policiesforpedaling-120816 - depaul university, chicago · chicago, 13,150 traffic-related tickets...
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POLICIES FOR PEDALINGManaging the Tradeoff between
Speed & Safety for Biking in Chicago
CHADDICK INSTITUTE FOR METROPOLITAN DEVELOPMENT AT DEPAUL UNIVERSITY | POLICY SERIES
2016
BIKEUB
ER P
OOL
CTA
VS.
BY JENNA CALDWELL, RILEY O’NEIL, JOSEPH P. SCHWIETERMAN* & DANA YANOCHADECEMBER 12, 2016
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CHADDICK INSTITUTE FOR METROPOLITAN DEVELOPMENT AT DEPAUL UNIVERSITY CONTACT: JOSEPH SCHWIETERMAN, PH.D. | PHONE: 312.362.5732 | EMAIL: [email protected]
JENNA CALDWELL, RILEY O’NEIL, JOSEPH P. SCHWIETERMAN* AND DANA YANOCHA
RILEY O’NEIL, JENNA CALDWELL AND STIJN VAN DER SLOTDATACOLLECTION
AUTHORS
THE STUDY TEAM
RACHAEL SMITHGRAPHICS
FROM TOP RIGHT, COUNTER CLOCKWISE: PHOTO BY VICTOR GRIGAS (CREATIVE COMMONS), COLLEEN O’NEIL AND DANA YANOCHA
PHOTOGRAPHY
*CORRESPONDING AUTHOR
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EXECUTIVE SUMMARY
TheCityofChicago’sinvestmentsinbikeinfrastructureoverthepastseveralyears,includingdesignatedlanesandotheramenities,areallowingcycliststoreachtheirdestinationquicklyandwithastrongperceptionofpersonalsafety.Thisstudyevaluatesthespeed,convenience,andpredictabilityofbicycletravelinChicagoaswellaspolicyoptionstohelpmanagethegrowthofbikingasameansoftransportationinthecity.
AreviewofmunicipalordinancesaroundthestateofIllinoisandfieldobservationsof875cyclistsatsixintersectionsinChicagoprovidevaluabledetailsaboutthebehaviorofcyclistsinthecity–particularlyinregardstoreducingrisk.BuildingondatacollectedfortheSpring2016study,HaveApp,WillTravel:ComparingthePriceandSpeedofFiftyCTAandUberPoolTripsinChicago,thereportalsoexploresresultsfrom45matchedtripsmadebetweenrandomlyselectedpointsthroughoutthecity.Consideringallthreemodes–publictransit,UberPool,andbike–bikingprovedfasterthanpublictransiton33ofthe45tripsandfasterthanUberPoolon21trips.Whiletripsbetweenneighborhoodsincludedthelargestpercentageofunmarkedstreetsused,morethanhalfofthetotalbikemileageonallroutescouldberiddenondedicatedbikelanesand/ortrails.
Basedonthesedata,thestudymakespolicyrecommendationsformunicipalitiesinterestedinsupportingbiketravelbyencouragingridershipandsafetyontheroad.Recommendationsinclude:
I. Consideringpermitting“IdahoStops”atfour-waystopintersections,whichwouldenablecycliststodeterminewhethertostoporyieldbasedontrafficconditionsinordertomaintaintheirmomentum.Thestudyshowsthatonlyaboutonecyclistin25presentlycomplieswiththelawtocometoacompletestop.ApilotprogramtoallowIdahoStopsatcertaintrafficsignalintersectionswhentrafficvolumesarerelativelylowmayalsobeconsidered.
II. Loweringfinesforcyclistswhocommitminortrafficviolationsandoffering“diversionprograms”asanalternativetopayingafineifthecyclistattendsanapprovedtrafficsafetyclass.Suchprogramspresentauniqueopportunitytoeducatecyclistsabouttrafficlawsandhowtheyareenforced.
III. Prioritizingincremental,low-costinfrastructureimprovements,suchassignage,alongroutesthatconnectneighborhoodsoutsideofdowntown.Intheabsenceofadesignatedbikelane,theseeffortsbothencouragedriverstosharetheroadandjustifycyclistsridingintraffic.
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Investmentsinbikeinfrastructurethroughout
Chicago—dedicatedlanesoncitystreets,trails,
bikesharingstationsandrelatedamenities—are
allowingmanywhotravelbybiketoreachtheir
destinationfasterandwithastrongerperceptionof
personalsafetythanjustafewyearsago.The
impressivepaceoftheseenhancements,together
withthehealthbenefits,convenience,andlowcost
ofbiking,haveraisedthevisibilityofamodeonce
confinedtothemarginsofurbanlife.
Alongwiththegrowthofbikingcomesaneedfor
newstrategiestobetterintegratethismodeintothe
ebb-and-flowofthecity’stransportationsystem.This
reportofferstechnicalperspectivesonthreeissues
thataddresstheseconcerns:
SECTION I exploresthestatusofregulationsgoverningbicycletravelandenforcement,bothin
Chicagoandelsewhere.Thissectionoffersadetailed
lookatpotentialimplicationsforadoptingthe“Idaho
StopLaw”toaddresscyclists’desiretopreservetheir
momentumatintersectionsandsavetime.SECTION II providesnewevidencetosupportthenotionthatshortertraveltimesandtrippredictability
maybedriversinthegrowthofbiketravel.The
sectioncomparestraveltimesbybikewithpublic
transitandUberPoolalong45differentroutes.
SECTION III suggestspolicyoptionsandprioritiesforpolicymakers,withparticularattentionfocusedon
adoptingpoliciesthatstrikeareasonablebalance
betweenthedesiretoencouragetheconvenienceof
biketravel,whilenotoverlookingthesafetyof
cyclistsandothersontheroad.
Thisreportdoesnotextensivelyconsiderthebenefitsandcostsofinfrastructureimprovementstosupport
bicycletravel.Instead,itofferspracticalshort-term
policyoptionsworthyofcarefulconsideration.
I. POLICIES AND REGULATIONS GOVERNING BIKING IN CHICAGO
AlthoughChicagohasreceivednationalattention
recentlyforitsbike-friendliness,itisoften
overlookedthatthecityhasembracedand
encouragedthismodeformanydecades.Thecity
hasalongtraditionofinvestinginbiking
infrastructure,startinginearnestwithMayorCarter
Harrison,whocreatedabikepathfromthe
EdgewaterneighborhoodtoEvanstonandmade
bicyclingaprominentpartofthe1897mayoral
campaign.Betweenthe1960sandearly2000s,both
RichardJ.DaleyandRichardM.Daleyalso
demonstratedacommitmenttocycling
improvements,includingoff-streettrailsand
protectedbikelanes.i
Nevertheless,itwasnotuntilafterChicago’scurrent
mayor,RahmEmanuel,tookofficein2011that
effortstomakebikingmoreattractiveto
commutersgainedhighvisibility.Manymilesof
dedicatedbikelaneshavebeenaddedtocitystreets
underEmanuel.Thewidely-celebrated2013launch
oftheDivvybikeshareprogramfurtherreduced
barrierstoentryforpeopletotrybikingwhilealso
increasingawarenessthatstreetsaremeantto
servemodesotherthancarsandbuses.The
BloomingdaleTrail,knowncolloquiallyas“The606”,
aswellasthesoon-to-be-completedNavyPier
Flyover,“Paseo”inPilsen,andotherdedicated
bikewayshavebecomehallmarksofthecity’sbiking
agenda.
Inresponse,bikinghasbecomemorepervasiveand
theshareofallcommutingtripsinthecityhasrisenexponentially.From1990to2000,thissharerose
from0.3%to0.5%.By2015,commutingbybike
madeup1.4%ofthetotalshareofcommuters—
morethanfourtimestherateof1990.Althoughthe
percentageofcommuterswhotravelbybikeislessthanthatinnearbyEvanston(3.5%),andChampaign
(2.8%),itisfaraboveeveryothercityinIllinoiswith
atleast50,000residents.ii
Interestinpromotingcyclingisunderscoredbyits
myriadofhealthandenvironmentalbenefits.A
studybydeHartog,Boogaard,Nijland&Hoek
(2010)demonstratesthatthereductioninair
pollutionresultingfromashiftfromdrivingtobiking
candecreasepollution-relatedmortalityratesfor
communities.Additionally,citieswithhighbiking
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ratestendtohavealowerriskoffatalcrashesforallroadusers(MarshallandGarrick,2011).Thisbenefitislikelyduetothe“safetyinnumbers”phenomenon,theideathatdriversadjusttheirbehaviorinaccordancewiththeperceivedprobabilityofencounteringabicyclist.
TheActiveTransportationAlliance,ChicagoMetropolitanAgencyforPlanning,andChicagoDepartmentofTransportationhaveallbeenactiveparticipantsineffortstopromotesafebiketravelthroughouttheregion.TheCDOTStreetsforCyclingPlan2020remainsthecornerstoneofMayorEmanuel’svisionofaworld-classbikenetworkforChicago,espousingtomakeitthe“bestbigcityforbikingintheUnitedStates.”The2012planambitiouslycallsfora645-milenetworkofinnovativebikewaysthatpositionsbicycleaccommodationswithinahalf-mileofeveryChicagoresident.Theplanalsostrivestoconcentratethegreatestnumberofbikewaysinthemostdenselypopulatedneighborhoodsandidentifylow-ridershipareaswhereinfrastructurecouldspurgreaterridership.Insomerespects,muchoftheplan’svisionhasalreadybeenachieved:Chicagothisyearwasnamedthe“FriendliestBikeCityinAmerica”byBicyclingMagazine.iii
REGULATIONS & ENFORCEMENTAnalysisbythisreport’sresearchteamnonethelesspaintsamixedpictureofexistingregulationsonbiketravel.ThestudyteamreviewedtheordinancesofeachofIllinois’29municipalitieswithpopulationsof50,000ormoretoassessthestatusofbikelaws.Thefollowingisabriefsummaryofresultsthatappearinthe2016issueoftheIllinoisMunicipalPolicyJournal.
Bikevs.MotorTravelInall29cities,bicyclistsarerequiredtocomplywiththesamelawsgoverningmotortravel.Thisincludesspeedlimits,observanceoftrafficcontroldevices,passingregulations,andbehavioratrailroadcrossings.
HelmetsNoneofthe29municipalitiesrequireallcycliststowearhelmets,althoughCicero,EvanstonandOakParkrequirechildrenbelowacertainagetowearthem.Chicagodoesnothaveauniversalhelmetlaw,apolicyconsistentwiththeviewsofmostexperts,whobelievehelmetlawscandeterpeoplefrom
bikingandthusarecounterproductive.Further,universalrequirementsforhelmetscancreatecomplicationsforpeopleinterestedinusingDivvyandotherbikeshareprograms,particularlythosewhousethemonlysporadically.
PenaltiesThefineschargedforbicyclistsbreakingtrafficlawsgenerallyrangefrom$10to$50.Chicago’sfinesareatthehigherendofthatrange(between$50-$200).Chicagoistheonlymunicipalityevaluated,however,thatoutlinesfinesformotoristsendangeringcyclists(parkinginbikelanes,doorings,etc.),withfinesrangingbetween$150-$1,000iv.Enforcementofthesetypesoffinesarestronglyendorsedbymanybicycleadvocates.
SidewalksIn22municipalities,languagearticulates“ifandwhere”itisappropriatetorideonthesidewalk.Chicagoisamongthe22citiesthatbansadultsfromridingonthesidewalkinbusinessdistricts,andisoneofthreecitiesevaluatedthatmakeanexceptionfordowntownsidewalkridingforchildrenunderacertainage(which,inChicago,appliestoridersunder12yearsold).
TrendsinEnforcementChicagoshareswithnearlyallofthemunicipalitiesevaluatedageneralleniencytowardbicyclistswhoviolatetheregulationsdescribedabove.InChicago,13,150traffic-relatedticketswereissuedtocyclistsfrom2006and2015.Thevastmajorityofthesewereforsidewalkviolations(Knight,2015).Otheranalysisindicatesthatthecityissuedanaverageofaboutnineticketsperdayin2015.Recentmediareports,however,suggestthatticketingmaybeontherise.vNevertheless,therateofcitationsappearstobewellbelowthatofNewYork.vi
Inshort,Chicagostandsoutforitsambitiouseffortstoinvestininfrastructure,ticketmotoristswhoputcyclistsatrisk,andpromotebikesharing.Likemostcities,however,Chicagohasnotplacedagreatdealofemphasisoncreatingbike-specifictrafficlawsoradoptingeffectiveenforcementmethodstodealwithconcernsoversafety.
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IS THE IDAHO STOP LAW APPROPRIATE FOR ILLINOIS COMMUNITIES? Atpresent,noneofthe29municipalitieshaveadoptedtheIdahoStopLaw,whichwasenactedin1982inthestateofIdaho.Thispolicyallowscycliststotreatstopsignsasyieldsignsandredtrafficsignalsasstopsigns(PedestrianandBicycles,1982).ThedetailsoftheIdahoStopLawsuggestthatitwaswrittentoalignpolicywiththefactthatmanycyclistsseektomaintaintheirenergyandmomentumatintersectionswithoutcompromisingsafety.
WhilethefulllanguageoftheIdahoStopLawcanbefoundintheAppendix,themostnoteworthysectionsforthisstudycanbefoundinthegrayboxbelow.
ResearchontheIdahoStopLawsuggestsitcanbeareasonableaccommodationtocyclistsandmay,infact,enhancesafety.Meggs(2010)foundthattheyearafterthelawwasimplemented,cyclistinjuriesinIdahodeclinedby14.5%andfatalityratesremainedconstant.Thestudyalsodrewattentiontothefactthathavingcyclistsfollowthesamelawsasdriversmayinfactbemoredangerous.Leth,Frey,&Brezina(2014)concludedtheIdahoLawreducedthenumberofintersectionaccidentsbetweencyclistsandmotoristsincitieswherethepolicyhasbeenadopted.NostudieswerefoundthatconcludedtheIdahoStopLawwasunsafe.
A2007reportbyTransportforLondon’sroadsafetyunitfoundthatalthoughwomenmakeuproughlyaquarterofallcyclistsinthatcity,theyarekilledbylargetrucksatthreetimestherateasmen(Tran,2010).BetweenJuneandSeptemberof2016,sixcyclingdeathsoccurredinChicago(theaverageforafullyear),halfofwhichwerewomenstruckby
commercialsizedtrucksmakingturns(Sobol&Wisniewski,2016).TheTransportforLondonreportpositsthatwomenaremorevulnerabletotruckcollisionsduetotheirtendencytobelesslikelytodisobeyredtrafficsignalsthanmen.Bygoingthrougharedtrafficsignalbeforeitturnsgreen,menarelesslikelytobecaughtinatruckdriver’sblindspot.Instead,theygetinfrontofthetruckbeforeitstartstoentertheintersection.Thisresearchsuggeststhatsomecyclistsdisobeystopsignsorredtrafficsignalsinsituationswheretheirpersonalsafetymightbeatriskotherwise.
Otherresearchalsopointstothedangersthattrafficsignalintersectionsposetocyclists.Chen(2015)analyzed707instancesofbicyclecrashesfrom2010to2013,takingintoaccountnumerousvariables,suchasthetypeofintersectionandtrafficcontrols.Theseresultsshowsthatsignaledintersectionswereassociatedwithmorebicyclecrashes.Thus,ifcyclistsarelegallypermittedtoyieldandproceedthroughanintersectionwhencross-trafficisnotpresent,theycancleartheintersectionbeforemoretrafficbecomespresent.
AstudybyNixonpublishedin2011foundthatnearly94%ofcyclistsinterviewedconsideritanegativephysicalexperiencetohavetheirmomentuminterruptedbyastopsignorredtrafficsignal.ThemajorityofbikerssurveyedreportedthattheyactuallymakeanIdahoStop,evenwhenthelawforbidsthis.FajansandCurry(2001)suggestthatthisbehaviorhasarationalbasis,determiningthata150poundcyclistproducing100wattsofpower,withastopevery300feet,incursa40%dropintheiraveragespeed.
IDAHO STOP LAW | SUMMARYAt stop signs, the Idaho Stop Law stipulates that a cyclist: “Shall slow down and, if required for safety, stop before entering the intersection. After slowing to a reasonable speed or stopping, the person shall yield the right-of-way to any vehicle in the intersection or approaching on another highway so closely as to constitute an immediate hazard.” The law also specifies that a biker “may cautiously make a turn or proceed through the intersection without stopping.”
At traffic signals, a cyclist: “Shall stop before entering the intersection and shall yield to all other traffic. Once the person has yielded, he may proceed through the steady red light with caution.” At signaled intersections, the law specifies “a left-hand turn onto a one-way highway may be made on a red light after stopping and yielding to other traffic.”
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FIGURE 1: Observations of Bicyclist Behavior at Intersections with Counts
STOP SIGN INTERSECTIONS TRAFFIC SIGNAL INTERSECTIONS
S Cornell Ave
E 55 St
N Wolcott Ave
W Augusta Blvd
N Milwaukee Ave
W Armitage Ave
Bryn Mawr Ave
N Clark St
2. WICKER PARK133 OBSERVATIONS
4. WEST EDGEWATER140 OBSERVATIONS
5. BUCKTOWN135 OBSERVATIONS
3. HYDE PARK111 OBSERVATIONS
N Sacramento Ave
W Belden Ave
1. LOGAN SQUARE110 OBSERVATIONS
N Wells St
Kinzie St
6. RIVER NORTH236 OBSERVATIONS
A total of 875 bikers were observed during 14 total hours of observation during Summer 2016
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CYCLIST BEHAVIOR IN CHICAGO Togainperspectiveonthebehaviorofthetypicalcyclist,thedatateamforthisreportobservedbicyclistsinChicagoduringthesummerof2016atsixintersectionsoutsidedowntownonthenorth,northwest,westandsouthsides(Figure2).Halfoftheintersectionsareequippedwithtrafficsignalsandtheotherhalfwithfour-waystopsigns.Observersremainedlargelyoutofviewofcyclistsandrecordedthenumberthatmadelegalstops,IdahoStops,orfailedtoexerciseeitherlevelofprecaution.Intersectionswereselectedbasedonhighlevelsofbiketraffic.CountsforeachintersectioncanbeseeninFigure1.
Fieldobservationswereconductedtwiceateachlocationforatleast60minuteseach,onceduringregularcommutetimes(generally8–9amor5–6pm)andonceduringanoff-peaktime(e.g.weekends).Thedataoffersareasonablerepresentationofhowcyclistsbehaveatintersections,andsupportsthefollowingfindings.
FINDING I: Whencross-trafficisnotpresent,fewcyclistscomplywithexistinglawsateitherstopsignsortrafficsignals.Abouthalf,however,exerciseatleastthelevelofcautionassociatedwithIdahoStops.
Atstopsigns,justtwopercent(aboutonecyclistoutofevery50)cametoafullstopwhencross-trafficwasnotpresentwhilefarmore(43%)madeIdahoStops,slowingdownenoughtoyieldifnecessary(Figure3).Theremaining55%failedtotakeeitherprecaution.Onecanpositthatwhencyclistssensetherearenoimmediatesafetyrisks,theirdesiretomaintainforwardmomentumandconserveenergyalmostalwaysexceedstheirdesiretostrictlyadheretotrafficlaws.
Attrafficsignalintersectionswhencrosstrafficisnotpresent,30%madefullstopsandwaiteduntilthelightturnedgreen,ormadearightturnwhenpermittedafterstopping.Morethantwiceasmany(65%),however,madeIdahoStops,oftenbyproceedingthroughtheintersectionbeforethelightchanged.Onlyfivepercentfailedtodoeither,proceedingthroughtheintersectionwithoutstoppingoryieldingatall.
Theseresultsshowthatinquietconditions,compliancewithtrafficlawsisfargreaterattrafficsignalsthanstopsigns.
FINDING II: Whencross-trafficispresent,compliancewithexistinglawsismuchgreater,particularlyattrafficsignals.
Atstopsigns,ninepercentofcyclistsmadefullstopswhencross-trafficwaspresent,while65%madeIdahostops;theremaining26%tookneitherprecaution.Attrafficsignals,78%followedthelaw,andonly17%madeIdahoStops(Figure3).Theremainingsixpercentexercisedneitherprecaution.
Thesampleisnotlargeenoughtomakedefinitiveconclusionsaboutdifferencesintravelbehaviorduringpeakandoff-peaktimes.However,duringmorningandeveningrushhour(aswellasonweekends),itappearsthatagreatershareofcyclistsmakeatleastanIdahoStopcomparedtooff-peaktimes.Overall,54%compliedwithcurrentlawsduringcommutingtimescomparedto44%atother
2
3
15
4
6
FIGURE 2: Intersection Locations- City of Chicago
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times.Thelimitedsizeofthesamplemakesitdifficulttodetermineexactlywhythisisthecase,butheaviertrafficduringpeakperiodsislikelyacontributingfactor.Forasummaryofsomeofthenotabledifferencesinbehaviorbetweenintersectionsaswellascumulativeresults,pleaserefertoAppendixA.
Overall,theseresultsshowthattheIdahoStopisthemostprevalentactiontakenbybikersapproachinganintersectionexceptattrafficsignalswhencross-trafficispresent.Giventhis,itwouldlikelybequitecontroversialforlawenforcementofficialstodramatically“stepup”enforcementbytargetingIdahoStopsatstopsignintersectionsandattrafficsignalswherecross-trafficisnotpresent.AsnotedinSectionIII,theseresultssuggestthatadoptingtheIdahoStopincertaincircumstancescouldenableresourcestobedivertedtodealingwithmoreflagrantviolations.
II. MEASURING THE RELATIVE SPEED OF BICYCLE TRAVEL Thepopularityofbikinginurbanareasmaybestimulatedbyitsrelativespeedandpredictability.Tobetterunderstandtheimportanceofthesefactors,thissectionoffersasystematicanalysisofthedifferencesintraveltimebetweenbiking,ChicagoTransitAuthority(CTA)servicesandUberPooltrips.IntroducedinthecityinNovember2014,UberPoolisaformofridesourcing(oftencalled“ridesharing”)thatallowsthedrivertopickupotherpassengersonthetrip.Thisspecializedserviceisoftenreferredtoas“ridesplitting”andpricedaround40%lessthanconventionalUberXservice,makingitmorecompetitivewithtraditionaltransitoptions.
TheanalysisbuildsuponapreviousstudybytheChaddickInstitute,HaveApp,WillTravel:ComparingthePrice&SpeedofFiftyCTA&UberPoolTripsinChicago,whichcompares50“pairedtrips”(inwhichtravelersdepartedsimultaneouslyononeofthetwomodes)betweenrandomlyselectedpointsinthecity.Theanalysisbelowsupplementsthisstudy,withdatacollectedfromJune–December2016.
FIGURE 3: Legal and Idaho Stops at Chicago Intersections by Traffic Conditions
No Cross-Traffic Present Cross-Traffic Present
43%
2%0%
10%
20%
30%
Stop Sign Traffic Signal Stop Sign Traffic Signal
40%
50%
60%
70%
80%
90%
100%
65%
30%
66%
9%
17%
78%
Legal Stop Idaho Stop
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Thenewlycollecteddataincludesallrouteswithdistancesofatleast3.5miles—45ofthestudy’soriginal50paired.Thisminimummileagethresholdwaschosentolimittheanalysistobiketripsofatleast20minutes.Onshortertrips,onewouldexpectabicyclisttoarrivemuchfasterthanpublictransit—particularlywhenatransferisnecessary—onanoverwhelmingshareofrides.Thelongesttripwas15.6miles.
METHODOLOGYThedatacollectorsfollowedastrictsetofmethodologicalguidelines,ridingthesamecommuterroadbikeandbeginningeachtripbystartingatimerattheoriginaddressandwalkingthebicycletothestreet.Theridermaintainedamoderatepacethroughouttheentireride,resultinginspeedsslowerthantheexperiencedcyclist,butcomparabletoacasualcommuter.Uponapproachingthedestinationaddress,theriderlockedupthebicycleonarack(ifavailable)orstreetsignpost,walkedtothedestinationaddressandstoppedthetimer.Thedatacollectortookthenecessarytimetoputonandremoveahelmet.
Allbikingtripswereconductedonweekdaysbetween10a.m.and6p.m.Inadditiontoregulartrafficlanes(thosewithnoidentifiablemarkings),twotypesofbikelaneswereutilizedduringthesetrips:1)sharedbikelanes,whichinvolveabarrierorpaintedlane;and2)off-streetlanes,i.e.,theNorthShoreChannel,The606,andLakeFrontTrail.Themajorityoftheroutesincludedridingonsomeformofbikeinfrastructureormarkedlanes,especially
whenutilizing“bloodlinebikingstreets”,suchasMilwaukeeAvenueandDearbornStreet.RouteswereidentifiedusingtheGoogleBikeapptoavoidsubjectivejudgments.
Eachtripiscategorizedintooneofthreegroups:1)downtown-to-neighborhoodtrips;2)neighborhood-to-neighborhoodtrips;and3)outerdowntown-to-neighborhoodtrips,withthe“outerdowntown”beingcomprisedoflocationsontheperipheryofdowntown.PleaserefertotheHaveApp,WillTravelstudyfordetailsonhoworiginsanddestinationswereselectedforthesetrips.
DIFFERENCES IN TRAVEL TIMETheresultsshowthatbiketraveltimesdiffersharplybasedontheoriginanddestinationofthetrip,asseeninFigure4.
Downtown–Neighborhood:Onthesetrips,bicycletraveltimesaveraged50:52,makingthismodeslightlyslowerthantheCTA,whichaveraged49:15,andsignificantlyslowerthanUberPool’s43:21.Bicycletravelwasfasterthanpublictransitoneightof19downtown-to-neighborhoodtrips,andwasalsofasterthanUberPooloneightof19trips(Table1).
OuterDowntown–Neighborhood:Bicycletraveltimesaveraged43:38,moderatelyfasterthantheCTA(52:58)andafewminutesslowerthanUberPool(40:09).Bicycletravelwasfasterthantransitoneightoftheninetripsinthiscategory,andwasfasterthanUberPoolonthree.
TABLE 1: Results of 45 Paired Trips in Chicago: Bike, CTA & UberPool
AVERAGETRAVEL TIME
AVERAGEBIKE
DISTANCE
VS.CTACTABIKE
50:52 49:15 43:21 8 FASTER11 SLOWER $2.35 $10.11 .55 MILES
43:38 52:58 40:09 8 FASTER1 SLOWER $2.35 $9.51 .63 MILES
28:11 52:05 31:37 17 FASTER0 SLOWER $2.41 $9.47 .58 MILES
40:51
PAIREDTRIPS
19
9
17
45
8.55 MILES
7.70 MILES
5.27 MILES
7.05 MILES 51:04 38:16 33 FASTER12 SLOWER
8 FASTER11 SLOWER
3 FASTER6 SLOWER
10 FASTER7 SLOWER
21 FASTER24 SLOWER $2.36 $9.66 .58 MILES
UBERPOOL
UBERPOOL CTACTA
VS.UBERPOOL
# TRIPSFASTER BY BIKE/SLOWER BY BIKE
AVERAGECOST*
AVERAGEWALK
DISTANCE
TRIP TYPE
DOWNTOWN – NEIGHBORHOOD
OUTER DOWNTOWN – NEIGHBORHOOD
NEIGHBORHOOD – NEIGHBORHOOD
ALL TRIPS
*While commuter cyclists incur regular maintenance costs to keep their bikes running smoothly, they do not pay a cost per-trip.
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Neighborhood–Neighborhood:Forthesetrips,bicycletraveldominated,havinganaveragetimeof28:11,whichwasmarkedlyfasterthantheCTA(52:05)andmoderatelyfasterthanUberPool(31:37).Bicycletravelwasfasterthantransitonall17neighborhood-to-neighborhoodtrips,andwasfasterthanUberPoolon10of17trips.
Whenconsideringalltrips,theaveragebiketripwas40:51minutes,abouttenminutesfasterthanthe51:04averageCTAtrip,andtwo-and-a-halfminutesslowerthanUberPool(38:16).Bikingwasfasterthanpublictransiton33ofthe45tripsandfasterthanUberPoolon21trips.
Anotableexplanationforthespeedofbiketravelcomparedtotransitistheavoidanceofboththe“walktime”totransitstopsandwaittimes.Onthe45tripsconsidered,theaverageCTAtripinvolveda.58milewalk,averagingaboutnineminutes,aswellasconsiderablewaittimes.TheaverageCTAriderspentjustoverfiveminutes(05:13)waitingatabusstoporrapid-transitstationbeforetheirbus/trainarrived;manyspentadditionaltimemaking
transfers—afactorevaluatedingreaterdetailinAppendixB.
Thefollowingstatisticsillustratethedramaticwaysthatthecity’sinvestmentsinspecializedinfrastructureforcyclistshaveshapedthecharacterofbiketravel:
• Everyoneofthe45routesutilizedanoff-streettrailorbikelaneatsomepoint.Morethanhalfofthetotalmileageon38ofthe45routeswascompletedonsuchlanesandtrails.
• 36%ofthetotalmileagewasriddenonunmarkedstreets.Neighborhoodtoneighborhoodtripshadthehighestpercentageofroutesusingunmarkedstreets.
• TheLakeFrontTrailwasutilizedasthepreferredrouteforpartof15ofthe45biketrips.TheBloomingdaleTrail(alsoknownas“The606”)wasthepreferredpathineightroutes,whiletheChicagoRiverwalkandNorthShoreChannelwereinstrumentalinfourrouteseach.
0:07:30
0:22:30
0:37:30
0:52:30
FIGURE 4: Average Time by Trip Type: 45 Trips by Bike, CTA & UberPool
Downtown-Neighborhood
00:00
15:00
30:00
45:0050:52
43:38
52:58
40:09
28:1131:37
52:0549:15
43:21
1:00:00
Bike CTA UberPool
Neighborhood -Neighborhood
Outer Downtown-Neighborhood
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Thismapshowsthelocationsofthedowntown-to-neighborhood,outerdowntown-to-neighborhood,andneighborhood-to-neighborhoodroutes.Thecoloredlinesindicatewhichmodewasfastestamongalltimetests:Bike,CTAorUberPool.
LEGENDBike Fastest
CTA Fastest
UberPool Fastest
Neighborhood locations labeled with area number • Outer downtown locations labeled with OD • Downtown locations labeled with D
FIGURE 5: Comparing Trip Differences
15
20
2
16
D3
D7
D8D5
D1
1
11
12
13
14
4
77
3
65
21
227
OD1OD2
OD4
OD5OD3
OD6
D9OD7
OD8
D6D2
D4
D10
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DIFFERENCES IN PREDICTABILITY Theresultsshowthatcyclingtendstooffergreatertrippredictabilitycomparedtotheothertransportationmodes.TransitandUberPoolinvolvewaittimesthatcanbeunpredictable.Moreover,UberPoolridersalsofaceuncertaintyoverthenumberofpickupsontheirtrip,whichaverages0.85stopspertripbutreachedthreeinseveralinstances.Further,60%ofthetransittripsinvolvedmakingatransfer,whichwasfoundtoadd15.84minutestothetriptime(seeTable3inAppendixB).Bicycletravel,particularlywhendedicatedlanesareavailable,isalsolessaffectedbytrafficcongestionthanbusesandridesourcing,makingtraveltimelessvariable.Theseobservationsareborneoutinregressionanalysis,whichshowsthattraveldistance(mileage)explainsonly26.8%ofthevariationintraveltimeontheCTAtripsand37.2%ontheUberPooltrips(Table2).Therestofthevariationintraveltimecanbeattributedtootherfactorssuchaswaittimes,transfersandoperatingdelaysinthecaseoftransit,andcongestionandadditionalpickupsforUberPool.Forbiketrips,bycomparison,mileageisanexcellentpredictor,explainingmorethan90%ofthevariationintraveltime.Thus,abicyclistwhoknowsonlythetripmileagecanpredicttraveltimewithconsiderableaccuracy.
Inthemodel,thedifferencesbetweenmodesarealsoborneoutinthestandarderroroftheestimate.Thetypicalvariationbetweenthepredictedtraveltimeandactualtraveltimeinthemodel(withmileageastheonlyindependentvariable)is17.1minutesontransit,11.0minutesonUberPool,and5.0minutesonbiketrips.Ineffect,thismeasurestheanticipatederrorifatravelerweretoestimatetraveltimebasedonlyonthemileage(nottheoriginordestination).Inotherwords,estimatingtraveltimeforaroutecouldvarybyfiveminutesifthetripiscompletedbybike,comparedto17.1minutesifcompletedbypublictransit.Itshouldbeemphasizedthatthesestandarderrorsreflectthevariationbetweenroutesandnotthatincurredbyariderusingthesamerouteoverandoveragain.AdditionaldiscussionoftheregressionformulaisdetailedinAppendixB.
CHICAGO CONDITIONSUnlikethetwoothermodes,theseresultsareconditionalontheweatherbeingsuitableforbiketravel.Amajorlimitationofbikingremainstheeffectsofinclementweather(extremetemperature,highwind,precipitationandhighhumidity)aswellasavailablesunlight.Chicago,onaverage,has182daysperyearwhenthesunsetsafter7p.m.,andthereareonlyfivemonthsperyearwhenaveragelowtemperaturesareabove51degrees.Asaresult,manycommutersuncomfortablewithridingtheirbicycleinthecoldordarkwillfinditanunattractivetransportationmodemuchofthetime.Whilethespecificsofsuchfactorsarenotconsideredinthisanalysis,theyareworthnotingwhencomparingthevariousmodes.
Itisalsoimportanttoacknowledgethatcyclistsbenefitgreatlyfromtheavailabilityoftransitservice.Whencyclistsfaceinclementweather,darkness,maintenanceissues,orsufferfromaccidents,fatigueorillness,theCTAservesasa“planB”option.Indeed,theCTAislargelyregardedasabike-friendlyoperator,oftenprovidingcoveredbikeracksatstations,twobikeslotsperbus,andtwobikespertraincarduringoffpeakhours(timesotherthan7–9a.m.and4–6p.m.).vii
TABLE 2: Predicting Travel Times
5.0 MINUTES90.6%
CTA% OF VARIATION IN TIMEEXPLAINED BY MILEAGE
STANDARD ERROROF ESTIMATETRIP TYPE
BIKE
CTA
UBERPOOL 11.0 MINUTES37.2%
17.1 MINUTES26.8%
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III. POLICY IMPLICATIONS TheCityofChicago’scommitmenttoprovidinginfrastructureanddedicatedlanesforcyclinghaschangedthedynamicsofbiketravelinthecity.Asnotedpreviously,theMayor’sOffice,DepartmentofTransportation,andotherunitshavemadelarge-scaleinvestmentstosupportbiketravel.Severalfindingsfromthisstudyillustratethis.Amongthe45randomlyselectedroutesevaluated,allincludedsomeuseofdesignatedbikelanesortrails.Onaverage,morethan60%ofthemileagewasriddenonlanesandtrailsseparatingtheriderfrommotortraffic.Onlyadecadeago,muchofthesedesignatedbikelanesandrouteseitherdidnotexistorwerenotstrategicallyconnected. Investmentsininfrastructurewillcontinuetofuelbicycletravelgrowth,aswillriders’desiretoreducetraveltimeandmaximizepredictability,evenintransit-richneighborhoods.Inresponse,policymakersshouldrecognizethatenhancementstoinfrastructuremustnowbeaccompaniedbystepstomanagetheflowofbicycletraffic,whichwillrequiremoreattentiontowardcreatingenforceablerulesandimprovedpoliciesforissuingcitations.
Thefollowingpolicyrecommendationsbuildonthefindingsgeneratedfromtheaboveanalysis:
RECOMMENDATION I: EvaluatethepotentialforlegallypermittingIdahoStopsatintersectionswithfour-waystops,andassessincrementalstrategiesforallowingIdahoStopsatsignaledintersections.
Observationsfromthisstudyshowthatenforcingexistingrulesattheseintersectionswouldseemarbitraryandcapacious,withonlyonebicyclistin50complyingwiththelawwhencross-trafficisnotpresent.Stopsignintersections,especiallyfour-waystops,tendtobelessriskyforcyclistspracticingtheIdahoStopbecauseevenifcross-trafficispresent,motoristsarerequiredtostop.Stopsignintersectionsalsotendtobeinlower-trafficareas,suchasresidentialareas,wheretraffic,overall,movesatslowerspeeds.PermittingIdahoStopsatstopsignintersectionswouldalsohelpbikersfeelmoreconfidentthatenforcementeffortsarebeingdirectedtowardcyclistswhoposelegitimatesafetyrisks,andmayhelptobolsterconfidencethatthelawenforcementcommunityismorewiselyallocatingitslimitedresources.
Further,apilotprogramcouldbeenactedauthorizingIdahoStopsatselectsignaledintersectionswithrelativelylowtrafficvolumes.Thiscouldincludepostedsignsandbelimitedtooff-peakperiods.Alternatively,onecouldenvisionallowingIdahoStopsmoregenerallyduringlate-nighthours(i.e.11p.m.–5:00a.m.)whentrafficisverylightand,nodoubt,veryfewcyclistsarelikelymakefullstopsatredtrafficsignals.Althoughsuchmeasureswouldrequirefurtherstudypriortoimplementation,itbehoovesthecitytograduallymovetowardrulesthatreflectreasonabletradeoffsbetweenconvenienceandsafety.TheCitycouldalsomakeknownthatlawenforcementpersonnelwillavoidissuingcitationsforIdahoStopsasaprecursortopossiblylegalizingthem.Sucheffortswouldhelpinstillconfidenceamongbicycliststhatlawenforcementpersonnelwillnotbearbitraryinissuingcitations.
RECOMMENDATION II: Considerloweringfinesforcyclistswhocommittrafficviolationsandoffering“diversionprograms”,suchasthoseofferedintheStateofCalifornia,asanalternativetofines.
Enforcinglawsregardingbicyclesafetyisdifficultatpresentduetoboththe$50minimumfineinChicagoandthegeneralsensethatcertainruleswillnotberigorouslyenforced.Toaddressasimilarchallenge,CaliforniapassedAssemblyBill902in2015whichallowsapersonofanyagewhocommitsaninfractionnotinvolvingamotorvehicletoparticipateinadiversionprogramthatissanctionedbylocallawenforcement.Whilenotalwaysfree,theseprogramsoffercycliststheopportunitytohavetheirfinewaivedandavoidhavingtheviolationontheirrecordiftheyattendanin-personoronlinesafetyclass.Diversionprogramsalsopresentanopportunitytoeducatecyclistsaboutexistingtrafficlaws.Sincecyclistsdonothavetotakeanykindofcourseorprogramtoride,manylikelyarenotawareofthedetailsofspecificlawsrelatedtobikingandhowtheCityenforcesthem.
InChicago,suchaprogramwouldallowtheCitytopursueheightenedenforcementoftrafficregulationswithoutincurringassharpabacklashfromthebicyclingcommunity.Further,adiversionprogramand/orloweringfinesforviolationswouldmakecitationsissuedbylawenforcementpersonnellesscontentious,therebyenablingtheseofficialstostopcyclistsasmoreofalearningopportunity.
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RECOMMENDATION III: Prioritizelow-costinfrastructureimprovementsalongneighborhood-to-neighborhoodroutes.
Accordingtotherouteanalysis,neighborhood-to-neighborhoodtripshadthehighestpercentageofmileageriddenonconventionalunmarkedstreets(55%onaverage)comparedtodowntown-to-neighborhood(26%)andouterdowntown-to-neighborhood(27%)trips.Whiletrafficvolumesandspeedsarerelativelyloweroutsideofdowntown,cyclistsstillmayhesitatetouseneighborhoodstreetsthatdonothaveadesignatedbikelane.Improvedsignageonneighborhoodthoroughfaresthatdonothavecontinuousdesignatedbikelanes,suchasW.RoscoeStreetwhichconnectstheBoystown,LakeView,andRoscoeVillageneighborhoods,wouldhelpsignaltodriversthat,intheabsenceofaseparatedlane,cyclistswillberidingintheroad.Similareffortshavebeensuccessfulelsewhere,suchasMadison’s“bicycleboulevards”viiiwhichfeaturesharedroadsignageandstopsignsonlyfacingcrossstreetstohaltintersectingvehiclesandallowbicyclestocontinuealongthemainboulevard.Thesetypesoflow-costinterventionsencouragevehiclestobemoreattentivetothepresenceofcyclistsandadjusttheirspeedanddrivingbehavioraccordingly.
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APPENDIX A VarianceofComplianceRatesatIntersections
Whenreviewingthecombinedresultsatintersectionsunderbothtrafficscenarios(i.e.,withandwithoutcross-traffic),therateofnon-compliancewithexistinglawsismorethantentimesgreateratstopsignsthanattrafficsignals.Justfourpercentofcyclists--aboutonein25--compliedwithexistinglawsatstopsigns,whilealmosthalf(49%)madeanIdahoStop.Attrafficsignals,50%madelegalstopswhile42%madeIdahoStops,andonlyeightpercentdidnotobserveeitherprecaution.Thus,itappearsthatcyclistspracticetheIdahoStopatsimilarratesatbothstopsignandtrafficsignalintersections.
Aftertakingthetypeofintersectionintoaccount,compliancebehaviordifferssharplybetweenlocations.AmongtheexceptionsareMilwaukee/Armitage,wheremorecyclistsmadelegalstopsduringoff-peaktimesthanpeaktimes,contrastingsharplywithothersignaledintersectionswhichtendtoseegreatercomplianceduringcommutetimesthanoff-peaktimes.Thisvariancefromthenormcouldbeduetothefactthattheintersectionismoreheavily-populatedduringcommutinghoursbycyclistsfamiliarwiththetimingoftrafficsignals,givingthemaheightenedsenseofwhenthelightwillchange.Suchcyclistsmayhaveabetterunderstandingofwhenitissafetoyieldandproceedthroughthelightbeforeitturnsgreen.Ofcourse,thisisonlyaspeculativeobservation.
At55th/Cornell(afour-waystopsignintersection),cyclistsaremorelikelytopracticetheIdahoStopduringcommutetimesthanatotherintersectionswithstopsigns.Ninety-onepercentwereobservedpracticingtheIdahoStopatthisintersection,versus57%atallthreestopsignintersectionscombined.Lightertrafficconditionsmightbeafactor.
Forafullsummaryofcomplianceratevariationbyintersection,[email protected].
APPENDIX B OverviewofRegressionAnalysis Thisregressionmodelreinforcesthenotionthat,eventhoughpublictransitinvolvesahigherspeedoftravel,theoveralltriptimeisslowedbytheamountoftimespentwaitingandwalking(Table3).Thefollowingfourmodelspecificationspredicttraveltimeonthethreemodesbasedonthe45matchedtripsconsidered.Theresultsshowthatexpectedtraveltimeforbiketripsrisesby5.53minutespermiletraveled,comparedtojustthreetofourminutesonpublictransit(CTA)andUberPool.Furthermore,thehigherinterceptforCTAandUberPool,whichrangesfrom11.54to24.09minutes,demonstratesthattheaddedwaittimeforthesemodesisappreciable.Themodelalsoindicatesthat,whenusingpublictransit,walkingadds15.84minutespermiletoexpectedtraveltimewhiletheneedtomakeatransfersadds10.07minutestotraveltimes(bothcoefficientsarestatisticallysignificant).Takenasawhole,theseresultsillustratethatbiketraveltimesaremorecloselyrelatedtotheassociatedmileagethantheothertwomodes,andthattheslowerrateofspeedofbiketravelcanbeoffsetbylesstimespentwaitingand(inthecaseoftransit)walking.
Additionalanalysisexploringtraveltimesisaddressedinaworkingpaper,[email protected].
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Table 3: Dependent Variable – Minutes of Travel Time
TRAVEL MODE Bike Travel CTA 1 CTA 2 UberPool
Variable Coeff. Pvalue Coeff. Pvalue Coeff. Pvalue Coeff. PvalueINTERCEPT 1.85 (.372) 25.09** (.000) 11.54 (.127) 17.09* (.000)TRANSFERS 10.07* (.000) MILEAGE 5.53** (.000) 3.68** (.000) 2.99** (.000) 3.00** (.000)
WALK 15.84* (.042) R2 0.385 0.386 0.420 0.468 ADJ. R2 0.365 0.360 0.389 0.428 STD. ERROR OF ESTIMATE 5.00 17.15 13.99 10.97
**significantat.01level.*significantat.05level.
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REFERENCES Caldwell,J.(2016)ShouldChicagoImplementtheIdahoStopLaw?AStudyofCyclistStopBehaviorandPolicy.IntegratedSeminarpapersubmittedinfulfillmentofMasterofPublicServiceDegreeatDePaulUniversity,August2016.Caldwell,J.&Yanocha,D.(2016).IsitTimetoReexamineYourBikeCode?AReviewofCyclingPoliciesinIllinoisMunicipalities.IllinoisMunicipalPolicyReview,Volume1(Issue1),109-121Retrievedfrom:http://www.iml.org/cms/files/pages/Journal%20Vol%201.pdfChen,P.(2015).Builtenvironmentfactorsinexplainingtheautomobile-involvedbicyclecrashfrequencies:Aspatialstatisticapproach.SafetyScience,79,336-343.ChicagoDepartmentofTransportation.(2012).ChicagoStreetsforCycling2020.Retrievedfrom:https://www.cityofchicago.org/content/dam/city/depts/cdot/bike/general/ChicagoStreetsforCycling2020.pdfDeHartog,J.J.,Boogaard,H.,Nijland,H.,&Hoek,G.(2010).Dothehealthbenefitsofcyclingoutweightherisks?.EnvironmentalHealthPerspectives,118,8,1109-16.
Fajans,J.&Curry,M.(2001).Whybicyclistshatestopsigns.Access:ResearchattheUniversityofCaliforniaTransportationCenter,18.Leth,U.,Frey,H.,&Brezina,T.(2014).InnovativeApproachesofPromotingNon-motorizedTransportinCities.CETRA,28-30.Retrievedfrom:https://www.researchgate.net/profile/Tadej_Brezina/publication/266396404_Innovative_approaches_of_promoting_non-motorized_transport_in_cities/links/543238f10cf27e39fa9fa3c6.pdf
Marshall,W.E.,&Garrick,N.W.(2011).Evidenceonwhybike-friendlycitiesaresaferforallroadusers.EnvironmentalPractice,13,1,16-27.
Meggs,J.(2010).Bicyclesafetyandchoice:CompoundedPublicCo-benefitsoftheIdahoLawrelaxingstoprequirementsforcycling[PDF].Retrievedfromhttps://meggsreport.files.wordpress.com/2011/09/idaho-law-jasonmeggs-2010version.pdfMoser,W.(2012).TheEarlyHistoryandPoliticsofChicagoBikeCulture.ChicagoMagazine.Retrievedfrom:http://www.chicagomag.com/Chicago-Magazine/The-312/August-2012/The-Early-History-and-Politics-of-Chicago-Bike-Culture/Nixon,D.V.(2012).Asenseofmomentum:Mobilitypracticesanddisembodiedlandscapesofenergyuse.EnvironmentandPlanningA,44,7,1661-1678.Schwieterman,J.,&Michel,M.(2016).HaveApp,WillTravel:ComparingthePrice&SpeedofFiftyCTA&UberPoolTripsinChicago.ChaddickInstituteForMetropolitanDevelopmentPolicyStudy,DePaulUniversity.Retrievedfrom:https://las.depaul.edu/centers-and-institutes/chaddick-institute-for-metropolitan-development/research-andpublications/Documents/Have%20App%20Will%20Travel%20Uber%20-%20CTA.pdfSobol,R.,&Wisniewski,M.(2016).SixbicyclistskilledinChicagothisyear,allinvolvingcommercialvehicles.ChicagoTribune.Retrievedfrom:http://www.chicagotribune.com/news/local/breaking/ct-woman-struck-killed-while-riding-bike-in-roscoe-village-20160927-story.html
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StateofIdaho(1988).Pedestrianandbicycles,49-720.IdahoStatutes,Title49:Motorvehicles,Chapter7.Retrievedfrom:http://legislature.idaho.gov/idstat/Title49/T49CH7SECT49-720.htm,23.02.2014. Tran,M.(2010).Womencyclists'atgreaterriskfromlorrydeaths'.TheGuardian.Retrievedfromhttps://www.theguardian.com/uk/2010/may/21/women-cyclists-most-accidents
iForaninformalsummaryoftheseefforts,see“BikingtheBoulevardswithGeoffreyBaer,onwttw.com,availableathttp://interactive.wttw.com/a/biking-the-boulevards-cycling-mayorsiiJennaCaldwellandDanaYanocha,“IsitTimetoReexamineYourBikeCode?AReviewofCyclingPoliciesinIllinoisMunicipalities,”IllinoisMunicipalPolicyReview,Volume1(Issue1),December2016,pp.109-121iiiDetailscanbefoundatBicycling.comathttp://www.bicycling.com/culture/news/the-50-best-bike-cities-of-2016/slide/1ivSeecityofChicagomunicipalcode,Section9-4-025http://library.amlegal.com/nxt/gateway.dll/Illinois/chicago_il/municipalcodeofchicago?f=templates$fn=default.htm$3.0$vid=amlegal:chicago_ilvForanillustrationofthis,seeJohnGreenfield,CopsServeandProtectbyTicketingCyclistsforTotallyHarmlessBehavior,StreetsblogChicago,availableathttp://chi.streetsblog.org/2016/11/29/cops-serve-and-protect-by-ticketing-cyclists-for-totally-harmless-behavior/viAsnotedinthepreviouslycitedCaldwellandYanochaarticle,theNewYorkCitypoliceissued51,841ticketstocyclists,about47perdayoverathreeyearperiodendinginearly2015.Averagedannually,oneticketisissuedfortheequivalentofeveryfivecyclistswhocommuteinthatcity,comparedtoamereonein35inChicago.FordetailsofthetrendsinNewYork,see“ThisNYPDofficerhashandedoutthemostbicyclesummonsesinthecity,”DNAInfo.Retrievedfromhttps://www.dnainfo.com/new-york/20150630/upper-west-side/this-nypd-officer-has-handed-out-most-bicycle-summonses-cityviiForadditionaldetailsonCTA’srulesandregulationsforridingpublictransitwithabike,visit:http://www.transitchicago.com/riding_cta/how_to_guides/biketrain.aspxviii DetailsandassociateddiagramsforMadison’sBicycleBoulevardscanbefoundontheCity’swebsiteathttp://www.cityofmadison.com/bikemadison/planning/modal/boulevards.cfm