The video begins at 2:13.
Abstract: City of Davis Bicycle and Pedestrian Coordinator Tara Goddard recently visited Sangju, South Korea as part of a "sister city" delegation. Sangju is the "Bike City" of Korea, with a bicycle mode share approximately that of Davis and Portland combined. Tara will share photos and lessons learned from that trip, compare the bicycle facilities of Sangju with that of Davis and Portland, and discuss opportunities for future bicycle research in East Asia.
The video begins at 2:58.
Abstract: While TriMet and other transit agencies serve many commuters by having racks for bikes on trains and buses, large bike parking facilities in global capitals of urban bicycling provide the key link between bikes and transit. Following the lead of European and Asian cities, the Portland region is starting to develop a network of bike-transit facilities; TriMet is piloting smart bike parking technology in the form of electronic bike lockers and "Bike & Rides". This presentation discusses the background and planning for bike-transit integration in the region and shares insights into bike-transit travel patterns, habits, and market segmentation gained from recent rider surveys.
The video begins at 2:04.
Abstract: Findings will be presented on an evaluation of two innovative bicycle facilities installed in late summer and early fall 2009 in downtown Portland aimed at providing a more separated and comfortable experience for cyclists. The SW Broadway cycle track (near PSU) and the couplet of buffered bike lanes on SW Stark and SW Oak were evaluated to understand how they are functioning on multiple levels. Each facility involved removing a motor vehicle lane by restriping to provide additional roadway space to bicyclists. The facilities were evaluated after they had been in place for approximately one year. Data collected to support this evaluation consisted of surveys of multiple user groups for each facility type, and video data collected by the City of Portland Bureau of Transportation at intersections along each of the routes to understand the facilities' impact on traffic flow, operations and user interactions.
The video begins at 0:47.
Abstract: Using the Seattle Bicycle Master Plan as a model, this presentation will provide a roadmap for developing and implementing bicycle master plans.
Toole Design Group (TDG) served as the prime consultant for the City of Seattle Bicycle Master Plan. In partnership with the City, TDG took a diverse approach to public involvement, including working with a Citizen’s Advisory Committee and local advocacy groups, conducting an online survey, and conduction highly successful public input meetings that were attended by hundreds of people. The project involved extensive GIS and field analysis, and the development of specific recommendations for street reconfigurations and wayfinding signs for a 450-mile network of on and off-street facilities. The project included design innovations such as shared-lane markings, up-hill bike lanes, buffered bike lanes, and new warning and wayfinding signs. It also included new thinking on right-of-way assignment and the design of trail street crossings. In addition, TDG developed bicycle facility design guidelines recommendations for education and enforcement programs to support and encourage bicycling, and policies for integrating bicycle considerations into all City projects and programs. The Plan focused heavily on implementation and included...Read more
The video begins at 1:39.
Ronald Tamse is a traffic engineer for the city of Utrecht, The Netherlands. Ronald has been involved in traffic design in Amsterdam and Utrecht. He is most interested in bicycle and rail transportation. He has worked on the design of the Amsterdam subway, a light rail system in Utrecht, and is currently working on urban transportation solutions as Utrecht Centraal is redeveloped. Utrecht Centraal is the largest train station in The Netherlands.
Ronald will highlight key examples from Utrecht that show some new ideas, similarities between the Dutch and American approaches, as well as a few lessons imported from Portland. These examples will share highlights from major projects that include building a new commuter railway network, including the rebuilding of Utrecht Centraal railway station, and the development of a light rail line in Utrecht that uses MAX as a development model. In addition, Ronald will demonstrate the importance of connecting bike infrastructure through network planning, infrastructure, and connections to transit.
The video begins at 0:23.
Abstract: The bike movement in the United States tends to support infrastructural changes to streets. Reshaping the built environment is expected to stimulate behavior changes in road users. At the same time, this approach may overlook the transportation cultures of existing urban communities and raise concerns about displacement and gentrification. Based on ethnographic research and advocacy experiments in Los Angeles, Lugo proposes the concept of "human infrastructure" to describe the ways that social relationships impact how people experience the built environment. By taking both physical and human infrastructure into account, transportation planners and advocates can make social justice a key part of sustainability.
The video begins at 2:06.
Abstract: The most fundamental need in a bicycling network is low-stress connectivity, that is, providing routes between people’s origins and destinations that do not require cyclists to use links that exceed their tolerance for traffic stress, and that do not involve an undue level of detour. Evaluating network connectivity therefore requires both a set of criteria for tolerable levels of traffic stress and measures of connectivity appropriate to a bikeway network.
We propose criteria by which road segments can be classified into four levels of traffic stress (LTS), corresponding to four levels of traffic tolerance in the population. LTS 1 is suitable for children; LTS 2, based on Dutch bikeway design criteria, represents the traffic stress that most adults will tolerate; LTS 3 and 4 represent greater levels of stress. As a case study, every street in San Jose, California was classified by LTS. Maps in which only lower stress links are displayed reveal a city fractured into low-stress islands separated from one another by barriers that can only be crossed using high stress links.
To measure connectivity, two points in the network are said to be connected at a given level of traffic stress if there is a path connecting them that uses only links that do not exceed that level of stress and whose length does not exceed a detour criterion (25% longer than the most...Read more
The video begins at 3:55.
Abstract: Portland is planning to launch a bike share system. Bike share is a new form of public transit that is rapidly spreading through the United States. In 2009, bike share operated in two U.S. cities. Today, 20 US cities operate systems with another 15 in the planning stages. In several cities, including Denver, Minneapolis and Washington, DC bike share has demonstrated the ability to bring new people to bicycling while reducing single occupancy vehicle trips. How will bike share work in the nation’s most bike friendly city (doesn’t everybody already have a bike)? What challenges does Portland face, and what opportunities does bike share offer to reach the Portland’s Bike Plan for 2030’s ambitious goals?
Speaker Bio: Steve Hoyt-McBeth is a project manager in the Portland Bureau of Transportation’s Active Transportation Division. He has worked on bike share at PBOT since 2008. Steve also manages PBOT’s employer and commuter Transportation Demand Management program, SmartTrips Business. He has 15 years experience working with local governments and neighborhoods in Oregon and California on land use, energy and transportation issues. Steve is a graduate of the University of Oregon.
The video begins at 1:55.
Abstract: Traffic counts are an important piece of information used by transportation planners; however, while count programs are common for motor vehicles most efforts at counting non-motorized traffic – cyclists and pedestrians – are minimal. Long-term, continuous counts of non-motorized traffic can be used to estimate month of year and day of week adjustment factors that can be used to scale short-duration counts to estimates of annual average daily traffic. Here we present results from continuous counts of non-motorized traffic at 6 locations on off-street trails in Minneapolis, MN using two types of automated counters (active infrared and inductive loop detectors). We found that traffic volumes varied significantly by location, but the month of year and day of week patterns were mostly consistent across locations and mode (i.e., cycling, walking, or mixed mode). We give examples of how this information could be used to extrapolate short-duration counts to estimates of annual average daily traffic as well as Bicycle Miles Traveled (BMT) and Pedestrian Miles Traveled (PMT) for defined lengths of off-street trails. More research is needed to determine if non-motorized traffic patterns (and subsequently our adjustment factors)...Read more