Partial completion of analysis shows some interesting results from the latest documentations on Colborne Street in London, Ontario. An earlier article published on September 7, 2023 showed that helmet use was the highest compared to all other sites in London where documentations were conducted by Gorski Consulting. Now further analysis has been completed with respect to cyclist lateral paths within the new, painted cycling lane and these can be compared to the previous analysis where no cycling lane existed.
As shown in the photo below, the lateral path of cyclists was documented by creating orange dots across the width of the northbound lane of Colborne Street. The dots were 20 centimetres apart. The zero reference for these measurements was the edge of the concrete gutter.
As shown in the photo below the concrete gutter was about 41 centimetres wide. The zero end of the measurements was from this edge of the concrete gutter.
The table below shows the detailed data obtained from 26 observations of cyclists on Colborne Street before the cycling lane was created.
The next table shows similar data obtained from analysis of the August 29, 2023 observations when the cycling lane was completed.
Overall the data shows some differences in the lateral paths of cyclists and these differences are summarized in the table below.
As shown in the above table the overall lateral paths of cyclists riding before the creation of the cycling lane was 0.71 metres west of the edge of the concrete gutter. After the cycling lane was added the average path was o.58 metres. Thus, overall, cyclists tended to ride closer to the right curb after the cycling lane was completed.
Also the variation in those travel paths was higher before the cycling path was completed. The standard deviation in those paths was 0.3860 metres before the cycling lane completion and only 0.1894 metres after the cycling lane was completed. The reason for the higher variance in travel paths can be seen in the table of detailed motions shown above. Four cyclists were observed to travel outside of the zone where the cycling lane would have existed. These four cyclists are noted below showing the date of the observation followed by the observation number for that date:
Apr 12-2
Apr 14-7
Apr 14-9
Jun 8-12
The precise travel paths taken by these four cyclists can be seen the table of detailed paths above.
In contrast not a single rider maintained a path outside of the cycling lane after the lane was completed. The closest that a cyclist came to riding outside of the cycling lane is observation “Aug 29-16”. This observation involved a female rider who was passing a slower cyclist as shown in the frames below taken from the videos.
At this time the documentation of the cyclist motions have been completed from the August 29, 2023 study. We still need to document the paths of light-duty motor vehicles, London City Transit Buses and heavy trucks/buses. Such analysis was already completed (and reported previously) for the motor vehicles when the cycling lane did not exist. Once the August 29th data is completed it will be interesting to see how the travel paths of those motor vehicles were changed by the creation of the cycling lane. This research will be reported shortly once it is completed.
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