Active Living Research

Weigand, L., McNeil, N., Dill, J. (2013). Cost Analysis of Bicycle Facilities: Cases from Cities in the Portland, OR Region. Portland, OR: Portland State University.

As communities nationwide are faced with declining transportation revenues and increased demand, bicycle facilities can offer a way to increase the capacity of the existing infrastructure at a lower cost than traditional road projects.  Bicycling instead of driving for shorter distances can help reduce traffic congestion by getting cars off the roadway, while promoting physical activity and better health for the individual.  However, this potential can be overlooked as local officials are often unaware of the need to enhance the bicycle network to increase ridership, along with the relatively low cost to improve and expand the network.  This study was undertaken to provide policy-makers with objective information on the true costs of bicycle facilities; to give transportation planners and engineers cost data to develop realistic plans and cost estimates; and, to help active transportation advocates make the case to the public and to elected officials for the economic benefits of bicycle facilities and cost savings over other infrastructure. 

This study documented the costs associated with installing various bicycle facilities on existing streets, along with descriptions and photos of each facility type.  For each type of bicycle facility there are a range of possible costs, determined in part on whether the change is a simple intervention or more complex redesign, and what level of planning or engineering the physical and political context require.  In general, it was found that costs associated with design and construct of bicycle infrastructure improvements are relatively low when compared to similar lengths of roadway projects.  For example, the City of Portland calculated that the city’s entire bicycle network, consisting of over 300 miles of bikeways would cost $60 million to replace (2008 dollars), whereas the same investment would yield just one mile of a four-lane urban freeway. In addition, bicycle facilities can often be combined with other roadway improvements to take advantage of economies of scale.  For example, bicycle lanes can often be added to streets as part of planned maintenance or re-striping projects at a cost of $1 -5 per foot (excluding right of way acquisition and engineering costs). Bicycle boulevards, which are through-routes on streets with low traffic volumes and speeds, typically include a range of improvements to calm traffic and improve conditions for cycling.  Depending on the context and magnitude of the project, bicycle boulevards generally cost between $9.50 and $27.20 per foot.

This report was funded by Active Living Research through a Commissioned Analysis Award.

Clifton, K., Morrissey, S., Bronstein, S. (2014). The Path to Complete Streets in Underserved Communities: Lessons from U.S. Case Studies. Portland, OR: Portland State University.

This report highlights four jurisdictions that have worked to provide transportation systems that consider the needs of all users: the Sault Ste. Marie Tribe of Chippewa Indians, Michigan; the City of Decatur, Georgia; the Metropolitan Planning Organization and City of Nashville, Tennessee; and the City of Portland, Oregon. Each case study highlights the ways in which communities have catered to the transportation disadvantaged through planning, designing, and implementing Complete Streets policies.

The four communities highlighted in this study all have taken steps to implement Complete Streets policies and projects that either target the transportation disadvantaged directly or greatly benefit them. Methods for implementing change included community engagement that targeted transport disadvantaged populations, active public involvement strategies such as community walking audits, and the development of equity-oriented project criteria. These methods helped build support for future projects, and identified priorities based on direct input from community members.

Although the Complete Streets Coalition provides a guide to writing effective Complete Streets policy, there is little research or information on how communities have specifically used Complete Streets policies to serve the transportation disadvantaged. The intent of this report is to provide guidance and teachable lessons to other communities struggling to address the unserved transportation needs of older adults, children, people with disabilities, low income households, and ethnically diverse communities.

This report was funded by Active Living Research through a Commissioned Analysis Award.

Wiecha, J., Barnes, M., Hall, G. (2015). Monitoring the Uptake of National AfterSchool Association Physical Activity Standards. Research Triangle Park, NC: RTI International. 

This report summarizes activities conducted under Active Living Research (ALR) Commissioned Analysis 71566 by RTI International and Wellesley College. This project builds upon a 2013 survey conducted with previous ALR support. The focus of the current project was to obtain a second time-point regarding uptake of the National AfterSchool Association (NAA) physical activity standards in a national sample of afterschool sites using an online survey. In this report, we compare findings from the 2013 and 2014 surveys. We also present findings from a construct validation sub-study comparing online survey data on the types of physical activity offered in respondents’ sites with more detailed interview data.

This report was funded by Active Living Research through a Commissioned Analysis Award.

Floyd, M.F., Suau, L.J., Layton, R., Maddock, J.E., & Bitsura-Meszaros, K. (2015). Cost Analysis for Improving Park Facilities to Promote Park-based Physical Activity. Raleigh, NC: North Carolina State University, NC Cooperative Extension Resources.

Maurer Braun, L. & Reed, A. (2015). The Benefits of Street-Scale Features for Walking and Biking. Washington, DC: American Planning Association.

Sirard, J. R., McDonald, K., Mustain, P., Hogan, W., & Helm, A. (2015). Effect of a School Choice Policy Change on Active Commuting to Elementary School. American Journal of Health Promotion, 30(1), 28-35.