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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

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



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

11

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