Minneapolis city officials are committed to a vision of inducing residents and visitors to use public transportation or bicycles (or scooters) instead of automobiles. They believe in the "Field of Dreams" philosophy — "If you build it, they will come." And inspired by that strategy, the city rolls on with its bicycle lanes and associated engineering changes.
Officials have boasted they are confident they can increase current bicycle use — from 5 percent of commuting (according to census data) to 15 percent in the years ahead. But what do we really know about the use of bicycles in Minneapolis?
The city does traffic studies periodically for a variety of purposes. And, yet, we residents have seen no proof that the 5 percent claim (small as it is) is even accurate. Because of this, I decided to undertake limited pilot research, in search of some actual facts about usage of the Minneapolis bicycle lanes that are, increasingly, inconveniencing those who choose not to, or are unable to, use a bicycle as their main mode of transportation.
Many ways exist to measure traffic, and each should be used to best fit the research objective. The objective here has been to determine whether the proportion of bicycles relative to other roadway vehicles justifies the proportion of roadway space allocated to bicycles.
Hence, the best measuring method is short, 10-minute counts of the number of bicycles and other vehicles that pass a given spot on the road. This method avoids "double counting" that could occur with longer time periods.
Over five months earlier this year, I took 10-minute counts of bicycles and motorized vehicles traveling along roads with bicycle lanes so I could see 1) what the actual counts are of vehicles using these road and bicycle lanes; 2) what proportion of total traffic is traveling by each mode of transportation; and 3) what proportion of available traffic lane space is used by each transportation mode.
These measurements were taken at 19 locations, at different times of day, throughout the city of Minneapolis. Locations included: 1) just south of downtown (Park and Portland avenues); 2) northeast Minneapolis; 3) southeast Minneapolis and near Dinkytown; 4) north Minneapolis; 5) south Minneapolis; and 6) east Minneapolis. All measurements were taken on days and times when it was not raining — so as to not unfairly minimize the use of bicycles.
(A count on Marshall Avenue in St. Paul produced consistent findings — which should not be surprising.)