Category Archives for Cycling

Invest in What People Need Now Not Power That May Never Be Needed – Stop Site C

Below is the personal letter I sent regarding Site C. Managed to connect it to cycling and road safety.

If you want to send a similar letter, here are the emails:

John Horgan <premier@gov.bc.ca>, Michelle Mungal <MEM.Minister@gov.bc.ca>, Claire Trevena <Minister.Transportation@gov.bc.ca>

You can find your MLA’s email here: http://www.bccc.bc.ca/bc

Dear Premier Horgan, Minister Mungall, Minister Trevena, Minister Robinson

There are plenty of urgent needs that require investment that will help the people of British Columbia now. These investments include social housing, transit, cycling and road safety that will save lives and improve people’s health while creating more jobs in communities around BC. As such, it makes no sense at all to spend billions on Site C for power that may not be needed for years if ever.

For example, the BC Road Safety Strategy includes many excellent recommendations that would help significantly reduce crashes saving hundreds of lives and injuries while saving millions in health care and repair costs to the government and drivers.

The British Columbia Road Safety Strategy 2015 states:

These smart modes of transportation include walking, cycling and public transport. By reducing private car use, these other travel modes reduce the motor vehicle crash rate, encourage healthy physical activity, and reduce greenhouse gas emissions and our carbon footprint.

With the 2016 Census showing increased transit and cycling use, now is the time to invest in the transit capacity and cycling routes that are needed now. Investing in cycling would create more jobs too. A study by University of Massachusetts Political Economic Research Institute found that for each $1 million, cycling projects in this study create a total of 11.4 jobs while road only projects create 7.8 jobs. Both are much higher than the jobs per million created by Site C.

It is no accident that ICBC costs have increased. The previous government failed to invest anywhere near the amount of funds needed to make our roads safer while providing people with affordable green and safe transportation.

Similarly, with thousands of people desperately needing homes in communities around the Province, it unconscionable to spend billions on electrical generating capacity that is not need for years or may never be needed. While the investment in modular homes is a good start, much more needs to be done so everyone in BC has a home.

The previous government made the same mistake by spending billions on bridge and road capacity (Port Mann Bridge, South Fraser Perimeter Road) that is not needed now and may never be needed. Thankfully, your government has put a hold on the Massey Bridge and hopefully will invest in other priorities including cycling and transit. I urge you to do the same and cancel the costly Site C dam.

Sincerely
Richard Campbell
Vancouver, BC

 

Protected Bike Lanes Great for Pedestrian Safety

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A recent article by People for Bikes details how street improvements made while introducing protected bike lanes have also greatly improved pedestrian safety in New York City. On streets where protected bike lanes were added, traffic injuries, the vast majority of which are suffered by people walking, fell by 12 to 52 percent. While these safety improvements are not necessarily unique to protected bike lanes, it is the risks faced by cyclists at intersections that prompted the redesigns of the streets.

This reduction in injuries is due to the reduction in the number of lanes of traffic making crossing distances shorter, the introduction of turning lanes making traffic more predictable, dedicated signal phases protecting cyclists & pedestrians from turning vehicles and reduced weaving of traffic around cars stopped for pedestrians.

Ironically, it is these safety improvements such as the protected signal turning phases that some drivers complain about. What they forget is that it crashes that are the cause of the worst delays. Traffic can be tied up for hours if a death or serious injury occurs.

These improvements are in addition to the reductions in sidewalk cycling which is not safe for cyclists or pedestrians.

Given all the benefits of protected bike lanes, it is time that communities speed up their building of all ages and abilities cycling networks.

More at: http://www.peopleforbikes.org/blog/entry/it-turns-out-that-protected-bike-lanes-are-fantastic-for-walking-safety-too

 

Vote on Saturday Nov 15

Please vote. This is a critical election for the future of Vancouver.

From http://vancouver.ca/your-government/2014-municipal-election.aspx

Where to vote
You can cast your vote at any of about 120 voting stations around the city from 8:00am to 8:00pm on Saturday, November 15.

Find a voting location near you

What to bring to the polls
To vote on election day, bring your Voter Information Card to a voting station to make the voting process as quick and efficient as possible. If you are not on the voting list, you will need to show two pieces of identification and complete a voter registration form to be signed in front of an election official.

Policy Matters

This election, I voted for all the Vision candidates. This the first time in over 20 years I have not voted for any COPE or Green candidates. They lost me over their lack of support for the Broadway Subway and their campaigns that were based on attacks instead of workable solutions. I used to vote for one or two NPA people like Gordon Price and Peter Ladner. It is sad that they have abandoned forward thinking policies and instead focusing on forcing more speeding vehicles through communities with their poorly though out counterflow lanes idea.

For their strong leadership on cycling, I highly endorse Rob Wynen, Brent Granby, Geoff Meggs and Heather Deal. See below for more information.

For their (hopefully unsuccessful) attempts to using their opposition to the Kits Beach bike path for political gain, I strongly recommend NOT voting for  Stuart Mackinnon, Melissa de Genova, John Coupar and Anita Romaniuk.

As far as COPE goes, according to the polls, none of the candidates are even close to being elected. I don’t really know much about most of their candidates. It is sad that COPE chose not to work with Vision this time and the results will reflect that lack of cooperation.
It will be a close election. The real choice is between Vision and the NPA. It is pretty clear that Vision is the better choice.

Cycling

As far as cycling goes, Vision has a good record of making improvements that have been in the plans for years although they have slowed down a bit last term implementing only one major cycling project, the completion of the Seaside Greenway in 3 years. The other big improvement was Burrard Cornwall, which is now could the best intersection in North America. There were several other cycling projects in the new transportation plan that were supposed to be implement by now. Although, to be fair, these were big projects. However, to meet our transportation and GHG emissions reduction targets, the pace really needs to be picked up.

Vision is willing to show leadership on issues like cycling, where, while there is angry opposition, the polling shows that the majority of people support these improvements.

For council, the Greens have a good cycling policy including separated bike lanes on streets like Commercial and Main although I am concerned they might not get much done due to endless consultation. So, considering cycling only, they would be worth supporting.
As far as the NPA goes, their cycling policy is weak and they are promising to “review” and possibly rip out Pt Grey. Sadly, COPE is promising a review as well. The NPA is also promising counterflow lanes which, even if they were practical, could add 30% more traffic to already busy city streets making our roads more dangerous for people walking, cycling and driving.

Broadway Subway

However, I didn’t vote for the Greens or COPE mainly due to their opposition to the Broadway subway. Their opposition and statements simply tells me that they just don’t understand transit and good urban planning. The information is out there. It is surprising that they have either not read it or are ignoring it. The study including the numbers below is here.
LaPointe’s point that he gets along better with the current Federal Government and thus is more likely to get money for transit is rather moot. By the time the funding for Broadway is really needed, there will likely be a new Federal Government that Vision is friendly with. Even if that is not the case, Prime Minister Harper is intent on wasted funds on reckless tax cuts that should be used for transit and other priorities leaving little for transit. The Liberals as well as the NDP have promised to reverse the irresponsible tax cuts and invest more in transit. Even if Harper did have the funds available, it is pretty clear that decisions of his government are mainly made on the basis of what will give them enough votes in key ridings that they need to win the election. Being a “friend” I suspect is of little value.

Reduced Demand on Busiest Section of Expo Line

As it extends the Millennium Line to Cambie making it easier for Millennium Line riders to transfer to the Canada Line downtown at Cambie, the Broadway is projected to reduce demand on the busiest section of the Expo Line by around 4,000 ppdph likely delaying the need to purchase more vehicles for the Expo Line, reducing pass-ups, delaying the need for costly upgrades and delaying the Expo Line from reaching capacity.

More Transit Use, Less Driving, Safer Streets, Less Pollution

2041 Forecast Peak Load (passengers per hour per direction, pphpd) of Broadway Subway to UBC is 12,500. And that will only be 15 years after completion. They should really be doing 30 year projections. No way LRT will have enough capacity unless train frequency is increased to the point that it really disrupts north south bus and pedestrian traffic and or slows down service along Broadway.

It is projected that the subway will attract 54,000 new transit trips per day by 2041 compared to only 11,000 for LRT. Over 30 years, the result will be a 2.3 billion reduction in vehicle kilometres travel for the Subway compared to only 1 billion for LRT. Even taking construction into account, the total GHG emissions reductions over 30 years for the Subway will be 335,000 tonnes for the Subway verses

Wider Sidewalks and Protected Bike Lanes 

Approved Improvements for Eglington

Underground transit on Broadway is a huge opportunity to transform the street making a great place to walk, cycle and enjoy public space. Possibilities include separated bike lanes and wider sidewalks
For an example of what Broadway could look like with transit underground, check out Eglington in Toronto where the rapid transit will be underground for 10km in the urban portion of the street creating space for protected bike lanes. Of note, the protected bike lanes were enforced by BIAs

Strong Endorsements

As already mentioned, I voted for and recommend all the Vision candidates. I’m convinced they will continue to make the improvements that we need in the city. I know Rob Wynen, Brent Granby and Geoff Meggs the best and strongly recommend them for their efforts to improve cycling as well as Heather Deal, who took a real lot of flack as the lead on Point Grey.
Rob Wynen who is running for relocation to School Board has been a strong support of cycling for years. I meet him when we were both volunteering with BEST 15 years ago. He was a key member of the Friends of Burrard Bridge that successfully advocated for the successful Burrard Bridge separated bike lanes.
Brent Granby has been supporting cycling improvements for years as well. He also was very active on Burrard Bridge.
Geoff Meggs did a great job of working for cycling improvements especially last term. He was a key on the Dunsmuir and Hornby separated bike lanes talking with a lot of businesses and stakeholders helping to address concerns that they had. He is very hard working, really understands complicated issues and listens to and helps resolve people’s concerns. Exactly the type of person we need on city council.

Who Not to Vote For

I definitely won’t be supporting Stuart Mackinnon, Melissa de Genova, John Coupar and Anita Romaniuk because of their opposition to the bike path at Kits Beach. Stuart especially is clearly trying to use this divisive issue for political advantage by attacking and using over the top rhetoric:
Hypocritically, both him and the other Green Party candidate (and the NPA) strongly support new pools in parks that will likely violate their no net loss of green space policy which was their excuse for opposing the bike path. A lot of concrete is required for pools which is another excuse that Stuart gives for opposing bike paths. While I don’t think pools should be a huge priority, I certainly would not oppose them. Some people like them. We need to be supportive of activities that others want to do in parks.

For My 50th, Give Everyone the Gift of Cycling

I turn 50th this year. In lieu of presents, cake and gasp, even beer, please give everyone the gift of cycling by making a donation to or becoming a member of the British Columbia Cycling Coalition.

For half of that half a century, I’ve had the pleasure of working with many of you to improve cycling around Vancouver and BC through HUB, BEST, Canada Bikes and the BCCC. Working with political leaders and staff in all levels of government, we have had many successes. From wider sidewalks on the Lions Gate Bridge and the Ironworks Bridge, the Bicycle and Pedestrian Path on the Canada Line Bridge, to the Central Valley Greenway. All told, these improvements total around $70 million.

While there are many reasons why I work to move cycling forward, what I find most rewarding is seeing more and more people cycling. Especially families with children.

Still, there is much to do. BC is a large province with great potential.

We need cycle tracks along main streets so people can safely and comfortably cycle to shops, cafes, restaurants, offices and other businesses. More and more homes are being built along major streets. As well, in many cases, there are not convenient direct side streets nearby making separated bike lanes the only option. We are working with Streets for Everyone to secure funding for a pilot grassroots campaign on Commercial Drive that will serve as a model that can be used in communities around the Province.

We need safe connections between communities for locals and tourists. At least wide shoulders free of debris and preferable paths separated from high speed traffic.

We need to improve the Motor Vehicle Act or even better, replace it with a modern road users act that makes the safety of people cycling and walking the priority. Key changes include removing the requirement to ride single file allowing you to legally ride beside friends and families and a safe passing distance law.

We need improved standards for paths and roads ensuring that obstacles are not placed on or near bicycle paths, that fencing and railings do not cause crashes or serious injuries and that shoulders are wide, well maintained and kept clear of hazards.

We need improved and expanded education for people cycling driving. This October, in conjunction with the BCCC Conference in Victoria, thanks to a grant from the Capital Regional District, we are hosting a Bike Sense workshop to review educational material and plan the expansion and improvement of educational efforts.

We need increased funding for cycling. With a Federal election coming up next year and infrastructure spending a key election issue, we have the opportunity to ensure that improved cycling and walking networks receive the funding that is required so that every Canadian has the freedom to chose cycling or walking for recreation, transportation and vacation.

We need need to build stronger more organized cycling community across the Province to encourage leaders to make commitments to improve cycling and to provide the grassroots support they need when they show leadership in moving cycling.

We need your support to make this all happen. As the BCCC not a charity, we can’t issue tax receipts. However, that means we are not limited in the amount of money that we can and will devote for advocacy.

https://bccyclingcoalition.nationbuilder.com/donate

http://bccyclingcoalition.nationbuilder.com/membership

I look forward to continue working with you over the next 25 years making this beautiful province a great place for people of all ages to enjoy cycling.

Thank you for your great work and support.

Cheers

Richard

 

$45 Million for Cycling, Walking & Transit in Draft Capital Plan

Badly needed improvements for walking and cycling on the Granville and Cambie Bridges are along the projects including in the City of Vancouver in draft capital plan for 2015-2018. Also in the plan is a long overdue upgrade to the Burrard Pacific intersection. The total amount for new cycling, walking and transit totals $45 million over the four yours. As TransLink is responsible for the majority of transit funding, most of the $45 million will be devoted to cycling and walking.

The Granville Bridge is currently the worse in the city for cycling. Not surprisingly, the cycling commuting levels are much lower in the area south of the bridge than in other areas of Vancouver the same distance from Downtown. Making the Bridge safer should dramatically increase the number of people cycling to work.

Other cycling improvements listed are the completion of the Comox Helmcken Greenway and the upgrading of the Adanac, Ontario and 10th Avenue Bikeways so they are safe and comfortable for people of all ages and abilities. For walking, the plan features pedestrian safety and public realm improvements in the Downtown Eastside, Marpole, Mount Pleasant and West End community plans.

Not mentioned are separated bike lanes on Commercial Drive which are on hold waiting for the completion of the Grandview Woodlands area plan. Also not included is the completion of the Portside Greenway nor separated bike lanes on Smithe/Nelson, a big network gap downtown.

The final plan will go before voters for approval this November following public consultation over the next few weeks and approval by council in the fall. What actually gets implemented will depend on the next council so make sure you support candidates who support cycling.

Never hurts to send a quick email to Mayor Gregor Robertson and Council mayorandcouncil@vancouver.ca supporting investment in cycling and walking.
More info on the Capital Plan including public consultation: http://vancouver.ca/your-government/capital-plan.aspx

Bike Path on Powell Street Overpass to Open Soon

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The $50 million Powell Street Overpass, expected to be completed in early August, will have a separated bike path on the north side stretching from Hawks Avenue to Clark Drive. This will be a big improvement for cycling in this part of town. Unfortunately, there not yet a good cycling connection west of Clark. Vancouver’s Transportation Plan included a cycling connection from Clark to McLean but it is uncertain when it will be completed.

The  $105 million proposed for renewal of transportation infrastructure in the draft Capital Plan includes funding for the repair of Water Street. The renewal of Water Street will be the ideal opportunity to improve it for cycling by either adding cycle tracks or by closing the street to through commuter traffic. This along with improvements to Powell and Alexander, would complete the Portside Greenway giving residents and tourists a great connection to East Vancouver, Burnaby and the North Shore.

A good idea to let the candidates in the upcoming election know that completing the Portside Greenway is a priority.

$131 Million Over 10 Years for Cycling!

On June 12, the Mayors Council release their Regional Transportation Investments, A Vision for Metro Vancouver which includes a 30 year vision and a 10-year investment program.  The 10-year program  includes significant investment in transit, cycling, walking and roads throughout the region.
The Vision calls for funding for a 2,700km network high quality bikeways including 300km of traffic-separated routes to help make cycling a real transportation option for people of all ages and abilities. The proposed investment in cycling network/routes and secure bicycle parking total $131 million over ten years, reaching $16.5 million per annum by Year 6. The $131 million consists of:
  • $96.7M – Regional Cycling Routes (not TransLink-Owned) ($11.9M/year by year 6)
  • $34.4M – TransLink-Owned Routes and Parking at TransLink Facilities ($4.6M/year by year 6)

In addition:

  • The proposed new four lane Pattullo Bridge will include high quality cycling and walking facilities.
  • Funding from the Capital for Minor Major Road Network (MRN) Upgrades  program ($200 million over 10 years) can also be used for cycling and pedestrian projects.
  • Improving pedestrian access to transit ($5M capital per annum by Year 6), $35.0 million

From Regional Transportation Investments, A Vision for Metro Vancouver (page A66)

PROGRAM: INVESTMENT IN BIKEWAYS

This program would provide funding and cost-sharing to support complete the region’s bikeway network as envisioned in the Regional Cycling Strategy over a time frame of about 20 years. In the first 10 years, this program would add to the existing bikeway network up to:

  • 300 km of traffic-protected bikeways on major streets in Urban Centres, such as on-street cycle tracks with physical separation from traffic or off-street paths;
  • 2,400 km of designated bikeways, such as marked bike lanes or neighbourhood street bikeways with bicycle-permeable traffic calming.

One of the actions identified in the Regional Cycling Strategy is to define and implement the Major Bikeway Network (MBN) of high quality regionally significant routes that parallel and connect to the rapid transit system and regional gateways. These routes should be traffic-protected to the extent possible. Examples of specific projects that could be designated as part of the MBN are outlined below, including upgrading the BC Parkway and completing the Central Valley Greenway, North Shore Spirit Trail, Evergreen Bikeway, and routes South of Fraser to parallel future rapid transit lines.This program would augment the existing Bicycle Infrastructure Capital-Cost Sharing (BICCS) program to provide cost-share funding to support an additional 300 km of traffic-protected bikeways and 2,400 of designated bikeways throughout the region, as identified by municipal transportation and cycling plans.

Facilities would generally be constructed on a cost share basis with municipalities, but the cost share amount may vary depending on facility type and regional priority.

  • Cost share funding would be ramped up over the first 5 years of the plan to ensure sufficient time to build matching funds into municipal capital plans.
  • TransLink-owned assets would be funded at 100%.
  • Regional priorities such as traffic-protected bikeways in Urban Centres and key links on the MBN would be cost-shared at up to 75%.
  • All other municipal bikeways would be eligible for cost-sharing at 50%.

If we do nothing, walking, cycling and transit will only account for 27% of trips by 2045, far short of the target of 50%. The Plan will get us to 36%. It is a great start, but much more will need to be done though to met regional targets. Lets get this plan moving forward then work on meeting the 2045 targets.

The Mayors preferred choice, was for the Province to help fund the improvements through a portion of the existing Carbon Tax collected in the region then shifting to mobility pricing at some point in the future. This would increase the effectiveness of the Carbon Tax by providing more people with better sustainable transportation options. Now, the Carbon Tax revenue was used to cut taxes so essentially this funding would have come out of general revenue. The Province is projecting surpluses of hundreds of millions of dollars in the coming years. There is a strong case to use some of this to help improve transit, cycling and walking. Ontario Premier Wynne, who just scored a dramatic election win, is doing exactly that by investing $15 billion in transit around the the Toronto area in the next ten years.

Unfortunately, the Province quickly reject using the revenue from the existing Carbon Tax but left the door open to an additional Carbon Tax which, according to Premier Clark’s election platform, would have to be approved by the public in a referendum.

Take Action

Please contact Premier Clark, premier@gov.bc.ca, encouraging the Province to provide more funding for transit, cycling and walking in Metro Vancouver. A good idea to copy Hon. Todd Stone, Minister.Transportation@gov.bc.ca, Claire.Trevena.MLA@leg.bc. ca, your MLA (Find your MLA here) and the Mayors Council, mayorscouncil@translink.ca.

Support GetOnBoard BC, the coalition leading the charge for more transit funding: http://www.getonboardbc.ca

More Info

http://mayorscouncil.ca

Mayors’ Council Approves New Transportation Plan & Funding Recommendation | HUB

Increased Regional Investment in All Ages Cycling Networks Badly Needed | Richard Campbell

 

Increased Regional Investment in All Ages Cycling Networks Badly Needed

TransLink, the Federal & Provincial Government, Burnaby, New West and Vancouver Provided Funding for the Central Valley Greenway

TransLink, the Federal & Provincial Government, Burnaby, New West and Vancouver Provided Funding for the Central Valley Greenway

Cycling is a transportation bargain for both individuals and government. Compared to the billions for a new bridge or transit line, bike paths are really inexpensive. Still, it is not free. High quality cycling facilities separated from traffic do cost money. The cycling and walking path on the Canada Line bridge cost $10 million. At least $40 million has been invested in the Central Valley Greenway and more is needed for upgrades.

The Burrard Cornwall improvements were $6 million.  Until people of all ages and abilities can easily travel to anywhere from anywhere on a network of connected bike paths, separated lanes or low traffic streets, the bike routes already built will not be used as well as they could be by residents and tourists. Short sections of bike paths that vanish at busy intersection or don’t connect with major destinations will attract few people.

TransLink Provided all the funding for the Bicycle and Pedestrian Path on the Canada Line Bridge

TransLink Provided all the funding for the Bicycle and Pedestrian Path on the Canada Line Bridge

Rough estimates put the cost of creating all ages and abilities networks in communities around the region at nearly $1 billion. A fair amount of money but only third of the cost of Port Mann/Highway 1 Project and the proposed new Massey Crossing.

Currently, TransLink’s budget only contains around $2 million per year for cycling. Even when this money is matched by municipalities, it is nowhere near enough to complete the cycling network within our lifetimes.

TransLink’s Regional Transportation Strategy Strategic Framework States: “For decades, the region has called for priority for walking and cycling, but the level of investment has not always reflected that commitment. Early and significant investment will now be required to complete walkway and bikeway networks with a particular focus on traffic-protected bikeways in Urban Centres and other areas of high cycling potential.”

Cycling friendly jurisdictions spend much more on cycling. For example, the Netherlands invests around $40 per person per year or $100 million per year. As many of the benefits of cycling including health care costs savings and cycling tourism accrue to the Federal and Provincial Governments, they should provide matching funding for cycling as well. A regional contribution of around $34 million per year would be reasonable.

The good news is that many of the cycling and walking routes to transit stations are also important links in the regional cycling network. The BC Parkway, which needs a lot of work, provides cycling and walking access to many Expo Line stations in Surrey, New Westminster, Burnaby and Vancouver. The badly needed connection along United Blvd will connect Coquitlam and PoCo to Braid Station.

Improving these connections should prove to be a great investment for TransLink and the region. By enabling more people to walk and cycle to transit, ridership revenue will increase. And, there will be more space on buses for those who can’t or choose not to cycle.

Cycling can ease demand on busy transit routes delaying the need for costly upgrades enabling funding to be used on other transit priorities. For example, improvements to the BC Parkway, Central Valley Greenway and other routes connecting East Van to Downtown could relieve demand on the busiest section of the Expo Line. London is planning on investing billions in cycling to reduce crowding on the Tube. They are even naming the bike routes after the transits lines they parallel.

The Mayors Council is currently drafting a regional transportation plan which will likely form the basis of the transportation package in the upcoming referendum. Please email the Mayors Council, mayorscouncil@translink.ca, and your Mayor and Council encouraging them to support more regional funding for cycling and walking networks ($34 million per year) to supported by increased funding for cycling education and promotion ($3 million per year would be great). List improvements that are needed in your area to highlight where the regional funding is needed. A good idea to  copy Hon. Todd Stone, Minister.Transportation@gov.bc.ca, Claire.Trevena.MLA@leg.bc. ca, and your MLA (Find your MLA here). More on the BCCC’s funding recommendations to the Provincial Government here.

More Information

Cycling Recommendations for New Metro Vancouver Transportation Plan and Funding | HUB: Your Cycling Connection

 

Burrard Cycle Tracks Worth Considering

The upgrades to the Burrard Cornwall intersection are almost finished. The improvements include separated bike lanes from the Bridge along Cornwall to Cypress and along Burrard south to 1st Avenue. These badly needed improvements are fantastic and will help encourage more people of all ages to ride bicycles both for daily trips and recreation.

Sewer, water and road construction work is scheduled on Burrard from 1st Avenue to 16th Avenue starting in 2015. This presents an idea opportunity for the City to improve Burrard Street for cycling and walking building upon the great work on Burrard Bridge and the Cornwall intersection.

Currently, Burrard south of 1st is a miserable place to cycle and walk. Typically, the narrow sidewalks are right next to the speeding traffic. In spite of the traffic, a significant number of brave souls still cycle on Burrard. For some trips, it is more direct than the alternatives plus there are many businesses and shops along it.

Cypress, the current bike route is not much better north of 4th Avenue. At Cornwall, there are almost 500 vehicles on Cypress in the afternoon peak hour. This around the maximum traffic volume acceptable over 24 hours for a road to be safely and comfortably accommodate cyclists of all ages. Many of vehicles are making turns that will cause conflicts and pose a danger to people cycling.

According to ICBC, both Burrard and Cypress have fairly high levels of cycling collisions. From 2008-2012, there was at least one collision at each intersection from 10th to Cornwall. In 2012, there were 7 collisions from 12th to 1st along Burrard while there were three on the same section of Cypress. In 2011, both streets had five each from 16th to 1st.

2011 Census Cycling Commuting Mode Share - City of Vancouver

2011 Census Cycling Commuting Mode Share – City of Vancouver

As shown in the map, the cycling mode share in areas served by Burrard, Pine and Cypress (6%-9%) is significantly lower than other areas (9%-15%) of Vancouver similar distances from downtown. Moreover, while cycling in the areas east of the Dunsmuir Separated Bike Lanes increased significantly from 2006 to 2011, areas to the south of the Hornby and Burrard Separated Bike Lanes did not increase over this period. This is likely due to the lower quality of the bike routes feeding Hornby and Burrard compared to Adanac Bikeway.When Burrard/Pine/Cypress are improved, it would be reasonable to expect cycling levels to increase to 10% to 15%.

Upgrading narrow local streets like Cypress and Pine to accommodate all ages cycling quite challenging. Either enough traffic needs to be diverted off it to reduce volumes to 300-500 vehicles per day or separated bike lanes need to be added. Especially with the diversions introduced with the York Bikeway, diverting traffic off Cypress may be difficult while maintaining basic access for residents and businesses. Furthermore, with the high turnover of customer parking, it may not be possible to reduce levels enough. To add separated bike lanes, parking would need to be stripped from one side of Cypress and the street would need to be converted to one way. Some residents and businesses won’t be too keen on this either.

Burrard, on the other hand, is wide enough to accommodate separated bike lanes while maintaining access and parking at least during off-peak hours. While the number of travel lanes between intersections would need to be reduced from three to two, right turn lanes would help maintain vehicle capacity near current levels.

Burrard - South Side of 4th

Possible lane configuration for Burrard just south of 4th Ave

One option worth considering is one-way separated bike lanes (cycle tracks), on both sides of Burrard from 1st Avenue to at least 10th Avenue. On two-way streets with a lot of cars turning at intersections and driveways on boths sides, cycle tracks can be safer than a two-way path on one side.

Burrard - South Side of 5th

Possible lane configuration for Burrard just south of 5th Ave. On-street parking could be allowed evenings, weekends and off-peak weekdays.

Burrard provides obvious direct connections to Burrard Bridge. Using either Cypress or Pine will result in cycling longer for some trips and may involve crossing busy Burrard more times. People that drive who are considering cycling will know that Burrard is a bicycle route. They may never realize that side streets like Cypress are bike routes.

Having the cycle track between the traffic and the sidewalk will make Burrard much more pleasant to walk along. And, as with the case with Hornby, collisions will likely be reduced making the street safer for everyone, including people in cars. The City should quickly study options for improving Burrard, Pine and Cypress to determine the best options before the planned work starts on Burrard.

Take Action A good idea to write Mayor and Council, mayorandcouncil@vancouver.ca, thanking them for the Burrard Cornwall intersection improvements and encourage them to make Burrard, Cypress and Pine better for all ages cycling.

SkyCycle: Would it Fly in Vancouver?

Riding along elevated bicycle highways passing over busy roads without having to stop. Imagine the Dunsmuir Viaduct without any motor vehicle traffic. A SkyCycle in Vancouver would be really wonderful. For the most part though, unlike London, there is typically space available near rail lines here making elevated paths on top of them unnecessary. Still, there are a few spots where elevated structures would make cycling a lot better.

Central Valley Greenway

A 750m elevated walking and cycling path from Grandview Hwy North and Clark to near the Home Depot over the False Creek rail yards was seriously considered a decade ago as part of the Central Valley Greenway. Unfortunately, it was killed for budget reasons leaving cyclists to contend with the 13% grade up to Clark by VCC and forcing them to cross two legs of the busy Clark and 6th intersection.

Since it follows the railway, the Central Valley Greenway has a lot fewer stop lights than parallel roads like Broadway and Lougheed Hwy. Last time I used it, I didn’t hit a red light between Caribou Road and Rupert Street. Little would be gained elevating this section. On the narrow section between Lillooet and Boundary, the SkyTrain is elevated leaving space on the ground for the Central Valley Greenway.

Portside Greenway

With the completion of the Powell Street Overpass this summer, the section of Powell Street between Clark Drive and Wall Street will be the only missing link in the Portside Greenway. An elevated path over the railyard in the Port is certainly one possible option. A less expensive solution would be to reallocate a lane of traffic on Powell Street to create a separated bike path.

Low Level Road

The new Low Level Road currently under construction in North Vancouver will include painted bike lanes on both sides of the road. However, with high vehicle speeds and lots of trucks, it will not be a great cycling route for people of all ages and abilities. On the north side, cyclists will be sandwiched between the traffic and a tall concrete retaining wall. Yikes! The Spirit Trail is the alternate route. Unfortunately it is much longer, very hilly and is further from the water.

A bicycle and pedestrian path over the rail yard would be a much better option. Hopefully they will built it soon once they realize that people really want bicycle paths separated from traffic that are flat and by the water.