Bike Walk Twin Cities 2013 Count Report
Issued December 12, 2013
a program of transit for livable communities Executive Summary This annual report, the 2013 Bike Walk Twin Cities Pedestrian and Bicycle Count Report, provides a detailed view of bicycling and walking at benchmark locations across the Twin Cities. This ongoing to develop a more complete picture of overall travel behavior in our communities. collection of annual data about nonmotorized traffic supplements existing data on motorized traffic key findings
1. Rates of bicycling and walking Annual counts at 43 benchmark locations in the Twin Cities metro indicate that bicycling increased 78 percent and walking 16 percent between 2007 and 2013. Overall, active transportation (bicycling and walking together) rose by 45 percent from 2007 to 2013. Between 2012 and 2013, bicycling increased 13 percent, walking decreased 6 percent, and active transportation increased 4 at locations encompassing a broad range of street types and facilities and representing all areas ofpercent. Minneapolis The findings and several are based adjacent on manual communities. 2-hour Thecounts 2013 conducted counts are by thespecially-trained highest ever recorded volunteers for bicycle trips, and the second highest ever recorded for pedestrian trips (down slightly from the record high of 2012).
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 1 2. Impact of new facilities 2013 key findings Count locations with new facilities (new bike lanes summary* or other improvements) showed higher increases in bicycling than locations without improvements. Trails
2007-2013 connections saw the greatest increases in bicycle where extensions were built to improve network Bicyclists: +78% to facilities improvements and more related to major destinations.use. Increased Count pedestrian data continue traffic seems to demonstrate less related Pedestrians: +16% that fewer bicyclists ride on sidewalks when there is Nonmotorized: +45% a dedicated bicycling facility available. This has safety
for pedestrians and making bicyclists more visible and 2012-2013 predictablebenefits for toall motorists.road users, making sidewalks clearer
Bicyclists: +13% 3. Mode share Pedestrians: -6% Nonmotorized: +4% Bridges provide a unique opportunity for the study of modes in a network. A comparison of motorized and *Based on data from 43 benchmark movement and the proportion of traffic using different locations. nonmotorized traffic on bridges over the Mississippi River shows that the nonmotorized share of traffic ranges from 11-26 percent and averages 16 percent. 4. Gender The data show that the rate of increase in bicycling and walking has been similar for men and
Thewomen. gender The difference gender split, for averagingwalking is 29 percent female bicyclists from 2008-2013 (with a range of not27-32 as percent),pronounced, remains with roughlyan average the of same as it was in 2008, when gender data collection began. 45 percent women pedestrians from 2008 to 2013.
5. Seasonality In addition to annual counts, BWTC locations since 2008. The monthly has conducted monthly counts at six 2013, while absolute numbers of bicyclistscount data are indicate much lowerthat from in winter 2008- months, bicycling increased at a higher rate in winter than in summer months.
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 2 I. Introduction that since 2007 bicycling has increased by 78 percent and walking by 16 percent. Since 2007, total Bike Walk Twin Cities counts of bicycle and pedestrian traffic at 43 benchmark locations reveal percent, walking declined by 6 percent, and nonmotorized trips increased by 4 percent. non-motorized trips have increased by 46 percent. From 2012 to 2013, bicycling increased by 13 as well as counts conducted by the City of Minneapolis, both of which show that trips made by walkingThe dramatic and bicycling increases have are neverconsistent been with higher. the findings of the American Community Survey (ACS)
Since 2007, 7 of the 43 benchmark locations have more than doubled in the amount of observed bicycle traffic. Over that same period, 5 of the 43 benchmark locations have seen more than double Citythe amount of Minneapolis of pedestrian show tentraffic. additional There likely such arelocations, many otherof which locations eight have that areimproved not part facilities. of this count Not surprisingly,program where the non-motorized locations that have travel shown has more the greatest than doubled. increases For ininstance, bicycling counts are along conducted corridors by the that have been improved for bicycling or where trail extensions have been made to fill network gaps. downtownIn terms of Minneapolis.pedestrian traffic, the greatest increases in walking are in places where new destinations have been built: for example, near the new Twins Stadium and other recent developments in bicyclists riding on sidewalks, which is inherently dangerous both for bicyclists and pedestrians. Investments in new bike facilities have had the additional benefit of greatly reducing the rate of
Pedestrian, Bike, and Total Non‐motorized Traffic in the Minneapolis NTP Study Area September, 4‐6pm Counts 2007‐2013 16000
14000
12000
10000 Bike Pedestrian 8000 Non‐motorized
6000
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0 2007 2008 2009 2010 2011 2012 2013
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 3 locations with increases greater than 100%, 2007-2013
Bicycling Name | Count location | Percentage
1. Bridge 9 | Loc. 3 | 546% 2. Cedar Lake Trail, under I-94 | Loc. 43 | 388% 3. 42nd St. E, east of Minnehaha | Loc. 25 | 285% 4. Cedar Lake Trail at Royalston with new extension | Loc. 70 | 278% 5. Loring Bikeway Bridge | Loc. 74 | 167% 6. 26th Ave. N, east of Penn | Loc. 15 | 114% 7. Midtown Greenway, west of Hennepin Ave. | Loc. 42 | 106%
Walking Name | Count location | Percentage
1. Sabo Bridge & 28th St. crossing Hiawatha | Loc. 27 & 28 | 255% 2. Cedar Lake Trail at Royalston with new extension | Loc. 70 | 203% 3. Loring Bikeway Bridge | Loc. 74 | 200% 4. Glenwood Ave., west of Royalston Ave. | Loc. 38 | 177% 5. 26th Ave. N, east of Penn | Loc. 15 | 160% 6. U of M Transitway, east of 25th Ave. SE | Loc. 5 | 113%
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 4 II. Facilities Analysis bicycling
Locations with new bikeway facilities showed higher increases in bicycling than locations without
Lyndale Ave. N. south of Broadway, averaged nearly the same when neither had bike lanes. In 2009, theimprovements. 7th Street location For example, had 13 two bicyclists locations in thein north two hour Minneapolis, count period, 7th Street while N. the over Lyndale I-94 andlocation had 12. After bike lanes were added in 2012, the 7th Street location doubled to 26 and was up to 33 in 2013. Meanwhile the Lyndale location (still without bike lanes) recorded only 10 in 2012 and 11 bicyclists in 2013.
Trails where new extensions were built to complete network connections saw perhaps the greatest increases in bicycle use. For example, bicycling increased by 53 percent from 2012 to 2013 at nearBridge downtown, 9 along the bicycling Dinkytown increased Greenway, 278 percentwhich was from completed 2007 to 2013. in August This 2013. route Frominto downtown 2007 to 2013, bicycling increased 546 percent at the Bridge 9 location. Along the Cedar Lake Trail extension benchmark count locations.) was completed in 2011. (The Cedar Lake Trail extension was not a BWTC project, but is one of the
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 5 Total Bicyclists at Locations with Improved Facilities, 2007‐2013
250
200
150
Bicyclists, 2007 100 Bicyclists, 2013
50
0
walking
scarcity of counts conducted in areas where major pedestrian improvements (e.g. new sidewalks) Facility improvement did not correlate as highly with increased walking. This may be due to a
Royalston,were made. near In addition, the Twins increased Stadium, pedestrian saw a 177 traffic percent seems increase less relatedfrom 2007 to facilities to 2013. improvements and more related to major destinations. For instance, the count location Glenwood Avenue, west of Some of the improvements for bicyclists resulted in an improved environment for lane conversions with bike lanes) have been pedestrians. For instance, “road diets” (4-3 crashes (and all other crash types) by simplifyingfound to significantly the roadway decrease and reducing car-pedestrian what ais buffer known zone as the for “multiple pedestrians. threat” BWTC pervasive funding andwith encouragement 4-lane roadways. resulted Bike lanes in road also diets provide at the following locations: Riverside Ave.,
Douglas10th Ave. Drive, SE, Franklin and Marshall Ave. Bridge, Ave. 27th Ave. SE, Fremont Ave. N., parts of Glenwood Ave.,
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 6 sidewalks of bicycles riding on the sidewalk. BWTC 2013 count data again show a high incidence of sidewalk An especially salient count finding demonstrates that bike lanes significantly reduce the incidence do not feel safe on the roadway, a high percentage will use the sidewalk. Yet, research shows that riding on thestreets sidewalk with high may traffic actually volumes be more and dangerous no dedicated for cyclists space for than bicyclists. the roadway When and cyclists also problematic for pedestrians. BWTC observations indicate fewer sidewalk riders at locations with designated facilities for bicyclists. The data demonstrate that improvements in the design of the built environment encourage safer behavior.
% Sidewalk Bicyclists at Locations with Facilities Improvement, 2008‐2013
80%
70%
60%
50%
40%
30%
20% 10% % Sidewalk Riding, 2013 0% % Sidewalk Riding, 2008
Total Sidewalk Total Bicyclists % Sidewalk 2013 5 worst locations without facilities, 2013 Bicyclists
18 Lyndale Ave N, south of Broadway 11 2 18% 24 Franklin Ave, west of Nicollet 76 21 28% 37 Hennepin Ave, north of 28th St 53 16 30% 81 Cedar Ave, South of Riverside Ave 79 20 25% 536 University Ave, west of Prior 49 32 65%
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 7 100% 12% locations with new bicycle facilities showing both increases in bicycle use average rate of sidewalk riding and decreases in sidewalk riding at 32 benchmark locations
(This excludes all count locations along bike paths as well as bridge locations where off-street paths, e.g., the East and West River Parkways, route bicyclists directly onto the sidewalks: Ford Parkway, Lake Street, Franklin Avenue, 65% and Hennepin Avenue bridges.) highest rate of sidewalk riding, on University Avenue in Saint Paul 8% versus 24% the rate of bicycles riding on sidewalks at locations with on-street bicycle facilities (8 percent) versus at locations without facilities (24 percent)
(As above, this does not include off-street paths or locations where off- street facilities feed directly onto bridge sidewalks.)
On Central Ave., sharrows (aka shared lane markings) were added just north of Lowry Ave. in 2012.Two of While the locations these markings with high have sidewalk reduced riding the incidence rates (see of next sidewalk page) haveriding existing (down bicyclefrom a highfacilities. of 78 percent in 2010) sharrows do not appear to be as effective in encouraging bicyclists to use the street as do bike lanes, where cyclists have their own dedicated space on the roadway. This is much less important when motorized traffic is light, as in the case of E. 42nd Street or Bryant Ave., south Inof Lakethe case Street. of 26th Sharrows Street in N., these surface low-traffic conditions locations may play tend a roleto be in highly the choice effective. to ride on the sidewalk instead of the street. The bike lanes on 26th Street are riddled with potholes. When the street was in much better shape in 2008, sidewalk riding was 21 percent. Counters have also noted that the bike lanes themselves are often ignored by motorists, who have continued to use them for parking their cars with little fear of enforcement over the years.
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 8 locations with least bicycle-riding on sidewalks in 2013
Name | Count location | Percentage
1. Bryant Ave., north of Lake St. | Loc. 149 | 1.5% 2. Como Ave., west of Raymond | Loc. 535 | 1.9% 3. 15th Ave. SE, north of University Ave. SE | Loc. 1 | 2.1% 4. 10th Ave. Bridge over Mississippi River | Loc. 7 | 3.4% 5. Summit Ave., east of Western | Loc. 541 | 4.0% locations with rates of bicycle-riding on sidewalks of 25% or greater
Name | Count location | Percentage
1. University Ave., west of Prior | Loc. 6 | 65% 2. Central Ave. NE, north of Lowry Ave. | Loc. 21 | 50% 3. Lyndale Ave. S, north of Franklin | Loc. 29 | 47% 4. 26th St. N, east of Penn Ave. N | Loc. 15 | 40% 5. Hennepin Ave., north of 28th St. | Loc. 37 | 30% 6. Franklin Ave., west of Nicollet | Loc. 24 | 29% 7. Cedar Ave., south of Riverside Ave. | Loc. 81 | 25%
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 9 III. Network Effects One of the outcomes of the BWTC federal Nonmotorized Transportation Pilot Program is the expansion of the network of routes in the Twin Cities. BWTC infrastructure investments sought to fill gaps in the existing network of off-street trails and to greatly increase the on-street routes tobetween 3rd and off-street 4th Streets paths. South. An exampleThe network of a network of new routes gap that is shown was filled in orange is the connectionin the map frombelow. the LRT trail into downtown Minneapolis, with a new segment of bike path extending from 11th Avenue following question in mind: do new facilities attract new users, or simply encourage current walkers and/orIn order bicyclists to measure to switchthe impact to a differentof the expanded route? network, BWTC analyzed the count data with the
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 10 By conducting counts along several distinct corridors that lead to many of the same destinations, and by having representative counts throughout an entire system, we can begin to answer this question. The following analysis demonstrates that observation at as many points as possible is critical for understanding a network, and network effect. Too few data points may result in a skewed understanding of real trends.
The Sabo Bridge and 28th Street crossing Hiawatha: Because of their two locations are considered as a pair.proximity, Before it the is essential Sabo Bridge that wasthese built, crossing Hiawatha at 28th Street (at grade) was the only option to continue on the Midtown Greenway. With the new Sabo Bridge, a second option was introduced. In 2007 were 220 at grade crossings—a 6 percent decrease. But when combined with the observed 573 bridge crossings,(before the we bridge can document was built) a there total wereincrease 235 along at-grade this crossings corridor ofin 237a two percent. hour period. It appears In 2013 the newthere bridge has helped to encourage new users.
Bicycling Rates on the Sabo Bridge versus crossing at grade, 2007-2013 900
800
700
600
500
400
300 28th St E (Greenway) crossing Hiawatha 200
100 Sabo Bridge
0 2007 2008 2009 2010 2011 2012 2013
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 11 The Loring Bikeway Bridge and Lyndale Avenue Looking at the two locations over time, it is clear that the Loring Bikeway Bridge is moving some bicyclists from Lyndale Avenue up onto the bridge (presumably: This is a good commuters example usingof network the Bryant offset. Ave. Bike Boulevard). Like the Sabo Bridge, the Loring Bikeway Bridge is attracting new users. This average annual increase in ridership on the bridge is greater than the average annual decrease in ridershipis indicated at bythe the Lyndale slopes location. of the trendlines If cyclists that were fit simply the data-points moving from for eachone tolocation. the other, That the is, slopes the would be much more similar.
This graphic shows that while more bicyclists are diverting to the Loring Bikeway Bridge, there is facilities do, in fact, attract new users. also a net increase in bicycle traffic. The same is true on the Sabo Bridge. This is to say that good
Bicycling Rates on Loring Bikeway Bridge versus Lyndale Ave, 2008-2013 350
300
250
200 y = 17.5x
150 Total
100 Loring Bikeway Bridge
y = -9.2 50 Lyndale Ave S, north of Franklin ‐ 2008 2009 2010 2011 2012 2013
The new Dinkytown Greenway and increases on Bridge 9: Two locations where there were increases of 56 percent and 38 percent, respectively. Much of this increase likely is due to the August 2013significant opening increases of the newlyin bicycling completed from 2012Dinkytown to 2013 Greenway, are the U which of M Transitway connects these and twoBridge locations 9, with via along the Greenway and these connecting locations as more people discover this new trail. This is an off-street trail along a rail corridor. It will be interesting to see how much more growth occurs another example of the network effect.
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 12 IV. Bridges and Mode Share Bridges provide a unique opportunity for the study of movement and the proportions of users in a network. This is because there are no alternative routes around or over geographic boundaries might decide to use one route or another for various reasons. Bridges control for this variation. such as rivers. Traffic must concentrate on these routes, whereas in other parts of a network a user
Bike and Pedestrian Mode Share, 2013 30%
25%
20%
15% % Pedestrians 10% % Bicyclists
5%
0% Plymouth Ave Hennepin Ave 10th Ave. Franklin Ave Lake Street Ford Parkway Bridge Bridge bridge over Bridge Bridge Bridge Mississippi River
The following analysis of bridges over the Mississippi
area.River Lookingis used to at understand these comparisons, mode-share—the we get a better share of motorized and nonmotorized traffic—in the study can contribute to a transportation network. This is one of theunderstanding questions posed of the by extent the legislation to which biking enabling and the walking federal Nonmotorized Transportation Pilot Program.
Average Daily Trips (AADT) from the City of Minneapolis toFor nonmotorized this analysis, wedata—Estimated compared motorized Daily Trips data—Annual (EDT) from the annual bicycling and walking counts.
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 13 mode share on bridges
Bridge Location Bicycles Pedestrians Motor Vehicles
Plymouth Avenue 7% 11% 82% Hennepin Avenue 6% 7% 87% 10th Avenue 10% 8% 82% Franklin Avenue 15% 11% 74% Lake Street 10% 5% 85% Ford Parkway 7% 4% 89%
Overall 9% 7% 84%
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 14 V. Gender
Within the larger results showing increased bicycling and walking from 2007 to 2013, data show that the rate of increase has been locations where women similar for men and women. The gender bicyclists are more than 35% remains roughly the same as it was in 2008, in 2013 split, of 28-32 percent female bicyclists, made. The average across the count years Name | Count location | Percentage isthe 29 first percent year genderwomen observations cyclists. The genderwere difference for walking is not as pronounced, with an average of 45 percent women 1. Larpenteur Ave., east of Cleveland Loc. 902 | 44% walking from 2008 to 2013. 2. Pelham Blvd., north of Otis| 42%* Additionally, just as a proportional 3. 20th Ave., south of I-94 | Loc. 2 | 41% analysis of mode share may be best 4. Lake St. Bridge | Loc. 32 | 39% bridges, so too is a proportional analysis 5. E. 42nd St., east of Minnehaha Ave. executed through an analysis of a city’s Loc. 25 | 37% appropriate with a bridge analysis. 6. Polk St. NE, north of Lowry | 37%* of the gender make-up of bicyclists 7. Franklin Ave. Bridge | Loc. 26 | 36% In looking at this data from the 6 bridge locations, the female share is similar to 8. Plymouth Ave. Bridge | Loc. 19 | 36% what was observed at the 43 benchmark locations across the NTP study area. *new count location in 2013
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 15 % Women Bicyclists, 6 Bridge Locations, Minneapolis 40% 35% 30% 25% 20% % Women Bicyclists 15% 10% 5% 0% 2008 2009 2010 2011 2012 2013
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 16 VI. The Minnesota Factors: Weather & Seasonality weather
Each year counts have been conducted the second week of September, beginning on a Tuesday, consistent with a national protocol/methodology. By doing duplicate counts (two or more counts for a given location) on several different days, and sometimes into the following week, we have been able to document that some days tend to have higher number of bicyclists than others. Almost will dissuade some people from biking to work on that particular day, and hence, even if the temperaturesalways the fluctuations are ideal andappear there to isbe not weather a cloud related. in the skyAn early by afternoon, rain in the there morning, may be for fewer instance, cyclists counted than another day where it did not rain in the morning. a weather adjustment, through a linear regression model. This report does not utilize the model, whichBWTC is stillworking in development. with the Volpe However Center itat should the US beDOT noted to create that most a model of the that counts attempts for this to calculate report were conducted on Tuesday, September 10, 2013, when rain fell during the morning hours. Duplicate counts at 8 different locations show that the following day had, on average, 12 percent higher bicycle volumes, but lower walk volumes. This may be indicative that some cyclists switch to may switch to bicycling. walking when weather is less than ideal, and when weather is perceived to be “nicer,” some walkers
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 17 seasonal variation
More important, perhaps, than the weather variation during the annual bicycling during the colder season. Incounts, addition is the to significantour annual decline counts in conducted every September, monthly monthlycounts have count been data conducted indicate that,at six while absolutelocations numbers since February of bicyclists 2009. areThe lower during winter months, bicycling years at a higher rate than in summer monthsin winter during increased the same over thetime last period. five
Monthly Count Location Averages: September, 2009-2013 versus January 2010-2013
250
y = 5x 200
150
100 September y = 14x Averages January Averages
50 Linear (September Averages) Linear (January Averages) 0 2009 2010 2011 2012 2013
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 18 VII. Annual Count Effort When the Nonmotorized Transportation Pilot (NTP) Program was authorized by Congress in
December, 2005, the stated goal was to “determine the extent to which bicycling and walking could become part of the transportation solution.” The four pilot communities (Marin County, CA, beganSheboygan conducting County, counts WI, City in of2007 Columbia, as part MO,of this and Congressional Minneapolis-Saint mandate Paul, to MN) measure all agreed the overall to conduct impactcounts atof keythe pilot“benchmark” program. locations: Counts conducted locations bycounted BWTC on have an annualalso been basis. used Bike to measure Walk Twin the Cities impact bike lanes, etc.) are the most effective in encouraging increased walking and bicycling. of project-specific investments in an attempt to determine which types of facilities (new sidewalks,
The Volunteer Effort By the 330 Numbers…. total volunteer hours in 2013, including observations, training, and transport to and from locations.
This equals more than two months of work for a single person, or ~$8800 of value, based on the average Minneapolis salary (indeed.com). 132 hours counting in 2013, including all redundant counts 60 66 This is 3.3 work weeks. total volunteers for observations BWTC count in 2013 in 2013
1233 hours counting for observations from 2007 to 2013
This equals 61.7 work weeks or 15.4 months or 1.3 years of counting alone. This does not include training or transport.
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 19 changes in methodology
Because of the nature of the NTP pilot program, we are always innovating. That is true today and was true in 2007 and 2008. Our current dataset is based on observations that started in September 2007. At that time, as an organization we were concerned with bicyclist safety, which meant that count locations focused on intersection movements. After that and since, we have focused on approach, we changed our methodology, in 2008 and afterward, from monitoring intersection movementsunderstanding to observingtotal bike andbicyclists pedestrian and pedestrians traffic across crossing the NTP a screen area. Because line. In 2008,of this we change also startedin recording gender observations. To understand total trends, we can use intersection observations to deduce the number of bicyclists and pedestrians that crossed a screen line on one of the legs, but we cannot speculate on the variables that we also started tracking as of 2008, such as gender. As such, some of the data and charting capture trends or changes from 2007, while some are limited to 2008 and subsequent years.
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 20 new benchmark locations
BWTC is dedicated to continuing to support the nonmotorized community in the metro area added four new benchmark locations in anticipation of improvements to these corridors. The fourby expanding locations ourare: data collection effort to respond to local needs and new projects. In 2013, we
• Pelham Blvd., north of Otis Ave., Saint Paul (neighborhood effort to add bicycle facilities ) • Polk St. NE, north of Lowry Ave., Minneapolis (bicycle boulevard project to open in 2014) • 8th Ave. NE, west of Marshall Ave., Minneapolis (neighborhood effort to add bicycle facilities) • Dinkytown Greenway, Minneapolis (opened in August 2013)
This new baseline data will help us continue to measure how improvements or changes in infrastructure impact rates of bicycling and walking.
Total Total Total Non- New 2013 Count Locations Bicyclists Pedestrians Motorized 83 Polk St NE, north of Lowry 27 26 53 84 8th Ave NE, west of Marshall St 58 35 93 589 Pelham Blvd, north of Otis 50 20 70 85 Dinkytown Greenway, under University Ave SE 110 10 120
Since 2007, comprehensive, strategic investments made by the Bike Walk Twin Cities federal Nonmotorized
network for bicycling and walking, adding more than 75 milesTransportation of new bikeways Pilot Program and sidewalks. have greatly BWTC expanded also provided the
SPOKESstart-up bike/walkand expansion connect funds in forthe Nice Seward Ride neighborhood Minnesota of Minneapolis,bike sharing, forand the the University Community of PartnersMinnesota Bike Bike Library Center, at Cycles for Change. BWTC investments have also included planning studies, community outreach and education, and
the measurement efforts reflected in this report. To date, advisorythe infrastructure bike lanes, investments leading pedestrian have included interval several signals, “firsts” and for Minnesota: bicycle boulevards, bicycle traffic signals, While there are still investments being made through this pilot“bicycles program may use(11 fullremaining lane” signage projects in yetstrategic to be completed),locations. 2013 counts reveal that the investments made to date have
in Minneapolis and surrounding communities. had a significant impact in increasing walking and bicycling
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 21 Appendix ID # 27/28 BWTC Total Non-Motorized Count 2007-2012 3 University Ave, west of Prior 536 Como Ave, west of Raymond Ave 535 4 Summit Ave, east of Western 541 0 SW LRT Trail, east of Beltline Blvd 901 0 Larpenteur Ave, east of Cleveland 902 1Central Ave NE, north of Lowry 21 0Fillmore St NE, south of Broadway 20 Plymouth Ave Bridge 19 2Bloomington Ave over Hwy 62 22 62nd St N, south of Plymouth Ave 16 26th Ave N, east of Penn 15 Washington Ave S, Over I-35W 13 LRT Trail, west of 11th Ave S 11 4Franklin Ave, west of Nicollet 24 8Lyndale Ave N, south of Broadway 18 7th St N, over I-94 17 3Portland Ave over Hwy 62 23 542nd St E, east of Minnehaha 25 9Lyndale Ave S, north of Franklin 29 Franklin Ave Bridge 26 0Portland Ave S, north of 28th St 30 2Lake Street Bridge 32 4Ford Parkway Bridge 34 7Hennepin Ave, north of 28th St 37 8Glenwood Ave, west of Royalston Ave 38 9Cedar Lake Trail, west of Kennilworth Trail 39 2Midtown Greenway, west of Hennepin Ave 42 3Cedar Lake Trail, under I-394 43 41st St S, West of 3rd Ave S 64 0Cedar Lake Trail at Royalston with new trail extension 70 4Loring bikeway Bridge 74 5Lyndale Ave, north of Loring Bikeway Bridge 75 2Riverside Ave, East of Cedar Ave 82 Cedar Ave, South of Riverside Ave 81 20th Ave, south of I-94 2 15th Ave SE north of University 1 Bridge 9 3 U of M Transitway, East 25th Ave SE 5 Riverside Ave, over I-94 6 10th Ave. bridge over Mississippi River 7 Hennepin Ave Bridge 9 Sabo Bridge and 28th St crossing Hiawatha Location
12,769 10,045 0720 0921 0121 2013 2012 2011 2010 2009 2008 2007 1,843 349 145 367 483 273 111 256 247 278 334 356 143 273 505 231 377 203 162 267 113 284 327 122 216 336 7 5 7 5 7 168 172 154 178 156 175 4 4 0 3 0 347 406 332 304 347 247 4 9 0 3 2 670 820 632 708 797 246 71 99 36 60 64 32 38 47 51 87 71 81 41
12,224 1,888 383 143 214 134 386 646 316 385 130 300 328 432 198 431 368 411 117 290 673 277 129 244 342 105 354 382 149 274 110 449 53 86 38 83 38 52 78 53
106
12,029 1,980 395 171 161 124 419 476 348 151 281 100 244 315 474 120 411 266 347 334 645 284 141 162 137 359 360 505 151 231 408 44 69 73 39 38 39 97 88 47
14,009 1,935 330 158 186 145 371 629 321 125 259 238 320 456 162 440 180 458 192 606 262 163 147 126 409 323 634 117 184 382 89 35 82 63 68 27 48 90 45
14,063 2,627 394 194 182 139 408 713 323 114 279 115 259 286 529 187 488 283 415 254 659 362 115 607 157 345 365 561 132 290 317 44 33 94 38 39 35 93 96 40
2,912 345 176 198 136 352 661 234 125 104 276 121 328 183 544 129 546 320 407 198 400 643 438 454 187 325 349 480 157 592 60 47 85 27 35 98 89 78 39 14654 2656 332 234 287 162 355 653 406 272 280 362 279 235 463 204 441 832 279 348 198 440 709 571 185 607 343 190 403 487 103 283 445 51 84 57 98 28 66 41 70 75 40 ∆ 2007-2013 230% 238% 128% 181% 274% 168% ‐ 24% ‐ 11% ‐ 16% ‐ 31% ‐ 15% 44% 98% 64% 42% 35% 49% 21% 53% 11% 60% 47% 13% 37% 39% 43% 24% 90% 88% 64% 21% 51% 49% 31% 32% ‐ 5% ‐ 3% ‐ 8% ‐ 2% 6% 7% 2% 46% ∆ 2012-2013 144% 100% ‐ 15% ‐ 19% ‐ 78% ‐ 66% ‐ 15% ‐ 15% ‐ 19% ‐ 13% ‐ 14% ‐ 25% 33% 45% 19% 74% 21% 15% 67% 28% 58% 24% 10% 10% 30% 89% 34% 15% 16% 80% ‐ 9% ‐ 4% ‐ 1% ‐ 1% ‐ 4% 1% 4% 0% 2% 6% 1% 3% 4%
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 22 ID # 72 Sabo Bridge and 28th St crossing Hiawatha 27/28 0 Larpenteur Ave, east of Cleveland 902 0 SW LRT Trail, east of Beltline Blvd 901 4 Summit Ave, east of Western 541 3 University Ave, west of Prior 536 3 Como Ave, west of Raymond Ave 535 2Riverside Ave, East of Cedar Ave 82 1Cedar Ave, South of Riverside Ave 81 5Lyndale Ave, north of Loring Bikeway Bridge 75 4Loring bikeway Bridge 74 0Cedar Lake Trail at Royalston with new trail extension 70 41st St S, West of 3rd Ave S 64 2Midtown Greenway, west of Hennepin Ave 42 3Cedar Lake Trail, under I-394 43 9Cedar Lake Trail, west of Kennilworth Trail 39 8Glenwood Ave, west of Royalston Ave 38 Portland Ave S, north of 28th St 30 7Hennepin Ave, north of 28th St 37 2Lake Street Bridge 32 9Lyndale Ave S, north of Franklin 29 4Ford Parkway Bridge 34 6Franklin Ave Bridge 26 542nd St E, east of Minnehaha 25 4Franklin Ave, west of Nicollet 24 3Portland Ave over Hwy 62 23 2Bloomington Ave over Hwy 62 22 1Central Ave NE, north of Lowry 21 0Fillmore St NE, south of Broadway 20 9Plymouth Ave Bridge 19 8Lyndale Ave N, south of Broadway 18 77th St N, over I-94 17 62nd St N, south of Plymouth Ave 16 526th Ave N, east of Penn 15 1Hiawatha LRT Trail, south of 11th Ave 11 3Washington Ave S, Over I-35W 13 Hennepin Ave Bridge 9 10th Ave. bridge over Mississippi River 7 Riverside Ave, over I-94 6 U of M Transitway, East 25th Ave SE 5 Bridge 9 3 20th Ave, south of I-94 2 15th Ave SE north of University 1 BWTC Bike Count 2007-2013 Location oas4,929 Totals
121 108
104 143
10
7,264 0720 0921 0121 2013 2012 2011 2010 2009 2008 2007 276 176 153 306 201 122 235 113 153 280 212 234 197 116 128 200 514 2 333 229 18 58 79 38 92 45 69 47 34 79 94 14 58 22 40 40 31 13 18 45 60 26 769 57 7
6,802 382 233 234 597 244 186 142 234 290 771 297 178 327 232 195 221 598 27 84 55 69 99 46 41 36 88 34 61 55 48 20 23 65 77 87
6,434 364 103 259 130 154 564 287 260 119 204 311 684 315 131 237 223 151 117 214 633 7 0 7 322 379 307 279 27 62 97 51 55 44 70 91 40 27 68 25 61 66 33 12 13 23 55 68 55 573 85 59 75
137
7,890 338 102 175 223 120 137 547 147 239 122 114 311 118 583 314 117 305 210 166 179 585 24 62 40 78 63 51 77 19 77 10 64 54 59 20 11 36 90 73 8
7,793 267 122 165 256 149 568 305 597 195 104 776 206 372 148 351 127 348 218 173 229 787 24 69 67 70 47 52 62 20 91 17 27 68 40 17 14 53 78 9
637 507 157 258 183 423 404 572 293 204 381 326 153 366 204 182 108 194 862 70 38 26 84 41 42 51 27 79 49 85 27 94 25 20 44 10 26 18 50 79
7678% 8786 631 793 394 125 150 333 8 167% 184 8 278% 580 3 338% 534 388 105 211 330 166 352 110 336 140 351 207 251 6 546% 168 4 -27% 147 866 27 9-16% 49 53 79 69 51 3-33% 53 2285% 52 76 32 58 76 44 1-16% 11 33 4114% 14 63 94 ∆ 2007-2013 106% 237% 43% 53% 58% 39% 63% 76% 89% 47% 93% 50% 38% 18% 77% 66% 32% 44% 93% 45% 89% 40% 47% 83% 39% 21% 50% 96% 57% 68% -7% 5% ∆ 2012-2013 13% 156% 190% 100% -22% -24% -13% -19% -22% -24% 49% 20% 26% 55% 29% 37% 32% 32% 10% 33% 95% 24% 93% 28% 51% 10% 27% 26% 38% 19% 56% -4% -8% -4% 4% 1% 4% 3% 8% 0% 4% 1% 0%
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 23 ID # 72 Sabo Bridge and 28th St crossing Hiawatha 27/28 0 Larpenteur Ave, east of Cleveland 902 0 SW LRT Trail, east of Beltline Blvd 901 Summit Ave, east of Western 541 3 Como Ave, west of Raymond Ave 535 3 University Ave, west of Prior 536 7Hennepin Ave, north of 28th St 37 2Riverside Ave, East of Cedar Ave 82 9Plymouth Ave Bridge 19 9Cedar Lake Trail, west of Kennilworth Trail 39 Glenwood Ave, west of Royalston Ave 38 3Cedar Lake Trail, under I-394 43 Ford Parkway Bridge 34 5Lyndale Ave, north of Loring Bikeway Bridge 75 Loring bikeway Bridge 74 Cedar Lake Trail at Royalston with new trail extension 70 1st St S, West of 3rd Ave S 64 1Cedar Ave, South of Riverside Ave 81 62nd St N, south of Plymouth Ave 16 526th Ave N, east of Penn 15 8Lyndale Ave N, south of Broadway 18 2Midtown Greenway, west of Hennepin Ave 42 2Lake Street Bridge 32 2Bloomington Ave over Hwy 62 22 Central Ave NE, north of Lowry 21 Fillmore St NE, south of Broadway 20 7th St N, over I-94 17 Washington Ave S, Over I-35W 13 0Portland Ave S, north of 28th St 30 Lyndale Ave S, north of Franklin 29 542nd St E, east of Minnehaha 25 6Franklin Ave Bridge 26 Portland Ave over Hwy 62 23 1Hiawatha LRT Trail, south of 11th Ave 11 4Franklin Ave, west of Nicollet 24 15th Ave SE north of University 1 10th Ave. bridge over Mississippi River 7 Riverside Ave, over I-94 6 U of M Transitway, east 25th Ave SE 5 Bridge 9 3 Hennepin Ave Bridge 9 20th Ave, south of I-94 2 BWTC Pedestrian Count 2007-2013 Location oas5,116 Totals
5,505
0720 0921 0121 2013 2012 2011 2010 2009 2008 2007 1,329 136 235 426 119 239 166 170 232 140 122 249 189 149 1 7139 795 87 95 103 87 118 11 23 60 30 81 91 84 53 71 23 20 98 76 19 25 66 37 29 16 49 39 45 17 18 9 2 4
5,422
1,290 153 274 307 134 285 141 109 207 110 186 261 135 154 212 319 162 26 26 67 94 46 91 83 26 76 76 10 21 15 28 22 55 42 57 19 56 18 14 6 5
10 100
5,595
1,347 128 100 408 277 304 100 101 128 150 196 282 159 196 176 239 181 24 20 44 62 47 24 97 26 88 57 81 14 26 12 29 12 11 56 10 54 13 25 8 7
6,119
1,350 459 381 331 129 100 114 142 198 267 142 161 161 324 151 49 21 82 28 44 66 77 45 23 74 55 59 27 15 44 29 30 55 20 85 17 25 6 4
6,270
1,840 168 396 353 275 116 109 100 152 182 255 178 190 168 365 165 44 16 27 50 77 59 57 65 85 41 62 39 68 62 16 39 15 11 60 57 22 27 8 4 9
2050 337 196 323 116 274 149 107 165 107 123 104 218 148 234 295 151 33 26 13 37 85 73 34 47 94 71 31 71 91 35 21 44 16 16 57 68 96 4 8 7
9916% 5919 1790 158 337 264 147 295 111 132 130 116 111 148 203 330 302 185 170 26 39 13 26 51 68 37 50 73 52 78 27 70 35 65 24 38 36 68 66 18 6 7 8 9 ∆ 2007-2013 177% 255% 200% 203% 160% 113% -44% -15% -43% -54% -40% -26% -31% -23% -17% -22% -22% -13% -52% -59% -44% 16% 12% 43% 10% 46% 44% 45% 73% 10% 76% 87% 35% 42% 57% 21% 74% 47% 24% -6% -9% 7% ∆ 2012-2013 116% 125% 125% -6% -40% -30% -41% -22% -12% -33% -13% -23% -39% -51% -14% -49% -13% -13% -56% -91% 79% 18% 10% 50% 63% 14% 25% 68% 19% 23% 14% -4% -1% -3% 0% 4% 9% 6% 7% 1% 0% 2% 0%
Count reports from previous years, with past results, key findings, and additional background information and materials, are available at www.bikewalktwincities.org.
Bike Walk Twin Cities | A Program of Transit for Livable Communities | 2013 Count Report | December 2013 | Page 24