Protected bike lane
We rented bikes from an operation located on one of Austin’s protected bike lanes, and rolled out to survey the streets. My personal opinion on this facility: Meh.
Research assistants
I was joined in Austin by two research assistants: my wife and our friend April. We headed out to East Sixth Street to discuss the logistics of doing surveys, and to conduct an evening count in the district.
Landing in Austin
Arriving in Austin, I did a bike count at a Portlandia-style coffee roaster in East Austin. Austin’s industrial expansion, along with the continued development of the music district along nearby East 6th Street is clearly driving changes to the neighborhood, and some of those changes are associated with cycling; I was just down the street from the pedicab garage.
Comparing cities
A question I’m trying to answer is, why are utility cycling rates higher in some U.S. cities than others? It’s tricky to investigate for a number of reasons. The first is simple: Our data sucks. The second is complex: It’s just a difficult question. Utility cycling rates are driven by countless factors: the density and nature of the built environment, the character of the street network, weather, demographics, socioeconomic status, culture, and more. Each city has its own unique combination of these factors; extracting causal relationships from the paltry data is quite challenging.
Golden Age
On Friday night I did a bike/ped count at the Birdsong Brewery, which I’d been told was the place to see lots of bikes. The count turned out to be as just as fruitless as the others I’d done (a total of four bike riders in two hours), but the trip was fruitful. Even though I’d only been in town a few days, there were several people at the bar who I had already met. After a while, the group checked Strava to find their other cycling friends, who turned out to be at a different brewery.
Counts
I’m doing bike and pedestrian counts at selected parts of the city transportation network. The data that exists on cycling volumes in different cities is very spotty; the national American Community Survey data only covers work commute cycling and isn’t spatially located within the city. Unfortunately, in Charlotte the location didn’t seem to matter much; in none of the places I conducted a count in Charlotte did I see more than 5 bikes in a 2-hour period.