PRESTO Cycling Policy Guide Infrastructure
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Cargo Bikes As a Growth Area for Bicycle Vs. Auto Trips: Exploring the Potential for Mode Substitution Behavior
Transportation Research Part F 43 (2016) 48–55 Contents lists available at ScienceDirect Transportation Research Part F journal homepage: www.elsevier.com/locate/trf Cargo bikes as a growth area for bicycle vs. auto trips: Exploring the potential for mode substitution behavior William Riggs Department of City and Regional Planning, College of Architecture and Environmental Design, California Polytechnic State University, 1 Grand Ave., San Luis Obispo, CA 93405, United States article info abstract Article history: Cargo bikes are increasing in availability in the United States. While a large body of Received 26 February 2015 research continues to investigate traditional bike transportation, cargo bikes offer the Received in revised form 15 August 2016 potential to capture trips for those that might otherwise be made by car. Data from a sur- Accepted 18 September 2016 vey of cargo bike users queried use and travel dynamics with the hypothesis that cargo and Available online 6 October 2016 e-cargo bike ownership has the potential to contribute to mode substitution behavior. From a descriptive standpoint, 68.9% of those surveyed changed their travel behavior after Keywords: purchasing a cargo bike and the number of auto trips appeared to decline by 1–2 trips per Cargo bikes day, half of the auto travel prior to ownership. Two key reasons cited for this change Bicycles Linked trips include the ability to get around with children and more gear. Regression models that Mode choice underscore this trend toward increased active transport confirm this. Based on these results, further research could include focus on overcoming weather-related/elemental barriers, which continue to be an obstacle to every day cycling, and further investigation into families modeling healthy behaviors to children with cargo bikes. -
Exploring Changes to Cycle Infrastructure to Improve the Experience of Cycling for Families
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by UWE Bristol Research Repository Exploring changes to cycle infrastructure to improve the experience of cycling for families Dr William Clayton1 Dr Charles Musselwhite Centre for transport and Society Centre for Innovative Ageing Faculty of Environment and Technology School of Human and Health Sciences University of the West of England Swansea University Bristol, UK Swansea, UK BS16 1QY SA2 8PP Tel: +44 (0)1792 518696 Tel: +44 (0) 117 32 82316 Web: www.drcharliemuss.com Email: [email protected] Twitter: @charliemuss Website: www.uwe.ac.uk/et/research/cts Email: [email protected] KEYWORDS: Cycling, infrastructure, motivation, families, behaviour change. Abstract: Positive changes to the immediate cycling environment can improve the cycling experience through increasing levels of safety, but little is known about how the intrinsic benefits of cycling might be enhanced beyond this. This paper presents research which has studied the potential benefits of changing the infrastructure within a cycle network – here the National Cycle Network (NCN) in the United Kingdom (UK) – to enhance the intrinsic rewards of cycling. The rationale in this approach is that this could be a motivating factor in encouraging greater use of the cycle network, and consequently help in promoting cycling and active travel more generally amongst family groups. The project involved in-depth research with 64 participants, which included family interviews, self-documented family cycle rides, and school focus groups. The findings suggest that improvements to the cycling environment can help maintain ongoing motivation for experienced cycling families by enhancing novel aspects of a routine journey, creating enjoyable activities and facilitating other incidental experiences along the course of a route, and improving the kinaesthetic experience of cycling. -
In Creating the Ever-Growing Adventure Cycling Route Network
Route Network Jasper Edmonton BRITISH COLUMBIA Jasper NP ALBERTA Banff NP Banff GREAT PARKS NORTH Calgary Vancouver 741 mi Blaine SASKATCHEWAN North Cascades NP MANITOBA WASHINGTON PARKS Anacortes Sedro Woolley 866 mi Fernie Waterton Lakes Olympic NP NP Roosville Seattle Twisp Winnipeg Mt Rainier NEW Elma Sandpoint Cut Bank NP Whitefish BRUNSWICK Astoria Spokane QUEBEC WASHINGTON Glacier Great ONTARIO NP Voyageurs Saint John Seaside Falls Wolf Point NP Thunder Bay Portland Yakima Minot Fort Peck Isle Royale Missoula Williston NOVA SCOTIA Otis Circle NORTHERN TIER NP GREEN MAINE Salem Hood Clarkston Helena NORTH DAKOTA 4,293 mi MOUNTAINS Montreal Bar Harbor River MONTANA Glendive Dickinson 380 mi Kooskia Butte Walker Yarmouth Florence Bismarck Fargo Sault Ste Marie Sisters Polaris Three Forks Theodore NORTH LAKES Acadia NP McCall Roosevelt Eugene Duluth 1,160 mi Burlington NH Bend NP Conover VT Brunswick Salmon Bozeman Mackinaw DETROIT OREGON Billings ADIRONDACK PARK North Dalbo Escanaba City ALTERNATE 395 mi Portland Stanley West Yellowstone 505 mi Haverhill Devils Tower Owen Sound Crater Lake SOUTH DAKOTA Osceola LAKE ERIE Ticonderoga Portsmouth Ashland Ketchum NM Crescent City NP Minneapolis CONNECTOR Murphy Boise Yellowstone Rapid Stillwater Traverse City Toronto Grand Teton 507 mi Orchards Boston IDAHO HOT SPRINGS NP City Pierre NEW MA Redwood NP NP Gillette Midland WISCONSIN Albany RI Mt Shasta 518 mi WYOMING Wolf Marine Ithaca YORK Arcata Jackson MINNESOTA Manitowoc Ludington City Ft. Erie Buffalo IDAHO Craters Lake Windsor Locks -
Literature Review- Resource Guide for Separating Bicyclists from Traffic
Literature Review Resource Guide for Separating Bicyclists from Traffic July 2018 0 U.S. Department of Transportation Federal Highway Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for the use of the information contained in this document. This report does not constitute a standard, specification, or regulation. The U.S. Government does not endorse products or manufacturers. Trademarks or manufacturers’ names appear in this report only because they are considered essential to the objective of the document. Technical Report Documentation Page 1. REPORT NO. 2. GOVERNMENT ACCESSION NO. 3. RECIPIENT'S CATALOG NO. FHWA-SA-18-030 4. TITLE AND SUBTITLE 5. REPORT DATE Literature Review: Resource Guide for Separating Bicyclists from Traffic 2018 6. PERFORMING ORGANIZATION CODE 7. AUTHOR(S) 8. PERFORMING ORGANIZATION Bill Schultheiss, Rebecca Sanders, Belinda Judelman, and Jesse Boudart (TDG); REPORT NO. Lauren Blackburn (VHB); Kristen Brookshire, Krista Nordback, and Libby Thomas (HSRC); Dick Van Veen and Mary Embry (MobyCON). 9. PERFORMING ORGANIZATION NAME & ADDRESS 10. WORK UNIT NO. Toole Design Group, LLC VHB 11. CONTRACT OR GRANT NO. 8484 Georgia Avenue, Suite 800 8300 Boone Boulevard, Suite 300 DTFH61-16-D-00005 Silver Spring, MD 20910 Vienna, VA 22182 12. SPONSORING AGENCY NAME AND ADDRESS 13. TYPE OF REPORT AND PERIOD Federal Highway Administration Office of Safety 1200 New Jersey Ave., SE Washington, DC 20590 14. SPONSORING AGENCY CODE FHWA 15. SUPPLEMENTARY NOTES The Task Order Contracting Officer's Representative (TOCOR) for this task was Tamara Redmon. -
Highway 17 and 69 Controlled Access Highway Response
Sudbury Cyclists Union March 28, 2014 Re: Route Planning Study, Highway 17 from Sudbury to Markstay and Highway 69 from the Estaire Road Interchange to Highway 17 The Sudbury Cyclists Union (SCU) has serious concerns about how the implementation of controlled access highways have affected cyclists in the Sudbury region. We also have some specific concerns about the implementation of this project as it relates to the safety of cyclists. The intent of all provincial roadwork is to improve the safety of its users. Traditionally, the focus has been on the safety of motorized traffic. The safety of pedestrians and cyclists has been long neglected on our highways. On page 2.1 of your “Study Design Report”, you note that to “promote a multimodal transportation network” is a key provincial responsibility” as is to “be a leader in road safety”. The sole intent of implementing controlled access highways is to facilitate the safe movement of motorized traffic. While implementing such highways draws dangerous traffic away from more local routes that are used by cyclists, alternative safe and convenient routes for cyclists are often an afterthought and are not an integral part of the planning process. An example is the Highway 69 corridor leading south from the City of Greater Sudbury that has been built without guaranteeing an alternative right of way for cyclists wishing to travel south. This controlled access highway has closed off access for non-motorized users to several towns and tourist areas, including the town of Killarney and the iconic Killarney Provincial Park. In other provinces, in particular in Western Canada, major motor routes similar to our controlled highways have paved shoulders that are used by cyclists. -
Willy WATTS 14
VOLUME 4 BO. 3 <,JARTERLY JULY 1977 { Official Organ UNICYCLING SOCIETY OF AMERICA. Inc. c 1977 ~11 Rts Rea. Yearly Membership S5 Incl~des NeVl!lletter (4) ID Card - See Blank Pg.18 OFFICERS FELI.OW UNICYCLISTS: Due to o·trcwastances beyond our control (namely a big pile of dirt and construction lfOrk) the Southland Mall in Marion Pres. Paul Fox will not be available for our National Meet races on A.ug. 20. lttempts v.Pres. R.Tschudin to secure an alternate suita'Qle location nearby have failed. We are Sec. T. ni.ck Haines therefore planning to anit the Saturday morning races and utilize that FOUNDER M:El-!BE&S part of the day this year ror a general convention type get-together where clubs and inru.viduais can meet each other, swap ideas, and display Bernard Crandall their talents and cycles. · We still plan to hold the preliminary elimi Paul & Nancy Fox nations for the group an9- trick riding later in the day at the Catholic Peter Hangach High School parking lot·. We also have the use of the Coliseum again for Patricia Herron the Sunday afternoon final~. A pan.de is still in question and if we do Bill Jenack hold one it will be JllUCh s.horter than last year. It, is hoped that every Gordon Kruse member will make a ~ec~al-effort to attend the annual business meeting Steve McPeak Sunday rooming at th(' Hpltday Inn. We have a number of V9ry important Fr. Jas. J. Moran items on the agenda (see pag~ 14 for further infomation). -
Planning for Active Transportation in the Western United States: an Alternative Future for Cache Valley, Utah
Utah State University DigitalCommons@USU All Graduate Theses and Dissertations Graduate Studies 8-2018 Planning for Active Transportation in the Western United States: An Alternative Future for Cache Valley, Utah Stephanie A. Tomlin Utah State University Follow this and additional works at: https://digitalcommons.usu.edu/etd Part of the Environmental Design Commons, and the Landscape Architecture Commons Recommended Citation Tomlin, Stephanie A., "Planning for Active Transportation in the Western United States: An Alternative Future for Cache Valley, Utah" (2018). All Graduate Theses and Dissertations. 7195. https://digitalcommons.usu.edu/etd/7195 This Thesis is brought to you for free and open access by the Graduate Studies at DigitalCommons@USU. It has been accepted for inclusion in All Graduate Theses and Dissertations by an authorized administrator of DigitalCommons@USU. For more information, please contact [email protected]. PLANNING FOR ACTIVE TRANSPORTATION IN THE WESTERN UNITED STATES: AN ALTERNATIVE FUTURE FOR CACHE VALLEY, UTAH by Stephanie A. Tomlin A thesis submitted in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE in Bioregional Planning Approved: Bartlett Warren-Kretzschmar, Ph.D. Richard Toth, M.L.A. Major Professor Committee Member Jordy Guth, M.S. Mark R. McLellan, Ph.D. Committee Member Vice President for Research and Dean of the School of Graduate Studies UTAH STATE UNIVERSITY Logan, Utah 2018 ii Copyright © Stephanie A. Tomlin, 2018 All Rights Reserved iii ABSTRACT Planning for Active Transportation in the Western United States: An Alternative Future for Cache Valley, Utah by Stephanie A. Tomlin, Master of Bioregional Planning Utah State University, 2018 Major Professor: Bartlett (Barty) Warren-Kretzschmar, Ph.D. -
Cycling: Supporting Economic Growth in Canada
Cycling: Supporting Economic Growth in Canada Prepared by Vélo Canada Bikes for the House of Commons Standing Committee on Finance pre-budget consultations Submitted August 3rd, 2018 1 Investing in cycling and active transportation: Supporting economic growth in Canada Recommendations for the Government of Canada In collaboration with provincial and territorial governments, the Federation of Canadian Municipalities, the Assembly of First Nations and additional stakeholders, implement the following recommendations: Recommendation #1: Develop a funding stream designed to rapidly increase the development and improvement of active transportation infrastructure and related traffic calming in all Canadian municipalities and in rural areas. Recommendation #2: Establish a national-level forum to consult, share, and develop a plan for moving more people and goods by bicycle in a wide variety of Canadian settings including urban, rural and remote communities. Recommendation #3: Direct Statistics Canada to collect data that will ensure the adequate and appropriate monitoring and reporting of the prevalence, potential and safety of cycling in Canadian municipalities. Use this data to set achievable evidence-based five- and ten-year transportation mode share targets for cycling. 2 Investment in bicycling represents a vastly underexploited opportunity for economic growth in Canada. If more Canadians were able to safely use a bicycle for daily transportation, there would be significant economic benefits including: a boost to economic productivity from a healthier and more productive workforce; improved mobility and personal savings for Canadians; disadvantaged groups could more easily gain skills and access employment opportunities and there would be an increase in business and tourism revenues. Increased cycling would also help to counter the negative economic costs that motorized vehicles impose on society in the form of congestion; road casualties; physical inactivity and poor health; pollution; and the political and environmental costs of maintaining fossil fuel supplies. -
A Feasibility Study of GIS-Based Analyses of Cycling Infrastructure
Build it: A Feasibility Study of GIS-Based Analyses of Cycling Infrastructure A thesis submitted by Ian Thistle In partial fulfilment of the requirements for the degree of Master of Arts in Urban and Environmental Policy and Planning Tufts University February 2016 Adviser: Mary Davis Reader: Barbara Parmenter Table of Contents List of Figures ...................................................................................... iv List of Tables ........................................................................................ v Abstract .................................................................................................. vi Acknowledgements ................................................................................. vii Chapter 1: Introduction ............................................................................ 1 Chapter 2: Literature Review.................................................................... 4 Benefits of Cycling ................................................................................ 4 How can cities influence mode choice towards biking? ......................... 6 Evaluating Road Infrastructure for Cycling ............................................ 9 Analysis of Street Networks: “Build it! But Where?” ............................ 13 Chapter 3: Methods ............................................................................... 17 Step 1: Selecting the comparison methodologies ............................... 19 Step 2: Selecting the sample ............................................................. -
Unicycle Bike Freebies and Rides for Students!
FREE UniCycle event s Bike freebies and rides for Students! FREE at your Durham Recyke Y’Bike store Shop open Wed to Sat 10.00 –17.00 www.recyke.bike l Bike lock and lights when you buy a bike*^. l Goodie bag for first 100 customers who buy a bike*. l Security marking and advice – Fri 27 Oct and Fri 1 Dec 12.00 –13.00 with Durham Constabulary. l Bike safety check (worth £10)*^. *with Durham Campus ID card from 4 Oct 2017 ^ subject to availability. Explore Bike Rides – Delivered by national charity Cycling UK who help everyone on bikes, whether you’re new to cycling, ride regularly or want to get back into it. With over 130 years’ experience we are passionate about helping more people enjoy the benefits of cycling. A series of FREE guided rides, at a gentle pace, to help you find your way around Durham and the best cycling routes to take. Booking essential. Bring your own safe working bike. Some rides include hilly sections. For more information and to book your place contact Andrew Thorp phone 07831 863770 or email [email protected]. Thurs 12 Oct Tuesday 24 Oct Saturday 4 Nov Thursday 23 Nov 5 miles 3 miles 9 miles Night Ride 3 miles 12.00 – 13.00 13.00 – 14.00 12.00 – 14.00 16.30 Meet bike stands, Meet Maiden Castle Meet St. Giles Studios, Meet St. Mary’s opposite Dept. of sports centre main Gilesgate. College main Geography. entrance. entrance. See overleaf Breeze Ride – Sat 28 Oct 14.00 – 16.00. -
A Historical Perspective on the AASHTO Guide for The
1 A Historical Perspective on the AASHTO Guide for the Development of Bicycle Facilities 2 and the Impact of the Vehicular Cycling Movement 3 4 5 William Schultheiss, PE* 6 [email protected] 7 Toole Design Group, LLC 8 8484 Georgia Avenue, Suite 800 9 Silver Spring, MD 20910 10 Tel: 301-927-1900 11 Fax: 301-927-2800 12 13 Rebecca L. Sanders, PhD 14 [email protected] 15 Toole Design Group, LLC 16 319 SW Washington Street, Suite 800 17 Portland, OR 97204 18 Tel: 503-205-4607 19 20 Jennifer Toole, AICP, ASLA 21 [email protected] 22 Toole Design Group, LLC 23 8484 Georgia Avenue, Suite 800 24 Silver Spring, MD 20910 25 Tel: 301-927-1900 26 Fax: 301-927-2800 27 28 29 *Corresponding author 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 Word count: 6890 words + 2 figures and 1 table = 7640 words Schultheiss, Sanders, Toole 2 1 1. ABSTRACT 2 This paper draws from a literature review and interviews to demonstrate the impact of advocacy, 3 research, and culture on guidance for design users, bike lanes and separated (protected) bike 4 lanes in the American Association of State Highway Transportation Officials (AASHTO) Bicycle 5 Guide content from 1974 to present. In the late 1960s and early 1970s, a bicycle renaissance in 6 America resulted in efforts at the local, state, and federal level to encourage bicycling. After 7 Davis, California, became the first community in the United States to build a network of bike 8 lanes, a new brand of bicycle advocacy – vehicular cycling (VC) – formed to oppose efforts to 9 separate bicyclists from motorized traffic based on fears of losing the right to use public roads. -
CX Equipment FAQ – 2019 Page 1
Cyclocross Equipment and Regulations FAQ We publish eligibility and equipment rules for all of our National Championships on our website on the National Championship Page. Even with this published information, many of our members still call with concerns and questions about what’s legal, universally falling victim to, “someone told me”. So, here’s the 411 for cyclocross equipment: WHY In order to understand the regulations that apply to your event, please appreciate that USA Cycling and the International Cycling Union (UCI) have regulations related to cyclo-cross racing. Isn’t a bicycle a bicycle? For USA Cycling, the answer is yes, but with a few details. For the UCI, they have a robust set of regulations that, for the most part, are to make sure that what everyone understands as a bicycle, used in competition, still looks enough like a bicycle that 95% of the people in the world would recognize it. For most local events, the requirements are very basic. Because of the popularity of cyclocross(CX) in the United States, it has quickly become one of the few disciplines in our sport to truly “go international”. As many events became part of the UCI’s international calendar, suddenly, there were more rules and regulations to pay attention to. Although the principals are really the same, the details matter. Bike design, bike equipment, and tires especially, become areas of misinformation. WHAT-Regulations USA Cycling has extremely generous bicycle regulations. If it’s a pretty standard bicycle, you are welcome to race it in our events. These regulations are found in Chapter 1, specifically starting in 1I (that’s one-i).