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Originally Posted by Roughneck
Sure you did:
The answer, roughly speaking, is to keep high traffic, higher speed thoroughfares for motor vehicle traffic and provide dedicated bike lanes on quieter streets and avenues.
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But there was a more efficient solution that wasn't chosen which was no bike lanes.
How does this result in optimization for anything other than cars?
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An example of keeping higher traffic roads for motorized vehicles, which includes public transit, would be 4th street, 8 street, 14 street, McLeod trail. Then you could add bike lanes on 2nd Street, 1st Street, centre street, 5th Street, 6th Street, 7 street, 9 street, 10 street, 11 street, 12 street. Likewise, bike lanes could be a good option on avenues such as 10th, 13, 14, 15.
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Which assumptions for which instances?
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You would need to figure out flow per hour of passengers for different modal types and then see how it changes by adding/removing dedicated lanes of traffic for different types of transport modes.
If specific roads allow for large flow of vehicles, substituting bike lanes would be net inefficient if it congests road traffic in return for a marginal increase in cycling flow.
In that scenario, it makes more sense to put dedicated bike lanes on less used roads where cycle traffic moves at same speed, but the presence of cycle track doesn't adversely impact vehicle and public transit as much.
Likewise, BRT can be a failure for public policy if has low ridership and also takes away road space, making busy thoroughfares congested. Makes more sense to have the extra lane of road and regular buses in this example.