Seattle Bicycle Report Card 2012 Web

7/31/2019 Seattle Bicycle Report Card 2012 Web

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The City of Seattle established two primary goalsframing the 2007 Seattle Bicycle Master Plan: (1) totriple the amount of bicycling by 2017, and (2) to

reduce the bicycle crash rate by one-third by 2017.

PARTICIPATIONSeattle initiated its downtownbicycle count program in 1990, with subsequentcounts performed in 1995, 2000, 2007, 2009 and2010. To measure progress toward the Citys 2007Bicycle Master Plan goal of tripling the amount ofbicycling by 2017, the Citys 2007 count serves asa baseline. With 2,273 cyclists counted enteringand exiting downtown during this 2.5-hour count,

approximately 6,819 bicyclists would need tobe counted in 2016 for the City to have reachedits goal of tripling the number of cyclists. Withonly 3,251 cyclists counted in 2010, based on alinear growth rate, the City is off target to reach itsgoal. Between 2009 and 2010, however, Seattlesdowntown bicycle counts increased by nearly 22percent as did the bicycle mode split* calculatedthrough U.S. Census data. If bicycling continuesto increase at this rate, Seattle will exceed its 2007

goal of tripling the amount of bicycling by 2017.In Seattles recently published 2012 Action Agenda,the City adopted a different target for increasingbicycling in the city one that calls for an increaseof only 100 cyclists by 2014, using a 2011 baselinecount a rather unambitious target.

SAFETYWith an average of 370 bicycle collisionsreported annually (between 2007 and 2011) to theSeattle Police Department, and hundreds more

that go unreported, reducing bicycle collisions

remains a high priority motive for improving bicycleinfrastructure. To reach the Citys 2007 goal ofreducing the collision rate by one-third by 2017,

Seattle would need to bring its annual collision ratedown to .11 from .16 in 2007 calculated using theCitys downtown bicycle counts and the numberof annual reported bicycle collisions. With bicycletraffic increasing every year, and annual bicyclecollisions staying about the same, the collision rate

appears to be declining. It should be noted thatthe majority of cities we surveyed for this reporthave an adopted goal of reducing the totalnumber

of bicycle collisions rather than the collision rate.In addition, many cities have an adopted bicyclefatality reduction goal and targets which shouldbe considered in Seattles update to the BicycleMaster Plan.

se

a

ttl

e

6,819

2,2732,677

3,251

0.11

0.16

0.15

0.11

Goal:triplethea

mountof

bicycling

S a f e t y P r o g r e s s : E x c e e d i n g

P a r t i c i p a t i o n P r o g r e s s : O f f t r a c k

Goal:Reducethebicyclecrashratebyone-third

361 368

392

367 365

BICYCLE INFRASTRUCTURE IMPLEMENTATION

2007 2008 2009 2010 2011 2015201420132012 2016

Goal trendline (linear)Actual

#Reported Bicycle Collision

Bic

ycle

Crash

Rate

Downtown

Bicycle

Counts

P r o g r e s s T o w a r d S e a t t l e s 2 0 0 7 B i c y c l e M a s t e r P l a n G o a l s

seattles progress toward bikeability

*Bicycle mode split refers to the percentage of travelers using a bicyclefor transportation. Mode split data collected through the U.S. Censusrepresents the primary transportation mode for work-related trips for adults.


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Bicycle

LanesG

oalTren

dline

SharrowsGo

alTren

dline

TrailsGoalTrendline

BicycleBoulevardGoalTrendline

39.4

58.2

25.5

143.3

25.530

45

55

68

73

47.2

5.6

110.5

18.7

42.7

69.3

75.0

81.3

18.1

0

To t a l m i l e s : O n t r a c kb y f a c i l i t y t y p e : O f f t r a c k

2007 2008 2009 2010 2011 2015201420132012 2016

2 0 0 7 B i c y c l e M a s t e r P l a n N e t w o r k P r o g r e s s

Existing Trails

Existing Bicycle Lanes

Existing Sharrows

Existing Bicycle Boulevards

( M i l e s )

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$6,7

84,

837

$6,7

88,

445

$6,7

74,

224

$6,8

97,

309

2007 2008 2009 2010

FUNDING Providing safe and connected networks of world-classinfrastructure is essential to meet the increasing demand in ridershipin the city, and to meet the Citys stated goals. While a network of

sharrows, and even traditional bike lanes, can be installed relativelyquickly and at a low cost, its evident that these facility types are limitedin their potential to significantly increase the number of trips madeby bicycle and to reach an inclusive bicycling population of all agesand abilities. To establish a network of inclusive bicycle infrastructure,allocating funding in a way that aligns with this vision and with anambitious mode split goal is fundamental.

Bicycling is the fastest growing mode of transportation in the city, andyet on average, only 2 percent of the Citys transportation budget

is being allocated to biking improvements less than the currentmode share and significantly less than the Citys goal mode share ofbicycling.

Between 2007 and 2010, Seattle allocated $11-12 per person annuallyfor bicycle-related improvements, the amount decreasing slightly eachyear. For international comparison Amsterdam spends nearly $40 perperson annually on bicycle infrastructure. As a result of this investment,along with transportation policies that make biking convenient,comfortable and safe, 41 percent of all trips in central Amsterdam are

by bike.

seattles progress toward bikeabilityBICYCLE FUNDING

s

eattle

C i t y - a l l o c a t ed B i c y c l e F u n d i n g i n S e a t t l e


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y e a r 1 9 9 0b i c y c l e m o d e s p l i t . 5 %

b i c y c l e n e t w o r k 5 3 m i l e s

y e a r 2 0 0 0b i c y c l e m o d e s p l i t 1 . 9 %

b i c y c l e n e t w o r k 6 4 m i l e s

y e a r 2 0 1 1b i c y c l e m o d e s p l i t 3 . 6 % *

b i c y c l e n e t w o r k 2 0 4 m i l e s

BICYCLE MODE SPLIT & NETWORK PROGRESSION

Bike lane

Multi-use Trail/Path

Sharrows

B i c y c l e M o d e S p l i t b y C e n s u s T r a c t

*data reflects 2010 American Community Survey 1-year estimate

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Its clear that Seattle has made progress more people are biking every year and theCity continues to add new miles of bicycle

infrastructure. However, for this report wesought to learn from other cities aroundthe country about their efforts to promotebicycling, and in doing so, it became apparentthat Seattle is slipping behind. From bicyclepolicy to planning to infrastructure design innovation, vision and leadership is sweepingthe country from Los Angeles to New YorkCity. Needless to say, as Seattle updatesthe Bicycle Master Plan, we hope this report

inspires a similar bold approach to policy,planning and infrastructure, as is beingexemplified in other bicycle-friendly citiesacross the country.

The following provides a snapshot of eightcities in the U.S. (including Seattle) citiesthat we often hear about on account of theirambitious efforts to increase bicycling. Withinthe next few pages, we share information from

each of these cities about innovative policiesthat have been adopted, ambitious plansfor state-of-the art bicycle infrastructure, andvisionary citywide goals that serve as pillarsto each citys bicycle agenda. The conclusionserves as an opportunity to distill what wevetaken away from our partner cities in an effortto propose at a high level a vision forSeattle.

a comparison among U.S. bike-friendly citiesCHICAGO WASHINGTON D.C.SAN FRANCISCO SEATTLE PORTLANDMINNEAPOLIS LA NYC

C h i c a g o1 . 3 %S a n F r a n c i s c o

3 . 5 %

S e a t t l e

3 . 6 %P o r t l a n d6 %

M i n n e a p o l i s3 . 5 %

L A. 9 %

W a s h i n g t o n D . C .3 . 1 %

B i c y c l e C o m m u t e R a t e s 2 0 1 0 A m e r i c a n C o m m u n i t y S u r v e y D a t a

N e w Y o r k% . 8


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EXISTING INFRASTRUCTURE(MILES)

INFRASTRUCTURE PLANNED 2012-13*(MILES)

a comparison among U.S. bike-friendly cities

*data not provided for Minneapolis**only reflects 2012

**

10

19

1210

40

13

50

255

3

0.5

25

5

4

4

2.5

3.6

5

34

15

10

20

2

2

3

7

3.2

4

15

5

45

134

6073

55 63.5

230

176

407

4

74

2.5

5

6.5

5

20.35

40

64

81.5

28

42

39

47.2

50

85

51

78

328

5.6

9

59

Ded icated bicycle lanes

Protected bicycle lanes (cycle tracks)

Multi-use trails

B uered bicycle Lanes

Shared pavement markings (sharrows)

B icycle boulevards/neighborhood greenways

Chicago WashingtonD.C.

San Francisco Seattle PortlandMinneapolis LA NYC Chicago WashingtonD.C.

San Francisco Seattle PortlandLA NYC


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Bicycle Boxes Bicycle Signals Advanced Bicycle Detection HAWK Signals* or activewarning beacons at bicyclecrossings


In addition to on-street and off-street bicycleinfrastructure, like cycle tracks, neighborhoodgreenways, and separated trails, there are

other types of bicycle improvements andprograms that help to improve the safetyand desirability of bicycling within a city.For example, intersection treatments suchas bicycle boxes, dedicated bicycle signalsand two-stage turn queue boxes facilitate

safer transitions for bicyclists throughintersections, reducing the potential forconflict between roadway users. Bicycle and

pedestrian-specific signals, such as HAWK*signals, located at arterial crossings alongneighborhood greenways, ensure thatbicyclists can safely navigate the intersectionand are fundamental to a successfulgreenway network.

The following depiction demonstrates theefforts made in each of the eight citiessurveyed for this report to provide various

types of bicycle-specific improvements.

NoWorking on itYes

INNOVATION

L A

P o r t l a n d

M i n n e a p o l i s

S e a t t l e

W a s h i n g t o n D . C .

C h i c a g o

S a n F r a n c i s c o

N e w Y o r k C i t y NA NA

*HAWK signals are high-intensity activated crosswalks intended toimprove crossings for people walking and bicycling


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L A

P o r t l a n d

M i n n e a p o l i s

S e a t t l e

W a s h i n g t o n D . C .

C h i c a g o

S a n F r a n c i s c o

N e w Y o r k C i t y

Left-turn Queue Boxes On-street Bike Corrals Bicycle ScrambleIntersections (diagonalcrossing)

Bike Share


Seattle has made progress in providinginnovative intersection treatments, such asbicycle boxes and dedicated bicycle signals,

but pales in comparison to other cities likeNew York, where over 80 dedicated bicycle

signals have been installed, or Portland,where 85 on-street bicycle parking corralsexist and advanced bicycle detection is being

used to trigger traffic signals along bicyclecorridors.

The following depiction demonstrates theefforts made in each of the eight citiessurveyed for this report to provide various

types of bicycle-specific improvements.

INNOVATION

1

27

6

10

0

2

85*

NA NA

L A

NoWorking on itYes

NA

*In addition to Portlands 85 existing on-street bicyclecorrals, 75 are in the queue to be installed.


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Portland, one of three Platinum-level BicycleFriendly Communities*, is often recognized asone of the countrys most bike-friendly cities.

With a bicycle mode split of 6 percent, its nosurprise that Portland was ranked the No.1most bike-friendly city by Bicycling Magazine in2012.

Portlands existing plans, policies andinfrastructure demonstrate the Citys strongcommitment to bicycling. The PortlandBicycle Plan for 2030 frames the Citys visionfor bicycling a vision whereby bicycling is afundamental pillar of the Citys fully integratedtransportation system, with more than aquarter of all daily trips are taken by bicycle onthe citys world renowned bikeway network.The vision further embraces a future whereresidents and visitors know they can readilyfind a low-stress, efficient and comfortablefacility be it a bicycle boulevard, bike lane,cycle track, paved trail, natural surface trailor other well-designed, maintained and

marketed bikeway to get from where theyare to where they want to go.

Transformational policies such as, put greentransportation first, and create conditions thatmake bicycling more attractive than driving fortrips three miles or less, and an infrastructurecommitment of building a 962-mile network

of bikeways by 2030 provide the foundationfor Portland to achieve their vision and a 25percent bicycle mode split goal.

As of 2012, Portland has installed 318 milesof bicycle infrastructure, including 59 milesof neighborhood greenways, 181 miles ofbicycle lanes, and 78 miles of off-street trails.The City is planning for an additional 634miles of dedicated bicycle facilities to beimplemented by 2030. This will include 256miles of neighborhood greenways/advisorybike lanes, 314 miles of separated, in-roadwaybike facilities (including cycle tracks, bufferedbike lanes, and bike lanes), and 64 miles ofoff-street trails.

With a strong emphasis on improving andexpanding their neighborhood greenwaynetwork, Portland has reduced speed limitsacross the neighborhood greenway networkto 20 miles per hour, while designing thecorridors to the same 20 mile per hour speed.

Meanwhile, Portland is at the forefront ofbicycle intersection innovation, constantlyseeking ways to improve the safety andpriority for bicyclists. Dedicated bicycle signalshave been installed at 15 intersections alongwith 26 bicycle boxes. The City continuesto enhance signal timing and operations to

reduce delay for bicyclists, and in-lane bicycle

detection and infrared sensors are being usedto collect data while detecting bicyclists asthey approach the intersection.

po

rtland

inspiration from U.S. bike-friendly citiesPOPULATION: 585,429 | BIKE MODE SPLIT: 6% | F: 35% M: 65%

MOST INSP IR ING

aiming for 25 percent mode split by 2030 making bicycling more attractive thandriving for trips three miles or less implementing a 962 mile bikeway networkby 2030 leading the way in innovative bicycle intersection treatments reducingspeed limits to 20 mph across the neighborhood greenways*Recognized by the League of American Bicyclists


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POPULATION: 2,698,831 | BIKE MODE SPLIT: 1.3% | F: 28% M: 72%

With several miles of cycle tracks alreadyconstructed, the City of Chicago has boldlycommitted to constructing 100 miles of

protected bicycle lanes by 2015 whileallocating $40 million from federal and localfunding sources to doing so. Needless to say,Chicagos bicycle leadership is far outpacingother cities.

With a current bike mode split of 1.3 percent,Chicago has adopted a we can do better-much better attitude, establishing a goal toincrease the bicycle percentage of all trips lessthan five miles to at least 5 percent by 2015.

To realize this vision, Chicago Mayor RahmEmanuel has committed to installing 100 milesof protected bike lanes by 2015, while stillimplementing 10 additional miles of bike lanesand shared lanes each year and another 10miles of neighborhood greenways by 2015.

Chicago also plans todeploy at least 10

pilot locationsin conjunction

with protectedbike laneswith bicyclesignals andleading bicycle

intervals. Bikeparking is also a

priority for Chicago,with a target of 500public bike racks to

be installed annually.Framed under theCitys vision to MakeChicago the BestBig City in Americafor Cycling andWalking, Chicagorecently adoptedambitious goalsto increase bicycle

safety and thecitys mode split,while significantlyexpanding bicycleinfrastructureand investments.Chicago adopted a Vision Zero goal, aimingto eliminate all pedestrian, bicycle and overalltraffic fatalities in the next 10 years, whilereducing the number of bicycle and pedestrian

crash injuries by 50 percent each within fiveyears.

To achieve these safety targets, the Cityplans to analyze all fatal bicycle crashes whileimproving the Citys top 10 traffic collisionlocations annually. Meanwhile, the City has

committed to developing strategies, an actionplan and funding to begin conversion ofresidential streets to a 20 mph standard.

Innovative bicycle projects like the

Bloomingdale Trail and Navy Pier Flyoverdemonstrate Chicagos commitment totransforming the city into a bicycle city. TheBloomingdale Trail will convert an unusedrail line into a 2.65 mile elevated, gradeseparated, bicycle and pedestrian trail.

Chicagois developing

a Streets for CyclingPlan 2020 asking residents

to identify locations forprotected bike lanes. The Citysdraft network includes 60 miles ofBicycle Spoke Routes, 260 miles ofCrosstown Bike Routes (where the

majority of the protected bikelanes will be), and 320 miles

of Neighborhood BikeRoutes.

PROTECTED

BIKEW

AYS

ch

ica

g

o

inspiration from U.S. bike-friendly cities

MOST INSP IR ING

constructing 100 miles of protected bikeways by 2015 reducing bicyclefatalities to zero in 10 years + cutting bicycle crashes in half within five years

10 pilot locations planned for bicycle signals + leading bicycle intervals installing 500 bike racks per year reducing residential streets to a 20 mphstandard


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As a Gold-level* Bicycle Friendly Community,Minneapolis is often rated as Americas BestBike City a city that has been at the forefront

of the bicycle transportation movement formany years, and a city where the harsh wintersdo little to scare away the seasoned bicyclecommuters. With an impressive 85 miles ofseparated trails, Minneapolis continues to findinnovative ways to expand its bicycle

infrastructure. In one year, between 2010 and2011, Minneapolis increased the citys on-street bikeway network by 75 percent, adding

35 miles of bikeways on streets along withfour new bicycle boulevards and the statesfirst dedicated bicycle signal.

As a testament to their efforts to expandbicycling infrastructure, the Citys bicyclecounts have shown a 174 percent increasebetween 2003 and 2008, and a 47percent increase between 2007 and2011. But for Minneapolis this is justthe beginning. The City has adoptedambitious goals for increasingthe bicycle mode split while alsoreducing the number of total bicyclecrashes. At 3.5 percent in 2010, the Citystrives for a bicycle mode split of 7 percentby 2014, with a milestone of 6 percent by2012 while also aiming to increase thebicycle mode share among underrepresentedgroups 5 percent faster than the citywide

bicycle mode share increases. In addition,Minneapolis has established a goal ofincreasing their 2008 baseline bike count by60 percent by 2014.

In addition to increasing bicycle volumes,the City has embraced bicycle safety as akey priority. Since 2000, the average annual

number of bicycle-motor vehicle crashesdropped by 20 percent. Meanwhile, the Cityhas adopted a goal to reduce the number ofbicycle-motor vehicle crashes by 10 percenteach year while implementing a Toward Zero

Death Initiative (cutting the fatality ratein half every five years). In order to

achieve these goals, Minneapolishas committed to evaluatingthe top 10 crash locations

annually while implementingcountermeasures for the topthree intersections each year.

To achieve the Citys goals forincreasing bicycle safety and mode

split, Minneapolis plans to have 100 percentof the Citys neighborhoods connected to abicycle facility by 2020 while implementingat least 10 experimental and innovative

infrastructure treatments.

m

inne

apolis POPULATION: 385,384 | BIKE MODE SPLIT: 3.5% | F: 24% M: 76%


MOST INSP IR ING

striving for a 7 percent bicycle mode split by 2014 while increasing bicyclingamong underrepresented groups at a 5 percent faster rate reducing bicyclecrashes by 10 percent each year and cutting fatalities in half every five years

implementing at least 10 innovative infrastructure treatments by 2020*Recognized by the League of American Bicyclists

Over400 locations

have been countedfor bicycling and walking

in Minneapolis. A top

location for bicycling is alongthe Washington AvenueSoutheast Bridge, with6,850 bicycle trips per

day!

BIC

YCLE

COUN

TS


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The 2010 Bicycle Plan for Los Angeles callsfor a transformation of the city to a bicyclefriendly community. With approximately 334

existing miles of bikeways, the plan proposesan ambitious network of 1,684 miles ofbikeways to be implemented by 2045. Thebikeway network will consist of 719 miles ofbicycle lanes, 825 miles of the traffic calmedneighborhood routes, and 139 miles of greenbikeways (trails). A foundational goal of theCitys as adopted in the 2010 Bicycle Plan isto make every street a safe place to ride abicycle. Perhaps the most inspiring element

of the 2010 Bicycle Plan is the Citys pledgeto build 40 miles of bike lanes per year.

Los Angeles has also established a strongpolicy commitment to the integration ofbicycling and transit, with one policy statingthat the City will incorporate bikeways intotransit projects that include an exclusive right-of-way. Meanwhile, Los Angeles is gearing upto launch the countrys second largest bike

share program, behind New York City, withinitial plans to install 400 rental kiosks and4,000 bicycles.

POPULATION: 3,831,880 | BIKE MODE SPLIT: .9% | F: 22% M: 78%


a 1,684-mile proposed bikeway network an adopted goal to make everystreet a safe place to ride a bicycle the countrys second largest bike share

system with 400 rental kiosks and 4,000 bikes

MOST INSP IR ING

LAsCicLAvia

closes several milesof streets in downtownLA to cars, making the

streets safe for people towalk, bike, skate or play.

Over 100,000 peopleparticipated in the last

CicLAvia event!

CAR

-FREE

STR

EETS

lo

sa

n

ge

le

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washingto

n

d.c.

Washington D.C.s bicycle infrastructure hasgrown exponentially over the years includingthe implementation of high-profile projects

like protected bikeways on PennsylvaniaAvenue and 15th Street. The Citys effortsto provide protected facilities for peoplewho bicycle have been successful; a recentreport from the District Department ofTransportation found that bicycle volumesincreased by an average of 200 percent afterthe Pennsylvania Avenue cycle track wasinstalled while 90 percent of users indicatedfeeling safer while bicycling along the

corridor due to the new facilities.

With a mode split goal of 5 percent by2015, Washington D.C. continues to seeknew ways to make bicycling safer and moreprolific. One way theyve approached thisis through the Citys bike share program Capital Bikeshare (formerly SmartBike D.C.).As the countrys first bike share system,Capital Bikeshare offers over 1,500 bikes at165 stations helping to make bicycling moreaccessible to people across the city.

POPULATION: 604,453 | BIKE MODE SPLIT: 3.1% | F: 32% M: 68%


200 percent increase in bicycling post Pennsylvania Avenue cycle trackinstallation 5 percent mode split goal by 2015 the countrys first bikeshare program

MOST INSP IR ING


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sa

n

fr

an

cisco

As a Gold-level* Bicycle Friendly Community,San Francisco has established an ambitiousbicycle mode split goal of 20 percent by 2020,

from less than 4 percent today. In conjunction,San Francisco aims to reduce the percentage ofautomobile trips from 63 percent to 50 percentby 2030.

In 2009, San Francisco opened one of thecountrys first protected bicycle lanes on MarketStreet, a main commercial thoroughfare.The City continues to expand its dedicatedbicycling infrastructure as they move towardtheir goal of making bicycling one of the three

preferred modes of travel, along with walkingand transit. Helping to realize this vision, SanFrancisco has established a mode hierarchypolicy whereby bicycle riders, pedestrians,and transit users have priority in transportation

planning, engineering andimplementation in the

city.

AlongsidePortland, SanFrancisco hasdemonstratedleadership intheir efforts to

improve trafficsignalization along

corridors to create

more bicycle-friendly streets. These corridors coined as Green Wave corridors modify thesignal timing such that bicyclists can progressthrough a series of green lights, effectivelyreducing motor vehicle speeds while improvingthe efficiency and safety of both bicycle andpedestrian travel. San Franciscos first GreenWave was installed along Valencia Street, andin early 2012, the City installed its secondGreen Wave on 14th Street. As of April 2012,the San Francisco Municipal TransportationAgency (SFMTA) had requested $71,000 forthe planning, environmental review and design

of four to six additional Green Wave bicyclecorridors.

The integration of bicycling and transit has longbeen a priority for the City of San Francisco.In 1973 the SFMTA adopted a transit-first

policy, stating that within San Francisco,travel by public transit, by bicycle and onfoot must be an attractive alternative to travelby private automobile. The policy furtherstates that bicycling shall be promoted byencouraging safe streets for riding, convenientaccess to transit, bicycle lanes, and securebicycle parking.

POPULATION: 815,358| BIKE MODE SPLIT: 3.5% | F: 33% M: 67%


MOST INSP IR ING

mode hierarchy policy prioritizing transit, bikes + peds 20 percent mode split goal

by 2020 implementing green wave corridors adopted transit-first policy statingthat travel by bike, foot and transit, must be an attractive alternative to driving*Recognized by the League of American Bicyclists

f f


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In 2006, New York City made a boldcommitment to install 200 miles of bike lanes,along with 15 miles of protected cycle tracks,

in just three years. Upon completion of theCitys unprecedented network expansionin 2009, commuter cycling increased by79 percent and the City officially declareditself to be the bicycling capital of thenation. During this time, New York City alsocompleted the United States first parking-and signal-protected bicycle facility along 9thAvenue effectively establishing a precedentin the United States for re-envisioning and

reallocating public street space to provide asafer and higher quality experience for peopleriding bikes. Today, nearly 750 miles of bicyclefacilities exist 300 of which were installedbetween 2007 and 2011 and over 20 milesof protected cycle tracks exist, which is morethan any city in the United States.

As the City strives to triple the amount ofbicycle commuting by 2017, the Citys officialgoal of establishing an 1,800-mile network ofbicycle paths, lanes and routes by 2030 will beinstrumental.

Innovative infrastructure has been critical toNew Yorks successful growth in bicycling

about one-tenth of thebicycle lane network ispainted green and on many

streets, painted or physicalbuffers are provided. As of2010, the City had installed204 bike boxes and over 80dedicated bicycle signalsat intersections. New Yorkplans to install 50 miles ofbicycle facilities in 2012while also launching thecountrys largest bike share

program with 600 stationsand 10,000 bikes .

New York City leaders likeMayor Michael Bloombergand the Departmentof TransportationsCommissioner JanetteSadik-Khan have beeninstrumental in thetransformation of the citysstreets boldly establishingbicycling as a high priorityin the Citys transportation commitments andimprovements.

new

yo

rk

cityPOPULATION: 8,391,881 | BIKE MODE SPLIT: .8% | F: 21% M: 79%


MOST INSP IR ING

installed 200 miles of bikeways in three years more than 20 miles of existing

cycle tracks an adopted goal to complete an 1,800-mile network of bicyclefacilities by 2030 launching the countrys largest bike share program

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lessons learned: application to seattle

We recognize the progress the City of Seattlehas made since adopting the 2007 SeattleBicycle Master Plan. The City has installed

nearly 130 miles of sharrows and bicyclelanes and 98 miles of signed routes and morerecently, innovative treatments like bicycleboxes, buffered bicycle lanes and dedicatedbicycle signals. With bicycling increasingevery year, its clear that the investments ininfrastructure are paying off.

Yet as we look around the country, we find thatother cities are significantly outpacing Seattlein their efforts to positively transform theirrespective city through bicycling and embracinga vision that provides direction toward a futurecity that is desired, rather than one that furthersthe status quo.

Weve distilled the inspiration and leadershipwe uncovered in the seven cities surveyed forthis report into eleven recommendations forSeattle as the City strengthens its commitmentsto bicycling, and more immediately, in its

update to the Seattle Bicycle Master Plan.

1. Commit to funding and building anambitious network of world-class bicycleinfrastructure, for example 200 miles infive years, that is safe, comfortable, andconvenient for people of all ages andabilities.

Inspiration: Chicago, Portland, Los Angeles, New

York, San Francisco

2. Commit to designing new bicycle facilitiesand upgrading existing bicycle facilities toencourage use by people of all ages andabilities.

Inspiration: Chicago, New York City, Portland

3. Commit to improving bicycle safety andefficiency at intersections along bicyclecorridors through the following types oftreatments: dedicated bicycle signals and exclusive signal

phasing bicycle boxes and two-stage left turn queue boxes bicycle conducive signal timing, or green wave

corridors advanced, in-lane bicycle detection

bicycle scramble intersections and diagonalcrossings

dedicated bicycle and pedestrian signals at arterial

crossings along neighborhood greenway corridors

Inspiration: San Francisco, Portland, New York,

Minneapolis

4. Adopt an ambitious and visionary bicyclemode split goal, such as 20 percent modesplit by 2020.

Inspiration: Portland, San Francisco

5. Establish targets and an action plan forincreasing bicycling among underrepresentedpopulations.

Inspiration: Minneapolis

6. Adopt an ambitious and visionarybicycle collision reduction goal, aiming tosignificantly reduce total bicycle collisionsannually and eliminate all bicycle fatalities.

Inspiration: Minneapolis, Chicago

7. Evaluate and provide safety interventionsat the 10 highest bicycle collision locationsannually.

Inspiration: Minneapolis, Chicago

8. Reduce speed limits on residential streetsto 20 mph in conjunction with traffic calmingmeasures.

Inspiration: Chicago, Portland

9. Install on-street bicycle parking corralsthroughout Seattles urban villagescontributing to the economic vibrancy ofSeattle.

Inspiration: Portland, San Francisco

10. Adopt a green transportation modehierarchy policy - prioritizing people walking,biking and riding transit in transportationplanning, design and implementation.

Inspiration: San Francisco, Portland

11. Commit to being innovative and boldwhen planning, designing and constructingworld-class bicycle facilities.

Inspiration: Minneapolis, Chicago, New York, Portland,Washington D.C., LA, San Francisco

RECOMMENDATIONS

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With Chicago leading the way in their publicized commitment to fund and implement a 100-mile network of protected bicycle facilities by 2015,we decided to experiment with a similar vision for Seattle. While the maps below are purely conceptual in terms of the specific routes selected, itoffers a representation of what a network of world-class bicycle facilities could look like in Seattle. For purposes of this visioning exercise, arterial

routes have been selected, however a world-class network of safe, convenient and comfortable bicycle connections could be comprised of botharterial and non-arterial bicycle infrastructure, such as neighborhood greenways and cycle tracks.

I m a g i n e . . . A 50-mile network would begin to establish a foundation of world-class bicycle facilities withinSeattles urban villages.

...like 2nd avenue downtown

A VISION FOR SEATTLE | WORLD-CLASS BIKEWAYS

50

M

ILES

2nd Ave, Downtown Seattle (existing) 2nd Ave, Downtown Seattle (conceptual futurecycle track)

E x i s t i n g m u l t i - u s e t r a i l sC o n c e p t u a l w o r l d - c l a s s b i c y c l e f a c i l i t y

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A 100-mile network of world-class bicycle facilities would bring Seattle closer to providing connections within and between all urban villages inthe city, providing the opportunity for most people to travel to destinations by bike, without needing to leave a trail, cycle track or residentialbikeway.

100

M

ILES


I m a g i n e . . . A 100-mile network would establish a foundation of world-class facilities connecting betweenand within Seattles urban villages.

...like NE 65th St

NE 65th St, Seattle (existing) NE 65th St, Seattle (conceptual future cycletrack)

E x i s t i n g m u l t i - u s e t r a i l sC o n c e p t u al w o r l d - c l a s s b i c y c l e f a c i l i t y

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A 200-mile network of world-class bicycle facilities would ensure that the majority of Seattle residents lived within close proximity to a safe,convenient and comfortable bicycle facility. People would be able to safely ride between destinations such that interactions with cars would berare. Using the four types of bicycle riders categorization as researched and adopted in Portland where 60 percent of the population would be

interested in riding if they felt safer on the roadways a 200-mile network of world-class bicycle facilities in addition to Seattles existing trail networkwould create conditions for nearly 400,000 people within Seattle to feel that they have safe option for riding a bicycle.

2

00

M

ILES


I m a g i n e . . . A 200-mile network would provide the majority of Seattle residents with access to a world-classbicycle facility

...like Westlake Ave

Westlake Ave, Seattle (existing) Westlake Ave, Seattle (conceptual future cycletrack)

E x i s t i n g m u l t i - u s e t r a i l sC o n c e p t u a l w o r l d - c l a s s b i c y c l e f a c i l i t y

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conclusion

We envision Seattle as a city where bicycling is a safe, comfortable,convenient and enjoyable means of getting around for everyonewho wants to ride; a city where, regardless of age, gender, ability or

income-level, people can safely bicycle to where they want to go.Seattle has made progress toward this vision, particularly sinceadopting the 2007 Bicycle Master Plan. However, when we look toother bicycle cities around the country, we see bold leadership andcommitments to bicycling that are quickly outpacing Seattle. Moreimportantly, we see cities that are laying the groundwork to becomeworld-class transportation cities, where ones ability to get around isindependent of an automobile. From our perspective, these citiesare on a trajectory to become some of the happiest, healthiest andeconomically vibrant cities in the world. We envision a similar future forSeattle.

Seattle is in a unique position to transform itself through its approachto transportation. Looking to cities like Chicago, Portland, New Yorkand San Francisco, we see examples of cities that are investing in thefuture of their communities by way of investing in bicycling. Thesecities offer inspiration and lessons for Seattle as we aspire to becomethe most bike-friendly city in the U.S.

Moving Seattle to the next level of bike-friendliness where all

residents have the freedom get around safely by bicycle because theyhave access to a safe, convenient and comfortable bicycle facility willrequire leadership and commitment at all levels. From elected officialsto City staff, from the business community to local advocates, we mustall work together to establish bicycling as a key priority in decisionsabout funding, policy and infrastructure design.

We want to again thank all of the jurisdictions for participating in thiseffort and for providing inspiration for Seattle to accelerate progresstoward the vision of a community that bicycles.

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The following jurisdictions responded to anonline survey providing information abouttheir respective jurisdictions bicycle policies,

plans and infrastructure:Minneapolis, Chicago, San Francisco,Seattle, Portland, Washington D.C., andLos Angeles

Additional data and information wascollected through:

2007 Seattle Bicycle Master Plan, Seattle

Department of Transportation

2012 Seattle Department of Transportation

Action Agenda, Seattle Department of

Transportation

2012 Seattle Bicycle Master Plan Progress

Report, Seattle Department of Transportation

Chicago Forward: 2012 Department of

Transportation Action Agenda

Streets for Cycling Plan 2020, Chicago

Department of Transportation

The Portland Bicycle Plan for 2030 & One Year

Update, Portland Bureau of Transportation

2010 Bicycle Plan, Los Angeles Department of

City Planning

Bicycling Account 2011, City of Minneapolis

On-line Bicycling Reports, City of Minneapolis

http://www.streetsblog.org

District Department of Transportation: Bicycle

Facility Evaluation, Washington D.C., 2012.

Cycling in New York: Innovative Policies at the

Urban Frontier, 2010 (Pucher, J.; Thorwaldson, L.;

Buehler, R.; Klein, N.)

PlaNYC Bicycle Network Expansion, 2006-2010.

Bicycling and Walking in the United States: 2012Benchmarking Report, Alliance for Biking and

Walking

references + data sources

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photo credits

COVER: 1, 3. Max Hepp-Buchanan, Cascade Bicycle Club; 2. saltcycle.org

PAGE 2: RedBox Pictures / Cascade Bicycle Club

PAGE 4: 1. seattlebikeblog; 2. seattlelikesbikes.org; 3. file photo

PAGE 6: ontheroadtogreeness.blogspot.com

PAGE 10: 1. treehugger.com; 2. John Mauro, Cascade Bicycle Club; 3,4. Tessa Greegor, Cascade Bicycle Club

PAGE 11: 1. saltcycle.com; 2, 3. Tessa Greegor, Cascade Bicycle Club;4. John Mauro, Cascade Bicycle Club

PAGE 12: Jonathan Maus, BikePortland

PAGE 13: Flickr, Chicago Bicycle Program

PAGE 14: Flickr, Micah Taylor

PAGE 15: EastsideScene.com

PAGE 16: John Mauro, Cascade Bicycle Club

PAGE 17: sf.streetsblog.org; San Francisco Bicycle Coalition

PAGE 18: Jim Henderson, Wikipedia

PAGE 20: 1. Jim Henderson, Wikipedia; 2. Max Hepp-Buchanan,Cascade Bicycle Club; 3-5. Tessa Greegor, Cascade Bicycle Club

PAGE 21: 1. Flickr, Ensie; 2. Chicago DOT; 3 - 4. Tessa Greegor,Cascade Bicycle Club

PAGE 22: 1. Flickr, Richard Drdul; 2 - 4. Tessa Greegor, CascadeBicycle Club

PAGE 23: file photo

PAGE 25: photo source: Max Hepp-Buchanan, Cascade Bicycle Club


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Documents

Seattle Bicycle Report Card 2012 Web