Operational Example 1 shown in figure 10 is a multilane (two lanes in each direction) wide curb lane arterial that serves as a commuting bicycle corridor. The curb lane width is measured from the center of the lane line to the gutter pan seam and is 4.3 m. The AADT on this segment is 15,000 vehicles per day (vpd). The posted speed limit is 65 km/h, and a speed study showed the 85th percentile speed during the peak-hour to be 75 km/h. As indicated in the figure, there is no on-street parking and the development along the roadside primarily consists of retail centers and commercial businesses. The large truck volume on this route accounts for 5 percent of the traffic during the peak hour, while approximately 10 percent of the vehicles in the traffic stream turn right into driveways or onto minor streets. All of this information has been entered into the data entry form as shown in figure 11 for Operational Example 1 - Wide Curb Lane. The peak-hour volume computations and calculation of adjustment factors are shown in figure 12. The results, shown in figure 13, indicate that this facility produces a BCI of 4.47, which results in a bicycle LOS E and a very low compatibility level for bicycling.

Table 6

Figure14. Operational Example 2- two-lane collector street with bicycle lane in residential neighborhood

Operational Example 2 is shown in figure 14 and is a two-lane suburban collector street with bicycle lanes. The curb lane and bicycle lane widths are 3.6 m and 1.5 m, respectively. The AADT on this segment is 7,000 vpd, and the posted speed limit is 50 km/h. As shown in the figure, the development type along the roadside is residential, and there is no on-street parking. The volume of traffic turning right during the peak-hour is unknown but is assumed to be insignificant considering the development type. The 85th percentile speed of traffic is also unknown; thus, the default value in the program is being used that simply adds 15 km/h to the speed limit, resulting in an assumed value of 70 km/h. The composition of the traffic is another variable that is not known for this particular street. It is being assumed that the percentage of trucks on this route during the peak hour is only 1.5 percent (see table 4). These entries are shown in figure 11 for Operational Example 2 - Bicycle Lane. The intermediate calculations are shown in figure 12 and the results in figure 13. The BCI for this roadway segment is 2.23, which results in a bicycle LOS B and indicates a very high bicycling compatibility level.

Figure 15. Operational Example 3 - one-way multilane street with a shared bicycle/parking lane in a residential area.

In figure 15, Operational Example 3 is illustrated and includes a shared parking/bicycle lane shown on a one-way multilane street. The width of this shared lane is 3.7 m, measured from the center of the edge line to the gutter pan seam. The gutter pan is 0.6 m wide. Since there is no line separating the parking lane from the bicycle lane, an assumed parking lane width of 2.4 m is used and subtracted from the total width available (including the gutter pan) of 4.3 m, resulting in a bicycle lane width of 1.9 m. The curb lane width is measured from the center of the lane line to the center of the edge line and is 3.4 m. The AADT on this segment is 6,000 vpd, and the truck percentage during the peak hour is 10 percent. Since this location is a one-way street and 100 percent of the traffic on the roadway is now traveling in one direction, the directional split (D-factor) is 1.0. The posted speed limit is 40 km/h, while the 85th percentile speed is 58 km/h. During the peak hour, approximately 50 percent of the available parking spaces are occupied. Finally, the development type is predominantly residential, and the right-turn volume is known to be very low during the peak hour. The intermediate calculations for Operational Example 3 - Shared Parking/Bicycle Lane are shown in figure 12, including the change in the directional split factor to 1.0. The results are shown in figure 13 and indicate that the BCI for this roadway segment is 2.77, which results in a bicycle LOS C, reflecting a moderately high compatibility level for bicycling.