Active Transportation

The Massachusetts Department of Transportation noted it built and opened approximately 20 miles of shared use paths in 2023, while also expanding multimodal connectivity and opportunities for recreation statewide as well as enhancing pedestrian and bicyclist safety.

[Above photo by MassDOT]

The 20 miles of shared paths that opened in 2023 was the result of completed projects, either constructed by MassDOT or jointly funded through the MassTrails program, along 14 different trails across Massachusetts. 

In May 2023, the MassTrails Team officially launched its Priority Trails Network map. By the end of 2024, the agency said 25 additional miles of shared paths are expected to open statewide, further expanding multimodal connectivity for Massachusetts.

Throughout the course of 2023, MassDOT said it also completed dozens of roadway projects that added new bike lanes, sidewalks, shared use paths, and crosswalks. Additionally, MassDOT continued to support improvements in school zones and the expansion of shared paths and trails through programs like Safe Routes to School, Shared Streets and Spaces, Complete Streets, and MassTrails, which have all helped to prioritize investments in municipalities to create safer, multimodal travel.

“I want to commend our dedicated teams at MassDOT for the progress they made over the course of 2023 to give our communities more miles of multimodal connectivity,” said MassDOT Secretary and CEO Monica Tibbits-Nutt in a statement. 

“These projects are designed to make our transportation network safer, more practical and more inclusive for all users,” she added. “We have many achievements to be proud of – and great momentum for 2024.”

“When we expand and enhance our inventory of multimodal paths, we are not just removing barriers to biking and walking, but setting the foundations for healthier, safer, more prosperous communities,” noted Peter Sutton, MassDOT bicycle and pedestrian coordinator.

“This success was possible thanks to our team’s great dedication, as well as the invaluable collaboration of the community leaders and advocates who continue to work with us on behalf of those who rely on our transportation systems,” he said.       

MassDOT noted the MassTrails Team consists of MassDOT, the Massachusetts Department of Conservation and Recreation, and the Executive Office of Energy and Environmental Affairs.

Continuing efforts to support the state’s growing network of trails, in 2023 the Healey-Driscoll Administration announced $11 million in its fifth annual round of MassTrails Grants to 68 projects across Massachusetts.

The grants provide assistance for the construction, maintenance and improvements for a variety of public trails throughout the state trails system, such as hiking trails, bikeways and shared-use paths, MassDOT noted.

The Colorado Department of Transportation recently completed a Revitalizing Main Streets or RMS grant project in partnership with the City of Leadville and the Leadville Main Street Program or LMSP that transformed a “parklet” into a safe, secure and accessible amenity for all residents and visitors

[Above photo by the Colorado DOT]

The agency’s RMS program funds infrastructure improvements for towns and cities across Colorado aimed at making walking and biking easier, encouraging economic development, supporting community access to public streets and multimodal transportation, and bringing innovative uses of public spaces for people to life.

Those RMS funds are used for infrastructure improvement projects that meet the aim of the program and “shovel ready,” therefore can be completed within a 12-month period from grant contract execution, if approved. To date, Colorado DOT said the RMS program has issued 191 grants.

This new parklet facility Colorado DOT helped the City of Leadville will serve as an “anchor feature” for the community; a facility that includes a handwashing station, pet area, bench, picnic table and bike racks. This parklet is adjacent to the Leadville Lake County Visitor’s Center with adequate bike and vehicle parking to serve residents and visitors.

Through this grant, the LMSP worked in partnership with 10 vital partners and agencies and a group of local volunteers to create a community-driven project; one that included a local artist to integrate the historically bright, colorful look, and feel of the City of Leadville into this new amenity.

“With the approach of working collaboratively with partners, stakeholders and community members, this parklet was able to come to life. This safe space will strengthen the connection of people to Leadville’s main street and other central economic hubs,” said Shoshana Lew, Colorado DOT’s executive director, in a statement.

The Kansas Department of Transportation recently released its new 2023-2025 bicycle map, which incorporates more than simply listing bike-friendly pathways across the state.

[Above image by Kansas DOT]

“The revised map has new features such as a focus on rail-trails, Kansas Tourism resources, and information on the recently published Kansas Active Transportation Plan,” said Jenny Kramer, active transportation manager for the agency, in a statement.

“This map provides information for cyclists of all levels of experience as well as community advocates wanting to develop and improve trails and paths in their areas,” she added.

The Kansas DOT 2023-2025 map charts out daily traffic volumes, county roads, rest areas, bike shops, byways, state parks, and – of course – bicycle routes across Kansas.

The map also includes a revised Kansas Rail-Trails map and infographic; a section on trail-sharing etiquette; information on Kansas tourism cycling resources and the state’s Active Transportation Plan; U.S. Bicycle Routes 76 and 66 information; a table of state recreation areas and amenities; and a list of all applicable state bicycle laws.

State departments of transportation develop bicycle routes, which the American Association of State Highway and Transportation Officials then officially designates within the U.S. Bicycle Route System or USBRS.

In February 2021, AASHTO and Adventure Cycling signed a memorandum of understanding or MOU to formalize their now 17-year partnership to create a national 50,000-mile bicycle route network.

Twice each year, AASHTO’s U.S. Route Numbering Special Committee reviews and recommends to the AASHTO Board of Directors a number of revisions, additions, or deletions to the U.S. numbered routes and Interstate Highway System.

The special committee also reviews and recommends the approval of new and revised U.S. bicycle routes that are critical to the expansion of the USBRS.

In addition, AASHTO’s Committee on Planning works with Adventure Cycling to maintain and update the broader USBRS National Corridor Plan that identifies corridors for future bike routes – noting that the USBRS is a “cornerstone” of Adventure Cycling’s work as a national nonprofit dedicated to inspiring, empowering and connecting people to bicycle travel.

Meanwhile, in late June, Adventure Cycling announced major expansions to the USBRS, including three completely new routes and a connection from Alaska to the lower 48 states.

The three new routes are USBR 610 in Idaho, USBR 11 in Pennsylvania, and USBR 121 in Tennessee. In Minnesota, USBR 20 has been extended and USBR 45 and USBR 45A have been adjusted to incorporate new trails and improve safety.

Meanwhile, Alaska’s network now connects to Washington State via the Alaska Marine Highway System using ferries; the first time a ferry has been designated as part of a U.S. bicycle route.

The Massachusetts Department of Transportation recently helped provide some $11.6 million in funding through the MassTrails Grant Program to support 68 trail improvement projects statewide.

[Above photo via MassDOT]

Those projects seek to expand and connect the state’s network of off-road, shared-use pathways and trails to use for recreation, exercise, and environmentally friendly commuting.

The MassTrails Grant Program provides matching grants, technical assistance, and resources to individuals, municipalities, non-profits, and other public entities. Funding for those grants come from two sources: The Massachusetts Department of Conservation & Recreation capital budget and Federal Highway Administration Recreational Trails Program grants, managed at the state level by MassDOT.

Program funds go toward the design, construction, and maintenance of diverse, high-quality trails, including hiking trails, bikeways, and shared-use paths, noted MassDOT.

“Outdoor recreation is directly tied to the economic prosperity of our state,” said Governor Maura Healey (D) in a statement.

“By investing in our trails system, we can give our residents opportunities to get outside, commute for free, and showcase all the natural assets Massachusetts has to offer,” she added. “This is how we grow our economy, cut emissions, and improve health outcomes all at the same time.” 

“Bicycle and pedestrian paths are a key part of … providing safe and equitable transportation networks which support the state’s transit, economic, climate and public health goals,” said MassDOT Secretary and CEO Gina Fiandaca.

“This grant money for 68 projects will help cities and towns build out the framework for creating a state-wide trails network and we look forward to seeing the positive impacts new trail construction will have for all those who live in, come to visit, or traverse through our state for work or pleasure,” she added.

Additionally, MassDOT recently announced the new, interactive Priority Trails Network Vision Map for statewide shared-use paths.

That map provides a centralized inventory of key rail trail projects that will help support an envisioned comprehensive statewide transportation trail network.

It specifically identifies approximately 320 miles of trails that have been constructed and are in use, another 24 trails that are currently under construction, plus an additional 60 miles of proposed paths that have been funded but not yet constructed.

The map also lists priority shared-use path project locations that either have been proposed for consideration or will be pursued for funding and development to help address key gaps in the network.   

The Adventure Cycling Association recently announced major expansions to the U.S. Bicycle Route System or USBRS, including three completely new routes and a connection from Alaska to the lower 48 states.

[Above photo by AASHTO]

The U.S. Bicycle Route System is a developing national network of officially designated, numbered, and signed routes that use existing roads, trails, and other facilities appropriate for bike travel, the association noted – eventually encompassing 50,000 miles of routes nationwide.

The three new routes are USBR 610 in Idaho, USBR 11 in Pennsylvania, and USBR 121 in Tennessee. In Minnesota, USBR 20 has been extended and USBR 45 and USBR 45A have been adjusted to incorporate new trails and improve safety.

Meanwhile, Alaska’s network now connects to Washington State via the Alaska Marine Highway System using ferries; the first time a ferry has been designated as part of a U.S. bicycle route.

“It’s exciting to see how the U.S. Bicycle Route System mirrors our European counterpart bicycle travel network, EuroVelo in a new way” by connecting to ferries, noted Jennifer O’Dell, executive director of Adventure Cycling, in a statement.

“By incorporating the Alaska Marine Highway System into the USBRS, cyclists’ horizons are widened beyond the Lower 48,” she added.

Jim Tymon, executive director of the American Association of State Highway and Transportation Officials, noted that state departments of transportation play a significant role in the expansion of the USBRS by designating new routes twice every year.

“Those bike routes are critical to enhancing and expanding the active transportation opportunities within the nation’s multimodal mobility network,” he said. “State DOTs play a key role in helping foster more and safer bicycle travel options for all Americans and goes to the heart of AASHTO’s longstanding partnership with the Adventure Cycling Association.”

[Editor’s note: AASHTO and Adventure Cycling formalized their nearly two-decade partnership by signing a memorandum of understanding in February 2021.]

Digital maps for all designated U.S. Bicycle Routes are available to the public for free on the Adventure Cycling Association website.

With the new designation and realignments, the USBRS now boasts nearly 20,000 miles of routes in 34 states and Washington, D.C. At least 38 states are currently developing additional bike routes, Adventure Cycling noted.

Many cities are turning to speed limiters for electric scooters to address concerns about rider safety and conflicts with pedestrians, according to new study conducted by the Insurance Institute for Highway Safety. Yet mandating low travel speeds may push more-scoot use onto sidewalks, the group’s research suggested.

[Above photo via IIHS]

“Our results show that restricting scooters to low speeds offers a trade-off,” said Jessica Cicchino, IIHS vice president of research and the study’s lead author, in a statement.

“At slow speeds, riders are more likely to choose the sidewalk over the road,” she added. “That puts them in less danger from cars but could mean more conflicts with people on foot.”

IIHS noted that e-scooter use has blossomed in the United States since the first shared e-scoot program officially launched in 2017. But as ridership has increased, so have injuries and citizen complaints. In response, many towns and cities have required speed limiters for shared e-scooters, with a 15 mph maximum speed the common limit.

To help understand the effect of different maximum speeds, IIHS researchers compared rider behavior in Austin, TX, and Washington, D.C. Austin caps shared e-scooter speeds at 20 mph, while Washington, D.C., makes the maximum speed 10 mph — one of the lowest in the United States. Neither city has an effective way to require speed limiters on privately owned scooters, IIHS noted in its study.

In both cities, e-scooter riders overwhelmingly rode in bike lanes where they were available. Where there were no bike lanes, however, riders in Washington, D.C., were 44 percent more likely than Austin riders to choose to ride on the sidewalk – and were more likely to favor the sidewalk despite lower vehicle traffic volumes when compared to the 16 Austin observation sites.

Overall, however, riders tended to choose the sidewalk when motor vehicle traffic was heavier, as well as on arterials and two-way roads. In contrast, the researchers recorded an increase in e-scooter riders in vehicle travel lanes on weekends, possibly because of lighter traffic.

E-scooter riders are doubtless safer from fatal injuries when they’re not sharing the road with motor vehicles. However, the net impact of sidewalk riding on less serious injuries to e-scooter users and pedestrians is unclear. A previous IIHS study showed that most e-scooter rider injuries in Washington, D.C., happened on the sidewalk but also that injuries that occurred on the road were more severe.

“E-scooter users clearly take risk into account when choosing where to ride,” said IIHS’s Cicchino. “Many are also conscious of the risk of hitting a pedestrian. [But] slowing down the fastest sidewalk riders should help prevent crashes and reduce the severity of injuries when e-scooters hit pedestrians. The clear preference for bike lanes also gives communities another reason to focus on expanding their bicycle networks.”

The researchers also analyzed rider behavior in the central business district of Washington, D.C., where sidewalk riding is prohibited. Despite the ban, IIHS found that two-thirds of e-scooter users rode on the sidewalks at locations without bike lanes that area – noting that riders in the central business district without bike lanes were also 38 percent more likely than riders in Austin to choose the sidewalk over the street.

There’s little evidence sidewalk bans are any more effective elsewhere. Nevertheless, two-thirds of U.S. communities are considering them or have them in place already, according to a 2022 survey by the Behavioral Traffic Safety Cooperative Research Program.

Others are mulling banning e-scooters from all or certain roads. Improvements in e-scooter technology could offer an alternative solution, IIHS noted, with some e-scooter companies now deploying systems that can detect when their e-scooters are on sidewalks.

As this technology matures, it could be used to apply separate speed restrictions for sidewalk riders or prevent sidewalk riding altogether in key locations, IIHS noted.