crime inclement about weather, concerns according and to the National facilities Survey safe of reported barriers to walking and cycling ( are thevehicle lack motor by traveling those But prescribing more walking and bicycling with- 5

). Commonly ).

L I PBIC , B D : P IBRARY MAGE URDEN AN HOTO built environment—suchbuiltconnectivity,use, land as social and individual influences. to characteristics of the built environment apart fromquantify the amountto of physical needed activity is attributable research more preferences, lifestyle ronment can facilitate physical activity regardless of ( use relationshiptransittivewalking,cycling,and with compact, mixed-use developments maintain a posi- biases and attitudinal preferences are accounted for, ( moretransit use and bike, areasand in small-town communities tend to walk, active of levels transportation higher ( with tions—correlate ity—shorterdistances between origins and destina- employment densities, and high levels of connectiv- greater diversity of land uses, higher residential and ( trips transit automobileandgreater proportions ofwalking and by traveled miles vehicle fewer significantly have nations reachable within a short travel time—tend to highlevels of accessibility—large numbers of desti- affecttheamountphysical of activity. Regions with encourage people to use active travel modes and may The structure and quality of built environments may Environments andFacilities portation. trans-active ofbenefits health the reap to needed are walking and bicycling to barriers ronmental ulation-level approaches that address social and envi- In addition to elements and characteristics of the urban denser in people thatResearchindicates 8 ). Although evidence suggests that the envi- theAlthoughevidencesuggests that). 6 ). Similarly, neighborhoods with a with neighborhoods Similarly, ). 6 ). 7

). After self-selectionAfter ).

S T F AAA : P AFETY RAFFIC FOR OUNDATION HOTO TR NEWS 280 MAY–JUNE 2012 21 c in terms in , , Pedestrian- and bicycle- Pedestrian- help oriented signs promote active special transportation; in signage assists visitors a historic district of Charlotte, North Carolina. a b d In Shasta County, California, local transportation and com- transportation local California, In County, Shasta evalu- to process HIA the used Georgia, Decatur, in Officials in Network and Environment Health The Built Public Local www.co.shasta.ca.us/HHSA/CommunityPartners/Checklist.sflb.ashx. www.caactivecommunities.org/our-projects/local-public-health- www.apha.org/NR/rdonlyres/B08309C5-EA0D-4C6E-836C- www.decaturga.com/Modules/ShowDocument.aspx?documentid= 1C3208E1E535/0/APHAW1Jan2011Meehan.pdf. and-the-built-environment/. 1211. a b c d munity planners teamed with the Shasta County Public Health Public County Shasta the with teamed planners munity Checklist, Development a Health to create Public Department devel- proposed for alternatives design healthy provides which checklist The each. for rationale the with along types, opment to is and used process review of development the is part now considera- about developers to feedback and comments frame environment. built the for tions Around Gets Decatur plan, transportation a new ate assis- technical training, provides health California, public County, Humboldt integrate agencies local help to funding and tance, walk- and workshops through design community into concerns audits. ing of potential health impacts, including physical activity, safety of activity, physical health including potential impacts, access. and equity and health, mental capital, impacts social injury, positive and have would plan the that found assessment The and health made recommendations community on long-term community. the within health promote to plan the using for ing collaborations for policy change.

PHOTO: PRAYITNO, FLICKR

: L : P S AURA HOTO ANDT ). ). 11 Healthy Transportation Success Stories Success Transportation Healthy ). ). 10

Bicycling amenities such as cycle tracks and bike and tracks as cycle such amenities Bicycling n Nashville, Tennessee, the metropolitan n planning Nashville, organi- Tennessee, zation (MPO) is making major strides to incorporate active incorporate to strides major making is (MPO) zation ). Wayfinding signage and pedestrian and bicyclist- and pedestrian and signage Wayfinding ). 9 transportation and support for transit into its long-range plans long-range its into transit for support and transportation sus- healthy, emphasizes strategy investment The policies. and tainable, multimodal projects. The MPO is planning routine draft- is and activity physical and travel on data of collections (HIAs) as part of its ing criteria for health impact assessments in participates MPO The projects. development land of review ongo- in and Force Task Obesity statewide multidisciplinary a

The Sundial Bridge is a pedestrian bridge in Shasta County, California. County, Shasta in bridge pedestrian a is Bridge Sundial The I Built environments can Built walking support and environments bicycling to transit facilities, offering opportunities to activity. for physical daily recommendations satisfy Making the Transit Connection Making the Transit boxes separate bicyclists from car traffic and reduce car traffic from and bicyclists separate walking boxes support that Facilities conflicts. potential transit include such as sidewalk features increased pro- the and crossings, Lower and widths, traffic connectivity. continuity, pedestrian at aids also bins visible trash speeds, and benches as such ( amenities activity of vision pedestrian enhanced with associated are and pro- density—policies effectively and and use car roadway single-person features discourage can communi- example, For transportation. active mote ties that reduce car parking availability—through levels lower spaces—have the limiting by or pricing transportation of active levels higher and of use car ( and walking facilitate also signals crossing oriented ( bicycling County guidelines advocate infrastructure elements that encourage that elements infrastructure advocate guidelines County walking, bicycling, and other forms of active transportation. transportation. active of forms other and bicycling, walking, W ING AY K F A O R

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E L S C T Y R C IA BI Measuring Walking and Cycling for Transportation NS AND Expert Panel Examines Practice, Challenges, and Gaps

he Centers for Disease data. Presenters described how T Control and Prevention data are used from the public (CDC) hosted an Active Trans- health, transportation, research, portation Expert Panel meet- and policy or advocacy perspec- ing, February 27–28, 2012, in tives. The panel identified how Atlanta, Georgia, to advance organizations are using—or not cooperation among organiza- using—available data and dis- tions that measure active trans- cussed opportunities to opti- portation—that is, walking and mize data resources across the bicycling for transportation systems. Suggestions were made purposes. The program objec- for improving the characteriza- tives were to tion of time and trips spent in active transportation to inform u Document the state of research, as well as policy and active transportation measure- advocacy efforts. ment, particularly at the na- The third session examined tional level; emerging technologies and u Develop joint efforts to methods for monitoring active promote and enhance the mon- transportation. The advantages itoring and surveillance of of incorporating these methods active transportation; and into large- and small-scale stud- u Recommend key action ies were discussed. items for near-term and longer- Collaboration was the focus term collaboration involving of the final session. The panelists public health, labor, and trans- outlined a research agenda for portation. collaborative efforts and developed recommendations for Experts in the measurement near-term and longer-term of active transportation from Participants in the CDC Active Transportation Expert Panel meeting actions to promote active trans- academia, state and local gov- in Atlanta, February 2012. portation data collection and ernments, and federal govern- monitoring. Participants consid- ment agencies attended the meeting and provided perspectives ered how to build a strong network to ensure that data are col- from the fields of transportation, planning, environmental sci- lected efficiently and systematically to meet the maximum ence, engineering, and public health. In addition, representa- number of needs. tives from a national partnership of private foundations The planning committeea is coordinating the development described how data are applied to inform policy and advocacy of several products. A summary review of the meeting is in efforts that support environments conducive to active living. preparation, along with a comparison of measures of walking The meeting was structured as four main sessions. Presenta- and bicycling for transportation purposes across data systems at tions at the first session, on current measurement approaches, the national, state, and local levels. In addition, the committee described national-level surveys that collect data on walking will foster continued collaboration in support of active trans- and bicycling for transportation purposes, including the portation measurement. National Household Travel Survey, the American Community For more information, contact Dianna D. Carroll, U.S. Public Survey and other U.S. Census surveys, the American Time Use Health Service Officer, Physical Activity and Health Branch, Divi- Survey, the National Health Interview Survey, and the National sion of Nutrition, Physical Activity, and Obesity, Centers for Dis- Health and Nutrition Examination Survey. The panel identified ease Control and Prevention, Atlanta, Georgia, [email protected]; similarities and major differences in the measures, the data 770-488-6339. systems, and the data collection procedures; assessed the a Members of the Active Transportation Expert Panel Planning comprehensiveness of each approach; and identified common Committee are Dianna Carroll, Janet Fulton, and Tom Schmid, CDC;

TR NEWS 2012 280 MAY–JUNE measurement challenges and gaps. David Berrigan, National Cancer Institute; Kevin Krizek, University 22 The second session focused on the application of available of Colorado; and Gabe Rousseau, Federal Highway Administration. TR NEWS 280 MAY–JUNE 2012 23

PHOTO: JESSICA DOWNING, AMERICAN PUBLIC HEALTH ASSOCIATION Adults can achieve daily Adults can guidelines recommended activity by for physical to work via commuting methods that incorporate exercise, such as bicycling or walking to and from transit. Building from the example and the funding

more transportation choices—such as walking, bicy- walking, as choices—such transportation more costs, transportation decrease transit—to and cling, health. public promote and quality, air improve offered by pub- federal programs, many with state and local connecting are departments transportation and trans- health to address departments lic health involve efforts collaborative These issues. portation a variety of activities, including training, resource evaluating and designing and development, tool and

, C , M R : P YCLELICIOUS ASONER ICHARD HOTO The American The Public American Health As- The World Health Organization u u active transportation and health: transportation. analyses and conducting in planning sociation’s Transportation and Health Transportation sociation’s research-based useful, contains website Health the interactive has developed estimate to Tool Assessment Economic mortal- in reductions the of value the www.walkinginfo.org/promote/. for new infrastructure: www.heat walkingcycling.org/. tools for practitioners: www.apha.org/ practitioners: for tools bicy- and walking from result that ity cling; this tool can be helpful in Key Resources on Health and Transportation and Health on Resources Key ). ). The The Federal Highway Adminis- The Sustainable Communities Part- Communities Sustainable The In In 2011, Re- the Transportation 12 u u u decisions: www.trbhealth.org. decisions: tration’s Pedestrian and Bicycle Infor- and Bicycle Pedestrian tration’s research, assembled has Center mation on materials training and studies, case nership website provides resources and resources provides website nership com- enable to opportunities funding and safe, healthy, in invest to munities walkable neighborhoods: www. search Board formed a Subcommittee a formed Board search share to Transportation and Health on understanding the improve to research transportation of impacts health the of sustainablecommunities.gov/. In In 2009, the U.S. Department of Housing and These transit-derived physical activity gains have gains activity physical transit-derived These New federal initiatives are emphasizing connections emphasizing are initiatives federal New the of and fields health transporta- between public support the through concerns health address to tion exam- For improvements. walking and bicycling of to Prevention Putting Communities its through ple, and Control Disease for Centers the program, Work commu- to million $257.1 provided has Prevention and policy through issues obesity addressing nities programs. health other and changes environmental Trans- of Department U.S. the Development, Urban portation, and the U.S. Environmental Protection Sus- for Partnership interagency the formed Agency sev- developed has effort The Communities. tainable provide to goal a including principles, livability eral Partnering for Active Transportation been documented across diverse cultures and geog - geog and cultures diverse across documented been raphies. Active improving transportation and transit support simultaneously By reciprocally. other each transit access and planners, operations, engineers, can practitioners health and public officials, transit use. transit from benefits health the leverage Even after controlling for socioeconomic variables, for socioeconomic Even controlling after phys- of enjoyment the in differences individual for and for ical the of activity, walkability a neighbor- transit between remain associations significant hood, sug- finding This activity. physical moderate and use or bicycling walking via transit accessing that gests is largely responsible for higher rates of physical more than activity, a positive attitude about being ( active 24 TR NEWS 280 MAY–JUNE 2012 walking. with higherlevelsof facilities isassociated The presenceoftransit approach to increase physical activity.Improving comprehensive physical increase a to approach of part one only is therefore, bicycling, and walking for conditions Improving omnt t claoae n raig ae and safe creating in collaborate to community lic health professionals will call on the transportationhealth and its social and economic implications, pub- health effectsthe of sedentary lifestyles.combat to make can professionals portation trans- that contribution unique a is connectivity and access, infrastructure, bicycle and pedestrian circumstance. every in everyone for possible be are ideal, using active transportation modes will not safety. and choice travel on influence their and ronment plex relationship between features of the built envi- but more research is needed to understand the com- increase physical activity for all is widely recognized, portation.potentialactivetransportationTheof to health benefits of physical activity and active trans- proliferated in recent years, clearly establishing the Research on the benefits of active transportation has Collaborative Endeavors local initiatives plus links to useful resources. bars on pages 21 and 23 offer examples of state and the through projects completion of health and impact assessments. The side- plans transportation As concerns continue to rise about individual about rise to continue concerns As Even when conditions for walking and bicycling 2. Thorp, A., N. Owen, M. Neuhaus, and D. W.D. and Dunstan. Neuhaus, M. Owen, N. A., Thorp, 2. 1. References realize the promiseand of active efforts, transportation engineering systems. and planning into tions agencycommunication, integrate health considera- inter strengthen can professionals- transportation agencies,local and federalfrom leadership tinued sion making. incorporating and health issues into planning benefits anddeci- health evaluating for processes the neededresearchisfor refinetoinstitutionalizeand planning, and monitoring. In research,addition,transportation and collaborationhealth of support in dination will be needed to collect data systematically healthytransportation solutions. Interagency coor- 4. Loukaitou-Sideris, A. Is It Safe to Walk?to Safe It Is A. Loukaitou-Sideris, Neighborhood 4. T. Gotschi, Investments Bicycling of Benefits and Costs 3. 5. Beck L. F., A. M. Dellinger, and M. E. O’Neal. Motor O’Neal. E. M. and Dellinger, M. F., A. L. Beck 5. With new tools and resources available and con- 1996–2011. in Adults: A Systematic Review of Longitudinal Studies, Outcomes Health Subsequent and Behaviors Sedentary lic HealthAssociation,Washington, D.C.,March 2010. The Hidden Health Costs of Transportation Walking. Safety and Security Considerations and Their Effects on Health, Vol. 2011,pp.S49–S58. 8,January Oregon. Portland, in 41, No.2,2011. Vehicle Crash Injury Rates by Mode of Travel,United of Mode by Rates Injury Crash Vehicle 219–232. Journal of Planning Literature American Journal of Preventive Medicine ora o Pyia Atvt & Activity Physical of Journal , Vol. 20, 2006, pp. . American Pub-

, Vol.

L I PBIC , S L : P IBRARY MAGE ANDT AURA HOTO States: Using Exposure-Based Methods to Quantify Dif- K. J. Clifton. Relation of Modifiable Neighborhood ferences. American Journal of Epidemiology, Vol. 166, No. Attributes to Walking. Preventive Medicine, Vol. 47, No. 2, 2007, pp. 212–218. 3, 2008, pp. 260–264. 6. Ewing, R., and R. Cervero. Travel and the Built Envi- 10. Winters, M., M. Brauer, E. M. Setton, and K. Teschke. ronment: A Meta-Analysis. Journal of the American Plan- Built Environment Influences on Healthy Transporta- ning Association, Vol. 76, No. 3, 2010, pp. 265–294. tion Choices: Bicycling Versus Driving. Journal of Urban 7. Mumford, K. G., C. K. Contact, J. Weissman, J. Wolf, and Health, Vol, 87, No. 6, 2010, pp. 969–993. K. Glanz. Changes in Physical Activity and Travel Behav- 11. Lee, R. E., S. K. Mama, K. P. McAlexander, H. Adamus, iors in Residents of a Mixed-Use Development. American and A. V. Medina. Neighborhood and PA: Neighborhood Journal of Preventive Medicine, Vol. 41, No. 5, 2011, pp. Factors and Physical Activity in African American Pub- 504–507. lic Housing Residents. Journal of Physical Activity & 8. Handy, S. L., X. Y. Cao, and P. L. Mokhtarian. Self-Selec- Health, Vol. 8, January 2011, pp. S83–S90. tion in the Relationship Between the Built Environment 12. Lachapelle, U., L. Frank, B. E. Saelens, J. F. Sallis, and T. and Walking: Empirical Evidence from Northern Cali- L. Conway. Commuting by Public Transit and Physical fornia. Journal of the American Planning Association, Vol. Activity: Where You Live, Where You Work, and How 72, No. 1, 2006, pp. 55–74. You Get There. Journal of Physical Activity & Health, Vol. 9. Rodríguez, D. A., S. Aytur, A. Forsyth, J. M. Oakes, and 8, January 2011, S72–S82.

Advancing the Discourse on Health and Transportation ELOISA TIGRE RAYNAULT AND ED CHRISTOPHER P ransportation decisions affect health across all popula- HOTO

T J :

tions in profound ways, positively and negatively. In ESSICA recent years, the number of papers on health-related research D submitted for peer review to Transportation Research Board OWNING

(TRB) standing committees has increased. To encourage and A , stimulate the growing interest and activity in this topic area, MERICAN

TRB formed a Health and Transportation Subcommittee to P UBLIC serve as a venue for researchers at the intersection of health H and transportation. EALTH A Previously researchers and decision makers involved in this SSOCIATION area had to search across several TRB committees to identify the latest health-related research and to improve understanding of the health impacts of transportation policies and projects. The Environmental Justice in Transportation, the Transportation and Sustainability, the Traveler Behavior and Values, and the Urban Data and Information Systems Committees sponsor the subcommittee, which was inaugurated at the TRB Joint Summer Meeting in Boston, Massachusetts, in July 2011. The subcommittee plans to review and publish research, The mission of the Health and Transportation Subcommittee sponsor calls for papers, develop research proposals, and con- is to identify, advance, and publish research and information to tribute to the rapidly expanding base of knowledge. Partici- improve the understanding and evaluation of the health pants from a variety of disciplines—engineers, public health impacts of federal, state, regional, and local transportation poli- professionals, planners, epidemiologists, economists, advocates, cies, procedures, and actions. The subcommittee offers inter- elected officials, academics, and more—are working together ested parties an opportunity to pool insights and expertise on to advance the subcommittee’s mission and scope. For more MAY–JUNE280 2012 NEWS TR the connections between health and transportation. information and to participate in subcommittee activities or to The subcommittee’s scope includes an array of topics designed join the list of friends, visit the subcommittee’s website, to cover diverse impacts and issues related to health, with atten- www.trbhealth.org. tion to vulnerable populations. Subcommittee deliberations will address active transportation—such as walking and biking; safety; Raynault is Transportation, Health, and Equity Program the impacts of freight transportation and aviation on health, air Manager, American Public Health Association, Washington, quality, and noise; and the use of health impact assessments and D.C. Christopher is Community Planner, Federal Highway other metrics to advance and incorporate the consideration of Administration Resource Center Planning Team, Matteson, health in transportation decision making. Illinois. 25 W ING AY K F A O R

M P

E S

D E

E L S C T Y R C IA BI NS AND P HOTO : E : RIC R OGERS , KCBIKE . INFO

Business Cycles Catering to the Bicycling Market

KELLY J. CLIFTON, SARA MORRISSEY, AND CHLOE RITTER P ycling is on the rise across the United States, HOTO Clifton is Associate and its popularity has grown beyond the G : Professor of Civil and REG C R

usual leaders—Portland, Oregon; Seattle, AISMAN Environmental Washington; Davis, California; Minneapolis, Min- , F ,

Engineering, and nesota; and Boulder, Colorado. Other cities making LICKR Morrissey and Ritter are significant investments in bike infrastructure in graduate students, recent years include New York City; Chicago, Illi- Nohad A. Toulan School nois; and Washington, D.C.—all three have realized of Urban Studies and substantial growth in the numbers of people taking Planning, Portland State to the streets on two wheels. University, Portland, New York City has added more than 200 miles to Oregon. its bicycle network, for example, and the number of bicycle commuters has more than doubled since 2007 (1). Many other cities, large and small, are eyeing these successes and recognizing the potential of cycling as a viable mode of transportation for their communities. Although improvements that support bicycling can offer benefits such as reduced congestion, improved air quality, and healthier communities, (Above:) A University of Minnesota study is many question the economic impacts, specifically A bike parking area at a Fred Meyer grocery store in examining consumer- for the business community. Some evidence supports Portland, Oregon. Portland has long been a national

TR NEWS 2012 280 MAY–JUNE oriented business activity the assertion that bicycling is good for business, but leader in urban bicycling, serving as a model for 26 near bike-share stations. many business owners express concern that cyclists other cities as the popularity of bicycling grows. P are not a lucrative market compared with customers HOTO : B :

who arrive by automobile. They argue that efforts to AND IKE cater to cyclists—such as increasing bicycle parking R and adding bike lanes—can hamper access for auto- OLL W mobiles and that an economic return from new facil- ASHINGTON ities is not guaranteed.

Empirical evidence to settle these claims is lack- D.C. ing, but anecdotal evidence points to an increasing awareness of the benefits that bicyclists bring to local businesses—for example, some businesses have made concerted efforts to cater to bicyclists, including the addition of features that support cycling, as well as programs or services for cyclist customers. A few emerging studies are working to understand the returns on these investments for businesses and for the community at large.

Returns on Investments Several studies have aimed at understanding the influence of bicycle tourism and the cycling indus- Several other studies have focused on the per- A bicycle rental station in try—such as bicycle manufacturers, retail and repair ceptions of business owners about efforts to dis- Washington, D.C. shops, and clothing merchandisers—on local and courage driving or to improve nonautomobile access Research has uncovered economic benefits of regional economies. Fewer studies have focused on to commercial districts. In some cases, business own- bicycle tourism and the cyclist as a consumer and on the potential eco- ers reported that restrictions to vehicular traffic to recreational biking for nomic benefits to specific types of businesses. improve facilities for cyclists or pedestrians had a localities. positive impact on their businesses. For example, Industry, Retail, and Tourism business owners on a street in San Francisco, Cali- Research into the benefits of recreational bicycling fornia, noted that the installation of bike lanes and bicycle tourism has tracked expenditures increased the number of customers arriving by bike directly related to bicycle equipment or to travel- and had improved sales or had no impact on sales related food and lodging. A study of the Outer Banks (8). Businesses located near bicycle parking corrals in North Carolina estimates that tourists who come in Portland estimated that one-quarter or more of to the area specifically for bicycling generate approx- their customers arrived by bicycle (9).

imately $60 million a year for the local economy, P HOTO

nine times the cost of constructing the bicycle facil- J : ities in the area (2). More than half of the visitors on ESSICA D the Greenbrier River Trail in West Virginia spend OWNING more than $100 per visit and most come from out of , APHA , state (3). According to a recent study, the revenue generated by recreational cyclists and by bicycle tourism in Wisconsin amounts to nearly $1 billion annually (4).Colorado similarly estimates the impact of cycling by out-of-state tourists and active residents at $1 billion (5). Some analyses have examined the bicycle manufacturing, retailing, and service sectors of the econ- MAY–JUNE280 2012 NEWS TR omy. Wisconsin claims nearly 20 percent of the bike manufacturing in the United States; the industry con- tributes $556 million annually to the state economy (6). In 2008, bicycle-related industries in Portland accounted for $90 million in direct economic activ- Some studies show a ity, with 60 percent coming from the retail, repair, positive impact when and rental sectors (7). Since 2006, these industries bicycle facilities, such as have grown by 50 percent and provide 850 to 1,150 bike lanes, are added jobs in Portland. near retail businesses. 27 28 TR NEWS 280 MAY–JUNE 2012 more frequently. and transitusersshop bicyclists, pedestrians, reach thestore;however, travel longdistancesto especially whenthey automobile drivers, spend lessthan showed thatbicyclists shopping patterns Research intogrocery topic, working to measure the value of the cyclist as which results in higher spending patterns over time.frequently, morebusiness the visited but business lands have found that cyclists spent less per visit to a ( Utrecht ( Germany Münster, from studies thanthosewhoarrived car( by frequentlymorevisited yet amountssimilar spent California,revealed that consumers arriving by bike survey in a commercial corridor in San Luis Obispo, transportationtransit.A ofalternativeor mode an borhoodshad ahigher likelihood of shoppers using higher-densitystoresresultsinthatshowed neigh- ofcustomers for trips to the grocery store ( trips. In Seattle, researchers studied the mode choice ships between mode, expenditures, and frequency of Few U.S. studies have documented the interrelation- Spending Patterns tan area (see sidebar, page 29, for details and prelimi-drinking establishments across the greater metropoli-high-turnoverrestaurants,convenience stores,and transportationvariousestablishments,to including lectedsurvey information about customers and their consumer-oriented business activity. will be used to associate bike-share use patterns with expendituresat local businesses. The data collected near Minneapolis bike-share businesses stations of to interviews collect and infor- surveys conducting sity of Minnesota, a local economic activity study is customera forlocal establishments. theUniver-At ity; bike-share system users are asked about their about asked are users systembike-share ity; mation about changes in sales and in customer activ- U.S. researchers are beginning to explore this explore to beginning are researchers U.S. PortlandState University researchers recently col- 13 ) and Amsterdam ( Amsterdamand ) 14 11 ) in The Nether- The in ) ). Internationally,). 12 , n from and ), 10 ).The Portland metropolitan region ( theacrossstores10 tochoices travelcustomer on data collected independently by a supermarket chain As part of this effort, the researchers analyzed survey Data Supermarket ber of persons in the household, and other factors.portation environment of the establishment,while controllingthe num-forincome, urban form, thetrans- tions,amountthespent, frequencytheand trips,of the links between the mode of travel to these destina-nary results). The study aims to provide answers about akd bkd ad oe rni sopd more shopped transit frequently. rode and biked, walked, who customers that suggest results preliminary recently that included the frequency of trips, and themore however,datacollectedchain, grocery same periods.evaluatedThetimelongerovercannotbe modes acrosscustomers of expendituresthe fore, mation was collected on the frequency of trips;infor- travel.No ofthere- mileapproximately per less $5 and the day of week in the choice to bike. store, the to home fromdistance the form, urban highlighted the importance of bicycle infrastructure, automobilevisitthanperless patrons. Resultsalso walking, or transit. Cyclists spent approximately $13 comparedtripperbike,arrivedthose whowith by eledautomobileby thetogrocery store spent more store, and expenditures on that day. the travelto ofmode theweek, the of daythe and day of time customers,theresidential locationsof includedinformation about the store’s location, the In addition, cyclists who traveled farther spentfarthertraveled who cyclists addition, In findingstrav-revealedcustomersThewhothat 15

). The limited data

, F , V S : P LICKR ANCE TEVE HOTO TR NEWS 280 MAY–JUNE 2012 29 N Auto Transit Bike Walk = 535) = N N ( Suburban = 386) = N N Neighborhood Centers ( Centers 5.92.5 11.25 21.78 66.225.0 53.59 438 12.60 196 63.46 1,733 1.6 25.554.5 40.214.9 13.70 88 14.08 61.037.1 68.56 1,040 1.8 10.66 42 19.54 75.665.7 35.353.1 153 10.15 13 22.17 58.16 68.42 102 53 per per $ per $ Trips = 453) = N N ( = 380) = Core Urban N N ConvenienceRestaurant 12.6Total 2.6 6.13ConvenienceRestaurant 16.74 77.34 10.9Total 43.77 254 2.4 7.36 131 17.39 80.40 41.78 913 624 ConvenienceRestaurantTotal 9.9 2.2 7.98ConvenienceRestaurant 18.74 79.37 14.5Total 41.16 3.5 543 7.30Convenience 409 105.66Restaurant 12.08 10.9Total 42.52 63 3.5 6.91 48 11.52 75.62 40.68 53 36 CBD ( CBD = number of respondents. of number = N : : These These results suggest that to marketing cyclists is likely to $ 0 $ Total Bar Auto Bar Bike Bar Transit Bar Walk Bar OTE $8.00 $6.00 $4.00 $2.00 Mode Establishment Month Trip Month $18.00 $16.00 $14.00 $12.00 $10.00 visits. Customers who arrive by automobile spend the most per most the spend automobile by arrive who Customers visits. most the spend cyclists but establishments, the of all across visit month. per generate a positive expenditure return for businesses in the evaluated be must gains net and margins Profit context. right on the basis of operating costs, which more vary provide to by needed is location evidence and More requirements. space This ongoing development. for economic direction conclusive study will examine the findings more controlling for closely, the and demographics, customer characteristics, establishment of models disaggregate in business the near environment built expenditures. N TABLE 1 Average Customer Expenditures by Mode of Travel Customer Expenditures 1 Average TABLE of Establishment and Type FIGURE 1 Average consumer expenditures per visit, by type of district. district. of type by visit, per expenditures consumer Average 1 FIGURE The study includes different includes study The nificantly across these different these across nificantly establishment types, as shown as types, establishment stores Convenience 1. Table in have the at $7.36 visit per expenditures lowest average establishments in neighbor- the in $11.55, at centers hood CBD at $11.07, and in suburban contexts at $10.08 (see Figure 1). Patrons who arrive by automobile spend more contexts, in all urban per visit but the expenditures for consumers contexts across vary modes. other by travel who establishments—high- of types turnover restaurants selling con- food, and pizza Mexican The bars. and stores, venience sig- vary expenditures average but the highest average expen- average highest the but ditures per month, at $80.40, because of the frequency of KELLY J. CLIFTON, SARA MORRISSEY, AND CHLOE RITTER

Exploring the Relationship Between Consumer Behavior and Mode Choice Mode and Behavior Consumer Between Relationship the Exploring

esearchers esearchers at Portland State University are studying the relationship relationship between mode choices and customer ex- During the summer of 2011, patrons of restaurants, bars, and bars, restaurants, of patrons 2011, of summer the During who customers that show types establishment all from Results exam- are travel of mode by expenditures consumer When

Portland State University State Portland customers survey researchers behavior travel their about establishments. local outside R penditures. Funded primarily by the Oregon Transportation Re- Transportation Oregon the by primarily Funded penditures. a provide to aims study the Consortium, Education and search quantitative analysis of the connections between consumer behavior. spending and travel convenience stores in different they as urbansurveys short settingscomplete to asked were throughoutPortland greater patrons that suggest results Survey the establishments. exited who arrive by automobile do or not necessarily convey users, greater transit bicyclists, than businesses to benefits monetary share This largest finding pedestrians. is to contrary the what owners business comprise motorists Nevertheless, believe. often contexts. urban and types establishment across customers of how- oth- than trip per account, average on into more spend visits of automobile by arrive frequency the Taking 1). Table (see ers on spenders greater are result—cyclists a different reveals significant, ever, statistically not are gains differences realize monthly not The may average. owners business that suggest and however, choices. mode their on solely customers to appealing by statistically location, establishment’s the of context the in ined significant differences emerge. The contexts include central of outside city central core—the urban (CBD); district business the CBD; neighborhood centers—commercial centers within neighborhoods; and low-density suburban business districts. in the Establishments urban core the receive average highest by all per at across followed modes visit $14.55, expenditures P HOTO consumers. Not all efforts to accommodate this mar- : B :

EACH ket, however, are met with enthusiasm, and some

650, F 650, have encountered organized opposition. For exam-

LICKR ple, Memphis, Tennessee, is adding dedicated bicycle lanes to Madison Avenue as part of a facility redesign and repaving project funded by federal stim- ulus dollars, but many local merchants have opposed the changes, fearing a loss in their customer base.

Bike Corrals Bicycle infrastructure can be controversial, particularly when on-street parking for motorists is removed to make way for bicycle lanes or parking. Typically, one or two automobile parking spaces can be converted to on-street parking for 20 to 40 bicycles; these clusters of bicycle racks are termed bike corrals. Businesses sometimes fear that the loss of automobile parking will have a negative effect, making their One or two car parking Bicycle-Supported Development establishment less accessible to customers who drive spaces can be converted Transit-oriented development (TOD) has become an and leading to a loss in their customer base that will to bike corrals for 20 to accepted term in the transportation vernacular, but not be replaced by cyclists. Evidence suggests that 40 bicycles. In Portland, bike corrals are a bicycle-supported development is a lesser known these concerns may be unfounded. growing feature of the term. Similar to TOD, bicycle-supported develop- Pioneered in Portland, bike corrals have become urban landscape. ments are areas with attributes and features con- so popular with local businesses that the city cannot ducive to bicycling—such as density of development keep up with the requests. More than 75 bike corrals and mix of uses, abundant and convenient bicycle currently have been installed at the request of adja- parking, and proximity to cycling facilities. cent business owners who see cyclists as an impor- Business establishments in these developments tant customer base. Bars and restaurants have have a culture that accepts the bicycle mode, some- capitalized on this new infrastructure, which pro- times offering specials for those who arrive by bike, vides a buffer from moving traffic, by adding outdoor plus amenities such as lockers, showers, and other seating for sidewalk cafes. Because demand is so services that are less obvious from the street. Port- high, the city must place future corrals strategically A bike storage area in a land is actively pursuing this development concept, and may institute a fee for installation. Seattle condominium but the individual elements of bike-supported devel- This movement is catching on in other parts of building. More private opment are catching on nationwide, even when sup- the country, with corrals recently installed in such buildings in urban areas are incorporating bicycle port from the business community is mixed. cities as Chicago; Milwaukee, Wisconsin; Los Ange- storage and bike Some local businesses embrace bicycling and are les, California; Cincinnati, Ohio; Baltimore, Mary- parking. recognizing the potential new market share of these land; and Salt Lake City, Utah, as well as in Toronto,

P Ontario, Canada. In the past year, Austin, Texas, has HOTO

: B : installed seven bike corrals adjacent to bars, live RAD music venues, and coffee shops. The businesses had H OWELL been trying to accommodate their cycling customer base but the available bicycle parking was insufficient to meet the demand. Somerville, Massachusetts, has added two corrals and plans to install several more.

Built-In Accommodations In New York City, housing and office buildings are offering more bicycle parking and storage, comple- menting the new bicycle lanes and parking areas that the city has built in the past several years. Dedicated bicycle rooms in private buildings are on the rise, with amenities ranging from secure indoor bicycle

TR NEWS 2012 280 MAY–JUNE racks to locker rooms. Real estate listings for office 30 spaces and apartments advertise these features. TR NEWS 280 MAY–JUNE 2012 31 Capital Bikeshare in Capital Bikeshare is a D.C., Washington, popular bike-sharing stations program, with placed near transit stops and concentrations of employment. The slogan boasts, “150 locations, endless temptations!” These bike valet programs are intended to encour- to intended are programs valet bike These

Programs and Special Events Programs Commercial districts around the country are also experimenting with programs, special events, and or encouraging cyclists at aimed attracting services customers to travel by bicycle. The City bike-friendly of four Long established has California, Beach, the by funded project pilot a under districts business as 2010 in Health Public of Department Angeles Los improve obesity, combat to program larger a of part a nutrition, and run to increase employees area physical for bicycles activity. Effortsproviding include providing area, the in business conduct and errands discounts for main- bicycle offering patrons and on Saturdays, safety, con- bicycle on courses ducting tenance and valet parking for bikes hope during special The festivals. art and fairs street as such events, after programs the continue will districts the that is 2012. in ends project pilot the Parking Bike Valet to strategy popular a becoming is parking valet Bike Ari- to Tucson, events. bicycling special encourage Fourth semiannual its at service the offered has zona, Washing- In Fairs. Street Winter and Spring Avenue the for available was service valet bicycle D.C., ton, annual the for and 2009 in inauguration Presidential National Cherry Blossom Festival. The San Fran- ser- valet bike free provides Coalition Bicycle cisco other and games home Giants Francisco San for vice major public events; city law requires monitored bicycle parking at all events with an more. anticipated or 2,000 of attendance

: J : P W ENNIFER HOTO EEKS ). ). 16 In Washington, D.C., the program is popular with popular is program the D.C., Washington, In In 2009, the city endorsed this trend through the through trend this endorsed city the 2009, In Port- in culture bicycling strong the to response In has development bicycle-supported of level This Smaller bike-share programs operate on institu- operate programs bike-share Smaller staff, and faculty at colleges and universities across and universities at colleges and faculty staff, ( country the Bike-Sharing Programs model TOD the and development Bicycle-supported the with of rise bicycle-sharing may together come Systems States. United the across cities in programs New Colorado; Denver, Minneapolis; in place in are York City; Boston, Massachusetts; Miami Beach, Florida; and Washington, D.C. The placement of traveler’s the at aims stops rail at stations bike-share destina- to transit from access extending mile,” “last tions. are stations Bike-sharing alike. residents and tourists strategically placed near Metrorail stops and con- entertain- and housing, employment, of centrations ment. As TODs bicycle-supported mature development around may become rail an stations, Bicycle Access to Office Buildings Law, which guar- which Law, Buildings Office to Access Bicycle who that or antees have storage employees bicycle parking inside facilities their cannot workplace be management. or security by offer- access building are refused increasingly York New in hotels and guests Hostels encourage to tools repair or bicycles loaner ing bicycle. by travel to the of advantage taking started have developers land, bicycle heavily-traveled along possibilities marketing cropping are developments Bike-supported corridors. offering up projects, and in residential commercial amenities and services that appeal to cyclists. For commuting a example, urban bicycle along project successful renewal popular a Avenue, Williams North has corridor, attracted a cluster of new businesses a shops, coffee bars, restaurants, cyclists: to catering building, apartment a house, guest bicycle-oriented shop. frame-building and repair bike a and Nonethe- Portland. beyond popular become yet not through bicycling to support continue if cities less, appears sector private the investments, infrastructure advantage. to respond to poised important link in their success. success. their in link important the on capitalizing campuses, workplace and tional short trip lengths and to connections retail, shop- Obispo’s Luis San destinations. local other and ping, the use to facilitate is designed program bike-share pro- has program The trips. workplace for bicycles of hel- bicycles, with employers participating 15 vided mets, the embraced has andalso education Higher locks workshops. students, serving and programs 90 nearly with has approach, conducted safety 32 TR NEWS 280 MAY–JUNE 2012

environments. commercial infrastructure on effects ofbicycle for researchonthe creating opportunities consumer market, growing shareofthe Cyclists comprisea

: C : P S HOTO UNDSTROM ARL mode shifts. any—inifcustomer characteristics thatoccurwith supported developments mature, and the changes— Communities GuideAforAttracting Bicyclists NewYork’sto Canal cycle. A recent publication, to market to cyclists and attract new customers who than 100 members, who receive information on how morebike-friendlyitsestablishmentsthe motesof pro-Bikes forBusiness Canada,Columbia,British Vancouver,Incyclists. to servicesand goodstheir market to together working are businesses Many Marketing Efforts increases. demand bicycle if worthwhile approach the find pus. Business corridors and commercial districts may began offering free valet parking to cyclists on cam- the Oregon Health and Sciences University recently dining trips, although the University of Arizona and embracedeverydayshoppingforbeand to yet has strategy has focused on special events, however, and those who do with free and convenient service. The reward to andbicycling consider to attendeesage 1. References bicycle- as entities private and public investments between of balance the successful, projects the planning and political processes that make these research.Moreinformationdocument needed tois for advocate many increased public as investment in bicycling. scrutiny, more given be profitability and benefits to the private sector should infrastructurebicycleservices.The ofduction and commercial environments before and after the intro- duct longitudinal studies that track the evolution of ispressing. The opportunities are abundant to con- detailed evidence on the economic impacts of cyclingout the United States, the need for more rigorous Withandthegrowth bicyclingin investments through- Tracking theEvolution .Meletiou, M. P., J. J. Lawrie, T. J. Cook, S. 2. W. O’Brien, and shift modes. may attract cyclists or encourage business patrons to and that certain kinds of infrastructure and services potentialmarketconsumercurrentor constitutea cyclists. Clearly, recognition is growing that cyclists accommodatingaboutCanalErie the alongnesses lal, h tpc s pie ra o more for area prime a is topic the Clearly, www.nyc.gov/html/dot/html/bicyclists/bikemain.shtml. Bicyclists J. Guenther. Economic Impacts of Investments in Bicycle TransportationResearch1939Board, No. In Banks. Facilities: Case Study of North Carolina’s Northern Outer . NewYork. CityDepartment Transportation,of TransportationResearchtheRecord: ofJournal ( 17 ), provides information to busi- to information provides ), Bicycling Brings Business: , Transportation, 13. Buis, J., and Wittink, R. R. Wittink, and J., Buis, 13. Rauh, W., L. Achathaller,12. H. Klewe, R. Riedel, R. Schicker, 17. 16. Clifton, K., S. Morrissey, and C. Ritter.15. Mode Choice and 14. 1 Casteneda,A.D. 11. Jiao, J., A. V. 10. Moudon, and A. Drewnowski. Grocery Shop- Meisel,D. 9. Drennen, E. Economic Effects of Traffic Calming on Urban 8. Design. & Planning Alta 7. Bicycle Federation of Wisconsin. 6. Center for Research on Economic and Social Policy, Uni- 5. Grabow,White.Hahn,M.M.andM., 4. Busbee, R. L. Maximizing Economic Benefits from a 3. Rails- Cycling: A Study to Illustrate the Costs and Benefits of CyclingBenefits Policy and Costs the Illustrate to Study A Cycling: 1996. VersusEinkaufszentren. A. Simma, and F. Skala. Einkaufsverhehr: 2009. http://rideshare.org. Rideshare, Regional Governments of Council Obispo way_trail/b3/Bicyclists_bring_business.pdf. YorkCorporation.CanalState www.ptny.org/ pdfs/canal New York,andTrails New & Corridor, HeritageParks to New York’s Canal Communities Bicycling Brings Business: A Guide for Attracting Bicyclists resources/bicycle-share-programs. www.aashe.org/Education, Higher in Sustainability of Bicycle Share Programs portation Research Board, Washington, D.C.,Trans- 2012. the of Meeting Annual 91st at Trips.Presented GroceryStoreExaminationof Spending:ConsumerAn 2011. FietsberaadReportNews Motorists. as Supermarket in Much as Spend Cyclists 2000. Washington, D.C., 2011, pp. 85–95. Transportation Research Board 2230 of No. TransportationtheBoard,Research the National of JournalAcademies, In Choice.TravelMode ping: How Individuals and Built Environments Influence Content/files/PDX_Bike_Corral_Study_Meisel.pdf. Studies and Planning, 2010. www.altaplanning.com/App_ Attitudes.and San Francisco State University, 2003. BusinessesSmall Related%20Economy%20Report.pdf. App_Content/files/fp_docs/2008%20Portland%20Bicycle Portland in Industry impact-bicycling.pdf. www.dot.wisconsin.gov/business/econdev/docs/ 2005. Transportation,of DepartmentWisconsin and Council WisconsininBicycling BikeWalk.htm. trian Program, April 2000. www.dot.state.co.us/BikePed/ DepartmentTransportationoradoof Pedes-Bicycleand Results Household and Impact Economic Colorado: Denver.atColorado of versity bicycling_Final_Report.pdf. Wisconsin– www.sage.wisc.edu/IGERT/download/ 2010. of Madison, University Environment, Global the forEnvironmental Studies, Center for Sustainability and Economic and Health Impacts in Wisconsin pdf/greenbrierecon.pdf. of the Greenbrier River Trail. 2001. http://atfiles.org/files/ to-Trails Project in Southern West Virginia: A Case Study D.C., 2005, pp. 15–21. ResearchBoard ofthe National Academies, Washington, Bike Corrals:BusinessBikeImpacts,LocalBenefits, . TNG Uitgeverij, The Hague, Netherlands, PortlandStateUniversity SchoolUrbanof . Department of Public Administration,PublicDepartment of . GardenStreet StudyFactsheet 20. www.altaplanning.com/ 2008. . . Governor’sCoordinating. Bicycle . Association for the Advancement , Utrecht,Netherlands,, 23, May Wissenschaft & VerkehrWissenschaft& TransportationResearchRecord: The Economic Significance of Significance Economic The The Value of Bicycle-Related of Value The Bicycling and WalkingBicyclingand in . Erie Canalway National The Economic Impact of ValuingBicycling’s . Nelson Institute Nahversorgung . San LuisSan. , No. 2, No. , . Col- . , TR NEWS 280 MAY–JUNE 2012 33

IMAGE SOURCE: C. CHERRY PHOTO: WWW.YIKEBIKE.COM (c)

PHOTO: G. ROSE (b) To enhance understanding of these vehicles, four TRB tech- TRB four vehicles, these of understanding enhance To Examples of light electric vehicles. vehicles. electric light of Examples Rose is Professor, Institute of Transport Studies, Department Studies, Transport of Institute Professor, is Rose Institute, Sustainability Monash and Engineering, Civil of is Cherry Australia. Victoria, Clayton, University, Monash Engineering, Environmental and Civil Professor, Assistant Knoxville. Tennessee, of University be able to propel it themselves, because of the vehicle’s weight vehicle’s the of because themselves, it propel to able be be should therefore Regulations pedals. the of spacing the and to designed carefully ensure that the can community benefit challenges. transportation to solutions innovative from Motorcycles Bicycles, nical committees—Pedestrians, standing a established Enforcement—have Law Traffic and Mopeds, and for Vehicles and Technologies Emerging on subcommittee joint on will focus per- The subcommittee Transportation. Personal U.S. the to subject normally not are that devices mobility sonal regulations, similar or Standards Safety Vehicle Motor Federal systems. supporting the on and technologies, underlying the on The be subcommittee will may examine the they use, how and demographics, and devices, the of characteristics operational safely incorporated in the transportation infrastructure. For additional background and details on literature about these vehicles, visit the joint subcommittee’s emergingtech.com. website, www.trb an b is not con- not is a might be fit- be might PHOTO: G. ROSE b (a) GEOFFREY ROSE AND CHRIS CHERRY Regulating Emerging Light Electric Vehicles Vehicles Electric Light Emerging Regulating

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Walking and Cycling in Western Europe and the United States Trends, Policies, and Lessons

RALPH BUEHLER AND JOHN PUCHER

alking and cycling are the most sustain- ments in public infrastructure. Walking and cycling Buehler is Assistant able means of daily travel. They cause vir- are affordable by virtually everyone and therefore are Professor, Urban Affairs W tually no noise or air pollution and the most equitable of all transport modes. and Planning, School of consume far fewer nonrenewable resources than any Following is a brief overview of cycling and walk- Public and International motorized mode of transport. The energy that walking trends and policies in the United States and West- Affairs, Virginia Tech, ing and cycling require is provided directly by the ern Europe, with a focus on the United Kingdom, Alexandria, Virginia. traveler, and the use of that energy offers valuable Denmark, Germany, and the Netherlands, the coun- Pucher is Professor, cardiovascular exercise. tries for which the most comparable and detailed Bloustein School of Walking and cycling require only a fraction of data are available (1–9). Planning and Public the space needed for operating and parking cars. Policy, Rutgers Moreover, walking and cycling are economical—they Variations and Trends University, New TR NEWS 2012 280 MAY–JUNE cost far less than the private car or public transport, The share of daily trips by walking and cycling Brunswick, New Jersey. 34 in terms of direct outlays by users and of invest- varies greatly from country to country (see Figure TR NEWS 280 MAY–JUNE 2012 35 26 25

18 16 Netherlands ('08) ('08) Netherlands

24 10 enmark ('08) ('08) enmark D

23 ermany ('09) ('09) ermany

G en ('06) ('06) en

9 Swed Walking

22 22 22 22 Finland ('05) ('05) Finland 2008 2008

16 16

4 2000

21 Norway ('09) ('09) Norway 1995 1995 Cycling

20 20 20 18 15 15 15

DK DK 3

22 1981

Austria ('05) ('05) Austria

20 20 18 18 1975 1975

21 21 17 17 16 France ('08) ('08) France 2 2008

2 2 Belgium ('99) ('99) Belgium 22

2002 2002 UK ('08) ('08) UK

2 2

27 27 2 UK UK 1991

2 2 36 36 1985 1985

1 2 2

41 41

Ireland* ('06) ('06) Ireland* 1975 1975 3 3 44 44

1 11 11 11

('09) ('09)

Canada* ('06) ('06) Canada* A

2008 2008

US 3

22 22 5 1 1994 1994

3 3

24 24 FR FR 1982

4 4 0.5 32 32

1974 1974 Australia* ('06) ('06) Australia* 4 4

50 50

50 40 30 20 10 USA* ('08) ('08) USA*

Percent of trips by cycling and walking and cycling by trips of Percent FIGURE 1 Cycling and walking share of daily trips in Europe, North America, in Europe, of daily trips FIGURE 1 Cycling and walking share and Australia, 1999–2009. used for each country; the year of Note: The latest available travel surveys were name. The modal shares country’s the survey is noted in parentheses after each those countries marked with an reflect travel for all trip purposes except for derived from their censuses. asterisk, which only report journeys to work timing, and variable definitions limit Dissimilarities in data collection methods, [Sources: Danish Ministry of the comparability of the modal shares shown. Statistics (DfT), German MOT, Department for Transport (MOT), British Transport (DOT), and of Transportation Netherlands, U.S. Census Bureau, U.S. Department Norwegian Institute of Economic Research.] 2008

25 25 21 21 2000 2000

20 20

NL NL 1990

28 28 24 18 18 1985 1985

28 28 20 20 2008 2008

10 10 24 24 2002 2002

9 9 23 23 1989 1989

12 12

GER GER 1982 1982

11 11 28 28 28 1976 1976 9 9

34 34

Walking Walking 2009 2009

1.0 1.0 11 11 2001 2001

9 9 0.9 0.9 1990 1990

7 7

0.9 0.9 Cycling Cycling USA USA 1983

0.8 0.8 1977 1977 9 9 9 0.7 0.7 0 0 10 10 20 20 30 30 40 40 50 50 60 60

Differences Differences in national travel surveys limit the Active travel generally has declined in the In the five European countries in Figure 2, the Percent of trips by cycling and walking and cycling by trips of Percent FIGURE 2 Trends in combined cycling and walking share of all daily trips in the United States, Germany (GER), of all daily trips in the United in combined cycling and walking share FIGURE 2 Trends 1, right). At the low end, approximately one-tenth 1, right). At the low end, approximately of daily trips are by United the foot and orCanada, Australia, bike as such in countries car-oriented States. At the high end, more than half of all daily by walking or cycling. trips in the Netherlands are Most European countries have levels in between, with active travel accounting for 25 percent to 35 trips. of daily percent comparability of walking and cycling statistics. Nevertheless, the European countries included in 1 Figure clearly have active transport rates at least twice as high as those of North America and Aus- tralia. in the past four Europe United States and Western decades. The most dramatic by fell change walking of has share modal been The walking. in by trips roughly one-half in France and the United King- dom, and by by one-third one-fourth in Germany, in Denmark (see Figure 2, below). OnlyNetherlands did the share of inwalking trips remain the the in one-half by fell trips of share bike The stable. United Kingdom, by one-third in France, and by slightly increased but Netherlands the in one-tenth in Germany and Denmark. combined modal shares of walking and cycling in the Netherlands (NL), France (FR), the United Kingdom (UK), and Denmark (DK), 1974–2009. Note: Dissimilarities in data collection methods, timing, and variable definitions limit the comparability of the Note: Dissimilarities in data collection methods, timing, and variable definitions limit modal shares shown. The increase reported for the United States in the combined walk and bike share of trips modal shares shown. The increase reported for the United States in the combined walk between 1990 and 2001 probably results from a change in methodology that captured previously between 1990 and 2001 probably results from a change in methodology that captured underreported walk trips. (Sources: Danish MOT, British DfT, French MOT, German MOT, Netherlands MOT, U.S. Netherlands MOT, German MOT, French MOT, British DfT, underreported walk trips. (Sources: Danish MOT, DOT, and Norwegian Institute of Economic Research.) DOT, P HOTO Walking and cycling trends in the United States : R :

ALPH are difficult to gauge, because the national travel

B survey methodology changed in 2001, increasing UEHLER the walk mode share by capturing previously unre- ported walk trips. The survey results in Figure 2 suggest slight increases in walking and cycling levels in the United States in the past two decades, but in the long term, the walk mode share probably declined. The U.S. Census, which has applied a consistent methodology, reports a substantial decline in walking and cycling to work, from 7.9 percent of workers in 1970 to 3.5 percent in 2009 (10, 11).

Gender and Age Groups Cyclists comprise virtually all segments of society in Denmark, Germany, and the Netherlands. In the United States, Canada, and the United Kingdom, women account for approximately one-fourth of all Since the early 1970s, an the early 1970s were roughly comparable, at bike trips; women in Denmark, Germany, and the increasing number of approximately 40 to 50 percent, but the most recent Netherlands make approximately half of all bike German cities have surveys indicate that active travel in Denmark, Ger- trips. Cycling is gender-neutral in Denmark, Ger- banned automobiles many, and the Netherlands is at a level almost twice many, and the Netherlands but dominated by men in from the city center, as here in Freiburg, that of France and the United Kingdom. The much the United States, Canada, and the United Kingdom. Germany. smaller declines in active transport in Denmark, In contrast, the share of walk trips made by women Germany, and the Netherlands are attributable to shows little variation among countries. more car-restrictive policies since the 1970s, com- Walking and cycling levels vary significantly by bined with a range of measures to encourage walk- age, but the variation is much less in some countries ing and cycling. than in others. The combined share of walking and

70 Cycling Walking

60 USA UK GER DK NL

40 40 9 23 14 32 25 2 11 22 30 21 20 15 2 1 9 9 15 1 9 2 20 14 14 15 3 32 34 0.8 0.8 29 27 28 0.7 24 24 0.5 21 21 23 21 10 20 20 19 20 20 19 18 18 19 Percent of trips by cycling and walking 15 13 13 13 11 12 10 9 0 65+ 65 + 65 + 65 + 5-15 0-16 0-17 0-17

16-24 25-39 40-65 17-29 30-59 60-65 18-25 26-44 45-59 60-65 10-19 20-29 30-39 40-49 50-59 60-69 70-84 18-25 26-44 45-64 Age Group FIGURE 3 Cycling and walking share of trips within each age group in the Netherlands, Denmark, Germany, the United Kingdom, and the United States, 2009, as percent of trips by all modes for all trip purposes. Note: Each country uses somewhat different age categories in travel surveys. The percentages shown refer to

TR NEWS 2012 280 MAY–JUNE the walking and cycling share of all trips made by persons within each age category. (Sources: Danish MOT, 36 British DfT, German MOT, Netherlands MOT, and U.S. DOT.) TR NEWS 280 MAY–JUNE 2012 37 A bicyclist crosses a roundabout in the Netherlands. Bicycling rates of the elderly reach 10 percent in Germany, 15 percent in Denmark, and 23 percent in the Netherlands, compared with 1 percent in the United Kingdom and 0.5 percent in the United States. FIGURE 4 Cyclist and FIGURE 4 Cyclist fatality rates pedestrian injury rates and nonfatal in the Netherlands, the Denmark, Germany, the United Kingdom, and United States, 2004–2009. control for Note: To annual fluctuations, a 5-year average (2004– 2008) was used for pedestrian and cyclist Trips injuries and fatalities. and kilometers for cycling and walking exposure levels derive from 2008 travel survey data. * Cyclist injury rate for the the United States is off chart and is shown with a discontinuous bar. (Sources: Danish MOT, German MOT, British DfT, U.S. Netherlands MOT, DOT.) 3.7 1 9.7 USA 33.5* .5 .5 5 .3 .3 3 3.6 UK 5.7 5.7 ). Similarly, part of the in decrease ). Similarly, 3.3 15, 15, 16 2.4

.9 .9 1 R

and the United Kingdom declined by 60 to 80 per- declined Kingdom United the and cyclist comparison, By 2008. and 1970 between cent per- 10 than less by fell States United the in fatalities by cycling in decline sharp a reflecting mainly cent, ( children cyclist fatalities in the was fatalities Kingdom United cyclist attrib- In trips. of bike in number the to a decrease utable fatalities cycling contrast, by Germany, and Denmark increased. trips bike of number the although fell

B D : P URDEN AN HOTO 4.7 1.6 .3 .3 1 .3 .3 G 2 DK .5 .5 1 1.6 1.3 Pedestrians killed per 100 million km walked Pedestrians killed per 100 million km walked Pedestrians injured per 10 Cyclists killed per 100 million km cycled per 100 million km cycled Cyclists killed per 10 million km cycled Cyclists injured 1.6 NL ). The lower rates of walking and 1.6 1.1 12–14

0.0 2.0 4.0 6.0 8.0

10.0 12.0 14.0 16.0 Walking and were cycling not Walking always as safe in Walking in the is States United Walking even dan- more Differences among in countries Differences rates of cycling Fatalities and injuries per kilometer per injuries and Fatalities are much higher in the United States. United the in higher much are Europe Northern as Annual they cyclist are today. fatalities in Denmark, the Germany, Netherlands, still much less dangerous than in the United States. United the in than dangerous less much still also cyclists and pedestrians for rates injury Nonfatal 6 times higher than in Denmark, Germany, and the and Germany, Denmark, in than higher 6 times as twice about are cycling and but Walking Netherlands. Germany, in as Kingdom United the in dangerous gerous, with pedestrian fatalities per kilometer 5 to kilometer per fatalities pedestrian with gerous, Cyclist fatalities per kilometer are 3 to 5 times higher times 5 to 3 are kilometer per fatalities Cyclist in the United States than in Denmark, Germany, above). 4, Figure (see Netherlands the and Safety Issues and Trends and walking deters danger traffic that show Studies cycling, especially by women, children, and the elderly ( cycling cycling in the United States may be to attributable greater dangers faced by pedestrians and cyclists. cycling cycling trips increases with age in Denmark, Ger- 36). page 3, Figure (see Netherlands the and many, all of half roughly for account cycling and Walking trips by com- Danish, German, and Dutch elderly, pared with one-fifth of the trips by British elderly elderly. U.S. by trips of one-tenth and by the made of trips share cycling The striking. are percent 15 Netherlands, the in percent 23 is elderly per- 1 but Germany in percent 10 and Denmark, in in the percent 0.5 and Kingdom in United the cent States. United P This cycle track in New HOTO

York City features N : EW

priority traffic signals for Y ORK cyclists and physical C separation from motor ITY DOT vehicles.

In all five countries, pedestrian fatalities have These statistics suggest that traffic safety affects declined more than cyclist fatalities. Walking levels walking and cycling and that greater safety in Den- fell in most countries over this period, however, so mark, Germany, and the Netherlands has contributed Bike paths in the that part of the reduction is attributable to reduced to the higher rates of walking and cycling. The the- Netherlands are designed exposure rates. The number of annual pedestrian ory of safety in numbers also suggests that more for safety and comfort fatalities dropped more sharply in Europe—by walking and cycling may help improve safety (17). for all, including women, between 80 percent and 90 percent—than in the Walking and cycling levels correlate strongly with children, and seniors. United States, with a decline of 50 percent. Germany safety rates. More and safer walking and cycling in Wide paths enable cyclists to ride two or and the Netherlands recorded an impressive 90 per- Denmark, Germany, and the Netherlands result from three abreast, making cent decline in pedestrian fatalities between 1970 a range of programs and policies designed to encour- cycling more sociable. and 2008. age walking and cycling while restricting car use. P HOTO Promoting Walking and Cycling : W : Danish, German, and Dutch transportation policies ARREN have emphasized improvements in the transporta- S ALOMON tion infrastructure for walking and cycling. For pedestrians, measures include extensive auto-free zones in much of the city center; wide, well-lit sidewalks on both sides of every street; pedestrian refuge islands for crossing wide streets; clearly marked zebra crosswalks, often raised and with special lighting; and pedestrian signals at intersections and midblock crosswalks with ample crossing times. From the mid-1970s to the mid-1990s, separate bicycling facilities—such as bike paths and lanes— expanded in most Northern European countries. In Germany, the bikeway network more than doubled in length, from 12,911 km (8,070 mi) in 1976 to 31,236 km (19,522 mi) in 1996. In the Netherlands, the bike-

TR NEWS 2012 280 MAY–JUNE way network doubled in length, from 9,282 km (5,801 38 mi) in 1978 to 18,948 km (11,843 mi) in 1996 (3). TR NEWS 280 MAY–JUNE 2012 39 Many German cities have introduced home zones or Spielstrassen, an advanced form of traffic calming, with a speed limit of 7 km/h on neighborhood streets; cars are required by law to yield to cyclists, pedestrians, and children. Many bikeway Europe facilities in walkways have parallel such for pedestrians, as here in Münster, Germany. Bicycling Bicycling extends the catchment area of transit

to and from bus or rail stops. stops. rail or bus from and to stops beyond the range of walking and at a much park- or buses feeder neighborhood than cost lower and-ride facilities for cars. Access to public trans-

B P : P P J : P ERKELEY ETER HOTO OHN HOTO UCHER ), 18 —imposes addi- —imposes Spielstrasse ). 19 , home zone, or or zone, home , Reduced speeds are crucial in enabling motorists enabling in crucial are speeds Reduced The The most extreme form of traffic calming—the Comparable Comparable nationwide aggregate statistics for Various other measures complement separate Danish, German, and Dutch bikeway systems 53 53 percent in neighborhoods with traffic calming ( measures for example, found that the risk of pedestrian death pedestrian of risk the that found example, for mph) (20 km/h 30 at percent 5 from rose crashes in percent 85 to and mph) (30 km/h 50 at percent 45 to at 65 km/h (40 mph). In the Denmark, Germany, Netherlands, and of Great average Britain, an by a fell comprehensive injuries traffic that found review tional restrictions, requiring cars to travel at walking at travel to cars requiring restrictions, tional yield to Germany—and in mph) (4 km/h speed—7 users. nonmotorized to and bicyclists and pedestrians with crashes avoid to sur- ( of a the likelihood nonmotorist’s in increasing Organization Health World The crash. a in vival Integration with Transit trans- public with cycling and walking Coordinating port enhances the benefits of more encouraging walking and trips cycling, allas well as countries, three most In modes, transport. public of use more walks with end and start usually transport public by Traffic Calming West- Traffic in neighborhoods residential in calming Traffic and the speed—usu- the volume limits vehicle ern Europe motor mph)—of (20 km/h 30 than less to ally as such barriers, physical by and law by both traffic, raised intersections and crosswalks, traffic circles, humps, speed curves, routes, zigzag narrowing, road at closures street by created ends dead artificial and midblock. Traffic calming is less common in the United States and is usually limited streets. to isolated woonerf the period since the mid-1990s are not available, but available, not are mid-1990s the since period the expan- continued suggest cities data for individual is focus current The rate. slower a at although sion, to lanes and paths cycle of design the improving on intersections. at especially safety, improve to directly bike leading lanes special rights-of-way: sig- bike traffic separate intersections; and through bicyclist- cyclists; for lights green advance with nals activated traffic signals at key intersections; ends dead andcreate to networks street of modification fast direct, but cars for routing circuitous slow, and bikes. for connections serve for destinations practical everyday travel. By United the in paths bike separate most comparison, or lakes, rivers, or along in parks located are States recreation. for mainly are and harbors 40 TR NEWS 280 MAY–JUNE 2012 Freiburg. hoods, asherein residential neighbor - can reducecarspeedsin traffic-calming measures easily implemented Even inexpensiveand terminal. train stationandbus 3,300 bikesatitsmain and shelteredparkingfor Münster offers secure portation. stops; and buses; dinating cycling with public transportation ( the stops. stationsthein themselves routesonand leading to bothfacilities,cycling andpedestriancomfortable transport stations should offer safe,public convenient,of designand the Therefore alone. bike by ble port helps cyclists make longer trips than are possi- .Coordination of bike4. routes with public trans- Bike rental facilities3. near public transportation Provisionsaboardbikestakingandtrainsfor 2. Bike parking at rail stations1. and bus stops; Fourmain categories of measures assist incoor- 20

F C : P REIBURG OF ITY HOTO ments in Denmark,Germany,inments Netherlandstheand develop-suburban new Many well. as design ban trian-scale signage and lighting alsoislands arefacilitate pedestriannecessary access refuge andsafety. ( median Pedes- and crosswalks, midblock streets, pedestrian passageways within longer blocks,blocks,city Shortfountains. narrowand art, publiccafes, outdoortrees,comfortableshadepaving,benches, itiesthatarewellmaintained includeandattractive trian plazas can encourage walking, particularly facil-walking into city centers. Wide sidewalks andand cyclingpedes- facilitates that environmentattractive friendly urban design to create a safe, convenient, and accessibilitylocal by foot andassures bicycle. and short distances trip keeps this neighborhoodsuburbanthefringe;centers,on not the emphasizedevelopmentplansin services.The housing with stores, restaurants, offices,mixing schools,by neighborhooduse land in varietyandmore encourage plans The centers. service and mercial com-neighborhoodstrengthen to plans transport and use land their revised have cities Dutch and walkable and bikeable communities. for frameworklong-term aestablished have lands use policies in Denmark, Germany, and the Nether- discouragingopmentand low-density sprawl,land promotingrequiringor compact,mixed-use devel- determiningcrucialinis averagedistances. trip By most bike trips are 3 km (1.8 mi) or shorter.Most walking Landtrips areuse 1 km (0.6 mi) or shorter, and cycling.andwalkingTrip of distanceaffectslevels Compact Development Some European countries have improved subur- ManyEuropean cities have implemented people- Inthepast twodecades, many Danish, German, 21

B P : P ERKELEY ETER HOTO TR NEWS 280 MAY–JUNE 2012 41

PHOTO: CURRAN KELLEHER Fuel prices and costs of car ownership are far higher in Europe than in the United States and indirectly contribute to higher rates of active transportation. ). Nevertheless, cul- Nevertheless, ). ). ). 24 10, 11 10, Some traditionally car-oriented and sprawling Culture and habit tend to foster cycling in cities in cycling foster to tend habit and Culture History and culture therefore are not insuperable not are therefore culture and History ture and habit can change over time. over change can habit and ture with successfully cycling promoted have cities U.S. German, Danish, in used measures of sorts same the and Dutch five- cities. For than example, Portland, more Oregon, levels cycling raised Minneapolis and ( 2010 to 1990 from fold and countries with high levels of cycling, but where but cycling, of levels high with countries and as viewed is cycling where and low, are levels cycling cycling— deter can habit and culture mode, fringe a ( noncyclists among especially Climate, Topography, and Culture Climate, Topography, Climate, topography, and culture also influence con- the beyond are but levels walking and cycling trol of policy makers and planners; nevertheless, topography hilly and conditions weather inclement For cycling. and walking prevent necessarily not do and have the such Denmark high example, Netherlands cities and climates, rainy despite cycling of rates Montreal, Sweden; Stockholm, Finland; Helsinki, as Canada; and Minneapolis, Minnesota, have high cycling rates despite harsh San winters. Francisco, the among are Washington, Seattle, and California, hilliest U.S. cities but also two of the most bike- oriented. obstacles to increasing walking and walking but cycling to do obstacles increasing and walking of levels high continued guarantee not Poli- cycling, as either, shown Kingdom. by the United sharp declines the in and France in travel active cul- and history than important more far appear cies cycling. and walking in trends explaining in ture ). Traffic edu- Traffic ). 12 ). The costs of car ownership and use are two are use and ownership car of costs The ). Moreover, sales taxes on gasoline and on new car new on and gasoline on taxes sales Moreover, Traffic regulations in Denmark, Germany, and the and Germany, Denmark, in regulations Traffic and In German, Danish, Dutch police addition, 22, 23 22, purchases, purchases, import tariffs, registration fees, license gener- are fees parking and fees, training driver fees, States United the in than Europe in higher much ally ( dis- and as a result in Europe higher times to three courage car cycling. use, and indirectly promoting alternative, walking including modes, expensive less cycling. tions tions reduce the relative speed, convenience, and flexibility of car travel compared with walking and with walking of compared car travel flexibility to discourage car use in the city center. These restric- These center. city the in use car discourage to are far less generous than in American cities. Many cities. in American than generous less far are Danish, German, and Dutch decades few cities past the have in supply reduced parking and roadway These measures make walking and cycling safer and safer cycling and walking make measures These government other Many Europe. in convenient more cycling— and walking encourage indirectly policies facilities parking car and capacity road example, for Complementary Policies Driver training is much more rigorous in Denmark, in rigorous more much is training Driver and the than Germany, Netherlands in the United States and pays special to attention avoiding colli- ( cyclists and pedestrians with sions most 10, of age the By priority. a is children of cation schoolchildren in Denmark, Germany, and Netherlands the have received extensive instruction in only traffic and cycling—not walking safe about defensively, bicycling and walking in but regulations anticipating dangerous situations, and appropriately. reacting When and bicyclists. and police pedestrians favor the Netherlands elderly, the or children involves crash a was motorist the that find always almost courts the moves irregular anticipated have should and fault at seniors. or children by are strict in ticketing motorists, pedestrians, for and Penalties regulations. traffic violate who cyclists viola- minor for high be can particular in motorists is at crosswalks pedestrians for stopping Not tions. are signals Red traffic a offense. serious considered Danish, in intersections many and enforced, strictly and German, Dutch cities have that cameras auto- matically photograph cars running red lights and signs. stop Training and Regulations Training provide safe and convenient pedestrian and cycling and pedestrian convenient and safe provide access. European bike suburbs or almost bikeways always often and include pedestrians for sidewalks cyclists. for lanes P On-street bike corrals in HOTO Trends and Policies. Transport Policy, Vol. 13, No. 1, pp.

Portland offered more R : 265–279 (2006). ALPH than 1,425 parking 5. Pucher, J., and R. Buehler. Making Cycling Irresistible: B spaces for bikes in 2012. UEHLER Lessons from the Netherlands, Denmark, and Germany. Transport Reviews, Vol. 28, No. 1, pp. 495–528 (2008). 6. Pucher, J., and R. Buehler. Walking and Cycling for Healthy Cities. Built Environment, Vol. 36, No. 4, pp. 391–414 (2010). 7. Pucher, J., R. Buehler, D. R. Bassett, and A. L. Dannenberg. Walking and Cycling to Health: Recent Evidence from City, State, and International Comparisons. American Journal of Public Health, Vol. 100, No. 10, pp. 391–414 (2010). 8. Buehler, R., J. Pucher, D. Merom, and A. Bauman. Active Travel in Germany and the USA: Contributions of Daily Walking and Cycling to Physical Activity. American Jour- nal of Preventive Medicine, Vol. 40, No. 9, pp. 241–250 (2011). 9. Pucher, J., and R. Buehler, eds. City Cycling. MIT Press, Cambridge, Mass., 2012 (in press). 10. American Community Survey 2009–2010. U.S. Census Bureau, Washington, D.C. 11. United States Census, 1980–2000. U.S. Census Bureau, Washington, D.C. 12. TRB Special Report 300: Achieving Traffic Safety Goals in the United States: Lessons from Other Nations. Transportation Comprehensive Approach Research Board of the National Academies. Washington, The infrastructure, programs, and policies needed D.C., 2010. 13. International Transport Forum. IRTAD Road Safety 2010. to increase walking and cycling are well known and International Traffic Safety Data and Analysis Group, Paris, tested, with decades of successful experience in 2010. many European cities. One key lesson is that no sin- 14. The World Health Report, 2002. World Health Organiza- gle strategy is sufficient (25). Communities must tion, Geneva, Switzerland. implement a fully integrated package of measures 15. The National Walking and Bicycling Study: 15-Year Status Report. Federal Highway Administration, Washington, like those discussed in this article. D.C., 2010. A comprehensive approach has a much greater 16. National Household Travel Survey, 2008–2009. Federal impact on walking and cycling levels than several Highway Administration, Washington, D.C., 2010. individual measures that are not coordinated. The 17. Jacobsen, P. Safety in Numbers: More Walkers and Bi - impact of any particular measure is enhanced by the cyclists, Safer Walking and Bicycling. Injury Prevention, No. 9, pp. 205–209 (2003). synergies with complementary measures in the same 18. Core Health Indicators, 2008. World Health Organization. package. www.who.int/whosis/database/core/core_select.cfm. 19. Preston, B. Cost-Effective Ways to Make Walking Safer Acknowledgment for Children and Adolescents. Injury Prevention, No. 1, This article is a condensed and updated version of a pp. 187–190 (1995). 20. Pucher, J., and R. Buehler. Integrating Bicycling and Pub- paper by the authors, Walking and Cycling for lic Transport in North America. Journal of Public Trans- Healthy Cities, which appeared in Built Environment, portation, Vol. 12, No. 3, pp. 79–104 (2009). Vol. 36, No. 4 (2010), pp. 391–414, and is adapted 21. Ewing, R. Pedestrian- and Transit-Friendly Design: A Primer with permission of the publisher, Alexandrine Press for Smart Growth. Smart Growth Network, Washington, (www.alexandrinepress.co.uk). D.C., 1999. 22. Special Report 257: Making Transit Work: Insight from West- ern Europe, Canada, and the United States. Transportation References Research Board, National Research Council, Washington, 1. Buehler, R., and J. Pucher. Sustainable Transport in D.C., 2001. Freiburg: Lessons from Germany’s Environmental Capital. 23. Buehler, R. Transport Policies, Automobile Use, and Sus- International Journal of Sustainable Transport, Vol. 5, No.1, tainable Transport: A Comparison of Germany and the pp. 43–70 (2011). United States. Journal of Planning Education and Research, 2. Buehler, R., J. Pucher, and U. Kunert. Making Transporta- Vol. 30, No. 1, pp. 76–93 (2010). tion Sustainable: Insights from Germany. Brookings Institu- 24. Gatersleben, B., and K. M. Appleton. Contemplating tion, Washington, D.C., 2009. Cycling to Work: Attitudes and Perceptions in Different 3. Pucher, J., and L. Dijkstra. Making Walking and Cycling Stages of Change. Transportation Research Part A: Policy Safer: Lessons from Europe. Transportation Quarterly, Vol. and Practice, No. 41, pp. 302–312 (2007). 54, No. 3, pp. 25–50 (2000). 25. Pucher, J., J. Dill, and S. Handy. Infrastructure, Programs, TR NEWS 2012 280 MAY–JUNE 4. Pucher, J., and R. Buehler. Why Canadians Cycle More and Policies to Increase Bicycling: An International Review. 42 Than Americans: A Comparative Analysis of Bicycling Preventive Medicine, No. 50, pp. S106–S125 (2010). TR NEWS 280 MAY–JUNE 2012 43 ) a ) whether a b . PROLOGUE Deliv- PROLOGUE . Dutch Field Trial Field Dutch The results showed that the The The study analyzed the driver’s 1, below left). left). below 1, glance duration speed driving and the and higher, were frequency simultaneously. The green light for light green The simultaneously. a starts cyclists few earlier seconds than that for cars; moreover, the line stopping for a extends cyclists few ahead meters of the stopping cars. for line speed, and glance behavior, accel- eration, as well as the number of postencroachment the and conflicts time, under two conditions: ( Table (see not or present was cyclist whether the car driver had to wait to had driver car the whether is, did the driver at the light—that stop or not?—and (

PHOTO: SWOV der Horst, and M. Hoedemaeker. Hoedemaeker. M. and Horst, der erable erable D 3.4. Organization for Applied Scientific Research–TNO, 2010. Netherlands, Soesterberg, Moreover, car–cyclist conflicts Moreover, were less frequent and less Christoph, M., N. van Nes, J. Pauwelussen, R. Mansvelders, A. R. A. van A. R. A. Mansvelders, R. Pauwelussen, J. Nes, van N. M., Christoph, was lower, when the driver stopped than when the driver did driver the when than stopped driver the when lower, was perception driver’s the limited layout intersection The stop. not of the possible presence of a cyclist more when the car was indi- results The stopped. not was car the when than stopped putting by limitation this to adapted drivers vehicle that cated in of the a cyclists presence into detecting more timely effort way. when severe the car had than when stopped the car had not because and approach of speed lower the of because stopped, Combin- distance. in and time in start a head had bicyclist the ing the findings from in-vehicle and site-based observations design, intersection among relationship intricate the revealed traffic light phasing, and explored. be to driver–bicyclistinteractions the allowed interactions and Acknowledgments This studyresearch—under was scientific conductedapplied for in collaborationorganization withNetherlands TNO—the Seventh Commission’s European the of of project PROLOGUE the Ministry Dutch The Transport. 7: Theme Program, Framework project. the sponsored also Environment and Infrastructure Reference The authors are Senior Researchers, Institute for Road Safety Road for Institute Researchers, Senior are authors The Netherlands. Leidschendam, Research–SWOV, DIVERA A. M. TWISK AND NICOLE VAN NES tudinal, lateral) tudinal, lateral) tudinal, Speed Glance behavior Glance Speed (longi- Accelerations Speed conflicts of Number PET behavior Glance Speed (longi- Accelerations Findings Findings from Site-Based and In-Car Observations The potential conflicts between a right-turning car and car right-turning a between conflicts potential The the were signalized, also lane, bike separated a in bicyclists study. Dutch recent a of subject Understanding Right-Turn Car–Cycle Conflicts at Intersections at Conflicts Car–Cycle Right-Turn Understanding

time (PET) time lateral) tudinal, tudinal, lateral) tudinal, S

L Speed Speed conflicts of Number Postencroachment behavior Glance Speed (longi- Accelerations Glance behavior Glance Speed (longi- Accelerations

R Y

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W S Variables Car Stopped Car Not Stopped Site-based Site-based In-vehicle In-vehicle

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I ies explore safety-critical

K R A T

M PE DES natural- European the PROLOGUE, for trial field Dutch The conflicts potential generated lights traffic the of phasing The No Cyclist Present Cyclist Present conditions from the car driver’s per- driver’s car the from conditions a restricted This provides spective. of understanding the interactions between cars and cyclists - in re lation - to the of characteristics in site- of A combination tersections. based and in-car comple- provide should therefore, observations, mentary about information these In-vehi- interactions. safety-critical cle data collection enables study the of an individual’s driving behavior over time and in differ- observa- Site-based ent situations. about tions the offer information position and speed of other road pedes- and cyclists including users, vehicle. participant’s the near trians, and tech- istic in-vehicle combined driving project, site-based niques. The trial equipped regu- a was four-leggedintersection The intersectionobservation. site-based for with cameras and had a of lights limit 50 speed and km/h traffic with lated crossed regularly who drivers of cars Eight paths. cycle adjacent this were intersection equipped with the driving naturalistic technology. cars between and right-turning cyclists who along continued the same road, because both receive a green signal almost

TABLE 1 Research Design and Dependent Variables Design and Dependent Variables 1 Research TABLE and Site-Based Observations of In-Vehicle M W ING AY K F A O R

M P

E S

D E

E L S C T Y R C IA BI Transferring European Bicyclist- and Pedestrian-Friendly N ND S A Designs and Practices to the United States The Importance of Comprehensive Approaches That Include Evaluation SHAWN M. TURNER, GABRIEL K. ROUSSEAU, AND CHARLES V. ZEGEER

he United States often looks to Europe for Safe Routes to School program took hold in the Turner is Senior T inspiration to improve bicycling and walk- United States, adapted from similar models first Research Engineer, ing conditions. As indicated in the feature arti- implemented in Denmark in the 1970s and later Texas Transportation cle by Buehler and Pucher (page 34), many in other European countries and Australia (2). Institute, College factors contribute to higher rates of pedestrian Implementing foreign policies and design prac- Station, and Chair of and bicyclist safety and to higher mode shares tices in the United States, however, requires a the TRB Pedestrians for walking and biking in European countries. context-sensitive approach that acknowledges Committee. Rousseau An international scan team assembled by the differences in urban form, culture, and people’s is Livability Team Federal Highway Administration (FHWA) and behavior. Objective, scientific evaluations must Leader and the American Association of State Highway and be used to determine which policies and facility Bicycle–Pedestrian Transportation Officials (AASHTO) concluded design practices would prove most effective in Program Manager, that higher levels of walking and biking safety the United States; studies by Dill et al. (3), Hunter Federal Highway and mobility result from a deliberate combina- et al. (4), and Fitzpatrick and Park (5) are good Administration, tion of policies, funding priorities, and design examples. Washington, D.C. approaches (1). Some measures may work better in certain Zegeer is Associate U.S. cities that already are in the forefront of cities or situations than in others, depending on Director, Highway best practices—such as New York City; Min- the location’s characteristics. For example, sepa- Safety Research Center, neapolis, Minnesota; Portland, Oregon; Seattle, rated bicycle facilities should be evaluated and University of North Washington; Cambridge, Massachusetts; and refined in the context of typical motorist and Carolina, Chapel Hill, Boulder, Colorado—may find that looking out- bicyclist behavior and safety experience in the and Emeritus Member side the United States for inspiration is a useful United States before being widely implemented. of the TRB Pedestrians exercise. Other U.S. cities in the midst of adopt- Separated on-road bicycle facilities may be effec- Committee. ing the policies may gain more local buy-in by tive in Denmark, for example, but that may be pointing to the best practices successfully imple- partly a product of Danish culture and behavior. mented in leading U.S. cities. Scientific evaluation can help identify these inter- Some European practices are easily transfer- relationships and determine how facilities can be able and can be implemented immediately in the adapted to work in new contexts. United States. For example, in the late 1990s, the Nevertheless, separated bicycle facilities and P HOTO : S : HAWN T URNER , TTI ,

One of several bike boxes in Portland that were evaluated by Portland

TR NEWS 2012 280 MAY–JUNE State University 44 researchers. TR NEWS 280 MAY–JUNE 2012 45 . . in Austin, Texas) in Texas) Austin, in Manual on Uniform on Manual left, the the Devices Control Traffic Safety evaluations by the by evaluations Safety Transportation Texas the provided Institute include to evidence signals pedestrian hybrid ( Report . Report . . . Report No. Evaluation Evaluation of Safety Effectiveness of Effectiveness Safety . National Center for Safe Routes to Routes Safe for Center . National Evaluation of Shared Lane Markings Lane Shared of Evaluation . Report FHWA-PL-10-010, International Tech- International FHWA-PL-10-010, Report . Bike Bike Boxes at Signalized Intersections OTREC-RR-11-06. Oregon Research Transportation 2011. January Portland, Consortium, Education and http://otrec.us/main/document.php?doc_id=1559. Martell. Administra- Highway Federal FHWA-HRT-10-041. No. tion, December index.cfm. 2010. www.fhwa.dot.gov/publica tions/research/safety/pedbike/10041/ the HAWK Pedestrian Crossing Treatment. Federal Highway No. Adminis- FHWA-HRT-10-042. www.fhwa.dot.gov/publications/ 2010. July tration, research/safety/10042/10042.pdf. Pedestrian and Bicyclist Safety andEurope Mobility Admin- in Highway Federal Program, Scanning nology istration, February 2010. www.international.fhwa. dot.gov/pubs/pl10010/pl10010.pdf. SRTS of History School. www.saferoutesinfo.org/about-us/mission- and-history. 4. W. W., L. Hunter, Thomas, R. and Srinivasan, C. A. 5. Park. S. E. and K., Fitzpatrick, 1. 1. 2. 3. Dill, J., C. Monsere, and N. McNeil. References mobility in the United States requires a compre- requires States United the in mobility combina- concerted approach—a five-E hensive, tion of engineering, education, enforcement, encouragement, and evaluation. Many groups must work toward solutions approaches, from involving different the contributions expertise of and policy makers, transportation pro- community officials, enforcement law fessionals, more. and members, Many Many of the countries visited in the FHWA– Providing better facility designs following

improve biking and walking safety and mobility and safety walking and biking improve or tracks cycle installing simply yet substantially, other foreign practices should not other practices foreign be dismissed transportation American because simply outright Cul- differ. may behavior and culture, guidelines, the changed—although be can behavior and ture changes often occur over longer periods than For evaluation. safety typical a by covered those eval- be may facilities bicycle separated example, States United the in locations trial few a at uated in a typi- benefits safety no clear show may and But in 5 to cal evaluation. 1- 10 safety to 2-year years, as more use bicyclists facilities, separated and as motorist and bicyclist behavior adapts, evalu- Typical dramatically. improve could safety behav- in changes long-term track not do ations safety. in evidence-based careful, a by fostered when fore, situations, improvements in street design can pedestrian plazas may not achieve the Improving goal.pedestrian and bicyclist safety and ior, however, and would not capture this increase this capture not would and however, ior, AASHTO scan tour have undergone emphasized a has that cultureyears 40 past the in change there- occur, can behavior and culture in Changes approach. some In component. one only is models European walking and bicycling safety and mobility.

: K : P , TTI , F AY HOTO ITZPATRICK W ING AY K F A O R

M P

E S

D E

E L S C T Y R C IA BI NS AND P Many factors contribute to HOTO

an area’s overall mobility. R : ICHARD New tools are allowing L

transportation planners to AYMAN measure an area’s multimodal mobility more accurately.

Measuring Multimodal Mobility with the Highway Capacity Manual 2010 and Other New Analysis Tools

MARTIN GUTTENPLAN AND SELETA REYNOLDS

he ease of a journey by any mode is the mea- ners have had limited tools for measuring mobility. Guttenplan is Senior sure of an area’s mobility. The factors that Guided by the Highway Capacity Manual (HCM) and Transportation Planner, T determine mobility for cyclists and pedestri- its automobile level of service (LOS), by the Trip CDM Smith, Tallahassee, ans differ from those that affect automobile drivers. Generation Handbook of the Institute for Transporta- Florida. Reynolds is For instance, for pedestrians, a high level of mobil- tion Engineers (ITE), and by travel demand fore- Section Leader, Livable ity may result from frequent crossings, short dis- casting software, analysts have measured the Streets, San Francisco tances between places, and sidewalks wide enough performance of roadways in metropolitan areas Municipal to walk comfortably side-by-side with other pedes- almost exclusively in terms of driver delay in the Transportation Agency, trians. In contrast, well-timed traffic signals and a peak hour of travel. San Francisco, grid with direct connections contribute to mobility Stakeholders and policy makers have had no way California. TR NEWS 2012 280 MAY–JUNE for drivers. of measuring the performance of nonautomobile 46 For the past several decades, transportation plan- modes, and the impacts on pedestrians, bicyclists, and transit riders in the context of environmental Bicycle signals and lanes, and development review could be framed only in , APHA walking paths, and other 1 pedestrian- and bike-

qualitative terms. Since the beginning of the hous- OWNING D friendly infrastructure ing boom in the early 2000s, developers have funded

ESSICA contribute to a and built many transportation improvements in : J sustainable HOTO response to transportation impact analyses and P transportation system. development agreements. The guidelines that govern these analyses—as well as environmental regulations such as the California Environmental Quality Act— require quantifiable explanations of the impact of the development and of the improvement that will mitigate the impact. Because automobile LOS and automobile trip generation have been the only widely accepted analysis tools, and because most agencies focus on impact thresholds that maintain a specified amount of driver amount of green time for major roads. delay, funding for improvements mostly benefits For local streets, the unintended consequences drivers. What gets measured gets funded, and with- were unnecessarily large roads, unsafe speeds, and out tools to measure the quality of the bicycling, ultimately more congestion. Transportation analysis walking, and transit environments, cities have strug- focuses on accommodating the amount of traffic gled to express the value of these modes. expected during the peak hour—or even the peak 15 minutes—of a typical weekday. The approach may Fundamental Tensions ensure that congestion is manageable during that At the same time that the equations for automobile window of time but also can create a street that is too LOS and trip generation became more widespread wide for most of the day. and sophisticated, many jurisdictions began to pre- Too many lanes on a street can cause wide gaps pare policies for bicycling and walking. The first between cars, so that faster drivers can easily pass bicycle plans appeared in the 1970s, followed by others on the road. Speeding has consequences for pedestrian plans, and in the past five years, by com- safety. Wide roads allowing drivers to travel at 35 or plete streets policies. Complete streets policies 40 mph or faster may not be desirable in town cen- emphasize the routine inclusion of all modes in street ters, residential areas, or anywhere that pedestrians design and are now in place in 352 jurisdictions and cyclists travel. A recent study from the Univer- throughout the country. sity of Toronto indicates that vehicle miles traveled Practitioners began to confront a fundamental have increased in almost exact proportion to tension between their analysis tools and the new pol- increased capacity; this suggests that in the long term icy directions. Although automobile LOS and trip the traditional approach is not successful at achiev- generation have evolved into microsimulation soft- ing the primary goal of reducing congestion (1). ware that requires complex and subtle inputs such as parking turnover, pedestrian crossing volumes, and Three Goals transit stops, the focus remains on driver delay and To match agency policies with transportation analy- vehicle throughput. sis, planners and engineers needed a set of tools to To calculate vehicle LOS at intersections and balance the guidance of vehicle LOS and trip gener- roadway segments, data are required for peak-hour ation. The new tools would address three primary vehicle volume, roadway geometrics, and traffic sig- goals: nal timing. Almost every agency has a threshold for an acceptable vehicle LOS, which improves as driver u Improving traffic safety. The improvements that MAY–JUNE280 2012 NEWS TR delay decreases. Increasing the road capacity—that reduce driver delay usually increase pedestrian cross- is, adding more lanes—and increasing the speed with ing distance by adding vehicle lanes or increasing the fewer intersections are two primary ways to decrease speed of traffic at conflict points such as right turns; driver delay. Planners and engineers therefore could this increases pedestrian exposure and delays. The increase the size of the roadway or limit choke points speed of traffic, the length of pedestrian exposure, by adding exclusive turn lanes or by increasing the and the increase of conflicts contribute to the sever- 1 Some notable exceptions include analyses by the Florida ity of vehicle–pedestrian crashes. In addition, pedes- Department of Transportation; the City of Charlotte, North trians are more likely to engage in risky crossing Carolina; and the City of Fort Collins, Denver. behavior to avoid long waits. 47 48 TR NEWS 280 MAY–JUNE 2012 methodology. service (LOS) pedestrian level-of- cars arepartofthe between pedestriansand level ofseparation Elements suchasthe highest congestion are often the most successful. retailthatthedistricts slowest withthespeeds and Choice, page 29) ( Mode and Behavior Consumer Between tionship moreannually (see the sidebar, Exploring the Rela- spend they frequently,that more sovisit but visit make a trip by bicycle or on foot spend less per retail and that is easy to maintain. ity, contributing to the long-term health of residents; pooling; that offers opportunities for physical activ- bicycling,asmodessuch walking, transit, car- and low-impactencouragesthat transportationsystem sustainabilitya includeto traffic.Keys ofvolumes centilevehicle speeds mphless;25orof and lower per- 85th slowersidewalks; wide and trees,street lanes, bicycle lanes, parking as such traffic, from comfort for bicyclists and pedestrians include buffers in the early1980s( thein neighborhoods, and millennials, the generation borncompactvalue familieswho youngdrive, not may tive to a range of people, including older adults who because walkable, bikeable neighborhoods are attrac- in walkability result in increases in property values, theme parks, and major central business districts. requirements near large attractionswalkway determinesuch to astool thisstadiums, applied have ners district earned a failure rating. In practice, most receivedbustling,ahighLOS,butplan- crowdeda retail as to drivers. Therefore, a sidewalk with few people thatreduced importantdelayaswas pedestrians to pedestrian LOS, but the underlying assumption was Beginning in 1985, the HCM included measures for Developing NewTools u u Tomainstream theplanning, design, andopera- Boosting economic drivers. drivers. economic Boosting Improving livability and sustainability. 2, 3 4 ). Elementscontribute).that to ). Many cities have discovered utmr who Customers

Increases

P S : P INKUS TEVE HOTO parked cars and trees; and motorized vehicles; 3 2 portion of the pedestrian LOS procedure are businessdistrict( central metropolitan nonmajor a in walking with satisfactionmotorizedoflevelsureto thetraffic to Research has linked the pedestrian’s degree of expo- Pedestrian LOS shared-use trails, and rural highways. address intersections, midblock pedestrian crossings, HCM2010 alsocontains multimodalprocedures to urbansetting.transitThesegmentanrouteand in policy objectives. projects on all modes andtransportation make of adjustments effects to the meet measure can analyst An modes.the acrossanalysis if” calibrated “what gratestheanalysis alloffourmodes, allowing fora in LOS analysis procedures, and the HCM 2010 inte- Each modal methodology reflects the state of the art Integrated MultimodalLOS NCHRPWeb-Only Document 128, nlss o Ubn Streets, Urban for Analysis across modes. experience travel with satisfaction user’s tionsthatweighted multiple variables reflectto the orderedprobit analyses were used todevelop equa- Regressionandweighting.relativetheir and sures performancemea- onguidance clear obtain to ple to in-field surveys and were shown to a national Videossam- from the traveler’s perspective all were for calibratedmodes, withdirect input thresholds from thetraveling public. and measures produced that portation trans- (DOTs) of embarked on departments a decade of research state and (NCHRP) gram Pro- Research Highway Cooperative National the automobiletraffic,pedestrian,bicycle,andtransit, tions of multimodal transportation facilities serving users. meet to expanded used goals for be safety, can tools mobility, the and that access ensure for all must Policymakersmodes.work’svarious suitabilityfor pare street design alternatives and to measure a net- the HCM 2010. The methods can be applied to com- work,which was field-tested and incorporated into http://www.trb.org/Publications/Blurbs/160021.aspx. http://www.trb.org/Publications/Blurbs/160228.aspx. u u u u The following descriptions focus on a roadway a ondescriptions followingfocusThe NCHRPReport616, The volume and speed of motorized vehicles. The presence of barriers and buffers—such as and pedestrians of separation lateral The The presence and width of a sidewalk; 5 ). Statistically). significantthis in MultimodalServiceLevelof 2 2 n te sr guide, users the and 3 summarizethe TR NEWS 280 MAY–JUNE 2012 49

PHOTO: RICHARD LAYMAN The distance between bicyclists and motorized vehicles is a statistically significant element of the bicycle LOS model. Factors known to influence transit ridership include wait time, crowding, and transit vehicle frequency. The factors are weighted according to results from results to according weighted are factors The to standards or targets desired set can agency An

on-board surveys. For instance, walk-to-the-stop sat- walk-to-the-stop instance, For surveys. on-board level overall the of percent 11 for accounted isfaction satisfaction. of Putting It All Together LOS Multimodal is the degree to which the urban each of needs the meet operations and design street for grades LOS four yields analysis An user. of type each street: automobile LOS, transit LOS, bicycle LOS, and pedestrian LOS. This generates a report card for how well the meets street the needs of its because separately, reported are grades These users. for different are expectation and length, purpose, trip mode. each the allows This facility. the on mode each by met be tailoring of a design specific to other the purpose, and street’s func- use, land surrounding class, tional features.

W J : P EEKS ENNIFER HOTO ), 7 ( ) can be can ) c Transit Capac- Transit ). ). Statistically significant to ) are known to influence rid- influence to known ) are 6 a ) are inside the right-of-way, and ( and right-of-way, the inside are ) b Pedestrian LOS. Pedestrian Stop amenities; Stop Crowding or perceived travel time adjust- Speed or travel time; travel or Speed time; wait excess or Reliability Frequency—that Frequency—that is, the headways or transit The availability of on-street parking, on-street of availability The The condition of the pavement; and pavement; the of condition The The presence of The presence a or paved shoulder marked vehicles, of motorized speed and volume The The proximity of bicyclists to motorized vehi- motorized to bicyclists of proximity The Building on methodologies in the the in methodologies on Building In addition to the exposure-based model, the In addition to this exposure-based methodology, exposure-based this to addition In u u u u u u u u u u u parisons with parisons other modes, is with the compatible HCM tied and to LOS thresholds user satisfaction, vehicles per hour; per vehicles this portion of the bicycle LOS model are model LOS bicycle the of portion this affected by agency actions: agency by affected uses uses the same LOS grades. The transit LOS inputs ( that factors include transit LOS offers a single measure to facilitate com- facilitate to measure single a offers LOS transit and ments; ity ity and Quality of Service Manual, 2nd Edition Transit LOS Transit methodology equivalent an provides 2010 HCM The must environment walking A good LOS. transit for system—pub- the transportation into stops be integrated around design walkable a and transportation lic of an urban potential to the multimodal contribute area. HCM 2010 contains methodologies for bicycle facil- bicycle for methodologies contains 2010 HCM con- LOS, and driveway intersection ity capacities, flicts. A chapter paths. shared-use as such coversfacilities, pedestrian separated bicycle and bicycle lane; bicycle and the type of traffic—that is, the percentage of trucks; cles; Bicycle LOS crowding facility bicycle when that showed Research satisfaction of level the issue, an not were delay and exposure of degree the to linked was bicycling with to motorized traffic ( the HCM 2010 retains the previous methodologies previous the retains 2010 HCM the for intersection crossings and sidewalk capacities, the for guidance and LOS intersection an as well as application of the module. appropriate pedestrian LOS ership, ( ership, 50 TR NEWS 280 MAY–JUNE 2012 FIGURE 2Two lane,bicyclelanes,andparking. laneswith median–turn FIGURE 1Existing80-ftright-of-way:fourlaneswithparking. distances for pedestrians partially offset this. reduced speeds and the shortened midblock crossing arterial street with no dedicated turn lanes, and a 35- methodology from Chapter 17, Urban Streets. 2010 HCM the using conversion street complete proposedexampleinganalysispresentsaLOS of a streetcompleteato street forallusers. Thefollow- mine the LOS impacts of converting a conventional The HCM 2010 methodologies can be used to deter- Complete Streets Analysis tive impact on bike and pedestrian LOS; but the but LOS; pedestrian and bike on impact tive closer to bikes and pedestrians, and this has nowa nega- are automobiles More lanes. turn added the trian and bicycle features. Narrowthe lane widths toprovide space for pedes- lanes at signalized intersections and install a median. automobilesbutcreate space forexclusive left-turn Figure 1, above). speedsidewalkslimitwithmphsidesboth(see on minimal effect on automobile capacity because of becausecapacity automobile on effect minimal Existing conditions: Existing Results: Actions: Slowed automobiles, slowed buses, but buses,automobiles,slowedSlowed Eliminateonelane ineach direction for

Four-lane urban undivided urban Four-lane

, CDM S CDM , S B G S CDM , S B G OLAND RIAN BY RAPHIC MITH OLAND RIAN BY RAPHIC MITH standard developed from suburban locations with locationssuburban fromdeveloped standard the ITE Trip Generation rates, a nationallyTraditional recognizedgenerationtrip methodologies oftenuse Trip GenerationRates igate vehicle congestion. pedestrian, and transit networksbicycle, can effectivelyimproved mit-that demonstrate to approach timodal LOS, the city leveraged a new trip generationopment. Instead of creating new thresholds for mul- high-density,core—adowntown devel-mixed-use dense Seattle’s to adjacent immediately borhood for the South Lake Union Height and Density Study. environmentalthe study statementinimpact (EIS)DOT case following describesapproachtheSeattleofCity the takenby The analysis. portation trans- a into riders transit and pedestrians, clists, can use other tools and methods to incorporate bicy- analysissettingciesnewguidelines thresholds and data required to calculate the multimodal LOS. Agen- ment and environmental review? lent to that of an industrial arterial? transit LOS? implementing completeagencies streets for policies: questions several raises 2010 HCM the in tool LOS multimodal the of inclusion The Other Tools: CaseStudy pedestrians separating from automobiles. further by LOS pedestrian improved the table below. caused by lane reductions (see Figure 2, left). speedstransitcounterbalancesofslowingLOS the landscapedbuffer.theimproved ofpedestrian The and the roadway. sidewalk the betweenbufferlandscaped a as trees u u u u South Lake Union is a rapidly developing neigh- Complicating these questions is the amount of amount the isquestions Complicatingthese Actions: Result: Action: The scores for the example by mode are shown in Result: What types of mitigations are available? Whatisthe threshold for impacts indevelop- commerciala onLOSthe Is collector equiva- acceptablebicycle,pedestrian,anor is What Transit Pedestrian Bicycle Automobile Greatly improved pedestrian LOS because Greatly improved bike LOS; moderatelyLOS; bikeimprovedGreatly Add bike lane. Widen sidewalks to 9 feet. Add street Add feet. 9 to sidewalks Widen eoeAfter Before DD DE CB EC TR NEWS 280 MAY–JUNE 2012 51 This separated bike path was added to a motor vehicle roadway in Santa Barbara, California. A holistic approach to measuring multimodal mobility includes nonmotorized vehicles in its analysis. View of South Lake View Union, showing downtown Seattle on the right and Lake Union on the left. 5 The MXD trip generation methodology measures methodology generation trip MXD The perspective, a feasibility and a policy both From The MXD model was developed in cooperation with EPA

and ITE. More than 200 mixed-use development sites than 200 mixed-use development and ITE. More surveyed, and the model was the United States were across mixed-use sites. 16 independent validated with data from the reduction in demand that results from improving from results that demand in reduction the the bicycle, transit, and pedestrian environment. demand vehicle decrease to strategies proven Other employer- as transit—such take to incentives include subsidized transit passes—and strategies. disincentivesmanagement parking as drive—such to Seat- downtown in capacity roadway the increasing 5 Addressing Impacts Addressing sce- each for completed was generation trip the After address to assembled was strategy mitigation a nario, strate- mitigation The impacts. traffic identified the by usually of facilities, the supply can increase gies decrease can they or capacity, roadway the increasing the demand for roadway capacity by reducing the trips. vehicle of length and number ber of vehicle trips that urban infill projects generate projects infill urban that trips vehicle of ber travel how of picture reasonable more a provides and time. over change characteristics

D C : P S C : P IETZ OURTNEY HOTO T OF ITY HOTO EATTLE ). The ). 8 ). ). 9 to analyze three to land three analyze 4 Mode split data often derive from U.S. Census U.S. from derive often data split Mode Typical mode Typical split adjustments have limited Typical mode Typical split adjustments assume that The proposed height and density alternatives in alternatives and density height The proposed u u u The research was commissioned by the U.S. The research Environmental Protection Agency (EPA) and the San Diego Agency (EPA) Protection Environmental 4 minimal multimodal transportation options ( options transportation multimodal minimal estimates are often adjusted by factoring the results by factoring adjusted often are estimates with mode split demand travel data from the city’s judg- engineering or Bureau, Census U.S. the model, share high the for account can methods These ment. neighbor- an entire across modes of nonautomobile to incorporate ability or hood but city limited have shifts in mode choice caused by major land changes—for use example, in a confined area such as reasons: following the Union—for Lake South Mixed-Use Development Model gen- trip innovative an used DOT Seattle EIS, the In mixed-use the as known technique, analysis eration (MXD) model, development Bureau reports; as time passes and development pat- development and passes time as reports; Bureau esti- the change, conditions socioeconomic and terns applicable. be longer no may mates responsiveness to changes in responsiveness the land use and the or density such an as increased built environment, mix increased of uses, or to changes in the trans- and pedestrian as such improved system, portation service. transit improved or connectivity bicycle current trends will continue. will trends current use scenarios. The MXD model focuses on the rela- the on focuses model MXD The scenarios. use environment, built the and travel between tionship trip meth- generation conventional supplementing ods to to effects related capture built environment land of diversity density, D’s: the as known variables scale, development accessibility, or destinations uses, tran- to distance bicycles, and pedestrians for design ( demographics and services, sit the South in changes Lake Union area incorporate several of these variables that could influence the with Projects travel characteristics. neighborhood’s higher densities, a rich variety of compatible land bicycle, high-quality and another, one to close uses and have pedestrian, transit a environments suburban lower in projects than rate generation trip vehicle travel of choices more have Travelers environments. des- various to travel for distances the of and mode urban in projects for intensifies effect The tinations. num- the overestimating avoids method This areas. Association of Governments. Reid Ewing, University of Fehr & Peers, led the Utah, and Jerry Walters, development of the MXD trip generation equation, with Ming Greenwald, Michael guidance and contributions from Zhang, Mark Feldman, Robert Cervero, Lawrence Frank, Lawrence Cervero, Zhang, Mark Feldman, Robert and John Thomas. 52 TR NEWS 280 MAY–JUNE 2012 (Graphic: Fehr&Peers) without mitigations. withand alternatives generation: landuse FIGURE 3Vehicle trip with Mitigation with Alternative 3 Alternative Alternative 3 Alternative 1 and 2 with 2 and 1 Alternatives Alternatives Alternative Mitigation No Action No 1 and 2 and 1 200 ,0 600 ,0 1,0 1,0, 400 16,000 14,000 12,000, 10,000 8,000 6,000 4,000 2,000 0 their own mitigations of impacts. implementtoimprovements havingthesewithout feeprogram that allows developers tocontribute to TDM incentives. The City of Seattle has a voluntary ronmentandtoestablish parking management and envi- transit and pedestrian, bicycle, the improve 6 tive approximately 21 percent for each land use alterna- bygenerationtripvehicle reduce wouldmeasures twopercent.Combiningthe15 generation by trip jected that the TDM strategies would reduce vehicle Air Pollution Control Officers Association ( additional TDM measures into account. about land use and demographics and does not take tool predicts mode share primarily by from information generation approximately trip percent.7 TheMXDtripgeneration vehicle reduce would sures the proposed bicycle and pedestrian mitigation mea- system transit enhancements, and measures, roadway capacity (TDM) enhancements. management and pedestrian system improvements, bicycletravelarea: Union demandLake South the for developed Four packages of potential mitigation measures were Combining Measures and more convenient. quicker,modesthesecheaper, making by trips, sit mizing the number of bicycle, pedestrian, and tran- maxi- and trips vehicle of number thedecreasing mitigation strategy for South Lake Union focused on tle is undesirable and cost-prohibitive. Therefore, the passes. pedestrian environment andfrom employer-paid transit example, increased transitusecanresult from animproved not additive,becausethetwostrategies overlap—for The combinedeffects oftwo tripreduction strategiesare The EIS identifies a set of mitigation measures to An analytical method published by the California Theoutput from theMXDmodel indicated that 6 (see Figure 3, above). PM Peak Hour VehicleTripsHour PM Peak 10 ) pro- References mobility for all. lenge agencies to take a fresh look at the measures chal-of toolsnew The sustainabilitycommunities. of and livability overall the improve to and receipts, retail and values home as such drivers economic reduce traffic-related injuries and fatalities, to boost ance against vehicle LOS and trip generation. and engineers now have a set of tools to act as a bal- agency’s policies their to transportation match To analysis, plannerscongestion. more ultimately, and ity are clear: unnecessarily large roads, unsafe applyingspeeds, tools meant to measure automobile mobil- of consequencesunintended thestreets, local For Holistic Approach . utnln M, . . ads L Cie, n D S. D. and Crider, L. Landis, W. B. M., Guttenplan, 6. S. D. Ottenberg, M. R. Vattikuti, V.R. W., B. Landis, 5. Cortright, J. How Walkability Raises Home 4. Values in U.S. Berg.den van J. Wittink,and Spreekmeester,R. R., 3. Lee, A. 2. Turner.M. and G., Duranton, 1. 10. Arrington, G. B., and R. Cervero. 9. 8. 7. h Tasotto Rsac Bad N. 1776, No. Board, Research Transportation the In Level. ning Plan- at Analysis Level-of-Service Multimodal McLeod. Council, Washington, D.C.,2001,pp.82–88. 1773, No. Board, Research tion TransportationResearch Record: Transporta-the of Journal In Service. of Level Pedestrian Environment: Roadside Walking the Modeling Guttenplan. M. and McLeod, TheWalk_CEOsforCities.pdf. score.com/wp-content/uploads/2009/08/Walking Cities. EconomicSignificance.pdf. Muni cipalities VNG. www.ocs.polito.it/biblioteca/mobilita/BenefitsCostsandCyclingof Policy Illustratethe to Study ACycling: SignificanceEconomicof sis_Alison_Lee.pdf The- . dio.mit.edu/wp-content/uploads/2010/12/Final_ Strips? pared to Car Drivers in Inner Suburban Melbourne’s Shopping http://repec.economics.utoronto.ca/files/tecipa-370.pdf. 2009. September Economics, of Department Toronto of University fromCities. Evidence U.S. Congestion: Road h bnft o ti hlsi apoc ae to are approach holistic this of benefits The 2010. lution Control Officers Association, Sacramento, August Pol- Air California Measures. Mitigation GHG from tions A Measures: Reduc- Emission Assess to Mitigation Government Local Resourcefor Gas Greenhouse Quantifying D.C., 2008. Research Board of the National Academies, Washington, Travel.and Parking Housing, on TOD of December 2008. Institute of Transportation Engineers, Washington, D.C., Trip Generation, 8th Edition: An ITE Informational Report. the NationalAcademies,Washington, D.C.,2003. Edition 2nd Manual, TransitService 100: of Report Quality TCRP and Capacity 151–158. National Research Council, Washington, D.C., 2001, pp. University of Melbourne, Australia. http:// colabra- What Is the Economic Contribution of Cyclists Com- CEOs for Cities for CEOs Transportationof ResearchRecord:Journal . Transportation Research Board of Board Research Transportation . , August 2009. http://blog.walk 2009. August , The Fundamental Law of Law Fundamental The TRB, National Research National TRB, TCRP Report 128: Effects . Association. Dutchof Transportation TRB, The TR NEWS 280 MAY–JUNE 2012 53 Solid lane lines, 8 in. wide, between through- between wide, 8 in. lines, lane Solid Signs—sometimes illuminated—that read A unique beacon configuration—two red crosswalk markings, High-visibility in a lad- cross- the from ft 50 approximately bar stop A At a HAWK crossing, drivers receive multiple cues multiple receive drivers crossing, HAWK a At u u u u u When activated, the HAWK provides a red indica- red a provides HAWK the activated, When street could encourage unwanted additional traffic could street additional unwanted encourage designed was HAWK the neighborhood, the through streets. side the on control stop with of for The a presence the cues possible pedestrian. include travel lanes; and and lanes; travel Warning.” “School or Crossing” “Pedestrian crossing pedestrians for stop to drivers requiring tion reduce the In HAWKs the Tucson, major roadway. instan- or button” “hot with time waiting pedestrian pro- to designed be can HAWK The service. taneous street. arterial the on signals of synchronization vide lenses over a single yellow lens; lens; yellow single a over lenses lines; white transverse two from distinct style der walk; ), but ), 1 ). ). 2 (MUTCD) ). The HAWK stops vehicles so vehicles stops HAWK The ). 3 he number of people who choose to walk or to or walk to choose who people of number he ride a bicycle instead of driving has increased in increased has driving of instead bicycle a ride transporta- of cost the of because years, recent The The HAWK is designed to assist in pedestrian P AY S O F F

crossings, crossings, especially at major arterials with minor ( intersections street that pedestrians can cross the roadway and then per- then and roadway the cross can pedestrians that as pedestri- as the soon to proceed drivers the mits ans have passed. Because signal control on a side only a few are appropriate for high-speed conditions or conditions high-speed for appropriate are few a only Nassi, Richard 1990s, In late the crossings. wide for Tuc- of City the for administrator transportation then Activated High-Intensity the developed Arizona, son, the 2009 beacon; pedestrian or HAWK, Crosswalk, Devices Control Traffic on Uniform beacon ( Manual hybrid pedestrian the device the calls Problem ( pedestrians of are to available treatments Many crossing safety roadway the about concerns address KAY FITZPATRICK Safety Effectiveness of the HAWK HAWK the of Effectiveness Beacon Safety Hybrid Pedestrian or tion, the desire for healthier lifestyles, and for other for and lifestyles, healthier for desire the tion, reasons. in killed are number Pedestrians large risks—a serious and encounter States. United bicyclists, the in year every accidents however, traffic

T J. C J. M : P YNECKI ICHAEL HOTO R E S E A R C H Example of a HAWK treatment in Tucson, The author is Senior Texas Engineer, Research Institute, Transportation A&M University, Texas College Station, and chair of the TRB Operational Effects of Geometrics Committee. Arizona. [Note: The pedestrian is Richard Nassi, developer of the HAWK.] HAWK.] 54

TR NEWS 280 MAY–JUNE 2012

: M : P J. C J. HOTO YNECKI ICHAEL installedatleast 100feet from side streets ordrive- a minor intersection, with the minor street controlled Section 4F.02). ways that are controlled by STOP or YIELD signs” ( be should beacon hybridpedestrian the . . . then tically significant at a 95 percent confidence level. the low number of these types of crashes; and at a 95 percent confidence level, probably because of resultininjury; this wasnot statistically significant confidence level; percent95 pedestrians,statisticallya significantat This study showed that the HAWK beacons provided Benefit by a stop sign, or at a major driveway controlled by installation of a pedestrian hybrid thatbeaconfinds isstudy engineeringjustified, an “When guidance, tion of pedestrian hybrid beacons. According to the tomake decisions about the installation and opera- The 2009 MUTCD provides the information needed Application the HAWK device ( Bayes approach to evaluate the safety effectiveness of sored a study that used a before-and-after, empirical The Federal Highway Administration (FHWA) spon- Solution tiveness. was needed, however, to establish the beacon’s effec- device improves safety. A comprehensive evaluation ommended removal of the directive specifying instal- a stop sign. In June 2011, the National Committee on crashes after installation of the HAWK: had not been installed. with the predicted number of crashes if the treatmentafter the installation of a HAWK was then compared lation. The number of observed crashes that occurredtypicallyyears3before yearsand3after the instal- that served as the control sites and at 21 HAWKand trafficsites, volume at 102 unsignalized intersections domnessof crashes. Data were collected on crashes ran- volumes—andtrafficthefromincreases in as tivenesstreatmentofa from external factors—such effec- thedetermines that approachstatistical a is lation at a 100-ft distance. rec- MUTCD, the interpretationsof and revisions proposes which Devices, TrafficControl Uniform All 21 HAWKs in the safety study were located at Anecdotal experience indicates that the HAWKthe experienceAnecdotalthatindicates u u u The researchersThe followingthefoundchangesin A 29 percent reduction in total crashes, statis- percent15 A reduction severeincrashes that involvingcrashes in reductionpercent 69 A 4, 5 .The ). empirical Bayes method 2 , oping this article. portationResearch Board, fortheirefforts devel-in Houston, B. Ray Derr, and G. P. Jayaprakash, Trans- E References 3135; phone 979-845-7321; kfitzpatrick@ tamu.edu. University Research Park, College Station, TX 77843- tute, State Headquarters Research Building, TexasResearchSenior Engineer,A&M Texas Transportation Insti- that have high operating speeds. streets,or widehave volumes, thathigh with ings termeasure that increases pedestrian safety at cross- tions. installa-100 than moreTucson currentlyhas area Thedevice.installedthe havecities 14 thanmore Tucson,toaddition acceptance;in gaining rapidly result,pedestrianthehybridbeaconisa signal.As over, the beacon costs about half as much as a traffic trians have crossed their half of the roadway; more- are motorists—drivers allowedproceedtoflashingthe on red after to pedes- delay less and trians theHAWK beacon provides faster service pedes-to involving pedestrians. Compared with a traffic significantsignal, reductions in total crashes and in crashes .Nassi,B.,R.andBarton.J.M. NewTraffic Control foran 3. Uniform ManualTrafficon Control Devices 2. Fitzpatrick, K., S. Turner, M. Brewer,1. P. Carlson, N. Lalani, .Fitzpatrick,K.,andPark.S.E. Safety Effectiveness theof 5. Park. S. E. and Fitzpatrick, K., 4. [email protected]). Washington, DC 20001 (202-334-2952;Research Board, Keck 488, 500 Fifth Street,come. NW,Contact G. P. Jayaprakash, TransportationSuggestions for Research Pays Off topics are wel- DITOR For more information, contact Kay Fitzpatrick, Kay contact information, more For Thepedestrian hybrid beacon provenais coun- Old PedestrianOldCrossing Problem.Safety http:// mutcd.fhwa.dot.gov/kno_2009.htm. 2009. D.C., Washington, Administration, way 562.pdf. http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_ Board of the National Academies, Washington, D.C., 2006. UnsignalizedSafetyat Crossings TCRP Report 112–NCHRP Report 562: Improving Pedestrian B.Ullman, N. Trout, E. S. Park, D. Lord, and J. Whitacre. emies, Washington, D.C., 2009, pp. 214–223 2140, Transportationthe ResearchBoard,No. of Record:Journal HAWKTreatment.PedestrianIn 10042/10042.pdf. http://www.fhwa.dot.gov/publications/research/safety/ Federal Highway Administration, Washington, D.C., 2010. HAWK Pedestrian Crossing Treatment. June 2008, pp. 44–49. ’ S Transportation Research Board of the National Acad- N OTE :Appreciation is expressed to Russell . Transportation. Research Safety Effectiveness of theEffectivenessSafetyof TransportationResearch FHWA-HRT-10-042. APWAReporter, . FederalHigh-. . CALENDAR TRB Meetings 2012 July 17–19 10th National Conference on 28–30 Data Analysis Working Group Access Management* Forum on Pavement 8–11 TRB Planning Committee Dallas, Texas Performance Data Analysis Summer Meeting Auckland, New Zealand Irvine, California 17 Economic Census: Uses for the Transportation Community September 8–11 Waste Management and Workshop Resource Efficiency in Washington, D.C. 10–12 2nd International Conference Transportation Summer on Transportation Workshop 25–27 Workshop on the Future of Geotechnics* Madison, Wisconsin Road Vehicle Automation Sapporo, Hokkaido, Japan Irvine, California 8–12 6th International Conference 12–13 International Transportation on Bridge Maintenance, 29– TRB–AASHTO Joint Roadside Research Information Access Safety, and Management* Aug 2 Safety Meeting Workshop Lake Como, Italy Irvine, California Washington, D.C.

8–12 10th International August 12–14 13th National Conference on Conference on Concrete Transportation Planning for Pavements* 3–6 Chinese Overseas Small and Medium-Sized Quebec City, Quebec, Canada Transportation Association Communities International Conference of Big Sky, Montana 11 Measuring the Transportation Transportation Professionals* System from a Supply Chain Beijing, China 17–21 13th International Perspective Conference on Mobility and Irvine, California 20–22 5th National Bus Rapid Transport for Elderly and Transit Conference Disabled People (TRANSED)* 12 7th SHRP 2 Safety Research Las Vegas, Nevada New Delhi, India Symposium Washington, D.C. 20–24 Transportation Hazards and 18–21 International Conference on Security Summit and Long-Life Concrete 12–13 Better Safety Results Through Peer Exchange Pavements* Information Sharing Irvine, California Seattle, Washington Workshop Irvine, California 28–30 Annual Harbor Safety 19–21 4th International Conference Committee and Area on Accelerated Pavement 14–19 13th AASHTO–TRB Maritime Security Committee Testing* Maintenance Management Conference* Davis, California Conference* Pittsburgh, Pennsylvania Seattle, Washington 19–22 7th Symposium on Pavement 28–30 Seventh International Surface Characteristics* 15–18 51st Annual Workshop on Conference on Maintenance Norfolk, Virginia Transportation Law and Rehabilitation of New Orleans, Louisiana Pavements and Technological October Control* MAY–JUNE280 2012 NEWS TR 15–19 Statewide Conference on Auckland, New Zealand 8–10 European Transport Heritage* Conference* Lancaster, Pennsylvania Glasgow, Scotland

Additional information on TRB meetings, including calls for abstracts, meeting registration, and hotel reservations, is available at www.TRB.org/calendar. To reach the TRB staff contacts, telephone 202-334-2934, fax 202-334-2003, or e-mail [email protected]. Meetings listed without a TRB staff contact have direct links from the TRB calendar web page. *TRB is cosponsor of the meeting. 55 PROFILES ......

Walter H. Kraft Vanasse, Hangen, Brustlin, Inc.

t the beginning of his career, Walter H. Kraft chose adjunct professor at NCE and the Polytechnic Institute of New traffic engineering from among a variety of profes- York University. He was an instructor at St. John’s University, sional directions, wanting to work in a field that Carnegie Mellon University, and the Transport Agency of Hong had a direct impact on the everyday lives of citizens. Kong, and he also led courses through ITE. AFifty years later, he continues to enhance travel through his “Research provides the basis for our profession,” Kraft work in transportation management and intelligent trans- affirms. “Without research, our methods and capabilities would portation systems (ITS). remain static, and we would not be able to improve them.” Kraft graduated from the Newark College of Engineering Some of his first research involved trip generation at a large (NCE) in 1962 and began working at Edwards and Kelcey, shopping center. Kraft and his associates used that information, Inc., as assistant engineer. In his more than 30 years at the firm, as well as the gross leasable area, to develop peak-hour trip gen- Kraft held the positions of senior vice president, director, and eration rates. In 1971, he coauthored a National Cooperative partner; he continued to expand his professional knowledge, Highway Research Program report on optimizing flow in exist- earning a master’s degree in civil engineering from NCE in ing street networks. He credits that research with giving him an understanding of valuable basic traffic engineering concepts. Kraft conducted more research while attending meetings “Without research, across the country for the American Society of Civil Engineers (ASCE), counting passengers as they entered and exited street our methods and transit vehicles. “Using regression analysis to develop relationships, I was able to simulate various combinations of fare pay- capabilities would ment systems and their effects on transit operations,” he notes. remain static, and we This research was included in the 1985 edition of the Highway Capacity Manual. would not be able to Kraft’s current projects include analyzing accident and travel time data to assist operations at transportation management improve them.” centers in New York City and Westchester County, with a particular focus on defining recovery time at incident locations for the New York State Department of Transportation (DOT). He 1965. In the years that followed, Kraft also played a major role is spearheading the development and implementation of per- in the development of NCE’s graduate transportation program formance measures for transportation management and is guid- and jointly initiated a national focus on bicycle and pedestrian ing efforts to improve the safety of all responders to traffic facility planning, design, and implementation. In 1975, Kraft incident management. Kraft also completed an analysis of the received a Doctor of Engineering Science degree from the New effects of weather on roadway travel times in Long Island, New Jersey Institute of Technology. While at Edwards and Kelcey, York, that could help travelers predict travel times for future Inc., he led research projects such as traffic signal maintenance trips. and infrastructure redevelopment; his work in traffic signal Kraft observes that his longtime involvement in organiza- maintenance led to a training course and state guidelines in tions such as TRB, ITE, and ASCE has cultivated his career-long Pennsylvania and Maine. He also coauthored and produced interest in research. He first joined the TRB Intermodal Trans- traffic signal maintenance manuals for the Institute of Trans- fer Facilities Committee as secretary in 1972, and in 1980 portation Engineers (ITE). became its chair. He also has served on the Highway Capacity In 1994, Kraft joined Parsons Brinckerhoff, harnessing the and Quality of Service Committee, the Transportation Educa- emerging power of computer technology to advocate and tion and Training Committee, the Operations Section, and cur- implement ITS in traffic management. He continues to be a sup- rently is a member of the Freeway Operations Committee. porter of technology, noting that it can help “expand our From 2006 to 2012, he chaired the Regional Transportation knowledge base and understand concepts that we could not Systems Management and Operations Committee. Kraft also is previously, since we did not have the necessary tools.” After past international president and honorary member of ITE. retiring from Parsons Brinckerhoff, he joined Eng-Wong, Taub New transportation professionals should embrace technol- & Associates in 2006 as the company’s first executive techni- ogy and should use research to test current knowledge, Kraft cal director; since the firm’s merger with Vanasse, Hangen, urges. “Realize that the basis of our profession evolves over time

TR NEWS 2012 280 MAY–JUNE Brustlin, Inc., in 2011, he has served as principal. as research provides a new or greater understanding. Be a part 56 He is active in transportation education, and has served as of the evolution.” PROFILES ......

Charles V. Zegeer University of North Carolina Highway Safety Research Center

ssociate director for engineering and planning at the In transportation planning, agencies must consider the University of North Carolina Highway Safety needs of nonmotorized road users and motorists together—to Research Center (HSRC), Charles V. Zegeer has been the benefit of all users. “Safety research has established that a longtime leader in pedestrian and bicycle safety many types of roadway enhancements, when applied properly, Aresearch. For the past 12 years, he has served as director of the can jointly improve motorist and pedestrian safety,” Zegeer Pedestrian and Bicycle Information Center (PBIC), a national points out. For example, raised medians on high-volume, mul- clearinghouse for information on bicycle and pedestrian issues. tilane arterial roads reduce crashes that involve crossing pedes- His research areas have included pedestrian and bicyclist safety, trians, as well as head-on car collisions; adding paved shoulders countermeasure effectiveness, highway safety programs, geo- to suburban and rural roads can reduce run-off-road car crashes metric design, traffic control devices, and traffic operations. and provide a separate space for pedestrians and bicyclists. Zegeer earned a bachelor’s degree from Virginia Tech and a Zegeer also is the technical principal investigator for an master’s degree in civil engineering with a traffic and trans- ongoing FHWA project developing and promoting pedestrian portation specialty from the University of Kentucky. safety action plans. With a goal of reducing pedestrian-related traffic deaths and injuries across the country by focusing on a group of high-risk cities and states, the “Safety research has project analyzes pedestrian crashes on a macro level, established that many types conducts training, and has produced a best practices guide and training modules for localities. of roadway enhancements, Safety research can help practitioners to discern best engineering treatments for different roads. when applied properly, can “Just as an improperly prescribed medication may jointly improve motorist and cause a patient more harm than good, an incor- rectly used engineering measure can result in pedestrian safety.” increases in traffic deaths and injuries,” Zegeer comments. “It is important that we have the best information available, the result of properly con- For Zegeer, communication and consensus are key in effec- ducted safety research.” tively addressing pedestrian and bicycle safety problems. “Sim- Zegeer also works with a team of experts to revise pedestrian ply recommending an effective solution, without gaining and bicycle safety materials for the FHWA Office of Safety, broader support, rarely leads to a successful outcome,” he including Pedsafe, Bikesafe, Pedestrian Safer Journey, Bicycle observes. “The professionals who typically are the most suc- Safer Journey, and Resident’s Guide for Creating Safe and Walka- cessful in getting things done are those who have learned how ble Communities. As principal investigator for the project, to work well with a broad array of people—even with different Zegeer aims to disseminate information on best practices and perspectives and opinions in the early stages of a project.” to develop better safety materials for users. He currently is Zegeer’s extensive background in pedestrian and bicycle updating Pedsafe to include emerging pedestrian crossing safety translated easily into the leadership position at PBIC. The enhancements. center, funded primarily by the Federal Highway Administra- For new professionals in pedestrian and bicycle safety engi- tion (FHWA), offers resources for creating safe places for walk- neering and planning, Zegeer notes the importance of devel- ing and bicycling as well as information on pedestrian- and oping a network of resources and of examining a broad array bicycling-related safety, health, planning, engineering, policy, of research. “Weigh the impact of your decisions on all types education, enforcement, and accessibility issues. Zegeer and his of road users,” he recommends. MAY–JUNE280 2012 NEWS TR staff manage the operation of a national pedestrian and bicycle Zegeer also has been active in general roadway safety clearinghouse, compiling and updating a compendium of case research, including safety of horizontal curves and roadway studies to document best practices, as well as providing per- and roadside design. Some of his research has been incorpo- sonal and online technical expertise. PBIC also advances the rated into the Manual on Uniform Traffic Control Devices and development of educational programs on bicycling and walk- appears in the American Association of State Highway and ing—from webinar training to postgraduate-level courses— Transportation Officials’ Highway Safety Manual and A Policy on and disseminates techniques and strategies for improving Geometric Design of Highways and Streets. bicycle and pedestrian safety, such as the Walk Friendly Com- A registered professional engineer, Zegeer has served on the munities program. Pedestrians Committee at TRB for more than 30 years. 57 58 TR NEWS 280 MAY–JUNE 2012 S Freight Research environmental concerns. on pavementsproducingonand traffic congestion, roadwaybudgets dition or worse. As traffic volumes and loads increase, placingthird stressof the road system—about 1.3 million miles—is in poor con- systems for pavement sustainability. siderations related to urban environments and assessmentrecycling. Alsodiscussedand arespecialratingcon- preservation, rehabilitation, and end-of-life design,materialsselection,construction, cycle—lifepavement the of stagesthe manual addressessustainability The issues specific to pavements. sustainable outlining best practices and solutions for designed,are built,maintainedand and Practiceof Sustainable Concrete Pavements: A Manual releasedrecentlyUniversity State Iowa Concrete Pavement Technology Center at efficacy of scoring formulas and account- Federal the Motor Carrier Safety Administration; the from regulations (HOS) hours-of-service the of one provision, the include These restart 34-hour proposed the of impacts 2012. for topics research primary seven identified has Transportation American Research Institutethe (ATRI) public, the of members and its staff, committee, from advisory research proposals considering After Identifying Prioritiesfor economic growth,socialneeds,and solutions supportandbalance FIGURE 1 K N I R B A I C R A M D N A , M A D N A V M O T , R O L Y A T R E T E P Enhancing Concrete Pavement Sustainability Pavementsin the United States are deteriorating with age; one- ment industrymenttoday. NationalThe challenges facing the concrete pave- sanblt i oe f h major the of one is ustainability Sustainable pavement , reimagining,pavements how NEWS BRIEFS ments. pave- deteriorated of miles or replacing thousands of lane able,or efficient for repairing desir- affordable, longer no are solutions concrete-based Traditional year. per billion improvement funds by approximately $116 and nance mainte- of short falling are crete and recycled-in-place and crete concrete for use in new con- recycledaggregates,as such solutionsinclude alternative Sustainable concrete-based Kansas. concrete pavementdemonstrationprojectonI-70in A thin,optimizedsurfaceliftisplacedonatwo-lift blt o pitd ois cnat eie Wagner, 515-294-5798, [email protected]. Denise contact copies, printed of ability tainable_Concrete_Pavement_508.pdf. For information about the avail- tems, are expected from subsequent research. kiln as fuel. Further advancements, including smart pavement sys- dioxide-ingesting algae—which then can be dried and burned in a blingcement plant exhaust gases through pools to nurture carbon pavementaggregateasconcrete in mixtures systems bub-andfor and materials Other drip. techniquesin development and include incorporating recycled exhaust asphalt vehicle from pounds com- organicvolatile of and oxide nitrogen of effects the teract tested to provide additional concrete surface reflectivitybeing andare coun- coatings and cements Photocatalytic surface. wearing ultradurableconstructinganwithand lowerthinnerliftlifttop a recycledindustrialthicker,andbyproductofthe usematerials in for Transportation,for University.State Iowa Engineer,Principal Editor,Senior is CTLGroup;Brink and Institute Technology,Pavement University,State Iowa Van Ames; is Dam TaylorDirector,Associate is Concretefor Center National

To access the manual, visit www.cptechcenter.org/ publications/Sus-

DOT V , S T : P IRGINIA AUNDERS OM HOTO

topics ofresearch proposedbyATRI for2012. I-81 inVirginia. Highwaysafetyisoneofthe Trucks climbinglanesduring constructionon online.org. trucking industry. transportationresearch the on focus a with ATRIconducts control. stability electronic and control stability roll comparing and safety; highway and limits speed pliance; trucking the industry; for shipper involvement in HOS com- congestion of cost the ability; analyzing safety trends by age group;

U S I : P NIVERSITY TATE OWA HOTO o mr ifrain vst www.atri- visit information, more For are being demonstrated,beingareoptimizing the slabs with short joint spacings. tion surface texturing; and thin concrete roller-compacted concrete; and next-genera- early-opening-to-traffic, precast, includes techniques construction and varietyofsustainable pavement designs pavement’s environmental footprint. The significantlywhiletime,improving the setting or durability concrete as such characteristics fine-tune help can that cement, and other industry by-products cement alternatives include fly ash, slag Portlandsubbase. or base forconcrete Two-lift concrete pavement systems pavement Two-liftconcrete TR NEWS 280 MAY–JUNE 2012 59 The The CBO notes that analysis only a few studies For more and information to read the full report, Based on discussions from a November 2011 funds trust of utility the questions also report The With the possibility of reduced transportation access the visit full http://enotrans.com/ report, To have focused on the design and construction of a pri- a of construction and design the on focused have main- and operations including project highway vate PPP design–build that found studies these tenance; the and cost of highways reduced building slightly com- to required time of amount the reduced slightly plete the projects. For projects with contracts for one more than as the to $100 million, total time required much as by declined road the build and design bun- PPP the because part projects—in some on year contracts. construction and design dled 1.usa.gov/CBO-PPP. visit Reexamining the Federal Role Reexamining the pol- in Transportation transportation of articulation Better icy goals to the public, further con- funds, trust of value the of sideration role the about discussion deeper a and of recent the a federal in government in trans- recommended are portation Eno Center for Transportation re- the of context the investigating port structures funding and deficit federal programs. transportation federal for forum forum and authored by Paul A. Lewis, the report about communication strengthen to need the notes the importance of transportation unless is unlikely, funding increased infrastructure. research Support market issue; critical a foras articulated be can and transportation advocacy could serve to raise awareness. public transportation multimodal increasingly an for pay to from coming revenues more with system—especially as Historically, users. to relationship no with Railroad sources Intercontinental the of construction the with fed- the of role the System, Highway Interstate the or clear-cut more was this transportation in redefining government eral report, the to according today; it is than public the with communication facilitate would role funding. more for support increase could and funding, the industry must transportation shift its observes— Lewis investments, high-return to focus these include performance eration of measures, infra- project analysis, the improving op improved structure in lieu of as adding traveled miles capacity, consideringvehicle and tolling as such options strong and localities, and states for sources revenue leadership. ctp/eno-publications.php.

PHOTO: NORTH TARRANT EXPRESS Privately financing a highway project costs about costs project highway a financing Privately per- significant a constitute not do PPPs Although over- projects PPP in investors the cases, most In Construction on the North Tarrant Express Lanes in Construction on the North Tarrant Study Compares Highway Study Compares Methods Financing high- of financing (PPP) partnership Public–private way projects can save a marginal amount of time and money with compared the design– traditional U.S. the by study a to according approach, bid–build fund- both For (CBO). Office Budget Congressional ing taxpayers and mechanisms, road users remain accord- highways, for money of source ultimate the CBO. to ing gov- once federal the it same as publicly, financing ernment financial transfers to states and localities and the costs associated with the risk of losses— which taxpayers ultimately bear—are considered. The cost savings from PPPs generally result from in a established and conditions incentives project’s proj- highway PPP on data that notes CBO contract. however. limited, relatively are ects centage of highway use projects, of the strategy is to according increasing; one estimate, between 30 and 40 of percent all new miles of urban limited- were 2006 and 1996 between built cing highways access finan the that out points analysis CBO The PPPs. mechanism of a project may affect who bears interest its tax–exempt federal with bonds using costs: or with funds from federal government subsidies taxpayers federal to taxpayers state from costs shifts project. the of cost total the reduce not does but estimated toll receipts from the completed roads, to according the report. Recent agree- partnership ments for highway projects have lower-than-expected buffered of private risk the to exposure partners’ public from payments guaranteeing by revenues toll partners and have reduced private partners’ debt- payments. service Texas is scheduled to be completed in 2015. The Texas project is one of many PPPs in the United States. 60 TR NEWS 280 MAY–JUNE 2012 TRB SECOND STRATEGIC HIGHWAY RESEARCHPROGRAMNEWS funded. ness,theseprogramsinadequately be may quantitative means for measuring effective- credible, a Withoutdifficult. is programs well-plannedhighway tunnel preservation strategies into arguments for the support of translatingthese sense,common or ment preservation strategies on the basis of judg- service life. keeping tunnels in good condition to extend tunnels;orationrestoringof function; and preventing, delaying, or reducing the deteri- keeping tunnels safe and in operation,by in and safetunnelskeeping cost-effectivemaintenancea is strategy for Well-plannedpreventivemaintained. and that were not designed to be easily inspectedtowardinspecting andmaintaining tunnels go funding public of amountsSignificant of HighwayTunnel Systems Guide forthePreservation and Implementation Committee in June. tions were presented to the SHRP 2 Oversight recommenda- joint the Highway and Administration, Federal the with priorities oped devel- force task The areas. focus reliability capacity,andrenewal,2 SHRP the from ucts quartersWashington,in assessprod- D.C.,to head-AASHTO the at 23 and 22 March met Transportation Officials (AASHTO). The group and HighwayState ofAssociation American Horsley, John and 2; SHRP Brach, Ann DOT; ( with ImplementationForceTask 2 SHRP the ofTransportation (DOT), guides a meeting of MartinovichSusan ( IMPLEMENTATON— FOR COLLABORATING abridge over Keg Creek near Council Bluffs, Iowa; the techniques ects. The toolkit was used in October 2011 to design and construct with specialized equipment on high-profile proj- techniquesfromefitthe oftenconducted most build bridges quickly and efficiently and to ben- typicalequipmenttoof use contractors the in local and owners bridge guidesresource The techniques.construction(ABC) bridgeerated gram (SHRP 2) has developed a Pro- toolkitResearch Highway forStrategic accel-second The Construction Accelerated Bridge HighlightToolkitVideos for COOPERATIVE RESEARCH PROGRAMSNEWS left to right at table: lhuh rciinr otn apply often practitioners Although HIGHLIGHTS right ) Kirk Steudle, Michigan ), Nevada Department nas.edu. cjencks@ 202-334-2379, TRB, Jencks, ford udn ad tfig o civ the achieve to agency’s goals and staffing performance measures. and funding piie rsrain ad eeo a develop method to determine appropriate levels and of preservation, optimize actions, provide decision-making tools to tools decision-making provide actions, Service Personnel tion actions, quantify the benefits of the of benefits the quantify actions, tion that will catalog highway tunnel preserva- Project 14-27, FY 2012) (NCHRP to develop a guide contract 34-month $375,000, Options forMilitary America’smilitary service members, veter- Improving Transportation Strategies to assist communities in improv- improved need mobility in their communities families of residence. their and ans, lapse imageryoftheconstruction. installation projectfeaturestime- A videooftheKegCreekbridge For further information, contact Craw- contact information, further For Gannett Fleming, lnc., has received a received has lnc., Fleming, Gannett load instructions at www.TRB.org/SHRP2/Keg Creek. Toviewthevideos, visitwebsitetheSHRP 2 andfollow thedown- Bridges” is an 8-minute overview of the project;the 8-minuteoverviewof an Bridges”is Design—10,000 “One project. the in involved transportationleadersand team, design thetor, include interviews with the construction contrac- innovationstheand presented toolkittheinand months to only6 2 weeks. standard the from closure road the reduced struction techniques. includescon-minutesdetailmoreaboutand18 approximatelyEverydayBridges”runsfor “ABC Twovideos explain the benefits of the process nas.edu. Schwager,202-334-2969,TRB,dschwager@ practices aswellinnovative ideas. to rural communities and will present tested and sizes different of areas urban to tion options. The toolbox will be adaptable transporta- community-based other and cialized transportation, volunteer services, spe- transit, public improving in assist to and needs local assessing in communities 42, FY 2011) to develop a toolbox to guide (Transit B- Project ProgramResearch contract Cooperative 6-month $200,000, implementation. and communication, practices, business services, management, mobility nation, should address outreach, planning, coordi- ingmobility formilitary service personnel For further information, contact Dianne S. a received has Inc., Group, KFH TR NEWS 280 MAY–JUNE 2012 61 BOOK SHELF The books in this in books The TRB not are section order, To publications. publisher the contact listed. A Pol- A is a compact resource that resource compact a is For more information on BTS and its products and ser- and products its and BTS on information more For The papers in this volume explore schedule Commonly referred to as the Green Book, Book, Green the as to referred Commonly Pocket Guide to Transportation Sta- Transportation of Bureau the by annually Produced Transportation’s of Department U.S. the the of (BTS) tistics Administration, Technology Innovative and Research Transportation to Guide Pocket provides snapshots of the U.S. transportation system and system transportation U.S. the of snapshots good provides of state the infor- Statistical trends. safety, transportation major of highlights topics the on presented is mation economic system use and communities, livable repair, aid to sustainability environmental and competitiveness, making. decision evidence-based data-driven, in To [email protected]. e-mail or 1-800-853-1351 call vices, access a PDF of the guide or copies, order visit www.bts.gov/publications/pocket_ guide_to_transportation/2012. Marine Transportation and Marine Terminal Marine Transportation Operations 2011 2222 Record Research Transportation design and container routing in liner shipping, port shipping, liner in routing container and design effectiveness, marine in estimatinginefficiency energy truckgates, terminal queuing marine time at transportation, measurement of the ecological daily transportation. By cities that examining have daily transportation. his- without and programs—with bicycle developed the guide investigates cultures—the cycling torical the in coordination policy and infrastructure of role cycling. city of promotion successful A Policy on Geometric and Design of Highways Edition 6th Streets, American Association of State Highway and Transportation 912 2011; (AASHTO), Officials pp.; AASHTO members, $200; nonmembers, $240; 978-15- 6051-508-1. high- icy for on practices Geometric and Design research of design Highways current and shares Streets devel- the assisting design, geometric street and way user highway meet that solutions design of opment needs while the maintaining integrity of the envi- and rural Design are for ronment. guidelines presented in free- roads local and collectors, arterials, ways, urban locations. The newest edition incorporates download- a as available is and updates substantive subscription. web-based multiuser a as or PDF able Deep- drilling rig and the serious injury of 16 of injury serious the and rig drilling 2011; 111 pp.; TRB affiliates, $45.75; nonaffiliates, $45.75; affiliates, TRB pp.; 111 2011; Funding Funding options for federal surface transporta- The blowout of the- Ma This guide reports on are among the topics covered in this volume. this in covered topics the among are policy. economics; finance; categories: Subscriber $61. tion, mileage-based charges, urban network privati- network urban charges, mileage-based tion, pricing congestion freeway of politics the and zation, Revenue, Finance, and Economics 2221 Record Research Transportation TRB PUBLICATIONS Macondo Well–Deepwater Macondo Lessons Horizon Blowout: Offshore for Improving Drilling Safety Engineer- of Academy National ing and National Council. National Research Academies 978- $47; pp.; 196 2012; Press, 03-0922-138-2. condo oil well in the Gulf of Mexico on April 20, the on workers 11 of deaths the caused 2010, City Cycling Edited by John Pucher Ralph and Buehler. 978-02- MIT$27.95; pp.; 368 2012; Press, 6251-781-2. in policies and trends cycling North in sizes varying of cities America, Europe, and Aus- bicy- tralia. provisions, Explored infrastructure are safety, cycling topics as such cle design and mak- equipment, and for the tips integration with of transportation, public and cycling ing city cycling feasible, convenient, and safe for water Horizon water of 5 nearly and barrels oil, others, million released damage and causing environmental extensive eco- of Academy National the by study This losses. nomic and Engineering the Council— National Research the and TRB Board including the Marine on Board Studies Environmental and Toxicology—examines the causes of the blowout and a provides series of recommendations, encouragingdan- possible a managing and system anticipating safety to ultimate approach the is discussed Also rigs. oil offshore at gers off- of safety the and integrity well for responsibility shore equipment, the formal system safety education of offshore drilling personnel, and guidelines against protection incorporate that designs well for and abandon- with the drilling the associated risks process. ment

62 TR NEWS 280 MAY–JUNE 2012 TRROnline. www.TRB.org/ line service, visit To explore the TRR On- pers become available. as new TRR Journal pa- nologies and is updated the latest in search tech- 1996. The site includes Journal) series since Research Board of the Transportation search Record: Journal Transportation Re- published as part of the papers that have been 12,000 peer-reviewed full text of more than electronic access to the line website provides The TRR Journal On- SHELF BOOK (TRR $70. Subscriber category: pavements. a perpetualpavementexperiment, andmore. Guide, concrete pavement, pervious of analysis structural Design Pavement Empirical implementation issues related to the to related issues implementation prediction mechanisms, modeling, validation, and validation, modeling, predictionmechanisms, Transportation Research Record 2226 Pavement Management2011,Vol. 2 $70. Subscriber category: pavements. this in explored volume. subjects the among are testing TRB PUBLICATIONS full-scale from fatigue infrastructure asphalt and data, condition algorithm, segmentation distress pavement enhanced an planning, expansion and pavement fatigue cracking, integrated maintenance Transportation Research Record 2225 Pavement Management2011,Vol. 1 $59. Subscriber category: freight transportation. freeway performance measures. multicriteria and costs, backhaul minimizing for intermodal containeran flow model, simulation assignment model, network models freight online an ations, emissions reduction in urban pickup systems, Transportation Research Record 2224 Measures Performance Freight Systems2011:Modelingand agement; design; planning and forecasting. $61. 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Subscriber categories: marine transportation; ter- topics. and carbon footprint of port authorities, and other 2011; 148 pp.; TRB affiliates, $52.50; nonaffiliates, 2011; 164 pp.; TRB affiliates, $52.50; nonaffiliates, The papers in this volume address calibration, address volume this in papers The A model of road-user costs, axle-load power for 2011; 101 pp.; TRB affiliates, $44.25; nonaffiliates, Included are papers on supply chain broker oper- 2011; 119 pp.; TRB affiliates, $45.75; nonaffiliates, Research is presented on intersection design, two- 2011; 102 pp.; TRB affiliates, $44.25; nonaffiliates, s el s a as well as Mechanistic– a performance-related performance a specificationSuperpavefor a construction, attributes matrix highway for highway rehabilitation in projects, ing contract-greenbenefit–costanalysis, bond mance Transportation Research Record 2228 2011 Construction $77. 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Guide for Pavement-Type Selection Guide for Pavement-Type 703 Report NCHRP forecasting. and planning management; and Recycling and Reclamation of Asphalt Pavements Using In-Place Methods 421 Synthesis NCHRP ducting systematic evaluations of pavement alterna- pavement of evaluations systematic ducting tives and for making decisions on pavement-type selection, appropriate for agency- and contractor- based selections and for different pavement types structures. and pavements. design; categories: Subscriber $49. Program Improvement Transportation Revision Process 419 Synthesis NCHRP a update to and adopt regularly ning organizations transportation improvement program (TIP) that identifies a prioritized list of projects for a 4-year methods different documents synthesis This period. TIP. a revising for categories: $49. 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Guidelines for the Use of Pavement Warranties on Highway Construction Projects 699 Report NCHRP warranty pavement establishing in (DOT) portation programs, this report and identifies programmatic and implementing for criteria decision project-level mitigate to strategies presents program, a sustaining project-specific risks, and offers model decision warranty accompanying An provisions. specification project- and issues program-level identify helps tool risks. specific $53. Subscriber categories: highways; construction; materials. Geomaterials 2011 2232 Record Research Transportation including the managementaggregates, coarse of tendency polishing the of roads, unsealed gravel a simple method to identify marl soils, and ultra- sonic tomography. pavements; geotechnology; categories: Subscriber $61. materials. 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Subscriber category: tures, this report proposes standard design and con- and design standard proposes report this tures, 64 TR NEWS 280 MAY–JUNE 2012 202-334-3213. the Business Office at bookstore/, or contact www.TRB.org/ Bookstore, at visit the TRB online described in Bookshelf, To order TRB titles SHELF BOOK TRB PUBLICATIONS levelof service related to space allocation in airport ACRP Report 55 Terminalsfor Airport andSpatialPlanning Passenger LevelofService agement; aviation; finance; terminals and facilities. man- administrationcategories:Subscriberand $74. advantaged Business Enterprise program. and management; and the Airport Concessions Dis- plan and concession mix; procurement, contracting, space customers;developingapotential and goals mation is included on the airport concession Infor-process,programs.concessionairportimplementing ACRP Report 54 Concessions In-TerminalResource ManualforAirport human factors; society lic transportation; passenger transportation; safety and $60. Subscriber categories: bus on assaults mitigate operators. and deter to policies agency key with and practices highlights synthesis this interviews personnel, and Canada, and from transit agencies throughout the United States TCRP Synthesis 93 Passenger Assault Practices toProtect BusOperatorsfrom transportation $41.Subscriber categories: and programming, is addressed in this volume. that supports informed capital investment planning condition management, a strategic planning process TCRP Synthesis 92 Transit AssetConditionReporting highways; materials $49. Subscriber categories: validity of the space allocation parameters in use for the withevaluated,along aredesign andplanning terminal in standards Level-of-service terminals. $46. Subscriber category: aviation. more than 30 years. This report examines passenger perception of perception passenger examines report This 2011; 258 pp.; TRB affiliates, $55.50; nonaffiliates, and developing on guidance offersreport This nonaffiliates, $45; affiliates, TRB pp.; 126 2011; results survey summary, literature a Through 2011; 45 pp.; TRB affiliates,TRBpp.; 2011;45 $30.75;nonaffiliates, transitassetpracticeinthecurrent ofThestate affiliates,TRBpp.; 2011;70 $36.75;nonaffiliates, 2011; 61 pp.; TRB affiliates,TRBpp.; 2011;61 $34.50;nonaffiliates, . . . education and training; pub- construction; environment; economics;finance; public (continued) carriers; railroads; terminals and facilities motor transportation; marine transportation;freight environment; economics; categories: Subscriber $49. facilities. logisticsnewbuild decidingto where whensector report This describes states. criteriakeythe considered privatetheby and regions, communities, local on effectssocial and economicnegative and NCFRP Report 13 A GuideforPublicOfficials Freight FacilityLocationSelection: transportation; planning and forecasting; railroads $61.Subscriber categories: capacity. improvefreightoperationsgenerate thatthoseand avariety of project types, such as those designed to tureinvestments, along withframeworka assessto infrastruc-freightpotential of benefitspublic and NCFRP Report 12 of SpecificFreight NetworkInvestments Framework andTools forEstimatingBenefits factors. $46. 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Subscribercategories:$60.aviation; energy; environ- downloadable file. a as available is and edition print the with ROM CD- a as included is tool,support decision active inter-emissions.AirportGEAR,greenhouseangas practical,low-cost strategies reduceto manageand implementingprioritizing,evaluating,and tifying, ACRP Report 56 Strategies forAirports Greenhouse GasEmissionReduction Handbook forConsideringPractical 2011; 69 pp.; TRB affiliates,TRBpp.; 2011;69 $36.75;nonaffiliates, The location of freight facilities can have positive 2011; 123 pp.; TRB affiliates, $45.75; nonaffiliates, This report offers tools for estimating the private affiliates,TRBpp.; 2011;59 $34.50;nonaffiliates, of state current the addresses synthesis This nonaffiliates, $45; affiliates, TRB pp.; 140 2011; Thishandbook assists airport operators iniden- finance;highways; marine . . INFORMATION FOR CONTRIBUTORS TO TR NEWS

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Transportation Research Board 92nd Annual Meeting January 13–17, 2013 ▪ Washington, D.C. DEPLOYING TRANSPORTATION RESEARCH Doing Things Smarter, Better, Faster

In these uncertain times, performance • Explore the role of research deployment in • Learn from more than 150 exhibits expectations and budget constraints require that helping the industry do things smarter, showcasing a variety of transportation- transportation agencies do things smarter, better, and faster, from the perspectives of related products and services. better, and faster than ever before. Spotlight stakeholders and subject-matter experts sessions, workshops, and in-depth discussions from all transportation modes; Exhibit and Marketing Opportunities at the Transportation Research Board 92nd Show your organization’s support for Annual Meeting will highlight the critical role • Discover how international, federal, state, transportation research and innovation by that transportation research and its deployment regional, and local transportation agencies becoming an Annual Meeting Patron, play in meeting these requirements. are deploying the latest techniques and Advertiser, or Exhibitor. strategies; Information Plan now to: • Network with more than 11,000 Registration opens mid-September 2012. transportation professionals; Register before November 30, 2012, to take • Examine recent developments and changing advantage of lower fees. contexts that may affect transportation • Take advantage of 3,000-plus presentations policy making, planning, design, in approximately 600 sessions and specialty For more information, go to construction, operations, and maintenance; workshops; and www.TRB.org/AnnualMeeting.

TRN280