GCAT i3 Committee Presentation

Why is active transportation important? Equity Safety Economic Benefits Why is active transportation important?

How Many Households Lack Access to Vehicles? Equity

Household Vehicle Access Location Households with Zero Vehicles % of Households with Zero Households with One Vehicle % of Households with One Total Households Combined Percentage Gainesville 5916 12.3% 21231 44.3% 47968 56.6% Alachua County 8313 8.5% 38245 39.5% 96703 48.0% Source: US Census 2015 Household Vehicle Access

How Much Does It Cost to Own A Car? Average Cost in 2015: $8,698 Small Sedan: $6,729 Four-Wheel Drive SUV: $10,624 How Much Does It Cost to Own A Car? Source: AAA 2015

How Many People Use Active Transportation? Source: http://go-rts.com How Many People Use Active Transportation?

Alachua County Commuter Mode Share 2000 2013 % Change RTS 2.4% 4.2% +75% Bike 2.8% 3.4% +21.4% Walk 3.2% 3.1% -3.1% Total 8.4% 10.7% +27.4% Mode 2000 2013 % Change Drove 87.5% 83.6% -4.5% Alachua County Commuter Mode Share Source: US Census

68% of people get to and from UF using one of these three modes Bike commuting in Gainesville more than doubled between 2006 and 2011 Gainesville Commuter Mode Share 6.7% RTS 6.2% Bike 5.8% Pedestrian 19% of Gainesville workers primarily use active transportation to commute to work! Source: US Census, 2011-2012

Bike Commute Rates 10.6% 21.7% 10.6% 22.4% 30.9% 9.3% 2.1% 1.4% 2.4% 3.0% 10.6% 14.4% Source:2011 US Census Bureau, American Commuter Survey

How Much Do We Spend on Active Transportation? 0.9% Alachua County Transportation Spending on Sidewalks and Bike Paths from 1992-2015 How Much Do We Spend on Active Transportation?

Safety

Crashes with fatalities and injuries are extremely expensive and are paid for by all of us through higher insurance premiums, higher taxes to pay for emergency services, increased road congestion, and other costs. Between 2012 and 2014 more than 17,000 car crashes occurred in Alachua County including more than 6,000 crashes with injuries and 86 crashes with fatalities.

Based on the average costs of crashes involving injuries and fatalities, the cost of crashes in our area over these three years was $1,275,000,000! And the cost for crashes involving people riding bikes and walking was $158 million. Note: Figures are rounded to nearest million in 2009 dollars. Costs based on AAA average costs for injury-only and fatal crashes.

Obesity: Diabetes, Heart Disease, Strokes Air Pollution: Asthma, Allergies, Lung Cancer A Sedentary Auto-centric Lifestyle Carries the Same Health Risk as Smoking 20 Cigarettes per Day

Active Transportation and Health Walking to Work associated with: 36% Lower Risk of Dying from Heart Disease 27% Lower Risk of Developing Heart Disease Cycling to Work associated with: 41% Lower Risk of Dying 52% Lower Risk of Dying from Heart Disease 40% Lower Risk of Dying from Cancer 46% Lower Risk of Developing Heart Disease 45% Lower Risk of Developing Cancer Active Transportation and Health Source: http://www.bmj.com/content/357/bmj.j1456

Economics of active transportation

Direct User Fees (i. e. , gas taxes, tolls) Cover Only 49 Direct User Fees (i.e., gas taxes, tolls) Cover Only 49.7% of Direct Road Costs for State and Local Roads in Florida Local Roads Nationwide Average Only 8% from Direct User Fees Costs per mile driven: Cars 29.2 cents Bikes 0.9 cents Pedestrians 0.2 cents Who Pays for Roads?

Economic Benefits of Active Transportation Each Mile Traveled by Bicycle Results in $1.52 in Healthcare Savings $6 Million Saved Annually by 4,000 Bicycle Commuters in Alachua County* Economic Benefits of Active Transportation *Doesn’t include recreational riders or students.

Economic Benefits of Active Transportation Healthcare Savings Increased Property Values Increased retail sales on bike friendly corridors Increased Tourism: Golf vs. Cycling 62% of People who moved to Portland said bike friendliness was important factor in decision Economic Benefits of Active Transportation

Hands-free cell phone use only: Texting a primary offense Lower speed limits in urban cluster Invest in best practices for bike/ped facilities Create walkable/bikeable networks to all schools What Should Be Done?

22-24% of Crashes Involve Distracted Driving 20-25% of Crashes Involve Speeding Causes of Crashes

Higher Speeds = More Deaths Speed of Vehicle Distance to Stop Chance of Death Of Cyclists and Pedestrians 20 mph 45’ 5% 30 mph 85’ 40% 40 mph 145’ 80% Higher Speeds = More Deaths

Best Practices=Best Return on Investment https://ehp.niehs.nih.gov/1307250/

Cycle Tracks: Pretty (top) and ugly (bottom). Source: Anne Lusk

Connectivity Gaps http://gainesvillefl.maps.arcgis.com/apps/webappviewer/index.html?id=2ff89cdf90254f7fb87ef1fee598e9a7

Questions?

FHWA “Desktop Reference for Crash Reduction Factors” Paved shoulder widening CRF values (Bahar et al., 2007) Widen Paved Shoulder Crash Severity Crash Reduction Factor (%) 0 to 2 ft All 16 0 to 4 ft All 29 0 to 6 ft All 40 0 to 8 ft All 49 Based on a meta-analysis of available literature.

Benefit/Cost Ratios of Shoulders Lowest CRF Highest CRF Midpoint Benefit/Cost ratio (crash rate) 0.08 2.20 1.14 Benefit/Cost ratio (severity) 1.22 8.18 4.70 Source: Ayala 2008 3-ft paved shoulders were cost-effective when the initial ADT was higher than 1,640 for virgin mixtures and 1,085 for recycled mixtures Source: Solberg 1986 Feasibility of Paved Shoulders on Low ADT Highways. Ayala: For roads in Alabama for 2’ shoulders. Only considers accident/injury costs. NC study found cost of adding 3’-4’ paved shoulders on two-lane roads with ADT between 2,000 and 10,000 is justified solely on basis of accident-related cost reductions. Source: Heimbach 1972

Source: Federal Highway Administration

Crash Data (8th Av Section B) 2012 (4 Lanes) 9/2013-9/2014 (13 Month Trial) Crashes 18 16 $ Damage $78,450 $35,950 Injuries 15 2 Incapacitating Injuries Excluding 34th St. Intersection 2012 (4 Lanes) 9/2013-9/2014 (13 Month Trial) Crashes 12 8 $ Damage $71,050 $25,250 Injuries 10 Incapacitating Injuries 2

Bicycle Statistics during Evaluation Period on 8th Av Date Bikes on Sidewalk Bikes in Bike Lane Total Before Trial Wed. 4/13/2011 126 5 131 During Trial Thurs. 9/19/2013 115 43 (+760%) 158 (+21%) Wed. 9/24/2014 121 47 (+840%) 168 (+28%) Thurs. 9/25/2014 94 137 (+5%)

Congestion vs. Lane width Source: Karim 2015

Safety of 10’ Lanes 2.75 m=9 ft 3 m=9.8 ft 3.25 m=10.7ft 3.5 m=11.5 ft Crashes are lowest on lanes 10’-10.5’ wide (Karim 2015) Narrower lanes increase bicycle and pedestrian volumes (Karim 2015) Impact speeds are 34% lower with narrower lanes (Karim 2015)