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Re:“Does induced demand apply to bike lanes?” and other ques... by BlackFly on Friday August 27, 2021 @03:18AM (#28325188)
That's not how the math works out, it isn't linear. The distance it takes to stop anything is dominated by a term quadratic in the velocity. Thus the average safe traffic density decreases with the velocity like v^-2. Since the throughput will just be the velocity times the traffic density, throughput roughly decreases proportional to 1/v. (In the zero velocity limit, physical size terms would dominate, so you don't get infinite throughput.)

https://www.omnicalculator.com/physics/stopping-distance

So if you do the math, bikes take up less time-space, or said better: achieve higher throughput. They are multiple times more dense at their travelling speeds. The only real way out of this would be to travel at unsafe distances.

Re:“Does induced demand apply to bike lanes?” and other ques... by sandworm101 on Friday August 27, 2021 @11:48AM (#28329310)
You assume single passenger vehicles. Do the math again for a 50-person busses. Compared to that, bikes and cars are relatively similar. Even four-person cars, with say 4 seconds between them (one person per second) better single-passenger bikes traveling in pairs. Bikes rarely ever maintian such separations, genrally leaving 7+ seconds between pairs when at speed due to bikes having reduced stopping times from top spèed.
Re:“Does induced demand apply to bike lanes?” and other ques... by jka on Friday August 27, 2021 @01:30PM (#28330634)
It may be a reasonable assumption; what are typical vehicle occupancy rates?

Also, a bicycle-majority traffic mix wouldn't have to conflict with the presence of high-passenger-capacity buses.

That may be true that cars can have shorter time-distance separation, but I think there's a gap in the modeling there with regard to group travel:

If you have a four-passenger car and compare that to the same group of people traveling together by bicycle, the time-distance separation factor disappears.