Public Open House #2. THE CITY OF NORTH VANCOUVER CHESTERFIELD AVENUE CYCLING IMPROVEMENTS (4th - 13th STREET) JULY 2013
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1 CHESTERFIELD AVENUE CYCLING IMPROVEMENTS (4th - 13th Street) Public Open House #2 1
2 Chesterfield Avenue provides an important north/south connection between Lonsdale Quay and West 23rd Street Purpose of the Project Develop a road and streetscape that: CONTEXT Addresses the pedestrian experience and connectivity Improves the bicycle experience and connectivity Provides a safe and efficient road for all users Provides parking for a wide range of users Anticipated Improvements Road design that caters for current and future cyclist, pedestrian, vehicle and parking needs: Improvements to bike facilities Maintain as many vehicle parking spots as possible Create a safe and efficient transportation corridor environment Road Design Elements Travel lanes Bicycle facilities Sidewalks On-street parking Pedestrian crossings Corridor Design Considerations Utilities - water, sewer, stormwater, telecommunications Fire hydrants Environmental - gradient, vegetation, landscaping, built form Vehicles using and crossing the corridor Corridor widths 2
3 TIMELINE THE CITY OF NORTH VANCOUVER CHESTERFIELD AVENUE CYCLING IMPROVEMENTS (4th - 13th 3
4 ISSUES & CONSTRAINTS 4
5 GENERAL STATISTICS Vehicles Per Day (Chesterfield Ave 4th-13th) March, 2013 Accident Data (Chesterfield Avenue 4th-13th) th Street West Keith Road 8th Street Total (4th-13th Street) Property Damage Injury Incident NOTE: Only 2% of accidents involved a cyclist One at West Keith Road roundabout, and one at 5 th Street intersections. 5
6 Existing confi guration - shared vehicle/ bicycle facility All road users share the space within the existing cross section Minimal change from existing situation No loss of parking or road space Low cost It provides 1 vehicle lane in each direction along with on-street parking within the existing curb-line No improvement for cyclist safety Wide lanes encourage fast vehicle speeds 6
7 OPTION 1A: Parking removal on a single side The provision of a northbound and southbound bike lane resulting from parking removal on one side of the street. Improved facilities and safety for cyclists No loss of parking on the eastern side The curb does not OPTIONS require re-alignment Low cost Cyclists are exposed to the vehicle traffi c Parking needs to be removed on one side of This option provides uphill and downhill bike lanes. The safety of downhill cyclists is improved by the removal of parking. The curb does not need to be re-aligned to get this confi guration - minimal cost, however greater impact to the on-street parking provision. the road Cost Estimate: ~$85,000 7
8 OPTION 1B: Indented parking bays on a single side The provision of a northbound and southbound bike lane resulting from Improved facilities and safety for cyclists Minimal loss of parking OPTIONS the indentation of parking on one side of the street. The western side is preferred as there are fewer obstacles and more parking spaces can be retained. on the western side The curb does not require re-alignment Medium cost Minor parking removals Downhill cyclist safety issues due to parked vehicles Cyclists are exposed to vehicle traffi c Reduction of boulevard space Cost Estimate: ~$225,000 8
9 OPTION 2: 3-metre wide off-road shared path Create a 3m-wide shared pedestrian and cycle asphalt path up one side of the road to reduce confl ict between slow Improved facilities for uphill cyclists No loss of parking Medium cost OPTIONS moving uphill cyclists and faster moving vehicles. Provides separation between cyclists and vehicles moving uphill. More space can be allocated to the downhill shared lane. Potential safety issues by mixing cyclists with pedestrians on a slope Potential confl ict with trees and landscapes Potential safety issues with cyclists riding downhill on path Reduced boulevard and frontage at some locations Cost Estimate: ~$220,000 9
10 OPTION 3A: Uphill bike lane (downhill sharrow) OPTIONS The provision of a northbound bike lane and southbound sharrow resulting from a curb realignment on one side of the street. Provides more space for uphill cyclists. Downhill cyclists will be travelling at similar speeds to vehicles, therefore can share the lane. Improved facilities for uphill cyclists Potential for new sidewalks in specific locations Minimal reduction of onstreet parking Curb needs to be realigned to fi t in all the facilities High Cost Potential confl ict with trees and streetscape Reduced boulevard and frontage at some Cost Estimate: ~$450,000 locations 10
11 OPTION 3B: Bike lanes Improved facilities for The provision of a northbound and southbound bike lane resulting from a curb realignment on one uphill and downhill cyclists Potential for new sidewalk at trees in specific locations OPTIONS side of the street. Provides designated space for cyclists in both directions. All modes of transportation have designated space within the corridor. No loss of parking High Cost Curb needs to be realigned to fit in all the facilities Potential safety issues for downhill cyclists adjacent to parked cars Potential conflict with trees and streetscape Reduced boulevard and frontage at some locations Cost Estimate: ~$500,000 11
12 OPTION 3C: Separated bike facility OPTIONS The provision of a separated bike facility resulting from a curb realignment on one side of the street. Provides separated space for cyclists to improve safety and encourage users of all ages and abilities. All modes of transportation have separated Improved facilities and safety for cyclists of all ages and abilities Potential for new sidewalk and street trees Minimal loss of on-streetparking High Cost Curb needs to be realigned to fit in all the provisions within the right-of-way Potential safety issues for cyclists at intersections with cross streets space within the corridor. Impacts with street trees Reduced boulevard and Cost Estimate: ~$800,000 frontage at some locations 12
13 Next Steps 13
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