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BICYCLE MASTER PLAN 2012 1
North VancouverBicycle Master Plan2012
October 2012
BICYCLE MASTER PLAN 2012 2
City of North Vancouver 141 West 14th Street North Vancouver, British Columbia Tel: 604.983.7333 Fax: 604.985.9417 Email: [email protected] www.cnv.org
District of North Vancouver 355 West Queens Road North Vancouver, British Columbia Tel: 604.990.2311 Email: [email protected] www.dnv.org
This plan was endorsed by both the City of North Vancouver Council and the District of North Vancouver Council on November 5, 2012.
The following changes were made to the Bicycle Master Plan network and endorsed by the City of North Vancouver Council on July 25th 2016:
Addition of East 3rd Street between Queensbury Avenue and St. Andrew’s Avenue;Deletion of East 2nd Street between St. David’s Avenue and Moody Avenue;Addition of a new route representing the future Spirit Trail alignment to the south of East1st Street;Addition of the Queensbury Greenway between 3rd Street and the Spirit Trail.
BICYCLE MASTER PLAN 2012 3
Table of Contents
ANALYSIS & RECOMMENDATIONS 1. introduction 4
2. what is the bicyle master plan 6
GOALS &OBJECTIVESPRINCIPLES
3. bike route design 11
TYPES OF ROUTESTYPES OF BIKE FACILITIESDESIGN GUIDELINESNAVIGATION
4. end of trip facilities 17
BIKE PARKING
5. bicycle master plan public survey 18
BICYCLEMASTER PLAN SURVEY
6. north vancouver bicycle route network 20
7. evaluation and prioritisation 23
8. ongoing programs 25 BICYCLEMONITORINGCYCLING PROMOTION & EDUCATIONNAVIGATION
2012 bicycle master plan (map d) 21
map a: new problem areas identified 42
map b: priority projects identified 43
map c: proposed route changes 44
MAPS
APPENDICES appendix 1 – scope of the 2012 bicycle master plan 30appendix 2 – consultation process 33appendix 3 – results of online survey with cyclists 35appendix 4 – mapping process 41appendix 5 – technical evaluation process 61appendix 6 – monitoring program 63
BICYCLE MASTER PLAN 2012 4
Between 2010 and 2012, the City and District of North Vancouver undertook a joint update to the North Vancouver Bicycle Master Plan to create this new stand-alone document. The incentive for updating the Plan stemmed from the need for bicycle planning to reflect evolving transportation priorities and direction in the two municipalities.
In updating the Bicycle Master Plan, it was important to recognize the types of facilities that are generally appropriate for North Vancouver, and how local cyclists feel about the variety of facilities.
Documentation of the process that led to the 2012 Plan is provided in Appendix 1. This document replaces the 2006 Bicycle Master Plan that was endorsed by City and District of North Vancouver Councils on 27th March 2006 and 20th March 2006, respectively.
The first documented Bicycle Master Plan for the City and District of North Vancouver was prepared by staff in 1994, and updated in 1996. The 2006 update to the Plan was completed by Urban Systems Limited, and involved a substantial level of effort to create the foundation for a new bicycle network for North Vancouver. The 2012 update to the Bicycle Master Plan builds upon the work accomplished in 2006, with the intention of updating key components of the Plan to reflect current needs. Thus, where appropriate, some elements of the 2006 Plan remain relevant, as indicated through references. Typically Bicycle Master Plans require updating periodically to account for changing conditions. As such, bike network improvements should be re-evaluated and re-prioritized every two years, and the entire Bicycle Master Plan should be updated within ten years to ensure that other aspects of the plan remain current.
A public consultation process contributed significantly to the development of the 2012 Bicycle Master Plan by providing valuable insight into local cycling issues. During the course of two workshops, two open houses and an online survey, staff sought to gain a better understanding of current problem areas and priorities for future project planning. A detailed description of the public consultation process and feedback outcome is detailed in Appendix 2.
Introduction 1.0
New Bicycle Master Plan
BICYCLE MASTER PLAN 2012 5
The 2006 Bicycle Master Plan included a detailed evaluation and prioritisation of proposed bicycle routes in North Vancouver. The 2012 update shows the proposed network and the routes identified as priorities by the public. The City and District will produce separate plans to guide implementation timelines and priorities. This is further discussed in section 5.
BICYCLE MASTER PLAN 2012 6
What is the Bicycle Master Plan?
The following description of the Bicycle Master Plan was drafted in 2006 and still is supported in 2012:
The Bicycle Master Plan frames the City and District’s vision of the future bike network, once all route segments and bike projects are ultimately built to the appropriate design standard. This Plan will help staff to schedule and design bicycle infrastructure over the next decade and beyond by highlighting the priority areas identified through consultation with the public.
Goals and Objectives The purpose of the 2012 Bicycle Master Plan is to guide implementation of projects and programs that will contribute to the North Vancouver bicycle network from 2012 onward. It is envisaged that focussing on the priorities outlined in this Plan will lead towards completion of the bike network within the next decade and beyond.
The goals and objectives of the Bicycle Master Plan were created to align with the City and District’s respective future visions for cycling beyond 2012:
“The key component of the Bicycle Master Plan is a network of bicycle routes. The route network incorporates a combination of on-street routes and pathways connecting all major destinations and all neighbourhoods within the District and City of North Vancouver, as well as connections to West Vancouver and across Burrard Inlet, and connections to regional
transit services.”
What is the Bicycle Master Plan? 2.0
BICYCLE MASTER PLAN 2012 7
GOAL #1: Establish a Bicycle Network that Strengthens Community Connections and Improves Safety
By:
o Establishing a bicycle network that will provide safe routes;
o Providing a logical network that
accommodates both local and regional bicycle trips; and,
o Developing facilities that serve cyclists of various ages and comfort levels.
GOAL #2: Promote Cycling as a Key Part of a Sustainable Transportation System
By:
o Encourage and support more people to regularly use cycling as a means of travelling within the North Shore and beyond;
o Encouraging healthy lifestyles; and,
o Providing more options for people to get around, thereby reducing car travel and its associated environmental impacts.
Several objectives that support the goals of the Plan were also drafted, and they include:
Identifying problem areas in North Vancouver where cyclists feel that substantial
safety issues and other obstacles exist;
BICYCLE MASTER PLAN 2012 8
Incorporating route changes into the Bicycle Master Plan map to establish a complete network for current and future cyclists;
Making all municipal streets more appealing to cyclists – not only those routes
marked on the network map – in addition to accommodating pedestrians and vehicles;
Identifying the top priority locations where cyclists want municipal resources allocated
for future project implementation; and,
Gaining a better understanding of the profile of North Vancouver cyclists, to enhance the design of future bike facilities.
Principles
A set of guiding principles for the 2012 Bicycle Master Plan was established. The principles are based on those in the 2006 plan with modification to align with the current best practices and policies are, listed below and, will be supported for 2012 and beyond.
P1) The bicycle network should accommodate all cyclists. This means cyclists of all skill levels, riding for all purposes. This includes children and adults, novice and experienced cyclists. It includes cyclists commuting to work and school, cyclists riding to the store or a medical appointment, for example, and recreational cyclists, including mountain bikers riding to trails.
P2) The bicycle network should incorporate different types of bicycle facilities. Skill levels, physical capabilities, trip purposes and needs vary widely among cyclists, and consequently different cyclists require or are attracted to different types of bicycle facilities. An experienced commuter cyclist may be comfortable riding along a high-volume multi-lane arterial road, and may prefer to ride along such a road in order to minimize travel times. On the other hand, a less experienced cyclist new to cycling may not feel comfortable riding along major roads, and may prefer neighbourhood trails and local streets. To accommodate all types of cyclists, a range of different types of bicycle facilities are needed.
P3) Cyclists should be accommodated on roadways wherever possible. This means that unless it is extremely difficult to do so, space should be provided for cyclists on all arterial and collector roads. This approach recognizes that cyclists fare best when they are treated as vehicles and integrated with other vehicle
BICYCLE MASTER PLAN 2012 9
traffic. Studies of crashes and safety issues indicate that cyclists are generally safer riding on roadways than on pathways. The reason for this is that cyclists share pathways with pedestrians and many other types of users, which can increase the potential for conflicts and crashes. In addition to safety considerations, travel times for cyclists are typically minimized when cyclists travel on roadways.
P4) Off-street pathways should complement — not replace — on-street bicycle facilities. Because the potential for conflicts and crashes is higher on a pathway, and because pathways do not serve all destinations to which cyclists wish to travel, many cyclists will end up riding on the roadway, either by choice or by necessity. Constructing pathways as an alternative to on-street bicycle facilities means that in many cases there would be no space for cyclists and motorists to safely share the roadway, and as a result, the safety of cyclists would be compromised. Instead, pathways should be provided in addition to on-street bicycle facilities, thereby ensuring that facilities are provided for all cyclists.
P5) Pathways should form a continuous network, using local streets where appropriate to bridge gaps in the pathway network. Many cyclists who are attracted to pathways are cyclists who would not be comfortable riding on arterial or collector roads. Recognizing this, these cyclists should be able to ride to destinations throughout North Vancouver on a combination of pathways and local streets, without the need to travel along arterial and collector roads. Although local streets may be used to complete gaps in the pathway network, desirably a continuous pathway connection is provided.
P6) Crossing treatments are essential. Crossings where bicycle routes along local streets and pathways intersect arterial and collector roadways are where the majority of crashes — and the most severe crashes — occur. To maximize safety for cyclists, and to avoid creating barriers to cycling within the bicycle network, a range of crossing treatments should be used at arterial and collector road crossings.
P7) The bicycle network should serve all important destinations. Just as the road network provides access to commercial, office, institutional, cultural and recreational destinations throughout the community, so should the bicycle network. Desirably, each important destination is served by an on-street bicycle route and a pathway connection.
P8) The “quality” of the cycling experience is important. The “quality” of the cycling experience is determined by perceptions of safety, traffic volumes, noise, air quality and aesthetics. Although providing a direct route and avoiding steep
BICYCLE MASTER PLAN 2012 10
grades are important, some cyclists will prefer a longer route or one with steeper grades if it is perceived as significantly safer, has lower traffic volumes, and provides a more enjoyable cycling experience.
P9) Trails and pathways should accommodate all forms of non-motorized transportation where possible. Pathways should be planned and designed to accommodate various forms of non-motorized transportation. This means, for example, that pathway grades should not be so steep as to prevent use of the pathway by persons in wheelchairs. Similarly, in areas where trails can function as bike routes, the surface should be upgraded accordingly to accommodate other forms of non-motorized transportation and wheelchairs.
P10) Facilities should be developed to an acceptable standard. No one would consider constructing a road to be used by motor vehicles with lane widths narrower than the minimum standard, with a grade steeper than the maximum permitted, for example. The road would not be safe. For the same reason, bicycle facilities should not be constructed to less than the minimum standard — they would not be safe, either. Constructing bicycle facilities to acceptable standards maximizes safety for cyclists, increases the attraction of the bicycle facilities to potential cyclists, minimizes maintenance costs and helps to avoid expensive liability claims.
P11) Parks needs and users must be considered. Parks trails should be intergrated into the bicycle network where possible and ensuring that the safety and comfort of pedestrians and park users are not compromised. It is important to protect and consider the integrity of sensitive ecosystems where facilities for cyclists are located through parks.
BICYCLE MASTER PLAN 2012 11
Types of Routes
North Vancouver’s bicycle network is defined by a set of on-street and off-street bicycle facilities.
On-street bike route – this type requires cyclists to integrate with vehicular traffic on the road network, and ranges from residential streets with minimal vehicle traffic, to busier arterial roads. On-street route design options– as illustrated in the following section – are selected based on design constraints such as road hierarchy, traffic volume and geometric elements.
Off-street bike route – this type generally involves hard-surfaced, multi-use paths that are shared with pedestrians and are separated from the road network as much as possible. Hard-surface treatments may (depending on sensitivity of the riparian or ecological system) include asphalt, fine rock dust or boardwalk.
The Plan’s “off-road” routes do not include many of the numerous rough surface trails that are part of the City and District’s trail network. While many rough surface trails provide excellent community connections for cyclists, the Bicycle Master Plan is focused on a system of bike routes that can be used by all levels of cyclists safely at all times of the day. Thus, with a few exceptions, North Vancouver’s trail system has generally not been incorporated into the bike network because of concerns regarding consistency and reliability of facility quality for cyclists.
Bike Route Design 3.0
BICYCLE MASTER PLAN 2012 12
Types of Bike Facilities
For both on- and off-street bike routes, there are a variety of design options feasible in North Vancouver. These bike facility designs are consistent with current practice per the Transportation Association of Canada, and are also aligned with bike facilities currently being implemented in both North Vancouver and other Metro Vancouver municipalities. Typical costs for bike facilities vary from the hundreds of dollars for signs and markings to over $1m for new bridges and multi-use paths. Descriptions of all relevant bike facility designs are provided below, with photos provided alongside for reference.
FIGURE 1: Major street with bike lanes
Currently bike lanes are provided on several busy corridors including Esplanade, Low Level Rd/Cotton Rd, Capilano Rd and W. 1st St.
FIGURE 2: Major street with wide curb lanes and "sharrow" markings (with room for bikes to ride side-by-side with vehicles)
Examples in North Vancouver include Marine Dr. and Lynn Valley Rd.
BICYCLE MASTER PLAN 2012 13
FIGURES 3a & 3b: Single file travel on major or minor streets with "sharrow" markings to indicate to road users the safest position for cyclists:
FIG 3a) With green underlay (for visibility): FIG 3b) Without green
Example outside City Hall (West 13th Street) Example Mackay Road South of Marine
FIGURE 4: Cycle path next to major street (separated by a physical barrier)
Example Lillooet Rd
2.0
BICYCLE MASTER PLAN 2012 14
FIGURE 5: Paved off-street multi-use pathway
Examples in North Vancouver include the Spirit Trail, Green Necklace and Seymour River Greenway.
FIGURE 6: Hard surface off-street multi-use trails
Located throughout the North Shore; however, most pathways are not included in the Bicycle Master Plan mapping.
BICYCLE MASTER PLAN 2012 15
Design Guidelines
The design of bicycle infrastructure requires technical guidance in order to achieve consistency throughout North Vancouver. Design guidance is necessary to select appropriate facilities (through the analysis of geometry, traffic data and other constraints) and, from a broader perspective, to guide all aspects of bicycle infrastructure (including signage, bicycle parking, signal improvements for cyclists and off-street path design). The North Vancouver Bicycle Master Plan supports the use of technical design guidelines prescribed by the Transportation Association of Canada (TAC) along with emerging best practices in bicycle facility design. This approach allows for local bike facility designs that reflect current standards as they evolve, while achieving bike route consistency with other Metro Vancouver municipalities. This approach also allows us the flexibility to consider innovative design options for site and context specific problems.
BICYCLE MASTER PLAN 2012 16
Navigation Navigation is important for cyclists of all levels. A bicycle user map helps plan the trip prior to departure, and wayfinding helps the cycling while on route.
Bicycle User Map
A bicycle user map is an important tool to enable cyclists to plan their routes. The City and District should continue to work with TransLink to update the Regional cycling map. A local map catering specifically to the conditions found on the North Shore is also a valuable tool, which can show local routes in more detail.
Wayfinding
A comprehensive Wayfinding strategy is important for a cyclist once on route. Wayfinding is particularly important for new cyclists, who may not know the best routes to take to arrive at their destination. New cyclists will often not be aware of which roads have bicycle facilities, and may become uncomfortable and reluctant to cycle again if
they use an inappropriate route. Wayfinding also helps more regular cyclists to discover other places they can access that are out of their normal routes.
For wayfinding to be successful it needs to be consistent along routes and across municipal boundaries. Signs and markings should have predictable content and locations in order to present clear guidance to cyclists for the whole length of their trip. Signs could provide information such as distances, level of difficulty and key destinations.
BICYCLE MASTER PLAN 2012 17
Bike Parking Concern over theft and the lack of bicycle parking has been shown to be a significant deterrent to bicycle trips.
Bicycle parking can be split into categories:
Short term - Parking for a few minutes or hours while shopping, running errands or enjoying recreational facilities. For short term parking ease of access and the ability to lock a bike safely are important. Short term bicycle parking should be located within easy access to the bicycle network and in a place with a high level of natural surveillance. The location should include sufficient space so parked bicycles do not become obstructions.
Long term – Parking for a longer period of time for example at places of work, transit exchanges and at home. For long term parking security and shelter from the elements are more important; access need not be as direct, but should be easily navigated by all levels of users.
While bike parking for existing developments is out of the purview of the City and Districts of North Vancouver, bike parking in new developments can be controlled by provisions in the zoning bylaw.
End of Trip Facilities 4.0
BICYCLE MASTER PLAN 2012 18
Bicycle Master Plan Survey
As part of the Bicycle Master Plan process, cyclists were surveyed to gain a better understanding of local facility preference. The overall results of the survey question are shown in Figure 7.
FIGURE 7 SURVEY RESPONSE: BICYCLE FACILITY PREFERENCE
In general, cyclists were found to favour bike facilities that provide physical separation from vehicular traffic. The facility preferred by 36% of survey respondents is “cycle path next to major street, separated by a physical barrier.” Cyclists’ second preference was “paved off-street multi-use pathway” (18%), followed by “residential streets marked as bike routes” (16%), and major street bike lanes (14%). These survey responses indicate
Bicycle Master Plan Public Survey 5.0
BICYCLE MASTER PLAN 2012 19
that cyclists are least comfortable when sharing the road with vehicles through the use of “sharrow” markings or using unpaved paths.
The survey also found that different types of cyclists prefer different facilities. Most notably it was found that:
providing separated bicycle facilities on major routes and marked routes along residential streets would benefit all users;
providing bike lanes on major streets would benefit regular users and those who cycle often; and
providing paved multi-use paths would encourage occasional users initially, but are less likely to be preferred as cyclists begin commuting more often.
The survey revealed the following general trends related to cycling behaviour:
Cycling is generally less favoured as a method of transportation for utilitarian trips, even for cyclists who are regular commuters; and
Most survey respondents indicated they cycle for recreational reasons at least occasionally, and 75% have used their bikes for bicycle commuting.
The facility preferences and trends described above will be further investigated in order to help inform staff when making future design decisions for bike routes. Appendix 3 provides additional results from the survey.
BICYCLE MASTER PLAN 2012 20
North Vancouver Bicycle Route Network
At the core of the Bicycle Master Plan is a new network map that defines all on- and off-road bike routes. The process of updating the bicycle network map is described below, with more detailed information, including the mapping, provided in Appendix 4.
The resulting 2012 Bicycle Master Plan Map is provided on the next page.
FINAL NV BICYCLE ROUTE MAP 5) A final map was prepared to reflect the new bicycle network plan
FINAL NV BICYCLE ROUTE MAP
ROUTE CHANGES 4) Potential route changes identified by cyclists were mapped
ROUTE CHANGES
PRIORITIES 3) Priority locations identified by cyclists were ranked and mapped
PRIORITIES
PROBLEM AREAS 2) Problem areas were identified by cyclists and mapped
PROBLEM AREAS
BASE MAPPING 1) A base map was created to reflect the current bicycle network
North Vancouver Bicycle Route Network 6.0
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This
Evaluation & Prioritization
Between 2006 and 2012, City and District staff found that many of the top priority projects identified within the Bicycle Master Plan were technically or financially challenging to implement. Further, the complexity of the 2006 evaluation methodology made it labour-intensive to revisit the analysis for frequent updating, especially given the subjectivity of the evaluation criteria.
The evaluation approach for 2012 and beyond enables City and District staff to technically evaluate priority projects in synch with Capital Planning processes. The evaluation process will occur periodically and will involve regular updates to ensure that current conditions are being reflected in a periodic updating of bike project priorities.
The evaluation process consists of two phases:
1) IDENTIFY PRIORITIES – this phase involved identifying priority locations for bike improvements through the public consultation process. This was completed in 2011, with the results illustrated in Map B (see Appendix 4). This phase provided staff with a stakeholder-ranked list of priority projects.
2) TECHNICAL EVALUATION – a detailed technical evaluation process will be conducted individually by City and District staff for their respective municipalities. The top priority locations (as ranked in Phase 1) will be separated by municipality. In the case of multi-jurisdiction priority projects, they will be subject to a technical review conducted jointly by City and District staff.
Possible criteria to be applied in this Technical Evaluation process are described in Appendix 5. These criteria, along with the associated weighting for the evaluation, will be refined and finalized as a next step by each municipality.
Evaluation & Prioritization 7.0
BICYCLE MASTER PLAN 2012 24
It is envisioned that this two-phase process will facilitate future Capital planning for bike projects. City and District staff will have the ability to more thoroughly evaluate the technical merits of priority bike projects on a regular basis as needed, ensuring that evolving design constraints are matched by appropriate bicycle facilities.
BICYCLE MASTER PLAN 2012 25
Bicycle Monitoring
It is important for the municipalities to support ongoing monitoring programs to measure the progress of cycling in North Vancouver. An in-depth description of the purpose and benefits of bicycle monitoring was included in the 2006 Bicycle Master Plan. All aspects of this discussion are still supported for 2012 (as provided in Appendix 6 for reference.)
A regular data collection program will measure annual changes in bicycle volume in the network as a whole and on particular routes. It is important to monitor data on both existing and proposed routes during both peak and off-peak seasons so that comparisons can be made in the future. Coordinating bicycle and vehicular traffic counts will allow the measurements to be places in the context of the overall transportation system.
While monitoring absolute change in the number of cyclists on a typical day provides a snapshot of cycling conditions, there are several other potential measures of success that could add value to the City and District’s monitoring programs. The availability of data from larger collection programs (such as regional trip data collected by TransLink and StatsCan’s census data) has improved in recent years, and can provide valuable information at regular intervals for monitoring cycling trends in North Vancouver.
Provided that resources (both local and regional) are consistently available to collect, assemble and analyse the necessary data, the City and the District will be monitoring:
Non-Auto Mode Share - the City and District will monitor their cycling mode shares through corridor surveys and the use of regional trip data. The City and District have also set a target for non-auto mode share: by 2030, 35% of all trips will be accomplished by biking, walking or transit. (This is aligned with TransLink/Metro Vancouver mode share targets).
Ongoing Programs 8.0
BICYCLE MASTER PLAN 2012 26
Cycling Mode Share for Short Trips – by year 2040, the City and District aim to achieve a 15% bike mode share for all trips less than 8km. (This is aligned with goals from the 2011 TransLink Regional Cycling Strategy).
The percentage of bike network completed (expressed as the linear distance of built bike facilities relative to the distance planned for the whole network; no specific target set at this time).
The number of municipality-wide annual accidents involving cyclists (absolute numbers to be monitored annually by the individual municipalities).
As a secondary component of the bicycle monitoring program, “cyclist satisfaction” surveys will be conducted periodically. By establishing an online survey at regular intervals (for example, every two years), staff will be able to gain a broad overview of cyclist feedback and insight at regular intervals and plan accordingly.
Cycling Promotion and Education Implementing bicycle infrastructure projects alone is not enough to create new cyclists: it is essential for education and awareness campaigns to accompany growth of the bicycle network. For the greatest impact, cycling education must not only reach young or novice cyclists, but also vehicular drivers, in order to optimize safety and interaction between transportation modes.
Supporting cycling education programs for school-age children, and linking with other sustainable transportation programs (such as Safe Routes to School), has the best potential to reach a broad audience for potential daily cyclists.
Ultimately, in order for the amount of every day cycling to increase in North Vancouver, potential new or infrequent cyclists must be encouraged to make more trips by bike. Cycling promotion needs to present this mode choice as an option that is possible for most residents to some degree.
BICYCLE MASTER PLAN 2012 27
The online survey of cyclists (discussed in Appendix 3) provides useful information about cycling behaviour that could help to support future cycling promotion programs for target audiences. Staff will be utilizing this information when considering the design of new bike routes and facilities in order to attract and accommodate new and existing cyclists.
BICYCLE MASTER PLAN 2012 28
BICYCLE MASTER PLAN 2012 29
LIST OF APPENDICES
APPENDIX 1 – Scope of the 2012 Bicycle Master Plan
APPENDIX 2 – Consultation Process
APPENDIX 3 – Results of Online Survey with Cyclists
APPENDIX 4 – Mapping Process
APPENDIX 5 – Technical Evaluation Process
APPENDIX 6 – Monitoring Program
BICYCLE MASTER PLAN 2012 30
APPENDIX 1 – SCOPE OF THE 2012 BICYCLE MASTER PLAN
This appendix describes the scope of the 2012 Plan, and how the new Plan differs from the 2006 version.
North Vancouver’s Bicycle Master Plan requires periodic updating in order for it to guide and remain relevant to other planning and policy documents – such as the municipalities’ respective Official Community and Transportation Plans. The 2006 report recommended that bike network improvements be re-evaluated and re-prioritized at least every two years to account for changing conditions. It also suggested that the entire 2006 Bicycle Master Plan be updated within ten years to ensure that other aspects of the plan remain current.
With five years having passed since the last Plan was adopted, the scope of the 2012 update was therefore limited to:
Re-defining the goals and objectives of the Plan.
Updating the bicycle network map to complete missing links and to incorporate other current and future initiatives, such as the North Shore Spirit Trail;
Conducting a survey of North Vancouver cyclists to gain a better understanding of preferred bike facilities;
Identifying current project priorities to facilitate future capital planning; and
Identifying key indicators to measure as part of ongoing bicycle monitoring.
Some components of the 2006 Plan were excluded from the scope of the 2012 update. These include:
BICYCLE MASTER PLAN 2012 31
Technical Evaluation - In 2006, the Bicycle Master Plan included an evaluation of all potential bike projects. The evaluation was undertaken by applying a matrix of both subjective and objective criteria to prioritize potential projects. The score for each project was used to separate projects into “low” and “high” priority categories.
Between 2006 and 2012, City and District staff found that many of the top priority projects identified within the Bicycle Master Plan were technically or financially challenging to implement. Further, the complexity of the 2006 evaluation methodology made it labour-intensive to revisit the analysis for frequent updating, especially given the subjectivity of the evaluation criteria. Thus, a more adaptable evaluation approach is proposed for 2012 and beyond, which will enable City and District staff to technically evaluate priority projects in synch with their respective Capital planning processes.
Implementation – The 2006 Plan recommended an implementation strategy for bike projects based on project costs, predicted municipal funding levels and cost-sharing opportunities. The project costs were “order-of-magnitude” estimates. During the period between 2006 and 2012, staff found that the implementation strategy did not always paint a realistic portrayal of the financial implications of a bike project. This was primarily due to the fact that the cost estimates and funding information became dated rapidly, in addition to the inability of the planning-level document to identify technical constraints and design issues.
For the 2011 update the implementation strategy, including financial implications, was removed. The capital costs for top priority bike projects, along with municipal funding levels and cost-sharing opportunities are more appropriately analyzed on a rolling annual basis, in the context of the City and District’s respective Capital Plans processes to optimize accuracy
Design Guidelines – The 2006 Bicycle Master Plan included a set of guidelines for use in designing bike facilities in North Vancouver. At that time, the local guidelines were created to be consistent with and refer to nationally accepted guidelines per Transportation Association of Canada (TAC).
Since 2006, bicycle facility design has evolved, and there is an increasing need for consistency amongst Metro Vancouver municipalities. This means adhering to the most widely accepted and current design standards prescribed by the Transportation Association of Canada. The local design guidelines therefore were
BICYCLE MASTER PLAN 2012 32
excluded from the 2012 update to avoid redundancy and the risk of this information becoming out-of-date.
Mapping – The mapping style adopted in the 2006 Bicycle Master Plan was not
found to be user-friendly and created confusion in recent years. The 2011 Plan therefore involved developing a new map legend and set of maps.
Appendix 2- Consultation Process BICYCLE MASTER PLAN 2012 33
APPENDIX 2 – CONSULTATION PROCESS
This appendix outlines the public consultation process followed for the 2012 Bicycle Master Plan update.
A workshop with Joint Bicycle Advisory Committee (JBAC) members was held on December 2, 2010. The purpose of this meeting was to solicit feedback on priorities for updating the 2011 Bicycle Master Plan. A staff presentation provided the committee with background information and described how JBAC’s feedback would inform the Plan’s update. JBAC members suggested ways of improving components of the Plan to better satisfy the needs of current North Vancouver cyclists.
On March 2, 2011 a second workshop was held with the City’s Bicycle Advisory Committee members, former District JBAC representatives and other observers. There was a total of ten attendees. The purpose of this meeting was to identify specific problem areas and project priority locations through the use of mapping. Following a staff presentation, two breakout groups marked up maps by sketching problems, solutions and new route ideas. These maps contributed to the creation of the 2011 Bicycle Master Plan map. Seven comment sheets were also received at the workshop; these sheets reinforced the feedback received through the mapping exercise
A public open house was held on March 9, 2011 to describe the purpose of the project to stakeholders. Attendees were encouraged to identify specific problem areas and project priority locations through the use of mapping. Forty-five people signed in at this open house (with City and District residents equally represented), and 27 comment sheets were received.
Between March 2 and April 30th 2011 the City’s website hosted an online cycling survey. The goal of the survey was to find out more about current cycling trends, preferences and project priorities in North Vancouver. The survey resulted in 139 responses, with City/District residents equally represented.
On June 23, 2011 a second public open house was held. This event provided stakeholders with an opportunity to view the progress of the project, including new bicycle network mapping. Twenty-three people signed-in at the open house and 21 comment sheets were received. Eighty-six percent of respondents indicated full support for the new bicycle master plan mapping, while one person
Appendix 2- Consultation Process BICYCLE MASTER PLAN 2012 34
(5%) did not support the plan. The remaining responses were either blank or indicated support for some parts of the plan but not all.
Presentation and discussion with the CNV Cyclist Advisors (City members of the former Joint Bicycle Advisory Committee) on 23rd November 2011.
Comments on the draft plan received by DNV Transportation Consultation Committee (formally known as the Transportation Planning Advisory Committee) and Bicycle Consultation Email Group in Fall 2011.
Presentation and discussion with the CNV Advisory Planning Commission (APC) on 9th June 2011 and 7th December 2011.
Presentation and discussion with the CNV Parks and Environment Advisory Commission (PEAC) on 2nd June 2011 and 1st December 2011.
Presentation and discussion with the CNV Integrated Transportation Committee (ITC) 7th March 2012 and 4th April 2012.
Appendix 3- Results of Online Survey BICYCLE MASTER PLAN 2012 35
APPENDIX 3 – RESULTS OF ONLINE SURVEY WITH CYCLISTS
This appendix summarizes the feedback received from cyclists as part of the 2012 Bicycle Master Plan Update online survey. Through the 2011 public consultation process staff collected a variety of information from North Vancouver cyclists. While details related to specific problem areas and projects are covered in the mapping, the online survey results are summarized in the following figures. The online survey conducted in April and May 2011 resulted in 139 responses (which was noted to be a high response rate compared to other recent surveys hosted on the City’s website, but generally a low response rate compared to comprehensive transportation plan surveys). The survey questions and responses are described below. It must be noted that the survey participants were generally cyclists – and therefore the survey results are skewed towards profiling cyclists rather than transportation system users as a whole. The survey found that:
Cycling is generally less favoured as a method of transportation for utilitarian trips, even for cyclists who are regular commuters; and
Most survey respondents indicated they cycle for recreational reasons at least
occasionally, and 75% have used their bikes for bicycle commuting. Staff plan to use these survey results to better design future projects and cycling promotion programs for the appropriate users. Specifically, the results indicate the need to work further to determine what network changes are necessary to promote more cycling trips for utilitarian purposes.
FIGURE i: HOME MUNICIPALITY
Appendix 3- Results of Online Survey BICYCLE MASTER PLAN 2012 36
FIGURE ii: TYPICAL WEEKDAY ACTIVITY
FIGURE iii: TRAVEL MODE AND COMMUTE LENGTH FOR WORK/SCHOOL TRIPS
CNV44%
DNV (Capilano)15%
DNV (Lynn Valley)11%
DNV (Seymour)12%
West Vancouver3%
Other15%
Around half of survey respondents indicated that they remain on the
North Shore on a typical day.
District respondents
represented 38% of the total, slightly less than the City
share of 44%.
Appendix 3- Results of Online Survey BICYCLE MASTER PLAN 2012 37
For those respondents who travel to school or work, the majority complete their trip using a bike. Nearly half of respondents indicated
that their commute length exceeds 10 kilometres.
Appendix 3- Results of Online Survey BICYCLE MASTER PLAN 2012 38
FIGURE iv: FREQUENCY OF CYCLING FOR WORK/SCHOOL TRIPS
FIGURE v: TYPICAL TRAVEL MODE
FOR UTILITARIAN TRIPS
FIGURE vi: FREQUENCY OF CYCLING
FOR UTILITARIAN TRIPS
37%
24%22%
17%
0%
5%
10%
15%
20%
25%
30%
35%
40%
Regularly (4-5 days/week)
Never Often (1-3 days/week)
Occasionally (1-3 times/month)
More than a third of survey respondents cycle to work or school regularly throughout the year, while a quarter of respondents do
not cycle at all to work or school.
Survey respondents indicated that more than half of their utilitarian trips are completed with a car, with bikes used only one fifth of the time. For those
respondents who use bikes for utilitarian trips, 42% do so on a weekly basis.
Appendix 3- Results of Online Survey BICYCLE MASTER PLAN 2012 39
FIGURE vii : TYPICAL TRAVEL MODE FOR RECREATION TRIPS
FIGURE viii: FREQUENCY OF CYCLING FOR RECREATION
TRIPS
Just under half of survey respondents use their bikes for trips related to recreation. Those who make recreational bike trips generally do so 2 times a month or more.
Appendix 3- Results of Online Survey BICYCLE MASTER PLAN 2012 40
Online Survey: General Feedback In addition to the online survey responses and location-specific feedback reflected in the mapping, a variety of general comments were received from stakeholders. This feedback was categorized and is summarized in Table A.
TABLE A SUMMARY OF GENERAL COMMENTS FROM CYCLISTS CATEGORY COMMENTS RECEIVED
General Planning
- Seamless multimodal integration is important - Municipalities need to work together to build bike network. - More east-west routes with bridges at creek crossings. - Add zigzags to north-south routes to create more gentle grades. - Make routes radiate from key destinations. - Routes must offer value to cyclists. - More bike storage lockers. - At busy intersections, separate bikes from cars. - More bike routes through parks. - Improve access to recreation facilities.
Facilities
- Place bike racks strategically and safely, with innovative designs. - Remove parking to install bike lanes. - Make sidewalks wider for bikes, to facilitate utilitarian trips. - Way-finding signage to advise cyclists of routes, hills, distance. - Make bike facilities for all ages and abilities. - Bike lanes are the preferred facility. - Improve maintenance of bike lanes. - Some cyclists like traffic circles-but not all cyclists.
Projects
- Complete a Low Route across the North Shore, in addition to Spirit Trail. - Expand Seymour River Greenway eastwards. - Improve routes to Deep Cove. - Improve connections to Edgemont Village. - Improve connections from Capilano to Westview on North Side of
Highway. - Create a user map to help cyclists navigate the North Shore. - Improve illumination. - Install more bike pushbuttons.
Enforcement/
Policy/
Promotion
- Introduce tax incentives for commuter cycling. - Increase cost of parking to encourage cycling. - Reduce speed limits. - Increase idling, speed and parking enforcement. - Make SeaBus a 1 zone fare. - Provide cycling education for cyclists and motorists. - Advertising campaign to promote cycling and active transportation,
especially at schools. - Promote electric bikes. - Consider "car free days.” - Implement bike shuttle program for steep hills such as Lonsdale.
Appendix 4 – Mapping Process BICYCLE MASTER PLAN 2012 41
APPENDIX 4 – MAPPING PROCESS
This appendix outlines the process followed to create new Bicycle Master Plan mapping.
1) The 2006 Bicycle Master Plan maps were used as a basis for discussion. In 2011 a new map base was created to display both the 2006 network, in addition to projects planned and implemented between 2006 and 2012. Most rough surface trails were not incorporated into the mapping for the reasons described in previous sections.
2) Stakeholders and staff used the Base Map to mark problem areas, project priorities and route change suggestions.
o A list of all problem areas identified by stakeholders was compiled and is illustrated on “Map A – Problem Areas.” The accompanying text list of locations is provided in TABLE 1.
o All priority project locations identified by stakeholders were compiled in a list, with locations ranked by the number of times they were identified. Priority project locations are illustrated on “Map B – Project Priorities.” This map provides an illustration of where cyclists wish to have cycling funds allocated towards implementing projects. The accompanying list of projects, sorted in descending number of “mentions” is provided in TABLE 2.
o Stakeholders identified several possible route changes, including removals and additions. These suggestions are illustrated on “Map C – Suggested Route Changes,” with the accompanying list provided in TABLE 3.
o The suggested route changes were reviewed by staff and incorporated
into the new Bicycle Master Plan Map where required. Maps A, B and C are provided on subsequent pages, followed by Tables 1, 2 and 3
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1
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CLI
FF R
D
E 19
TH S
T
CLEM
ENTS
AVE
W 1
5TH
ST
W 1
7TH
ST
W 1
9TH
ST
E 19
TH S
T
W 1
7TH
ST
W 1
9TH
ST
HANES AVE
W 1
5TH
ST
GRANTHAM PL
FAIRWAY DR
CARN
ATIO
N ST
NEW
DALE
CRT
BEWICKE AVE
W K
ING
S RD
GRAND BLVD
PREMIER ST
HOSKINS RD
HAMILTONAVE
PHILIP AVE
SUNSETBLVD
PAIS
LEY
RD
ALLAN RD
APEX AVE
FRED
ERIC
K RD
CAROLYN DR
MAHON AVE
ST GEORGES AVE
INSTITUTE RD
SUNSETBLVD
CLIFF
RIDG
EAV
E
CLIFFRIDGE AVE
ELLIS
ST
PLY M
O UT H
DR
W K
EITH
RD
W KEITH RD
ARBORLYNN DR
HOSKINS RDHOSKINS RD
PROSPECT RD
PROSPEC
T RD
SKYL
INE
DR
ST ANDREWS AVE
MACKAY AVE
RANG
ERAV
E
HOSKINS RDHOSKINS RD
APPIN RD
SONORADR
VENTURA CRES
PRINCESS AVE
LYTTON ST
ROCKCLIFF RD
CHESTERFIELDAVE
MONTROYA
L BLV
D
ST GEORGES AVE
BERKL
EYAV
E
DEM
PSEY
RD
LARSONRD
ROCHE POINT DR
ROSS
RD
EDGEMONT BLVD
E BR
AEM
AR R
D
E KE
ITH
RD
EKE
ITH
RD
W K
EITH
RD
FELL AVE
BROOKSBANK AVE
W 2
3RD
ST
EDGEMONTBLVD
HYANNIS DR
W 3
RD S
T
W K
EITH
RD
DEM
PSEY
RD
W K
EITH
RD
E KE
ITH
RD
E 3R
D ST
E KE
ITH
RD
MACKAY RD
RIDG
EWO
OD D
R
HAMILTONAV
E
ROCHEPOINTDR
DELBROOK AVE
DELBROOK AVEFORBES AVE
HIGHLAND BLVD
HIGHLAND BLVDFELL AVE
CHESTERFIELD AVE
BERKLEY RD
QUEENSBURY AVE
NORTHLANDSDR
LYNN
VALL
EY R
D
MAR
INE
DR
W Q
UEEN
S R
D
CAPILANO RD
BOULEVARDCRES
MT
SEYM
OUR
PKW
Y
E KE
ITH
RD
RID
GEW
OOD
DR
WESTVIEW DR
E 29
TH S
T
INDI
ANRI
VER
DR
MAI
NST
W 1
ST S
T
PEMBERTON AVE
NANCYGREENEWAY
W13
THS T
WEL
CH S
T
E ES
PLAN
ADE
W 1
6TH
ST
W 2
ND S
T
MT SEYMOUR RD
EDGEM
ONT BLV
D
DOLL
ARTO
NHW
Y
WK E
ITH
RD
RIVERSIDE DR
FERN
ST
W 3
RD S
T
GRAND BLVD
MAR
INEDR
FELL AVE
W E
SPLA
NADE
LILLOOET RD
COTT
ON R
D
E 13
TH S
T
E 3R
D ST
MAR
INED
R
LOW
LEVE
LRD
INDI
AN R
IVER
DR
LONSDALE AVE
DEEP COVE RD
MOUNTAIN HWY
MOUNTAIN HWY
MOUNTAIN HWY
WILLIAM AVE
INDIAN RIVER
CRES
N DOLLARTON HWY
N
DOLLARTONHWY
±0
1,00
02,
000
500
Met
ers
Publ
ishe
d: O
ctob
er 1
2, 2
012
MAP
C: P
ROPO
SED
ROUT
E CH
ANGE
S TO
THE
BIC
YCLE
MAS
TER
PLAN
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DISC
LAIM
ER A
ND T
ERM
S OF
USE
- T
he D
istri
ct o
f No
rth V
anco
uver
mak
es n
o re
pres
enta
tion
or w
arra
ntie
s w
hats
oeve
r w
ith r
espe
ct t
o: t
he a
ccur
acy;
the
cont
ent;
or t
he q
ualit
y of
info
rmat
ion
foun
d on
thi
s pr
oduc
t or
serv
ice.
Th
e re
spon
sibi
lity
for
conf
irmin
g th
e ac
cura
cy, c
onte
nt a
nd q
ualit
y of
this
pro
duct
or
serv
ice
rest
s en
tirel
y w
ith th
e us
er.
The
Dist
rict o
f Nor
th V
anco
uver
ass
umes
no
resp
onsi
bilit
y fo
r da
mag
es, l
osse
s, b
usin
ess
inte
rrup
tion
or e
xpen
ses
incu
rred
as a
resu
lt of
usi
ng th
is p
rodu
ct o
r ser
vice
. Th
e Di
stric
t of N
orth
Van
couv
er d
oes
not p
erm
it th
e us
er to
rent
, sel
l, di
strib
ute,
tran
sfer
, or g
rant
any
righ
ts to
this
pro
duct
or s
ervi
ce, i
n w
hole
or
in p
art,
to a
noth
er p
erso
n or
org
aniz
atio
n. T
he D
istri
ct o
f Nor
th V
anco
uver
requ
ires
that
the
follo
win
g ac
know
ledg
emen
t mus
t be
disp
laye
d di
rect
ly o
n or
adj
acen
t to
any
repr
oduc
tion
of th
is p
rodu
ct o
r ser
vice
: “So
urce
: The
Dist
rict o
f Nor
th V
anco
uver
GIS
Dep
artm
ent.”
Scal
e:
1:17
,500
GIS
DE
PA
RT
ME
NT
GE
OG
RA
PH
IC IN
FOR
MA
TIO
N S
YS
TEM
S60
4.99
0.23
11w
ww
.geo
web
.dnv
.org
gis@
dnv.
org
MUN
ICIP
AL B
OUND
ARY
FIRS
T NA
TION
S BO
UNDA
RY
REM
OVE
ROUT
E SE
GMEN
T
ADD
ROU
TE S
EGM
ENT
TSLE
IL-W
AUTU
TH N
ATIO
N
SQU
AMIS
H N
ATIO
N
SQU
AMIS
HN
ATIO
N
SQU
AMIS
HN
ATIO
N
ON-S
TREE
T BI
KE R
OUTE
OFF-
STRE
ET B
IKE
ROUT
E
Appendix 4 – Mapping Process BICYCLE MASTER PLAN 2012 45
This page left intentionally blank
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 4
6
Tabl
e 1
cont
ains
the
list
of
prob
lem
are
as id
entif
ied
by c
yclis
ts (
thro
ugh
the
publ
ic c
onsu
ltatio
n pr
oces
s) t
hat
are
illust
rate
d on
Map
A.
TAB
LE 1
: LIS
T O
F PR
OB
LEM
AR
EAS
FOR
MAP
PIN
G
PR
OB
LEM
AR
EA
In
ters
ectio
n,
Cor
ridor
, Seg
men
t, Tr
ail
JUR
ISD
ICTI
ON
D
ETAI
LS O
F PR
OBL
EM
Wes
t 15t
h St
(fro
m T
atlo
w A
ve to
Pem
berto
n A
ve)
S
DN
V
Bik
es a
nd v
ehic
les
don'
t mix
wel
l; to
o m
uch
traffi
c.
Wes
t 3rd
St (
from
For
bes
Ave
to W
est K
eith
Rd)
S
C
NV
D
iffic
ult f
or c
yclis
ts
Eas
t 4th
St/Q
ueen
sbur
y Av
e I
CN
V
East
-wes
t diff
icul
t for
cyc
lists
Eas
t 3rd
St/Q
ueen
sbur
y A
ve
I C
NV
D
iffic
ult f
or c
yclis
ts
Lons
dale
Ave
at 4
th S
t I
CN
V
Cro
ssin
g Lo
nsda
le is
a p
robl
em fo
r bik
es
Eas
t 4th
St (
Hen
dry
Ave
to H
eyw
ood
Ave
) S
C
NV
To
o st
eep
for b
ikes
uph
ill
Cap
ilano
Rd(
from
Hig
hway
1 to
Gro
use
Mtn
) S
D
NV
N
eeds
sep
arat
ion
from
veh
icul
ar tr
affic
Cot
ton
Rd
(at E
ast 3
rd S
t/Low
Lev
el R
d in
ters
ectio
n)
I C
NV
D
iffic
ult f
or c
yclis
ts to
mak
e EB
and
WB
man
euve
rs d
ue to
sig
nal t
imin
g pl
an.
Dol
larto
n H
wy
Cor
ridor
C
D
NV
N
eeds
sep
arat
ion
from
veh
icul
ar tr
affic
Dol
larto
n H
wy
(from
Elli
s R
d ea
stw
ard)
S
D
NV
W
B hi
ll, ju
st e
ast o
f Ellis
: slo
w b
ikes
and
fast
ca
rs, a
nd p
inch
poi
nts
Dol
larto
n H
wy/
Mai
n St
I
DN
V
Bike
s m
ust c
ross
WB
exit
lane
; dan
gero
us
Espl
anad
e/St
. And
rew
's A
ve
I C
NV
C
ars
park
in th
e bi
ke la
ne
Fern
St (
Mt S
eym
our P
kwy
to M
ount
ain
Hw
y)
S
DN
V
Dan
gero
us
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 4
7
TAB
LE 1
: LIS
T O
F PR
OB
LEM
AR
EAS
FOR
MAP
PIN
G
PR
OB
LEM
AR
EA
In
ters
ectio
n,
Cor
ridor
, Seg
men
t, Tr
ail
JUR
ISD
ICTI
ON
D
ETAI
LS O
F PR
OBL
EM
Forb
es A
ve (f
rom
Wes
t 3rd
St t
o E
spla
nade
) S
C
NV
N
ot e
noug
h sp
ace
for c
yclis
ts
From
me
Rd
(nor
th e
nd, a
t tra
il he
ads)
I
DN
V
Logi
stic
al p
robl
ems
for m
ount
ain
biki
ng
Iron
Wor
ker's
Brid
ge -
north
end
I
MoT
G
ener
al d
iffic
ult,
dang
erou
s ar
ea fo
r cyc
lists
Ham
ber P
lace
(jus
t wes
t of D
eep
Cov
e )
I D
NV
S
teep
hill
Bar
row
St (
from
Har
bour
Ave
to R
ailw
ay S
t) S
D
NV
G
ettin
g to
Iron
Wor
ker's
brid
ge E
B fr
om B
arro
w
Eas
t Kei
th R
d (S
t. G
eorg
es A
ve to
Lyn
nmou
th
Ave)
S
C
NV
A
gap
in th
e ne
twor
k fo
r bik
es
Mar
ine
Dr (
from
Mac
kay
Rd
to F
ell A
ve)
S
CN
V
Not
eno
ugh
spac
e fo
r cyc
lists
Mar
ine
Dr/C
apila
no R
d I
DN
V
Eas
tbou
nd le
ft-tu
rn d
iffic
ult f
or c
yclis
ts
Wes
t Kei
th R
d (M
arin
e D
r to
Che
ster
field
Ave
) S
C
NV
A
gap
in th
e ne
twor
k fo
r bik
es
East
Kei
th R
d Br
idge
(ove
r Lyn
n C
reek
) S
D
NV
D
ange
rous
for b
ikes
; too
nar
row
; not
eno
ugh
spac
e
Lars
on A
ve/W
est 2
3rd
St /
Jone
s A
ve
I C
NV
E
astb
ound
left-
turn
diff
icul
t for
cyc
lists
Lillo
oet R
d (fr
om C
ap C
olle
ge N
orth
war
ds)
S
DN
V
Few
sig
ns u
phill,
and
dow
nhill
mar
king
s ar
e to
o cl
ose
to p
arke
d ca
rs
Mar
ine
Dr (
Lion
s G
ate
Brid
ge e
astw
ards
to
Gar
den
Ave
) S
M
oT, D
NV
D
iffic
ult f
or b
ikes
to g
et to
NB
Cap
ilano
from
Li
ons
Gat
e.
Lons
dale
Ave
/Kei
th R
d I
CN
V
Diff
icul
t to
cros
s Lo
nsda
le
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 4
8
TAB
LE 1
: LIS
T O
F PR
OB
LEM
AR
EAS
FOR
MAP
PIN
G
PR
OB
LEM
AR
EA
In
ters
ectio
n,
Cor
ridor
, Seg
men
t, Tr
ail
JUR
ISD
ICTI
ON
D
ETAI
LS O
F PR
OBL
EM
Lons
dale
Ave
at 1
st S
t I
CN
V
Diff
icul
t to
cros
s Lo
nsda
le
Lons
dale
Ave
at 2
nd S
t I
CN
V
Diff
icul
t to
cros
s Lo
nsda
le
Low
Lev
el R
oad
(from
Esp
lana
de to
Eas
t 3rd
St)
S
CN
V
Floo
ding
and
deb
ris c
ause
pro
blem
s fo
r bik
es
Low
Rou
te (f
rom
Wel
ch S
t to
Espl
anad
e)
C
DN
V/C
NV
Th
ere
is a
mis
sing
link
the
Low
Rou
te in
ord
er to
av
oid
Mar
ine
Driv
e - n
eed
a co
nnec
tion.
Poo
rly
mai
ntai
ned
road
.
Lynn
Cre
ek P
athw
ay (f
rom
Hig
hway
1 n
orth
war
ds)
T D
NV
P
aved
pat
h is
in p
oor c
ondi
tion
(cra
cks
and
ruts
)
Lynn
Val
ley
Rd
(Hig
hway
1 to
Dem
psey
) C
D
NV
N
ot e
noug
h sp
ace
for c
yclis
ts
Lynn
Val
ley
Rd
/Hig
hway
1
I D
NV
/CN
V
Not
eno
ugh
spac
e fo
r cyc
lists
Sey
lynn
(tra
il fro
m u
nder
Hig
hway
1 to
Eas
t Kei
th
Rd)
T
DN
V
Nee
ds a
bet
ter l
ink
Mar
ine
Driv
e C
orrid
or
C
DN
V/C
NV
G
ener
ally
bus
y an
d fe
els
unsa
fe
Mar
ine
Dr/W
est K
eith
Rd/
Bew
icke
Ave
I
CN
V
Diff
icul
t int
erse
ctio
n
Mar
ine
Dr/H
amilt
on A
ve
I C
NV
P
inch
poin
t EB
in fr
ont o
f Ste
ed
Jone
s/Ke
ith in
ters
ectio
n do
wn
to 3
rd/F
orbe
s S
C
NV
Lo
ts o
f con
flict
with
car
s, n
eeds
bet
ter s
igna
ge
and
desi
gn
Mt S
eym
our P
kwy
(from
Riv
ersi
de D
r to
Sey
mou
r Bl
vd)
S
DN
V
Pro
blem
are
a, a
nd n
ot e
noug
h sp
ace
on b
ridge
fo
r bik
es.
Nee
ds b
ike
lane
s.
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 4
9
TAB
LE 1
: LIS
T O
F PR
OB
LEM
AR
EAS
FOR
MAP
PIN
G
PR
OB
LEM
AR
EA
In
ters
ectio
n,
Cor
ridor
, Seg
men
t, Tr
ail
JUR
ISD
ICTI
ON
D
ETAI
LS O
F PR
OBL
EM
Mou
ntai
n H
wy
(from
Hun
ter S
t to
Fern
St)
S
DN
V
Not
eno
ugh
spac
e fo
r cyc
lists
Mou
ntai
n H
wy
(from
Eas
t Kei
th R
d to
Arb
orly
nn
Dr)
S
D
NV
/MoT
N
ot e
noug
h sp
ace
for c
yclis
ts
SeaB
us te
rmin
al
I C
NV
La
ck o
f dire
ctio
nal s
igna
ge a
nd c
onfli
ct w
ith
train
s
Spi
rit T
rail
(from
Wat
erfro
nt to
Har
bour
side
) S
C
NV
N
eeds
the
mis
sing
link
St. P
atric
k's
Ave/
East
2nd
St
I C
NV
C
onfli
cts
betw
een
cars
and
bik
es
Wel
ch S
t/Cap
ilano
Rd
I D
NV
Bu
sy
Wel
ch S
t/Tat
low
Rd
I D
NV
R
ight
of w
ay c
onfu
sion
Nor
ther
ly b
ike
rout
e in
DN
V fr
om D
emps
ey to
M
ount
ain
Hig
hway
C
D
NV
E
ntire
cor
ridor
is a
pro
blem
Mou
nt S
eym
our P
arkw
ay (f
rom
Par
kgat
e M
all
entra
nce
east
war
ds to
Dee
p C
ove)
S
D
NV
N
o bi
ke in
frast
ruct
ure
exis
ts
Rai
l cro
ssin
g at
Bew
icke
Ave
nue
I C
NV
N
eeds
rubb
er tr
ack
guar
ds
Wes
t 4th
Stre
et a
t Che
ster
field
Ave
nue
I C
NV
W
estb
ound
sig
ht d
ista
nce
is n
ot g
ood
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
0
Tabl
e 2
cont
ains
the
list o
f top
loca
tions
iden
tifie
d by
cyc
lists
that
are
illu
stra
ted
on M
ap B
– a
nd a
re s
epar
ated
by
juris
dict
ion.
Row
s ar
e co
lor-
code
d to
mat
ch th
e lin
es o
n M
ap B
.
TAB
LE 2
: LIS
T O
F PR
OJE
CTS
IDEN
TIFI
ED B
Y C
YCLI
STS
LOC
ATI
ON
JU
RIS
DIC
TIO
N
# O
F C
OM
ME
NTS
RE
CE
IVE
D
LOC
ATI
ON
S IN
SH
AR
ED
CN
V/D
NV
JU
RIS
DIC
TIO
N:
Lynn
Val
ley
Rd/
Hig
hway
1
Join
t CN
V/D
NV
14
Mar
ine
Driv
e C
orrid
or (f
rom
Wes
t 3rd
St/F
orbe
s A
ve to
Lio
ns G
ate
Brid
ge)
Join
t CN
V/D
NV
13
Eas
t Kei
th R
d (fr
om M
ount
ain
Hw
y to
St.
And
rew
s A
ve)
Join
t CN
V/D
NV
12
Low
Rou
te (a
cros
s N
orth
Sho
re)
Join
t CN
V/D
NV/
Oth
er
10
Spi
rit T
rail
(acr
oss
Nor
th S
hore
) Jo
int C
NV/
DN
V
9
Lons
dale
Ave
(fro
m E
spla
nade
to B
raem
ar R
d)
Join
t CN
V/D
NV
7
Mos
quito
Cre
ek (f
rom
Wes
t 16t
h St
to M
ontro
yal B
lvd)
Jo
int C
NV/
DN
V
3
New
Lyn
n C
reek
Ped
/Bik
e Br
idge
(fro
m C
row
n S
t to
Wes
t 4th
St,
thro
ugh
Par
k an
d Ti
lford
) Jo
int C
NV/
DN
V
2
New
Lyn
n C
reek
Ped
/Bik
e Br
idge
(fro
m C
row
n S
t to
Wes
t 4th
St,
thro
ugh
Par
k an
d Ti
lford
) Jo
int C
NV/
DN
V
1
Wes
t 3rd
St (
from
Pem
berto
n A
ve to
Fel
l Ave
) Jo
int C
NV/
DN
V
1
CN
V J
UR
ISD
ICTI
ON
:
Cot
ton
Rd/
Low
Lev
el R
d C
orrid
or
CN
V
11
Wes
t Kei
th R
d (fr
om M
arin
e D
r to
13th
St)
CN
V
7
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
1
TAB
LE 2
: LIS
T O
F PR
OJE
CTS
IDEN
TIFI
ED B
Y C
YCLI
STS
LOC
ATI
ON
JU
RIS
DIC
TIO
N
# O
F C
OM
ME
NTS
RE
CE
IVE
D
Spi
rit T
rail
(from
Esp
lana
de to
Har
bour
side
) C
NV
7
Forb
es A
ve (f
rom
Esp
lana
de to
Wes
t 3rd
St)
CN
V
5
SeaB
us T
erm
inal
C
NV
/Tra
nsLi
nk
3
Che
ster
field
Ave
(fro
m C
arrie
Cat
es to
Wes
t 21s
t St)
CN
V
3
Eas
t 4th
St (
from
Lon
sdal
e A
ve to
Gla
dsto
ne A
ve)
CN
V
2
Wes
t 25t
h/Ea
st 2
5th
St (f
rom
Wes
tvie
w D
r to
Tem
pe G
len)
C
NV
2
Eas
t 29t
h S
t: 29
th (L
onsd
ale
to T
empe
), Te
mpe
(fro
m 2
9th
to 2
9th)
, 29t
h (T
empe
to W
illiam
) C
NV
2
Eas
t 3rd
St (
from
Low
Lev
el R
d to
Que
ensb
ury)
C
NV
2
Eas
t 13t
h S
t (fro
m W
est G
rand
Blv
d to
Lon
sdal
e A
ve)
CN
V
2
Bro
oksb
ank
Ave
(fro
m E
ast K
eith
Rd
to C
otto
n R
d)
CN
V
1
Eas
t 15t
h S
t(fro
m W
est G
rand
Blv
d to
Lon
sdal
e A
ve)
CN
V
1
Eas
t 3rd
St/Q
ueen
sbur
y A
ve
CN
V
1
Eas
t 4th
St (
from
Hey
woo
d A
ve to
Hen
dry
Ave
) C
NV
1
Gre
en N
eckl
ace
CN
V
1
Lons
dale
Ave
/1st
St
CN
V
1
Lons
dale
Ave
/2nd
St
CN
V
1
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
2
TAB
LE 2
: LIS
T O
F PR
OJE
CTS
IDEN
TIFI
ED B
Y C
YCLI
STS
LOC
ATI
ON
JU
RIS
DIC
TIO
N
# O
F C
OM
ME
NTS
RE
CE
IVE
D
Lons
dale
Ave
/4th
St
CN
V
1
Lons
dale
Ave
/Kei
th R
d C
NV
1
St.
And
rew
's A
venu
e (E
spla
nade
to E
ast 2
3rd
St)
CN
V
1
Gra
nd B
lvd
(Eas
t Kei
th R
d to
Lyn
n V
alle
y R
d)
CN
V
1
Eas
t 25t
h S
t (W
estv
iew
to L
onsd
ale)
C
NV
1
Wes
t 23r
d S
treet
(Jon
es A
venu
e to
Lon
sdal
e A
venu
e)
CN
V
1
DN
V J
UR
ISD
ICTI
ON
:
Mai
n S
t (fro
m D
olla
rton
Hw
y to
Bro
oksb
ank)
D
NV
8
Mt S
eym
our P
kwy/
Fern
St (
from
Riv
ersi
de to
Mou
ntai
n H
wy)
D
NV
7
Lynn
Val
ley
Rd(
Hig
hway
1 to
Dem
psey
Rd)
D
NV
7
Mou
ntai
n H
ighw
ay (f
rom
Mai
n S
t to
Eas
t Kei
th R
d)
DN
V
5
Cap
ilano
Rd
(from
Hw
y 1
to G
rous
e M
ount
ain)
D
NV
4
Wel
ch S
t (fro
m T
atlo
w to
Lio
ns G
ate
Brid
ge)
DN
V
3
Dol
larto
n H
wy
(from
Mai
n S
treet
to D
eep
Cov
e)
DN
V
3
Mt S
eym
our P
kwy
Cor
ridor
D
NV
4
Eas
t Kei
th R
d Br
idge
/Lyn
n C
reek
D
NV
3
Mou
ntai
n H
ighw
ay (f
rom
Eas
t Kei
th R
d to
Arb
orly
nn)
DN
V
2
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
3
TAB
LE 2
: LIS
T O
F PR
OJE
CTS
IDEN
TIFI
ED B
Y C
YCLI
STS
LOC
ATI
ON
JU
RIS
DIC
TIO
N
# O
F C
OM
ME
NTS
RE
CE
IVE
D
Gar
den
Ave
/Wel
ch S
t D
NV
2
Lillo
oet R
d (fr
om M
t Sey
mou
r Pkw
y to
Pur
cell
Way
) D
NV
2
Mou
ntai
n H
ighw
ay (f
rom
Lyn
n V
alle
y to
McN
air)
D
NV
2
Edge
mon
t Vill
age
(from
Edg
emon
t Blv
d to
Sun
set B
lvd)
D
NV
1
Mt S
eym
our P
kwy/
Fern
St (
from
Riv
ersi
de to
Mou
ntai
n H
wy)
D
NV
1
From
me
Rd
(nor
th e
nd)
DN
V
1
Mar
ine
Driv
e/G
arde
n A
ve (E
astb
ound
left-
turn
) D
NV
1
Lloy
d A
ve(fr
om W
est 2
3rd
to W
est K
eith
) D
NV
1
Mac
kay
Ave
(fro
m W
est 1
5th
St t
o M
arin
e D
r)
DN
V
1
Orw
ell S
t (fro
m M
ain
St to
Fer
n S
t) D
NV
1
Pem
berto
n A
ve (f
rom
Wes
t 1st
St t
o M
arin
e D
r)
DN
V
1
Mou
nt S
eym
our R
d (M
t. S
eym
our P
kwy
to m
ount
ain
top)
D
NV
1
OTH
ER
JU
RIS
DIC
TIO
NS
:
Iron
Wor
ker's
Brid
ge -
Nor
th E
nd
MoT
12
Lion
s G
ate
Brid
ge -
Nor
th E
nd
MoT
7
Cap
ilano
Rd
(from
Mar
ine
Dr t
o W
elch
St)
Oth
er
3
Hig
hway
1 (f
rom
Iron
Wor
ker's
Brid
ge to
Tay
lor W
ay)
MoT
3
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
4
Tabl
e 3
cont
ains
the
list o
f rou
te c
hang
es s
ugge
sted
by
cycl
ists
that
are
illu
stra
ted
on M
ap C
.
TAB
LE 3
: LIS
T O
F PO
SSIB
LE R
OU
TE C
HAN
GES
ID
ENTI
FIED
BY
CYC
LIST
S
REM
OVE
O
R A
DD
R
OU
TE?
DE
TAIL
S O
F P
RO
POS
ED
RO
UTE
CH
AN
GE
S
TAFF
CO
MM
EN
T O
N W
HE
THE
R T
O
INC
OR
PO
RA
TE R
OU
TE C
HA
NG
E IN
BM
P
JUR
ISD
ICTI
ON
Rem
ove
Elim
inat
e E
ast 4
th S
t eas
t of H
endr
y N
o-ne
ed to
con
nect
to H
endr
y fo
r Spi
rit T
rail
conn
ectio
n; a
nd u
pcom
ing
2011
sig
nage
and
m
arki
ng p
roje
ct e
xten
ds to
Hen
dry.
CN
V
Add
Add
Shav
ingt
on (H
endr
y to
Kei
th)
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
CN
V
Add
New
on-
road
seg
men
t: Ke
ith fr
om S
t. An
drew
s to
Hen
dry
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
CN
V
Rem
ove
Elim
inat
e tra
il th
at g
oes
thro
ugh
bush
es fr
om T
empe
Gle
n to
Lyn
n Va
lley
No-
need
to k
eep
this
link
as
it is
cur
rent
ly u
sed,
an
d pr
ovid
es th
e on
ly o
ff-ro
ad c
onne
ctio
n to
Lyn
n Va
lley
in th
is a
rea.
CN
V
Rem
ove
Elim
inat
e 27
th S
treet
rout
e (fr
om J
ones
to S
t. A
ndre
w's
) ,
plus
St.
And
rew
's (2
5th
to 2
7th)
Y
es -
25th
Stre
et h
as b
ette
r pot
entia
l as
a bi
ke
rout
e, a
nd 2
9th
is b
eing
add
ed a
s w
ell.
CN
V
Add
Add
Sut
herla
nd fr
om K
eith
to 1
7th
No.
Hen
dry
will
hav
e pe
d si
gnal
in fu
ture
, whi
ch
will
impr
ove
safe
ty fo
r bik
es a
nd p
eds
cros
sing
K
eith
. A
lso,
Sut
herla
nd h
as a
cre
st th
at re
duce
s si
ght d
ista
nce
for E
astb
ound
left-
turn
cyc
lists
.
CN
V
Add
New
on-
road
seg
men
t: 23
rd b
etw
een
Jone
s an
d C
hest
erfie
ld
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
CN
V
Add
New
on-
road
seg
men
t: 23
rd b
etw
een
St. A
ndre
w's
&
Rid
gew
ay
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
CN
V
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
5
TAB
LE 3
: LIS
T O
F PO
SSIB
LE R
OU
TE C
HAN
GES
ID
ENTI
FIED
BY
CYC
LIST
S
REM
OVE
O
R A
DD
R
OU
TE?
DE
TAIL
S O
F P
RO
POS
ED
RO
UTE
CH
AN
GE
S
TAFF
CO
MM
EN
T O
N W
HE
THE
R T
O
INC
OR
PO
RA
TE R
OU
TE C
HA
NG
E IN
BM
P
JUR
ISD
ICTI
ON
Add
New
on-
road
seg
men
t: 19
th b
etw
een
Moo
dy a
nd W
est
Gra
nd B
lvd)
Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
Add
New
on-
road
seg
men
t: La
rson
bet
wee
n Jo
nes
and
21st
Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
Add
New
on-
road
rout
e: 2
9th
(from
Lon
sdal
e to
Tem
pe)
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
CN
V/D
NV
Add
New
on-
road
rout
e: T
empe
Cre
scen
t (fro
m 2
9th
to 2
9th)
Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
/DN
V
Add
New
on-
road
rout
e: 2
9th
(from
Tem
pe to
Willi
am)
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
CN
V/D
NV
Add
Off-
road
rout
e: a
long
sou
th s
ide
of H
ighw
ay 1
from
C
apila
no to
Wes
tvie
w
Yes-
MoT
juris
dict
ion
but c
ould
be
futu
re p
roje
ct
MoT
Add
Add
this
"EX
ISTI
NG
on-
road
" ro
ute:
Mac
kay
from
1st
to
15th
Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
Add
New
on-
road
rout
e: P
urce
ll W
ay (e
ast o
f Lillo
oet R
d to
U
nive
rsity
) N
o –
new
pat
h co
nstru
cted
in 2
011
D
NV
Add
New
bik
e pe
d ov
erpa
ss: f
rom
Sey
lynn
Par
k ov
er H
ighw
ay
1 N
o-M
oT ju
risdi
ctio
n D
NV
/MoT
Add
New
on-
road
rout
e: B
ewic
ke (M
arin
e to
Cop
ping
), of
f-roa
d (C
oppi
ng to
Fel
l), F
ell (
sout
h of
Aut
omal
l), H
arbo
ursi
de
(wes
t of F
ell).
Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
Add
New
on-
road
rout
e: L
loyd
Ave
(fro
m H
wy
1 to
23r
d)
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
D
NV
Add
New
on-
road
rout
e: 2
3rd
(from
Pem
berto
n to
Phi
lip)
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
6
TAB
LE 3
: LIS
T O
F PO
SSIB
LE R
OU
TE C
HAN
GES
ID
ENTI
FIED
BY
CYC
LIST
S
REM
OVE
O
R A
DD
R
OU
TE?
DE
TAIL
S O
F P
RO
POS
ED
RO
UTE
CH
AN
GE
S
TAFF
CO
MM
EN
T O
N W
HE
THE
R T
O
INC
OR
PO
RA
TE R
OU
TE C
HA
NG
E IN
BM
P
JUR
ISD
ICTI
ON
Add
New
off-
road
rout
e: 2
3rd
(from
Phi
lip to
Kei
th)
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
D
NV
Add
New
on-
road
rout
e: B
arro
w S
treet
(fro
m H
arbo
ur to
eas
t en
d), t
hen
off-r
oad
conn
ectio
n up
to M
ain.
Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n
DN
V/M
oT
Add
New
on-
road
rout
e: G
arde
n or
Tat
low
fro
m M
arin
e to
C
apila
no
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
New
on-
road
rout
e: W
est G
rand
Blv
d (K
eith
Roa
d to
19
th),
Bou
leva
rd (f
rom
19t
h to
Lyn
n V
alle
y), 1
9th
(Wes
t G
rand
to E
ast G
rand
) Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
Add
New
off-
on ro
ad ro
ute:
Fro
m P
embe
rton/
Hw
y 1
over
pass
, an
off-
road
rout
e th
roug
h M
urdo
Fra
ser P
ark,
con
nect
ing
to E
dgem
ont V
illage
N
o –
grad
es a
re v
ery
chal
leng
ing
DN
V
Add
New
off-
road
con
nect
ion:
Orw
ell t
o Fe
rn
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V/M
oT
Add
New
off-
road
rout
e: a
trai
l alo
ng L
ynn
Cre
ek fr
om M
ain
St
to M
tn H
wy
on D
NV
sid
e Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n D
NV
Add
New
on-
road
rout
e: a
dd K
ing'
s R
oad
(Lon
sdal
e to
Mah
on)
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
New
on-
road
rout
e: a
dd M
ahon
(Kin
g's
Roa
d to
29t
h)
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
New
on-
road
rout
e: a
dd 2
9th
(Mah
on to
Jon
es)
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
New
on-
road
rout
e: B
rook
sban
k A
venu
e (C
otto
n R
d to
K
eith
Rd)
Y
es -
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
7
TAB
LE 3
: LIS
T O
F PO
SSIB
LE R
OU
TE C
HAN
GES
ID
ENTI
FIED
BY
CYC
LIST
S
REM
OVE
O
R A
DD
R
OU
TE?
DE
TAIL
S O
F P
RO
POS
ED
RO
UTE
CH
AN
GE
S
TAFF
CO
MM
EN
T O
N W
HE
THE
R T
O
INC
OR
PO
RA
TE R
OU
TE C
HA
NG
E IN
BM
P
JUR
ISD
ICTI
ON
Add
New
on-
road
rout
e: R
iver
side
Dr u
p to
top
(Mtn
bik
e Tr
ails
en
tranc
e)
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
New
on/
off-r
oad
rout
e: E
dgem
ont (
Rid
gew
ood
to S
unse
t),
Sun
set B
lvd
(from
Edg
emon
t to
Tall
Tree
Lan
e), T
all T
ree
Lane
(fro
m S
unse
t to
Car
olyn
), C
arol
yn (f
rom
Tal
l Tre
e to
Ed
gew
ood)
, and
off-
road
from
Han
dsw
orth
Sch
ool o
n an
of
f-roa
d pa
th u
p to
Mon
troy
al B
oule
vard
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
New
off-
road
rout
e: T
rail
betw
een
Bro
oksb
ank
Ele
men
tary
Sc
hool
(ove
r/und
er H
ighw
ay 1
) to
Arbo
rlynn
Dr
No-
MoT
juris
dict
ion
MoT
Add
New
Off-
road
rout
e: m
ark
bike
rout
e th
roug
h M
osqu
ito
Cre
ek P
ark
(16t
h to
Mon
t Roy
al).
Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n C
NV
/DN
V
Add
New
on-
road
rout
e: V
ario
us lo
cal r
oads
in L
ynn
Val
ley
from
(fro
m P
eter
s in
nor
th to
Willi
am in
sou
th) t
o co
nnec
t to
Mou
ntai
n H
wy
No
– ci
rcui
tous
rout
e
DN
V
Add
New
on-
road
rout
e: 2
5th
(Wes
tvie
w to
St.
And
rew
's)
Yes
- ad
d to
the
Bic
ycle
Mas
ter P
lan
CN
V
Add
New
on-
road
rout
e: W
est 3
rd (F
ell t
o M
acka
y)
No-
1st S
treet
alre
ady
has
bike
lane
s, a
nd
ther
efor
e no
nee
d fo
r a p
aral
lel r
oute
so
clos
e.
CN
V
Add
New
off-
road
rout
e: p
ath
from
Iron
Wor
ker's
Brid
ge to
Lo
nsda
le, u
sing
rail
line
Rai
l lin
e is
not
in C
NV
/DN
V ju
risdi
ctio
n va
rious
Add
New
on/
off r
oad
rout
e: O
ld L
illooe
t Rd
from
Eas
t Kei
th to
Li
llooe
t Rd,
with
a b
it of
off-
road
pat
h at
nor
th e
nd.
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
D
NV
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
8
TAB
LE 3
: LIS
T O
F PO
SSIB
LE R
OU
TE C
HAN
GES
ID
ENTI
FIED
BY
CYC
LIST
S
REM
OVE
O
R A
DD
R
OU
TE?
DE
TAIL
S O
F P
RO
POS
ED
RO
UTE
CH
AN
GE
S
TAFF
CO
MM
EN
T O
N W
HE
THE
R T
O
INC
OR
PO
RA
TE R
OU
TE C
HA
NG
E IN
BM
P
JUR
ISD
ICTI
ON
Add
Shor
t tra
il fro
m s
outh
boun
d C
apila
no R
d to
San
dow
n P
lace
, the
n do
wn
to F
ulle
rton,
Gle
naire
, Kla
hani
e to
Lio
ns
Gat
e Br
idge
. N
o –
alre
ady
exis
ts
DN
V
Add
Spiri
t Tra
il Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n
CN
V/D
NV
Rem
ove
Trai
l Nor
th o
f Sut
herla
nd S
choo
l Ye
s –
rem
oved
bec
ause
it is
not
sui
tabl
e fo
r all
cycl
ists
. C
NV
Add
Ruf
us A
venu
e be
twee
n 17
th a
nd 1
4th to
pro
vide
a
conn
ectio
n to
Bro
oksb
ank
Ele
men
tary
and
the
bike
par
k.
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
C
NV
Add
Lillo
oet L
ane
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
Cro
wn
Stre
et b
etw
een
Mou
ntai
n H
ighw
ay a
nd O
rwel
l St
reet
Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n D
NV
Add
Orw
ell S
treet
bet
wee
n O
xfor
d an
d M
ain
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
Mac
kay
Roa
d be
twee
n 22
nd a
nd 2
3rd
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
Con
nect
ion
betw
een
Lynn
Cre
ek a
nd A
rbor
lynn
Driv
e Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n D
NV
Add
K
eith
Roa
d be
twee
n Li
llooe
t Roa
d an
d M
ount
ain
Hig
hway
Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n D
NV
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 5
9
TAB
LE 3
: LIS
T O
F PO
SSIB
LE R
OU
TE C
HAN
GES
ID
ENTI
FIED
BY
CYC
LIST
S
REM
OVE
O
R A
DD
R
OU
TE?
DE
TAIL
S O
F P
RO
POS
ED
RO
UTE
CH
AN
GE
S
TAFF
CO
MM
EN
T O
N W
HE
THE
R T
O
INC
OR
PO
RA
TE R
OU
TE C
HA
NG
E IN
BM
P
JUR
ISD
ICTI
ON
Add
Mon
ashe
e D
rive
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
Gar
den
Ave
nue
betw
een
Mar
ine
Driv
e an
d C
apila
no
Roa
d.
Yes
– ad
d to
the
Bic
ycle
Mas
ter P
lan
DN
V
Add
Terr
ace
Aven
ue b
etw
een
Gla
dwin
Driv
e an
d S
t. A
nne
Driv
e Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n D
NV
Add
Nor
th s
outh
con
nect
ion
betw
een
Mur
do F
raze
r Par
k an
d S
t. A
nne
Driv
e Ye
s –
add
to th
e B
icyc
le M
aste
r Pla
n D
NV
Add
Nor
th s
outh
alte
rnat
e ro
ute
to C
apila
no R
oad
Yes
- add
to th
e B
icyc
le M
aste
r Pla
n D
NV
App
endi
x 4 –
Map
ping
Pro
cess
B
ICYC
LE M
ASTE
R P
LAN
201
2 6
0
This
pag
e le
ft in
tent
iona
lly b
lank
Appendix 4 – Mapping Process BICYCLE MASTER PLAN 2012 61
APPENDIX 5 – TECHNICAL EVALUATION PROCESS
This appendix outlines the proposed process for evaluating the technical aspects of priority bicycle network projects. When the prior (2006) Bicycle Master Plan was drafted, all identified “network priorities” underwent a technical evaluation in order to categorize bike projects into “low” and “high” priorities. In the context of the 2012 Bicycle Master Plan, the projects identified as “priorities” (Phase 1) will also undergo a technical evaluation (Phase 2). This 2nd phase of the evaluation process will be conducted by City and District staff separately, in conjunction with their respective Capital planning processes. Beyond 2012, the technical evaluations will be updated periodically as required, in order to reflect current conditions. The City and District will apply both qualitative and qualitative criteria during Phase 2 of the evaluation process, using methodologies similar to that used for the 2006 Bicycle Master Plan. The criteria are not finalized at this time, but will likely include the following five categories. Safety - This is a measure of existing safety conditions and involves a subjective
rating on scale of 1 to 5 to reflect a range from negligible to severe safety issues.
Guidelines - This criterion measures how well a bicycle facility could be constructed to meet applicable design guidelines (including Transportation Association of Canada guidelines as well as supplementary guidelines).
Demand - This criterion provides a measure of existing and latent demand. Subjective ratings are based on estimated increases in cyclists and resulting number of cyclists if route/connections were developed as proposed.
Appeal - This criterion provides a measure of the potential appeal of a route to cyclists and the proportion of all cyclists to whom the route would appeal. This criterion considers aesthetics, grade and other factors affecting the quality of the cycling environment. A subjective rating on scale of 1 to 5 reflects a range from negligible to strong appeal.
Appendix 4 – Mapping Process BICYCLE MASTER PLAN 2012 62
Cost - This criterion is based on an order-of-magnitude estimate of the cost of implementing route or connection. Ratings on a scale of 1 to 5 are assigned to projects based on comparative costs.
The technical evaluation of priority projects will be initiated once the criteria and weighting methodologies are established by City and District staff.
Appendix 6- Monitoring Program BICYCLE MASTER PLAN 2012 63
APPENDIX 6 MONITORING PROGRAM
This appendix provides additional information and background related to Bicycle Monitoring
The 2006 Plan1 included a section dedicated to bicycle program monitoring. This section (as follows) is still supported in the 2012 Bicycle Master Plan (though the reference to the “Joint Bicycle Advisory Committee” should more appropriately be “Cycling or Transportation Advisory Committee.”
In general:
A monitoring program is essential to ensure that the Bicycle Master Plan is implemented as intended, and to determine whether the plan is achieving the goals of improving safety for cyclists and encouraging more cycling. A monitoring program will also enable municipal staff to justify continued expenditures and allocation of resources for bicycle facilities and programs. Monitoring also provides a means of identify changing conditions which would require changes to the Bicycle Master Plan.
Monitoring should be undertaken on a periodic. The first year of monitoring will establish baseline conditions, against which information collected in subsequent years will be compared. After data have been collected and summarized in the first year, it will also be possible to establish targets to be achieved within a specific time period.
Monitoring should be conducted by municipal staff, as part of on-going data collection and management activities. Other agencies and volunteers can be recruited through the Joint Bicycle Advisory Committee, the Vancouver Area Cycling Coalition and other cycling organizations to assist in monitoring, as a means of increasing the scope of the monitoring program, and minimizing costs.
1 2006 North Vancouver Bicycle Master Plan (Urban Systems Limited)
Appendix 4 – Mapping Process BICYCLE MASTER PLAN 2012 64
Measures of Success:
In order to clearly and reliably gauge the success of the Bicycle Master Plan, the monitoring program should collect data that can be used to calculate the following performance measures:
Mode share. Data available from TransLink and Statistics Canada indicate bicycle mode shares — the proportion of trips made by bicycle. Currently, 1.2% of all trips in North Vancouver are made by bicycle. A trend increase in the bicycle mode share of all trips and of work trips will be a key indicator of the success of the Bicycle Master Plan.
Usage of routes. Annual counts of bicycles at selected locations on the bicycle network —including on-street routes and pathways — will provide an indication from year-to-year of the increase in bicycle use. A trend increase in the numbers of cyclists will be a key indicator of the success of the Bicycle Master Plan.
Kilometres of routes. The number of kilometres of bicycle routes — on-street and off-street — should be recorded each year. Over time, this will provide a measure of the expansion of the bicycle network.
Bicycle parking. Similarly, the number of bike rack spaces and secure bicycle parking spaces should be recorded each year.
Cyclist satisfaction. Periodic surveys of cyclists should be used to indicate satisfaction with bicycle facilities and various features of the bicycle network, and to identify major issues. Satisfaction should be rated on a scale of 1-to-5, where 1 indicates very unsatisfied, 2 indicates somewhat unsatisfied, 3 indicated neutral, 4 indicates somewhat satisfied and 5 indicates very satisfied. Continued increases in satisfaction ratings will be a key indicator of the success of the Bicycle Master Plan.
Bicycle crashes. Although bicycle crashes are typically not reported, and even when reported are often poorly recorded, a year-to-year summary of numbers and locations of bicycle crashes is useful in identifying safety-related issues and trends.
As previously outlined2, an annual data collection program should be designed by local municipalities to consider the following components.
1) Bicycle Counts should be undertaken on a cordon basis so that shifts in bicycle travel to a new or improved route do not skew usage calculations. For consistency, counts
2 2006 North Vancouver Bicycle Master Plan (Urban Systems Limited)
Appendix 4 – Mapping Process BICYCLE MASTER PLAN 2012 65
should be undertaken at the same locations each year, and at the same times of the year and the same times during the day. The optimum time to undertake counts is in late September/early October (avoiding the Thanksgiving holiday), as schools and post-secondary institutions are in session at this time, and the weather is generally good.
2) Bicycle surveys should be undertaken annually or bi-annually to determine cyclists’ travel patterns, to identify key origins and destinations, to measure cyclists’ satisfaction levels, to identify bicycle network needs and priorities, and to collect other data needed to calculate the performance measures described above. These surveys could be conducted on-line and/or via survey forms distributed along bicycle routes, through bicycle stores and through local employers.
3) Local data should be supplemented with travel data available from TransLink and Statistics Canada. TransLink conducts a regional trip diary survey every five years, which provides information regarding bicycle mode shares, origins and destinations, trip lengths and other travel characteristics. Statistics Canada conducts a census every five years, which provides information regarding bicycle mode shares for trips to work.
City of North Vancouver 141 West 14th Street North Vancouver BC V7M 1H9 Tel: 604.983.7333 Fax: 604.985.9417 Email: [email protected] www.cnv.org
www.cnv.org/cycling
District of North Vancouver 355 West Queens Road North Vancouver, BC V7N 4N5 Tel: 604.990.2311 Email: [email protected] www.dnv.org
www.dnv.org/cycling