DOCSLIB.ORG

Guidebook on Methods to Estimate Non-Motorized Travel: Supporting Documentation

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Guidebook on Methods to Estimate Non-Motorized Travel: Supporting Documentation Publication No.: FHWA-RD-98-166 July 1999 Federal Highway Administration Turner-Fairbank Highway Research Center 6300 Georgetown Pike, McLean, VA 22101 The original format of this document was an active HTML page(s). The Federal Highway Administration converted the HTML page(s) into an Adobe® Acrobat® PDF file to preserve and support reuse of the information it contained. The intellectual content of this PDF is an authentic capture of the original HTML file. Hyperlinks and other functions of the HTML webpage may have been lost, and this version of the content may not fully work with screen reading software. 2 Foreword This two-volume guidebook describes and compares the various methods and tools that can be used to forecast non-motorized travel demand or that otherwise support the prioritization and analyses of bicycle and pedestrian facilities. The guidebook is intended to be used by bicycle and pedestrian planners, technical staff, researchers, advocates, and others who may wish to estimate bicycle and pedestrian travel demand or to prioritize bicycle and pedestrian projects. This second volume, Supporting Documentation, gives details on each method, including purpose, structure, input / data needs, assumptions, and real-world applications. This volume contains an extensive annotated bibliography of references on demand forecasting methods, supporting tools and techniques, and factors influencing the choice to walk or bicycle, as well as potential contacts in this field. The other volume, Overview of Methods, provides an overview of each of nineteen methods appropriate for forecasting and/or understanding pedestrian and bicycle travel demand. 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. 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. Quality Assurance Statement The Federal Highway Administration (FHWA) provides high-quality information to serve Government, industry, and the public in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement. 3 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA-RD-98-166 4. Title and Subtitle 5. Report Date GUIDEBOOK ON METHODS TO ESTIMATE NON-MOTORIZED TRAVEL: SUPPORTING DOCUMENTATION July 1999 6. Performing Organization Code 7. Author(s) 8. Performing Organization WL Schwartz, CD Porter, GC Payne, JH Suhrbier, PC Moe, WL Wilkinson III Report No. 9. Performing Organization Name and Address 10. Work Unit Cambridge Systematics, Inc. Bicycle Federation of America No. (TRAIS) 150 Cambridge Park Dr., Ste 4000 1506 21st St., NW, Ste. 200 Cambridge, MA 02140 Washington, DC 20036 3A4B 11. Contract or Grant No. DTFH61-92-C- 00138 12. Sponsoring Agency Name and Address 13. Type of Report and Federal Highway Administration Period Turner-Fairbanks Highway Research Center Covered 6300 Georgetown Pike McLean, VA 22101-2296 Final Report July 1, 1997 - February 28, 1999 14. Sponsoring Agency Code 15. Supplementary Notes Contracting Officer's Technical Representatives (COTR's): Carol Tan Esse and Ann Do 16. Abstract This guidebook provides a means for practitioners to better understand and estimate bicycle and pedestrian travel and to address transportation planning needs. The guidebook describes and compares the various methods that can be used to forecast non-motorized travel demand or that otherwise support the prioritization and analyses of non-motorized projects. These methods are categorized according to four major purposes: (1) demand estimation; (2) relative demand potential; (3) supply quality analysis; and (4) supporting tools and techniques. Discrete choice models, regional travel models, sketch plan methods, facility demand potential, bicycle compatibility measures, and geographic information systems are among the methods and tools described. 4 Overview of Methods provides a concise overview for each available method, including some typical applications, pros and cons, and a quick reference guide on ease of use, data requirements, sensitivity to design factors, and whether widely used. In addition, it discusses general issues for consideration in forecasting non-motorized travel demand, such as the dimensions of travel behavior and factors influencing bicycling and walking, and identifies future needs in this area. Supporting Documentation provides substantially more detail on the methods including purpose, structure, input/data needs, assumptions, and real-world applications. It also contains an extensive annotated bibliography of references on demand forecasting methods, supporting tools and techniques, and factors influencing the choice to walk or bicycle, as well as potential contacts in this field. 17. Key Words: 18. Distribution Statement Bicycle, pedestrian, travel demand, forecasting methods, estimate. No restrictions. This document is available to the public through the National Technical Information Services, Springfield, VA 22161 9. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. 22. of Price Unclassified Unclassified Pages Form DOT F 1700.7 (8-72) Reproduction of form and completed page is authorized 5 Table of Contents Foreword ..................................................................................................................................... 3 Notice .......................................................................................................................................... 3 Quality Assurance Statement ...................................................................................................... 3 Technical Report Documentation Page ...................................................................................... 4 LIST OF FIGURES .................................................................................................................... 7 LIST OF TABLES ...................................................................................................................... 8 Introduction ..................................................................................................................................... 9 1.1 Overview ............................................................................................................................... 9 1.2 Purpose of the Guidebook ..................................................................................................... 9 1.3 Research Methodology ....................................................................................................... 10 1.4 Overview of Methods ......................................................................................................... 11 Documentation Of Methods .......................................................................................................... 14 Demand Estimation ................................................................................................................... 14 2.1 Comparison Studies ............................................................................................................ 14 2.2 Aggregate Behavior Studies ............................................................................................... 20 2.3 Bicycle Sketch Plan Methods ............................................................................................. 25 2.4 Pedestrian Sketch Plan Methods ......................................................................................... 30 2.5 Discrete Choice Models ...................................................................................................... 39 2.6 Discrete Choice Models: Route Choice .............................................................................. 47 2.7 Discrete Choice Models: Transit Access ............................................................................ 52 2.8 Regional Travel Models ...................................................................................................... 57 2.9 Bicycle Travel Models: QUOVADIS-BICYCLE .............................................................. 68 2.10 Bicycle Travel Models: START And TRIPS ................................................................... 73 2.11 Pedestrian Demand Models .............................................................................................. 78 2.12 Market Analysis ................................................................................................................ 82 2.13 Latent Demand Score ........................................................................................................ 87 2.14 Pedestrian Potential And Deficiency Indices .................................................................... 91 2.15 Bicycle Compatibility Measures ....................................................................................... 95 2.16 Pedestrian Compatibility Measures ...............................................................................
Recommended publications
  • Cycling Safety: Shifting from an Individual to a Social Responsibility Model

    Cycling Safety: Shifting from an Individual to a Social Responsibility Model

    Cycling Safety: Shifting from an Individual to a Social Responsibility Model Nancy Smith Lea A thesis subrnitted in conformity wR the requirements for the degree of Masters of Arts Sociology and Equity Studies in Education Ontario lnstitute for Studies in Education of the University of Toronto @ Copyright by Nancy Smith Lea, 2001 National Library Bibliothbque nationale ofCanada du Canada Aoquieit-el services MbJiographiques The author has granted a non- L'auteur a accordé une licence non exclusive licence allowing the exclusive pemiettant P. la National Library of Canada to BiblioWque nationale du Canada de reproduce, loan, distribute or oeîî reproduire, prêter, distribuer ou copies of this thesis in microfom, vendre des copies de cette dièse sous paper or electronic formats. la forme de microfiche/fihn, de reproduction sur papier ou sur format électronique. The author retains ownership of the L'auteur conserve la propndté du copyright in this thesis. Neither the droit d'auteur qui protège cette thése. thesis nor substantial exûacts fiom it Ni la thèse ni des extraits substantiels may be printed or otherwise de celîe-ci ne doivent être imprimés reproduced without the author's ou autrement. reproduits sans son pemiission. almmaîlnn. Cycling Satety: Shifting from an Indhrldual to a Social Reaponribillty Modal Malter of Arts, 2001 Sociology and ~qultyStudie8 in Education Ontario Inrtltute for *die8 in- ducati ion ot the University of Toronto ABSTRACT Two approaches to urban cycling safety were studied. In the irrdividual responsibility rnodel, the onus is on the individual for cycling safety. The social responsibiiii model takes a more coliecthrist approach as it argues for st~cturallyenabling distriûuted respansibility.
  • IPMBA News Vol. 29 No. 2 2020 Conference Retrospective

    IPMBA News Vol. 29 No. 2 2020 Conference Retrospective

    Newsletter of the International Police Mountain Bike Association On Pandemics and Protests From ECI to PCI by Maureen Becker Executive Director by Allan Howard, PCI#001T don’t think anyone expected that when we changed the clocks back in Dayton (OH) Police Department (ret.) “I March, we would go from Standard Time to the Twilight Zone”. The above meme started to permeate the internet as news of the COVID-19 John Forester, born in Dulwich, England, October 7, pandemic began to dominate the airwaves. At first, the consensus was that it 1929; died in San Diego, California, April 14, 2020. would only be a matter of weeks before it was over, and there was much got this news via email a few days after John levity, including music video parodies and plays on words. The “quarantini” Forester departed this life. Despite the fact was declared the “drink of the month”. that John was 90 years old, I somehow thought Months later, COVID-19 is no longer a laughing matter. It has taken many I he’d live forever. Alas! No one does, but I do lives, exposed public safety personnel to additional risks, and upended all want to take a moment to explain why he will always aspects of life. Cancelling the conference seemed like an opportunity to fast- be a part of IPMBA. track the Complete Guide and other projects, but it was just the catalyst for In the early days of the Dayton Police Bike Patrol, hours spent on notifications, mitigation, rescheduling, refunding, and prior to the formation of IPMBA, I realized that exploring ways to replace lost revenue.
  • Chapter 6. Bicycling Infrastructure for Mass Cycling: a Transatlantic Comparison

    Chapter 6. Bicycling Infrastructure for Mass Cycling: a Transatlantic Comparison

    Chapter 6. Bicycling Infrastructure for Mass Cycling: A Transatlantic Comparison Peter G. Furth Introduction For the bicycle to be useful for transportation, bicyclists need adequate route infrastructure – roads and paths on which to get places. In the 1890’s, when bicycling first became popular, bicyclists’ chief need was better paved roads. In the present era, however, it is not poor pavement but fast and heavy motor traffic that restricts cyclists’ ability to get places safely (Jacobsen 2009), as discussed in chapter 7. European and American policy has strongly diverged on how to address this challenge. In many European countries including the Netherlands, Germany, Denmark, and Sweden, cyclists’ need for separation from fast, heavy traffic is considered a fundamental principle of road safety. This has led to systematic traffic calming on local streets and, along busier streets, the provision of a vast network of “cycle tracks” – bicycle paths that are physically separated from motor traffic and distinct from the sidewalk. Cycle tracks (see Figures 6.1-6.3) may be at street level, separated from moving traffic by a raised median, a parking lane, or candlestick bollards; at sidewalk level, separated from the sidewalk by vertical elements (e.g., light poles), hardscape, a change in pavement or a painted line; or at an intermediate level, a curb step above the street, but also s small curb step below the sidewalk. [Figure 6.1 here] [Figure 6.2 here] [Figure 6.3 goes here] The success of this combination of traffic calming and cycle tracks has been well documented; for example, chapter 2 shows that the percentage of trips taken by bicycle, while less than one percent in the U.S., exceeds 10 percent in several European countries, reaching 27% in the Netherlands, while at the same time their bicycling fatality rate (fatalities per 1,000,000 km of bicycling) is several times less than in the U.S.
  • Vehicular Cycling Advocacy a Case Study of Chapel Hill

    Vehicular Cycling Advocacy a Case Study of Chapel Hill

    Vehicular Cycling Advocacy A Case Study of Chapel Hill By Robin Louis Michler A Masters Project submitted to the faculty of the University of North Carolina at Chapel Hill in partial fulfillment of the requirements for the degree of Master of City and Regional Planning in the Department of City and Regional Planning. Chapel Hill 2010 Approved by: j Table of Contents 1. Abstract 2 2. Introduction 3 3. Methods 4 4. History 6 4.1. Cycling from the late 1800s to 1970 6 4.2. The beginning of the vehicular cycling movement 10 5. Positions 10 5.1. View of the vehicular cyclists 10 5.2. Arguments for separate facilities 12 5.3. The Dutch model 13 6. Chapel Hill Interviews 14 6.1. Reframing history 15 6.2. Travel purpose 16 6.3. User characteristics 18 6.4. Types of separation 19 6.4.1. Paths 20 6.4.2. Tracks 23 6.4.3. Lanes 24 6.4.4. Sharrows 26 6.5. Environmental and economic considerations 28 6.6. Enforcement 29 6.7. Promotion of cycling 31 7. Conclusions 32 Works Cited 34 Appendix A 36 Appendix B 38 Images Picture 1: Bolin Creek Trail in Chapel Hill, NC 20 Picture 2: Bicycle tracks in Delft, the Netherlands 23 Picture 3: Bicycle lanes in Carrboro and Chapel Hill, NC 24 Picture 4: Sharrow along Martin Luther King Blvd, Chapel Hill, NC 26 1 1. Abstract Since bicycles first became popular in the late 1800s there has been significant debate about the appropriate way to integrate them into the transportation system.
  • Cycling, Transportation, and Evil.Fm

    Cycling, Transportation, and Evil.Fm

    John Forester, M.S., P.E. Cycling Transportation Engineer Consulting Engineer, Expert Witness, and Educator in Effective Cycling, Bicycles, Highways and Bikeways, Traffic Laws 7585 Church St., Lemon Grove, CA 91945-2306 619-644-5481 [email protected] Monday, October 22, 2007 Bicycling, Transportation and the Problem of Evil 1 Introduction interurban lines, and the ferry steamers, (we car- ried out our plan to ride every line that then As some of you know, I have a reputation as existed), the switch to buses was being produced an expert in bicycle transportation. In that respect, by economic factors. Shortly thereafter, we recog- I was asked by Santa Barbara Safe Streets to nized that the switch to private motoring was being speak at a meeting organized to oppose certain driven by the combination of wealth and urban traffic-calming methods being proposed for that growth. Our youthful interests bore fruit: my best city. One argument presented by the proponents friend came from an Espee family, spent much of of these methods was that they protected cyclists his professional life as a civil engineer for them, against traffic dangers, and I was asked if I would then later as an international rail consultant. present an opposing argument. I did so, arguing I started cycling in 1936 in London, England, that cyclists are better off with good roads of stan- a member of the fourth cycling generation in my dard design than the traffic-calming methods family, and was raised in the standard view that being proposed, which increase the danger for cyclists, as legitimate road users, had to obey the cyclists.