Evaluation of Innovative Bicycle Facilities in Washington, DC Paper Number: 13-0519 Mike Goodno, District Department of Transportation (DDOT); Nathan McNeil, Center for Transportation Studies—Portland State University; Jamie Parks, City of Oakland (formerly: Kittelson & Associates, Inc.); Stephanie Dock Trainor, DDOT
Downtown Washington, DC Bicycle Lane Network
Background Methodology Outcomes
In recent years, Washington, D.C. has emerged as one of the foremost cities for bicycling in the United 5 areas were evaluated for conditions before and after installation: Safety Pennsylvania Avenue NW Median Lanes Measures 15th Street NW Cycle Track States. Bicycling in the District has grown considerably as the District Department of Transportation Example motor vehicle count Pennsylvania Avenue Peak Hour Bicycle Volumes 15th Street Peak Hour Bicycle Volumes Crashes before and after installation using police Facility Use Facility Use (DDOT) has actively pursued construction of bicycle facilities on its roadways. One reason forthis Example crash report Bicycle volumes, before and after department reports. 4 years of before data, 1 year Peak hour volumes increased 500-600% on the success is DDOT’s willingness to try new and innovative bicycle treatments. Peak hour volumes increased over 250% 15th Street NW Street 15th Bicycle volumes, before and one-way portion of the corridor between Oct. ‘09 between April ‘10 and June ‘12. Citywide, of after data. > Motor vehicle volumes, before and after > and June ‘12, and over 200% on the two-way Bicycle infrastructure has been shown to increase cycling rates and cyclist safety. Cycle tracks and volumes increased only 32% during this period. after
portion between Sept. ‘10 and June ‘12. way
way - Video analysis to determine bicyclist, pedestrian, -
buffered bicycle lanes are shown to be particularly effective at attracting and improving safetyfor Efficient Operations Volumes decreased 15-21% between Oct. ‘09 Fairly constant volumes—4-10% increase on the Two
Motor vehicle volumes, One and driver compliance with traffic laws, traffic con- and June ‘11. Causes not clear, enforced turn two-way portion, 1.2% decrease on one-way cyclists. The facilities are relatively new additions to most U.S. cities, and more study is neededto Levels of service (LOS) for all modes: restrictions possibly contribute. before and after portion between Sept. ‘07 and July ‘11 . understand their impacts. This project looked at 2 facilities in Washington, DC. trol devices, and interactions between modes. Multimodal Level of Service (MMLOS)—analysis Efficient Operations In 2010, DDOT installed a cycle track on 15th Street NW and buffered median bicycle lanes on Pennsylvania Avenue NW for bicyclists, pedestrians, and motor vehicles using the Highway Capacity Video still: 15th at Massachusetts Video still: Pennsylvania at 9th Multimodal LOS (MMLOS) Pennsylvania Avenue NW. The facilities provide safe travel into and through the downtown area. Their MMLOS is a poor indicator for cycle tracks—LOS Improve from LOS D to C for the entire facility; Manual 2010 method. The model includes motor vehicle, bicycle, and pe- scores remained the same or even decreased post installation supported the District’s Bicycle Master Plan and also set the stage for the launch of the individual segments all LOS A (issue with MMLOS For bicyclists -implementation. Poor pavement quality an issue destrian counts; speed data; lane geometry and cross-section information. method) region’s bicycle sharing program, Capital Bikeshare. for LOS. After installation, DDOT sought to understand how well they work for cyclists, motorists, and Danish Bicycle LOS— Predicts 6 levels of satisfaction along road segments Largely unchanged at LOS A or B For pedestrians Most segments remain unchanged at LOS A or B All remain at LOS E or better, in part thanks to Most segments remain at LOS D or E, only minor and LOS based on the splits; calibrated using data from Denmark. Factors For motor vehicles pedestrians in several regards, and to provide recommendations for these and future facility designs. prior extensive signal retiming. changes after installation applied include motor vehicle volumes, average speeds, land use types, Pennsylvania Avenue Danish Bicycle LOS Scores 15th Street Danish Bicycle LOS Scores Increased from E (Poor) to C (Average) Danish bicycle LOS Increased from D and E to A and B cross-section dimensions, presence of sidewalks, medians, bus stops, vege- Two-way section—L St to M St Very Bicycle Environment Quality Increased from “average” to “high quality” Increased from “average” to “high” and “highest” tation, number of travel lanes, pedestrian and bike volumes, and number of Satisfied Index (BEQI) Moderately Very Satisfied parked vehicles Comfort Convenience Satisfied 15th Street Northwest Cycle Track A Little Moderately Satisfied Corridor progression for bicyclists Satisfied Bicycle Environment Quality Index (BEQI)—Scores are out of a maximum of Survey of users, pedestrians , motorists, and neighboring residents and busi- A Little Typical cycle track adjacent to one-way traffic with left turns (north of Massachusetts Ave) Southern third of corridor> E to I Streets: LOS D or better A Little One-way section—Corcoran St to R St Dissatisfied Satisfied 100, broken into quintiles rated from poor to highest quality. Based on sur- nesses to understand experiences, behaviors, attitudes, and perceptions. Moderately 3rd to 9th Streets: LOS D to F
Median bicycle lanes traveling southeast on Pennsylvania Avenue Key Improved Mixed results Worsened Relatively unchanged, neither negative nor positive Poor pavement condition Recommendations 15th Street Green lane at driveway/intersection Install a bicycle box at 15th/Pennsylvania for turning cyclists Include cyclist progression as a factor in future signal re-timing. Through vehicles being held during left-turn phase on Pennsylvania Avenue Use bicycle signal heads to control bicycle movements and mini- Educational flyer describing how to turn on Institute a cyclist education and enforcement campaign to encourage mize confusion Pennsylvania Avenue compliance with traffic signals Add green pavement coloring at high conflict driveways and in- Median bicycle lanes approaching intersection with through and turn lanes Pennsylvania Avenue Northwest Buffered Median Lanes tersections Typical cross-section of Pennsylvania Avenue Pennsylvania Avenue Improve pavement conditions along cycle track Median bicycle lane schematics at typical intersection types along corridor Install bicycle box at 15th St/Pennsylvania Ave Use bicycle signals and/or markings and signs to clarify and improve Add pedestrian crossing islands north of Massachusetts Ave Existing Proposed operations.
Some drivers are unsure of right-of-way at intersections Example bicycle signal Proposed redesign of 15th St with Current bicycle signs on Pennsylvania Avenue Independent vehicle and bicycle through phases would improve pedestrian refuge islands at V St motor vehicle progression. The bicycle lane is to the left of the vehi- Rendering of proposed redesign
Median bicycle lane schematics at typical intersection types along corridor cle left-turn lane and the current configuration requires through motorists to stop when the left-turn phase is activated. Decrease the size of signage to decrease the sight distance obstructions for cyclists Greater protection for cyclists from illegal -U turning vehicles Conclusions Illegal U-turn educational campaign (2013) The innovative bicycle facilities have overwhelmingly succeeded in in- Additional pavement markings to reduce bicycle/pedestrian conflicts Proposed traffic separator Engineering drawing of proposed redesign creasing cyclist comfort and convenience, without seriously impacting For Bicycles: Pavement marking in advance Pedestrian pavement marking motor vehicle operations. The facilities have been embraced by residents of crosswalk (e.g. “WAIT HERE”) example (New York City) and cyclists, though concerns exist about safety and the impacts on the For Pedestrians: Bike stencils on crosswalk > business community. DDOT is already using the results of this study to improve the design of existing and future facilities. Safety data will continue to be monitored and over time hopefully will show more improvement.