Boston Bike Counts Make the Case for Higher Bike Lanes on Key Routes – StreetsblogMASS
Earlier this summer season, the Metropolis of Boston published the results of its 2019 bike counts, an annual tally of motorbike visitors that’s performed each June and September.
And whereas town is busy constructing new bike infrastructure in an effort to increase the number of bike trips people make across the city, the 2019 counts reveal that there’s already sufficient bike visitors on quite a few streets to justify setting apart more room for the crowds of motorbike riders who’re already using there, despite insufficient or absent bike services.
Since 2016, town has deployed automated counters in early June and once more in mid-September to survey bike visitors at areas throughout town (the summer season counts are smaller; in 2019, the September survey measured visitors in 66 areas, in comparison with 22 areas in June).
In each June and September, the Boston entrance to the Harvard Bridge was the busiest website for bike visitors,. Over 5,000 bikes rolled by every day in the course of the September counts, when native universities had been in session; in June, the survey counted a median of three,873 bikes a day on the identical spot.
In the course of the peak hours of the autumn counts, bikes made up roughly 1 / 4 of all of the Harvard Bridge’s vehicular visitors, although the bridge options 4 lanes for vehicles, and solely two unprotected lanes for bikes.
Different depend areas, although they noticed much less bike visitors total, revealed even greater disparities between the share of motorbike visitors and the share of roadway house devoted for protected bicycle journey.
In downtown Boston, Cambridge Avenue, a infamous four-lane visitors jam resulting in the Longfellow Bridge, noticed over 400 bikes weaving among the many stopped vehicles in the course of the morning and night peak hours final September – bikes had been 14 % of the road’s vehicular visitors within the morning, and 17 % within the night. Zero % of Cambridge Avenue’s roadway house is at present put aside for bike lanes, though the road has been a spotlight of the continued Join Downtown plan.
However the greatest mismatch between bike visitors and avenue design is likely to be on Charles Avenue by Beacon Hill, the place commuters pour into town from the Longfellow Bridge. There, at a count location near Revere Street, two to a few bikes per minute rolled by in the course of the morning rush hours – practically one out of each three automobiles – on a avenue that options three lanes for transferring automobiles, two for parked vehicles, and (with the only real exception of a Bluebikes dock) no house for bikes.
Whereas the maps above give attention to inner-city depend areas the place bike visitors is heaviest, town additionally surveys a number of areas in Dorchester, Mattapan, Roxbury, and Roslindale, plus one depend location every in Charlestown (close to Sullivan Sq.) and East Boston (on Meridian St. close to the McArdle Bridge to Chelsea).
As of 2019, these streets usually had decrease numbers of bikes, and bike visitors usually makes up lower than 5 % of whole vehicular visitors – however, with plans for higher bike infrastructure within the works alongside corridors like Cummins Highway, Warren Street, and Blue Hill Ave., it will likely be fascinating to see how these numbers change in future counts.