Bike Routes

 

Bike Routes in the City of Vancouver

Updates to Kitsilano/Hadden Park Bike Route’

Let’s not rush to pour the concrete on pt grey road

 Instant Solutions to the  dilemna re cornwall – pt Grey Road  2 options

Beach Off Road Route

Cornwall Area on Road Route

Critique of City Proposal

Bikes or Buses

Canada Line Bridge

Burrard Street – Hastings to Drake

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 Updates to Kitsilano/Hadden Park Bike Route Plan

Kits Beach Park Board Meeting October 9

The board approved a bike route which is as recommended below between balsam and creelman. North of creelman however it goes west to the waterfront. The sloping section there at the north west edge is very desirable for all path users. Bisecting the family picnic area makes no sense. Continuing along the waterfront east of maple ruins that section of park. Therefore the cyclists have to concede to the multiple other users and must settle for a route along toward the eastern and southern edges of the parks near arbutus and ogden. This is especially so because of the slope which entices cyclists to move more quickly.

The route as recommended below was emailed to the Board in 2012 and again in 2013 weeks before the meeting.

Hadden Park Bike Trail

There is neither sidewalk nor parking on the north side of ogden street. Presumably there is the typical sidewalk allowance of about 7 feet. This allowance would not be part of the land gifted to the City by Mr. Hadden, and therefore not part of Hadden Park.  (Hadden was a property developer.   There was a “Hadden Block” where Birk’s now is at granville and hastings).

If so, the sidewalk allowance can be used for a very good bike route. There are a few vintage trees on the allowance. These were probably little trees around the time of the gift to the City. In order to retain these trees, the trail will have to weave around them onto the actual park land. These few feet of paved bike trail, in order to preserve vintage trees, would surely be within the intention of the gift.

Routing the bike route right beside ogden causes virtually no disruption to the park or inconvenience to non-cycling users. The width is minimal, requiring only a 3 ft high hedge alongside the curb on ogden. The builders of the walkway into the maritime museum included a 7 ft concrete pathway through the walkway close to ogden for this.

Paralleling the existing all-user pathway at the north side of Hadden with a cycling only trail is very disruptive and still leaves too much interaction between cyclists and slow moving or wandering users. It destroys the north end of the walkway to the museum. Toddlers aren’t known for observing the edges of pedestrian walkways. An immediately adjacent cycling trail, on which some cyclists will be moving fairly quickly, is similar to the current unacceptable agglomeration of path users, which is the dominant reason for having separated paths.

Given that the bike trail is adjacent to ogden, and adjacent to arbutus south of creelman, it might as well remain adjacent to the connecting streets: maple, McNichol, and arbutus. The existing street lighting covers a trail located on the sidewalk allowance. There are houses immediately on the other side of all of these streets. Therefore such a bike trail would be much more usable after dark than one located away from the public along the waterfront. The danger of cycling on the streets increases after dark, which begins at 5 p.m. for much of the year. A trail parallel to streets is far safer for everyone. It separates the bicycles from the cars, and from the general mix of pedestrians.

Vancouverrr.ca info@ October 20, 2013

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Child Friendly Bike Route

An on-road bike trail encounters intersections. Bicycle-motor vehicle collisions occur at intersections. Therefore any on road bike route is not usable by children! One sees many children on the streets who should not be there at all, they lack the maturity to ride at intersections. Yet 13 year old boys on bicycles are too boisterous to be sharing a path with toddlers and people who walk with canes.

An in park route is child friendly. The existing route from the maritime museum to science world and right back to stanley park is great for children accompanied by adults. It requires adult guidance at only a few points. A route in kitsilano park, and on the sidewalk allowance adjacent to Hadden park, would extend this from cypress to balsam, where it ends in the park.

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Public Consultation

In response to the Board decision of October 9, some people organized a protest meeting at the beach on October 20.

The speakers seem to be against cyclists in the parks at all, stating that they should be on the roads. In particular they do not want any more of the grass area paved. Unfortunately their handout and speeches include politicized rhetoric attacking one civic party, repeated use of words like “Iconic”.

No actual proposal was presented, just a desire for more talking. Speakers repeatedly stated that there had been no public consultation, citing organizations which had not been contacted by the board.

Speakers said that the parks should be grass. Sounds good of course. And the grass area between the pool and cornwall is very busy. But where do most of the people go? Vanier park is a large grass area with a couple of ponds, a lovely spot. It is barely used except for the paved walking and cycling path at waters edge.

Speakers against an asphalt bike trail included two individuals claiming to represent the basketball and tennis players respectively. There was no explanation of how they reconcile the recent re-paving of a dozen tennis courts, and a paved basketball court, with stating that there cannot be an asphalt bike trail as well.

A parks commissioner had spoken with the heads of a group representing people with disabilities. She said that they had not been contacted but when she spoke to them they were not prepared to express an opinion. But surely any plan to segregate users of the existing trail from mcnicholl to balsam by moving cyclists to alongside arbutus and cornwall has to be a dramatic improvement.

The MC said that the meeting was apolitical. Not so. It was highly political.

VancouveRRR.ca info@ October 21, 2013

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Let’s not rush to pour the concrete on pt grey road

There is an extremely simple way to test this plan in the real world.

On monday evening, July 29, 2013, Vancouver City Council voted to implement the “seaside greenway” bike lanes on the cornwall corridor. The plan would cut peak direction traffic lanes from 2 to 1.

Many people speaking to Council in five meetings were of the opinion that the plan would create traffic havoc on cornwall, burrard, 4th east of macdonald, to a lesser extent broadway which is already badly congested at burrard; and 1st, 2nd, 3rd avanues and all streets leading from cornwall to 4th avenue.

It was stated that ambulance service on the primary route to St. Paul’s emergency, the preferred destination for pickups in a significant area of the west side, would suffer.

It was stated that bus routes 2, 22, and 32, serving at least 15,000 passenger trips daily; 2,000 into the downtown peninsula in the 90 minute a.m. peak; would be in chaos; and that routes 4, 7, 9, 14, 16, 44, 84, 99, and 258 would be negatively impacted.

Council approval mandates Staff to go ahead and pour the concrete, let the chips fall where they may. But it will take many weeks to get the concrete trucks rolling.

But the traffic impact, an aspect of the plan which has drawn so much public ire, can be implemented within a week, in a day even, which would prove the concept.

In the 2600 and 2700 blocks of point grey road, concrete dividers can be placed in both curb lanes. They should be placed longitudinally so that bicycles may freely use those 2 lanes. This will restrict motor vehicles, including ambulances and buses, to one lane each way at all times. The same at tatlow park in the 2800 block.

Temporary reroute sign trailers can be set up on macdonald, at 4th and alma, and burrard and cornwall. Posting the notice on the big billboard over the burrard bridge would be excellent.

This is all that is needed to test the impact of this plan on traffic, transit, and emergency. Let each motorist decide which avenues and streets to divert to.

This should be done immediately so that cyclists will have much of august to enjoy the new bike lanes, rustic though they be. It should be carried on until the end of September so that the transit and traffic load which peaks in the first month of UBC’s annual session will be recognized.

This doesn’t take a lot of discussion or effort, it’s just a temporary reroute like that done for “SeaWheeze” on sunday august 4 or any other of the dozen runs annually.

If successful this will prove that Staff (aka Council) were right in their plan. The concreting can then proceed as voted for on July 29. The implementation process need not be delayed, it takes time to do the detail design.

If as the naysayers predict, the negative impact on transit and emergency services, and the traffic chaos, far exceeds the benefits to dedicated cyclists; and the public uproar is too great to be ignored; a couple of front end loaders and dump trucks can go out and quietly pick up the concrete blocks. If this transpires, a few hours labour will have been spent, but no harm would be done. There would be no broken concrete to haul away to the landfill.

The two entities whose services face possible major disruption are Translink and the B.C. Ambulance service. These two need to make some phone calls to the appropriate Vancouver Staff asking what analysis was done on the impact on their services; none appears in the material available to the public. They can ask that this be implemented on a trial basis.

Wise individuals welcome the opportunity to test the water with a toe before jumping into the deep end of the pool. Surely the City will pay attention if key people in the ambulance service and Translink speak with them by phone or in person.

Enclosing with e-mail two photos of burrard street at robson showing 2 ambulances boxed in by traffic and 3 buses going nowhere. These were largely caused by the City closing robson street for the summer, closing the granville busway all day saturday and sunday, parking food trucks in the curb lanes on howe and georgia. And of course there is construction everywhere downtown, condo and city crews.

Vancouverrr.ca Info@                                          August 7, 2013

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Instant Solutions to the  dilemna re cornwall – pt Grey Road  2 options

Preferred Option.  Pass a bylaw banning bicycles etc from streets as designated by staff.  Start with cornwall and point grey road, and burrard downtown north of drake.  This logically includes most bus corridors in the City because buses and bicycles do not mix.  Ask any driver on the 2,22,32 which is the worst, overcrowding, late night party goers, taxis, traffic congestion on burrard, etc, etc, or bicycles.  9 out of 10 will say bicycles are the worst.

This must be enforced.  Fine $100.  If the cyclist has an outstanding ticket the bicycle will be impounded.

Cyclists will then shift to creelman, york, 1st, 2nd, and 3rd.   Collisions will drop.  These are all pleasant to ride on.  In contrast, cornwall is very unpleasant riding.  Traffic on those streets is forced to move slowly because there is only one traffic lane to share between the two directions, therefor they are safe for cyclists.

Option 2.    If Council is adamant about the traffic changes, do an extremely simple proof of concept.   Place concrete lane dividers longitudinally in the curb lanes of the 2600 and 2700 blocks rendering those two lanes usable by bicycles but not by buses, ambulances, or any other 4 wheel vehicles.   Place concrete dividers also at tatlow and the other parks, blocking through traffic there.  This is exactly the effect which the proposed construction would achieve.

These can be put in before B.C. Day  and need to be left to the end of September.  The test will thereby include high summer and 3 weeks of U.B.C. running at full tilt.

Guaranteed.  Before the 8 weeks are up, there will be such a public outcry that City trucks will be out there taking the dividers back to the yard and Council will follow the proper course, option 1 above plus a proper in-park route as detailed below.  

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Council Meeting July 23, 2013 – Cornwall Corridor

On July 23, 2013, Vancouver City Council sitting as the Transportation Committee received a report from Staff recommending dramatic changes to the traffic management on Cornwall, Point grey road, and some adjacent avenues, the entire distance between burrard and jerich park.

It includes cutting traffic/parking lanes from 4 to 2 in the 2600 and 2700 blocks of point grey, eliminating through traffic on pt grey west of macdonald, instituting segregated bike lanes on york and pt grey, reconfiguring the burrard cornwall intersection, some one way avenues, and referral to parks board the idea of a proper bike lane through the parks. The burrard intersection configuration is being heard by the Finance Committee on July 24.

Here is the link to the proposal on the City’s website.

http://vancouver.ca/streets-transportation/point-grey-cornwall.aspx

Upwards of 150 people or groups registered to speak to Council on the issue. If each uses the allotted 5 minutes, the public speaking portion will run for 12 hours, plus any questions Council may have.

Following is an adaptation of a  presentation from VancouveRRR.ca which was also e-mailed to the transportation committee, Translink, BCAmbulance, and Mayor and Council.

Trans Committee of the Whole, Vancouver City Council                                 July 23, 2013

Re: Proposed traffic reconfiguration on cornwall and point grey road aka Cornwall Active Transit Corridor.

This plan will link downtown to kitsilano and point grey, and will provide a safe, convenient, and comfortable connection for pedestrians and cyclists”

                                    (ed note. No mention of bus or ambulance

Fact 1. St. Paul’s hospital on burrard is the preferred destination for emergency ambulances for much of Vancouver west of burrard and south of English bay. The preferred route is cornwall, burrard bridge, and burrard street; not 4th, not broadway, not the single lane avenues.

Fact 2. The total passenger count in the peak direction at one point in the 90 minute a.m. peak is at least as great on cornwall at cypress as it is on the 99 b-line west of macdonald, averaged over 365 days. Transit passengers on burrard at georgia is similar to west coast, millennium, King George, or Canada lines, or granville at georgia.  Only the Expo is significantly larger.  

Fact 3. a.m. peak transit service is now excellent. A bus every 135 seconds in the a.m. peak. 14 minutes schedule time from broadway and MacDonald to Georgia street, 10 from kits pool, compared to 20 on route 14.  Very reliable in the a.m. peak, before traffic congestion becomes a problem.  Dicey evenings and weekends.  Variable at other times.

The two dominant facts in the data have been absolutely ignored in the Cornwall corridor study. The conclusion is not a conclusion at all. This report began with a recommendation then worked backwards.

On the “Proposal” sheet.  (see link) 12 priorities are listed. Ambulance is included in number 3, buses are number 10. Wrong! They are numbers 1 and 2.

Map 3 (see link) shows traffic east of MacDonald reduced to 1 lane in each direction. It shows 1 car and 1 SUV, no ambulance, no bus.

Cutting peak period peak direction traffic from 2 lanes to 1 would create absolute traffic chaos. Translink would have no chance of meeting its current excellent peak service schedule in either direction. The study’s statement that burrard and 4th can handle the traffic is nonsense.

As for anyone riding in an ambulance. you weren’t even considered.

One colour photograph below shows two ambulances and two buses stuck in traffic on burrard north of robson.  Notice the parking and the cab unable to turn.   The other shows traffic south of robson completely stuck.  AThis would become the situation from the bridge right to 4th avenue.

A proper bike route through the parks is needed. I e-mailed a detailed route to the parks board 2 years ago.   This is detailed in a topik below.

Bicycles must be banned from chestnut to alma, also burrard north of drake,  and enforced.

York, 1st, 2nd, and 3rd are fine for bicycles as is. No separated lane is needed.  Bicycle-motor vehicle collisions do not occur on the quiet avenues.  They occur on the busy streets, the bus routes, where the bicycles do not belong.

The so called “seaside bike route” isn’t seaside at all. Pt grey road is the back lane for the waterfront homes. Most of the view from the street is of garage doors, driveways; and the ugliest house in Canada.

Yes, the residents on the north side dress up with shrubbery, and the south side gardens are nice.  But 2nd and 1st avenues are much prettier for riding. Gardens there are beautiful.

If Council is absolutely determined to have a lower bike route in the 2600 and 2700 blocks on pt Grey it can be done, but here’s how.

Leave the sidewalks where they are, nothing wrong with them except bikes.

Put the bike lane on one side, recognizing the driveways conflict.

This leaves three lanes for emergency, transit; and cars etc.

The centre lane is for alternating traffic, simpler than Lion’s Gate.

6 a.m. to 1 p.m., 2 lanes eastbound.

1 p.m. to 6 p.m 2 lanes westbound.

6 p.m. to 9 p.m., 2 lanes eastbound,

9 p.m. to midnight, 2 lanes westbound.

Midnight to 6 a.m. centre lane closed.

Automobile traffic continues to increase in the City.  This is deliberately caused by Council adding 25,000 residential parking places this 3 yr term, 10,000 around the north end of the burrard bridge alone.  Therefore any bike lane on cornwall or point grey would eventually have to be hauled off to the landfill sometime anyway.  

DSCN0370

DSCN0372

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Kits Beach Off Road Route

The waterfront trail through kits park is chaotic. Wheelchairs, bikes with training wheels, people who walk with canes, skateboarders, large and small dogs, joggers, tourists taking pictures, volleyballs, basketballs, and toddlers from the kiddie park all share this trail with both slow and speedy cyclists.

Separate trails in the park for cyclists and the diverse pedestrian population have faded markings and are mostly ignored. The entire park is one big shared pathway which is not functioning.

A Separate bike trail off road in the park is years overdue. In order to accommodate the variety of activities, the bike trail must be away from the beach. There is nowhere to retrofit it adjacent to the pedestrian trail without disruption of other activities. Having the trail adjacent to the streets is also an advantage for more secure riding after dark.

Route. It begins eastbound from balsam, north of cornwall. At the existing driveway cyclists have worn a path south-east. A dismount gate is necessary to protect cyclists. The intersecting pedestrian path needs to be clearly marked as no cycling. The route then uses the existing bike path parallel to cornwall. The portion of the cycling path west of this point will be torn up and blocked with rhododendron bushes.

At vine a full dismount gate is required to accommodate pedestrian and automobile crossing. At yew another dismount gate is needed. The route then runs along the east side of the tennis courts to the restaurant.

At the restaurant there should be a large bike parking. Bikes are walked in front of the restaurant. The route then turns east between the kiddie park and the building to arbutus.

It then parallels the streets, separated from the street by low hedging similar to yaletown. It borders arbutus, mcnichol, maple, and ogden as far as the driveway to the maritime museum.

Down focused lights are needed to both light the pavement and make the trail visible from the residences across the street. The trail is therefore more usable after dark.

East of the maritime museum the existing shared gravel path is fine. There are few very young, no skateboards, less people in total; and the gravel discourages slicks riders and any fast riding. For possible future use a right of way for a bike path should be retained immediately adjacent to the existing trail,

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Cornwall Area on Road Route

The Through Bike Route should begin at Pennyfarthing near granville island. West along 1st , south on Stephens, west on 3rd avenue, north on Wallace, west on 2nd to the jericho trail south of the duck pond.

There is a full cycle light at burrard and a 4-way stop at cypress. The remainder needs to be friendlyized for bicycles with improvements like 4-way stops and certainly a push-button light at alma

With even the existing bike route on 3rd avenue there is no possible need for a bike route on point grey road barely 3 blocks away.

Chestnut at cornwall is dangerous. This is a blind corner caused by an apartment fence which should never have been built, and a tree. Cyclists heading toward burrard bridge ride to the sidewalk line, then walk along to the bridge intersection. One solution is to close the southmost block of chestnut to all motor vehicle traffic.

The intersection at the bridge is fine as is. The lights are timed very well. It takes no longer to cross the intersection than it does any other busy intersection. The northbound left turn from burrard should be suspended during the evening peak. Traffic, especially the buses, from the bridge to cornwall currently flows freely around the gentle curve most of the time. The proposal would force all such traffic to a 75 degree intersection. This would slow things down for too much for no reason.

Creelman is the shortest route from kitsilano pool to the burrard bridge. Traffic is light and very slow with two roundabouts. It’s fine as is.

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Critique of City Proposal

#1 – Point Grey Road – West of Alma. This 3 block section is home to brock house senior centre, brock restaurant, jericho tennis club, royal Vancouver yacht club, and a small park. All except the park have busy driveways which cross the proposed bike lane. The park has diagonal parking the full length. Parking is saturated in the summertime. Removing north side parking would be a major inconvenience to users of all of these.

A bike route crossing five driveways is very dangerous, bad news for patrons of these venues arriving by car, and certainly no pleasure for cyclists. A route along 3rd, wallace, and 2nd is more pleasant to ride and far safer. Even if this separated bike lane were to be built, most cyclists would not use it.

Recommendation, reject #1.

#2 – Point Grey Road – alma to macdonald. If through vehicle traffic is eliminated, it will move to 1st, 2nd, and 3rd avenues, each of which currently has one alternating traffic lane, two side parking, and predominantly local traffic. The result would be dangerous and would precipitate road rage. These pleasant and safe cycling options would be wiped out.

Direct Flat Route Near the Waterfront”. But little of the waterfront is visible from the street. Most of what the cyclist would see are garage doors, driveways, a bit of hedging, and one pocket park. Vancouver’s ugliest building, resembling Bin Laden’s fortress, is on point grey road.

Recommendation, reject #2.

#3 – Point Grey Road – macdonald to balsam. There are more buses on cornwall than there are 99 b-lines on broadway, one every 135 seconds in the a.m. peak, compared to 180 for the 99. Cutting peak traffic lanes from 4 to 2 would be a disaster for transit.

The existing on road extension of the in-park route is via lower point grey road, crossing cornwall at trafalgar to york, stephens, and 3rd. The grades on trafalgar, york, and stephens make this unpopular with slower cyclists.

The north sidewalk in this section does not currently use the full sidewalk allowance. There is three feet which could be added to the sidewalk making it shareable although not ideal. This would accommodate ‘in-park’ cyclists similarly to the east sidewalk on the cambie bridge. Slicks riders can easily use trafalgar.

Recommendation – reject #3. Widen north sidewalk. Encourage use of trafalgar between point grey and 1st or york.

#3 Lower Point Grey Road. There is good access to cornwall at balsam, but no safe entry at larch or eastbound at trafalgar. There is excessive u-turning on balsam. Traffic exiting the lane to balsam fails to stop. Trucks servicing the 75 bed hospital back in and out. All this where there are many toddlers heading for the beach.

Lower point grey needs to be one way eastbound only from larch to balsam. Also balsam from point grey to cornwall should be one way southbound. Most motorists on these two blocks drive slowly, but traffic calming is necessary for the few. This includes the lane behind the hospital. Sharing of lower point grey would be fine for an on-road bike route with these changes.

Recommendation – reject this part of #3.

#4 – York – Stephens to Chestnut. A cycling friendly on-road option is required through this area in order to get bicycles completely and permanently off of cornwall except at the bridge. 1st avenue would be better than york. York complements cornwall for auto traffic heading for yew street businesses and the park. The upslope on 1st is comparable to burrard bridge and not a lot more than york or cornwall. This is because the slope is 2 blocks on cornwall, 3 on york, but 4 on 1st, beginning at arbutus. 1st connects directly to the english bay shoreline route at pennyfarthing.

Roundabouts, managed stop signs, and one way streets produce traffic calming suitable for cyclists.

Analysis of bicycle – motor vehicle collisions should be done to determine the actual safety of separated two way bicycle lanes. How do the statistics for them compare to the quiet local streets which most cyclists actually use in preference to the busy bus routes.

Recommendation – move the route to 1st connecting at the west end via stephens to 3rd. Ban bicycles on cornwall.

#5 –Burrard Bridge Cornwall Intersection.

Traffic including a bus almost every 2 minutes, from the bridge to cornwall now moves freely around a gentle curve. The proposal of a near 75 degree intersection is virtually a right turn, slowing things and further reducing the ability of the bridge to move traffic southward. The streets should not be moved. The crosswalk could be moved a bit to the east, getting it away from the traffic on burrard. The trail through seaforth park is good, it should go right to 1st, which would also connect to granville island. Getting bicycles off of burrard street is good.

Recommendation – modify the bike and pedestrian routes, but leave the traffic portion of the streets alone.

#5 –Cornwall – Burrard Bridge to Cypress – Cornwall Intersection.

This short section is very dangerous. Westbound buses moving to the curb for the stop at cypress often encounter cyclists passing between the bus and the curb. This ‘threading the needle’ is very dangerous. The intersection of chestnut is completely blind.

No vehicle access into chestnut from cornwall”. Chestnut should be closed to all motor vehicle access either way between cornwall and creelman. Cycling on cornwall west of chestnut should be prohibited.

Cyclists heading for kits point or beach, the recreational in-park trail in either direction, turn right on chestnut. Cyclists heading for the 1st avenue route use the trail through seaforth.

Cyclists who are headed for the little village at cornwall and cypress could either walk the sidewalk for that mini-block or ride chestnut, creelman, and preferably maple rather than cypress.

Recommendation – modify #5 as explained here.

www.VancouveRRR.ca info@ June 17, 2013

Routes that have been set aside. Cornwall, balsam to cypress, . “This option should only be considered in the future in conjunction with significant transportation changes in the area, the broadway subway project

If billions are spent putting the 99’s underground there will be ZERO impact on demand for transit on cornwall, and virtually none on any other route except the 84. City hall and Translink are actively propagating the myth that a UBC subway would revolutionize transit replacing many bus routes and reducing the number of trips on others. This is pure fallacy! No one who is currently riding the 2, 22, 32, 4, 44, 7, 14, 16, 33, 25, 41, 43, 49, or 480 would move to a subway unless compelled to do so by Translink slashing services on those routes to pay the interest on the debt incurred to dig the subway.

General Throughout the presentation a stated goal is fewer automobiles. This is in line with Council’s policy statements concerning sea level rise. Reducing the streets available to the personal automobile is of course essential. 1/3rd of the greenhouse gas emissions in the City of Vancouver is caused by cars and small trucks. The intersection of cornwall and arbutus will likely be the first significant intersection in the City to be below sea level.

But Council’s actions do not match their words. In the current 3 year term Council is adding 25,000 passenger automobiles including 10,000 right at the north end of the burrard bridge, 800 at burrard and davie. Those cars will have to go somewhere.

Map 3 shows an unexplained purple area right at the north-west intersection of balsam and cornwall. There is a comprehensive development proposal to expand that hospital to 170 beds, 5 fewer than Richmond general. Does the purple mark infer that the proposal is more advanced than the public is aware of?

www.VancouveRRR.ca info@ June 17, 2013

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Bikes or Buses

Buses and Bicycles do not Mix. They are a terrible combination. They both travel at the same average speed, but the bus alternates twice that speed with stopping for passengers. The bus occupies the entire curb lane at bus stops. So the cyclist cannot pass without switching to the adjacent lane, A slow cyclist in front can cut the bus’s speed in half. The cyclist is screened from any passing motorist annoyed at the slow speed of the bus. At times the two alternate, one in front, then the other.

Buses use one street out of half a dozen in the City of Vancouver, except for the downtown peninsula, For decades the bicycles have been using the other five, Why does Council now think that they need to be on the bus corridors?

A bylaw is needed prohibiting the use by bicycles and any vehicle incapable of 40 km/h on designated streets. Enforcement by signage, citation, and publicity, with active encouragement by the cycling community. All significant bus corridors would be on the list. This definitely includes cornwall which has more buses per hour than the 99 b-line.

First Step – stencil a big red circle with a cross over the bicycle icon on all bus lane signs.

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Canada Line Bridge

Good Idea. But cambie is a major route to the oak street bridge. Traffic is very heavy. New condos right on cambie are adding 10,000 new residential parking places, usually mandatory for anyone purchasing a new unit. Therefore there will be 10,000 additional cars. Bike routes on the parallel streets will do the job well.

Recommendation – ZERO bikes on cambie. A simple bikeable trail within queen Elizabeth park.

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Burrard Street Hastings to Drake

Worst Bike Lane on the Planet. The curb lane is shared by parking, buses, taxis holding at the hotel, and impatient motorists generally. The adjacent traffic lane is also used by all the preceding whenever there are cars parked in the curb lane. So traffic of all kinds is oscillating across this so called ‘bike lane’. Burrard is the preferred ambulance route downtown which frequently obliges traffic to move toward the curb, crossing the bike lane.

There is a separated two way bike lane on hornby, which was not there when this lane was painted in. Thurlow is much more bicycle friendly.

Recommendation – paint over the white lane nearest the curb.

www.VancouveRRR.ca info@ June 17, 2013

Following is a previous posting, most of which has been consolidated into the above

Bike Routes
Kitsilano Park Bike Route
Advantages of This Trail
Kits Beach Bypass Bike Route
Bicycles Off Of Cornwall

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Kitsilano Park Bike Route
The key new bike route needs to be from Balsam street, through kitsilano park, to Granville island. It will improve the park experience for everyone. It can be implemented with a minimum of construction effort and some signage.
The trail is almost all off-road and offers minimum interaction with the incredible diversity of pedestrian traffic in the park. The new portions should be paved.
The route starts at the 1400 block Balsam, just north of Cornwall.
A driveway there serves the pool and the sailing club. From that entrance cyclists have worn a path to the south-east.
There needs to be a dismount gate to prevent cyclists riding into that driveway. It should be set back far enough from the driveway to permit those entering the trail from Balsam to clear the driveway before dismounting.
Halfway along that section a pedestrian walk intersects. This should be very clearly marked “no cycling” in both directions.
The path arrives at an existing east-west cycling trail.
The portion of that trail west of the merge point should be torn up. Holly or rhododendrons planted as replacement will break access to Cornwall at Balsam by directing cyclists toward lower point grey road.
At Vine street there are a driveway and two pedestrian accesses. As cyclists can be riding briskly there, some management of the crossing will be necessary.
The benches on the edge of the trail are too close to the pavement for cyclists’ safety. As this is not a pedestrian path there is no reason for this. The benches should be moved forward on each pad as far as practical.
The bushes separating the existing trail from Cornwall have a few gaps. These need to be filled in, even where there is a fence which only invites a child to crawl through.
At the Yew street pedestrian access there will need to be a dismount gate for cyclists.
The trail proceeds northward between the pedestrian walk (currently mixed use) and the car parking area to the east, then north near the west edge of the tennis courts.
Reaching the Boathouse there is a mandatory dismount, and an expanded bike rack.
The formal trail is by walking in front of the restaurant. Many adult cyclists will choose the access road serving the restaurant.
New paving is necessary eastward between the restaurant and the new playground which must be trimmed slightly. Separation of the playground and the bike trail is essential.
The trail turns north just before Arbutus street. It should be separated from the sidewalk by small bushes similarly to Yaletown.
This parallels Arbutus, McNichol, Maple, and Ogden all the way to the Maritime museum at Chestnut street.
It is necessary to cross the access street to the museum.
Continuing eastward, the existing gravel trail along the waterfront is fine for mixed use. Being gravel, cyclists are slowed down, and there are far less children and no cross traffic except kites. Slicks riders will not be using the trail anyway.
At the Coast Guard station (which must be kept active) and the marina, the existing arrangement is fine for adults but is not ‘off-road’. There is no ready alternative.
The trail east of the marina is divided, but narrow, with a lot of blackberries. It crosses band land for which development is planned. The future of pedestrian and cyclist access through here needs to be clarified.
Where the trail reaches Creekside, there is a wide sidewalk along the north side. This should be designated as a mixed trail. Most adult cyclists would use the street.
There is then a short walk through Fish & Co. to reach the waterfront trail which is continuous from there around science world to Stanley Park.
Those heading for the burrard bridge may use chestnut or creelman.
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Advantages of This Trail.
It eliminates the current chaos on the mixed use pathway adjacent to the beach.
The existing pathway is used by speedy cyclists, tourist cyclists, kiddies with training wheels; toddlers with their grandparents; power wheel chairs, hand power wheelchairs, people with canes, walkers, and crutches; large, small, and medium sized dogs, the occasional unicyclist, and even a confused taxi. There are beachers and volleyball on one side, basketball on the other, and a kiddieland.
It is important that it be off-road, because the scramble for parking along Arbutus, and the unloading of picnic baskets and picnickers, results in a dangerous traffic situation.
This trail gets cyclists off of all the pedestrian walks in the park, something which will then have to be enforced, which it has not been for years as the worn signs on the pavement show.
Paramount, it will get many cyclists off the dangerous and congested Cornwall avenue.
The existing on-road section from 1400 balsam via lower point grey and south on Trafalgar is fine as is. It connects the new off-road trail to the existing 3rd avenue route, providing a nice route for leisure adult cyclists.
To avoid the hill on Trafalgar, many cyclists use the sidewalks for two blocks between Trafalgar and MacDonald. These are narrow and less than ideal. On the north side, the sidewalk allowance is wider than the pavement by perhaps a metre. The allowance is used by a few utility poles, and most residents have planted it.
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Kits Beach Bypass Bike Route
This leisurely paced bike trail is not for all cyclists.
For those wishing speedier travel there is an on road alternative which is almost up to speed already.
This begins at Fish & Co. the existing west end of the False Creek circle trail.
It proceeds along Pennyfarthing to 1st avenue.
It is also accessed from Lamey’s mill road, which is pleasant riding east of Anderson.
Westward on 1st using the existing pedestrian light at Burrard and the four way stop at Cypress.
It requires a new favorable or four way stop at Yew, something which is needed for traffic control anyway because of that hill.
It stays on first to Stephen’s where it joins an existing bike route, crossing MacDonald at 3rd avenue with a pedestrian light.
3rd avenue has two unfavorable stop signs which much be reversed or fourwayed.
A push button light at 3rd and Alma is needed.
This leads to the Jericho park trail at Wallace or Highbury.
Only a few additions are needed to the 1st and 3rd avenue route, much of which is already signed as a bicycle route. They could easily be implemented.
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Zero Bicycles On Cornwall
The third piece to complete the picture is to pass a bylaw banning cyclists from using routes as determined by staff. The first such being Cornwall or Point Grey road west of Trafalgar.
Please see separate topik “Zero bicycles on CORNWALL and Point Grey Road”, which explains why this is essential for safety and for efficient movement of transit.

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ZERO bicycles on Cornwall/Point Grey road.

No cyclist should be riding on Cornwall or Point Grey road other than early Sunday morning. There is absolutely no need to do so.

Cornwall is exactly four lanes wide, nothing can be squeezed between.
Putting a bike lane in would reduce the traffic lanes to three.

In the peak 90 minutes there is a bus in the peak direction every 2 minutes and 15 seconds. The buses stop 6 times westward, 8 times eastward, between the burrard bridge and MacDonald. Therefore they dominate the curb lane, absolutely in the peak direction.

The centre lane westbound is dominated by left-turners. Other vehicles use the curb lane pretty much just for right turns and weaving around left-turners.

If there were only one lane in the off peak direction, the bus would have to stop in that lane. This would bring other traffic to a complete halt perhaps four times in that distance. Effectively all off peak traffic would switch to York or 1, 2, 3 avenues.

And of course such parking as there is in off-peak times would vanish, in an area dominated by permit only parking.

Point Grey road west of MacDonald is out of the question for bike-laning.

Since the buses take the entire curb lane, stop frequently for passengers, and arrive every 2.25 minutes, a speedy cyclist is forced to switch into the automobile dominated lane several times in that short distance.

There is an upslope westward from Yew to Larch, three blocks.  Cyclists frequently ride this as slow as 10 km/h, although the slicks riders move much more quickly, but not 50 kmh.

The bus cannot pass the cyclist without forcing its way into the automobile lane.

The result is that a bus with 50 passengers, and more waiting downtown for its return trip, is forced to crawl up that slope. Wasted time for 50 people, wasted money for Translink, ridiculous frustration for the chauffeur of the bus.
Just ask the drivers on this route what they think of cyclists mixing with buses.

On the corresponding downslope, cyclists glide downhill in the portion of the parking lane where the driver door opens. With auto traffic in the adjacent lane preventing a swerve, the cyclist has no chance against a door.

The solution is obvious.  upgrade the leisure bike route north of Cornwall as detailed elsewhere.

Sign and improve the on-road route from pennyfarthing along 1st and 3rd to Jericho.

Bring in a city by-law prohibiting the use of bicycles, skateboards, horses, grocery carts full of aluminium cans, and motorized wheelchairs; plus any vehicle not capable of 40 kmh, on designated streets.

Implement this on cornwall and pt grey road right from Cypress to Alma.

Post the signs prohibiting the use, and signs directing cyclists to the in-park and 1st avenue routes.

Have the cycling coalition stand at the curbs handing notices to any cyclists contravening the by-law.

Then after a burn in period, enforce it with a financial penalty like any other City or provincial law.

Www.VancouveRRR info@ January 25, 2013

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Taking Action
Open Houses where city staff will be presenting the City’s view will be held
January 29, 4 to 6 p.m. Maritime Museum
January 31 7 to 9 p.m. 2000 Trimble
February 2 10 to 2 Kits Community Centre
VancouveRRR.ca info@ January 29, 2013

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