APPENDIX H Public Consultation #2

Transcription

1 APPENDIX H Public Consultation #

2 Segregated Bicycle Lane Pilot Project Consultation Summary Report November 5th, 00

3 Segregated Bicycle Lane Pilot Project November 5 th, 00 TABLE OF CONTENTS Introduction... Public Open House.... Location, Date and Time.... Notification....3 City of Ottawa and Consultant Project Team Attendance Open House Format Material Displayed Webpage Summary of Public Participation and Feedback Public Open House Attendance Summary of Comments Received Question : Right Turn Lane Alternatives General Comments Summary of Question and Answer Sessions Conclusions...9 APPENDICES APPENDIX A: APPENDIX B: APPENDIX C: APPENDIX D: Notification Material Display Material Comment Sheets Discussion Notes i

4 Segregated Bicycle Lane Pilot Project November 5 th, 00 Introduction The Ottawa Cycling Plan (OCP) identifies a strategy for the implementation of cycling network infrastructure and program initiatives in the City of Ottawa. When Ottawa City Council approved the OCP in July 008, a directive was given to evaluate the feasibility of an on-street, east-west dedicated cycling lane separated from traffic as a pilot project in the downtown area. In August 009, Transportation Committee provided further direction to determine whether segregated bike lanes would be appropriate in locations where pedestrian/vehicle/cycling conflicts have been identified. In March 00, a staff report responded to the Transportation Committee request regarding the transportation and financial advantages to investing in cycling infrastructure. As a result of the report findings and with direction from City Council, the City of Ottawa has initiated a pilot project for the identification of an east-west downtown segregated bike facility within the boundaries of Elgin Street in the east, Preston Street in the west, the Ottawa River to the north and Highway 47 to the south with a potential connection at the east end to the NCC Canal Pathway. To implement the bicycle lane pilot project, a study was carried out to identify and select a preferred east-west downtown corridor. The study involved a review of best practices in municipalities that have implemented segregated bicycle lanes (e.g. Toronto, Montreal, Vancouver, Portland, New York City, Amsterdam etc.) and a three-stage evaluation process to identify and select a preferred corridor. The corridor selected was Laurier Avenue between Bronson Avenue and the Rideau Canal. A preliminary design of segregated bicycle lanes on Laurier Avenue was undertaken and two technical advisory committee meetings were held in addition to numerous meetings with City staff. Following the completion of the preliminary design, a public advisory committee meeting was held followed by a public open house on November 5 th, 00. The public open house provided members of the general public with the opportunity to review the key elements of the design, and provide feedback, comments or suggestions on the project. The purpose of this report is to document and summarize the outcome of the public consultation. Public Open House. Location, Date and Time The Public Open House was held as follows: Ottawa City Hall Rotunda 0 Laurier Avenue Ottawa, ON November 5 th, 00 6:30 9:30 pm. Notification Public notification for the open houses was provided by newspaper advertisement and on the project webpage. Flyers were also sent to all addresses along and nearby Laurier Avenue within the study area to ensure all members of the community were aware of the project and public open house. McCormick Rankin Corporation November 00

5 Segregated Bicycle Lane Pilot Project November 5 th, 00.3 City of Ottawa and Consultant Project Team Attendance The following representatives from both the City of Ottawa and the Consultant Project Team were in attendance at the open houses: Mr. Colin Simpson City of Ottawa Ms. Mona Abouhenidy City of Ottawa Ms. Vivi Chi City of Ottawa Mr. Robin Bennett City of Ottawa Ms. Diane Holmes City of Ottawa Mr. Michel Bisson MRC Ms. Meghan Whitehead MRC Ms. Laura Maxwell MRC Ms. Roxane MacInnis MRC.4 Open House Format Attendees were greeted upon arrival and encouraged to sign the register as well as to submit written comments on the hand-out sheets provided. Attendees could either leave the comment sheet with the Project Team or send it by mail, fax, or to the City Project Manager. Project information was displayed around the room and representatives from the City of Ottawa and the Consultant Team were available to answer questions and discuss the project with attendees. In addition to the display material, a presentation was given by Colin Simpson followed by a question & answer session. The draft reports by MRC and Vélo Québec and the preliminary design of Laurier Avenue was made available electronically on the City s website..5 Material Displayed Material displayed at the open houses included: Welcome Terminology Advantages to segregated facilities Study Process Stage Evaluation Stage Evaluation Stage 3 Evaluation Linkages to Other Bicycle Facilities Detailed Design Elements Right-turn Treatment Alternatives Block-by-block Preliminary Designs Next steps A copy of the display material is included in Appendix B. McCormick Rankin Corporation 3 November 00

6 Segregated Bicycle Lane Pilot Project November 5 th, 00 3 Webpage The City established a webpage under the general public consultation section of the City s website to describe the pilot project and to share information about the timing, locations and material presented at the Public Open Houses at the following link: ( The comment sheets provided at the open houses, was also available on the project webpage. 4 Summary of Public Participation and Feedback 4. Public Open House Attendance The open house was held at City Hall and a separate meeting with representatives from the business and community associations within the study area was held prior to the open house. The open house session was well attended, with 78 people signed-in and an estimated 00 people present at the presentation. Based on the attendees who provided postal codes, the majority of attendees were from the downtown area, some from the Glebe and Westboro neighbourhoods, and a few individuals who travelled in from as far as Orleans, Hunt Club and Kanata. Of those that attended, 30% were residents of Laurier Avenue. 4. Summary of Comments Received Comment sheets were provided to open house attendees to gather comments or suggestions relating to the pilot project. The comment sheets were organized in two distinct sections. The first section was designed to solicit focused feedback from attendees on the potential right-turn treatments for motor vehicles at intersections. The second section was designed to gather written comments regarding the design elements recommended and their appropriateness for the segregated bicycle lane pilot project. A total of 39 comment sheets and responses have been received. Not all respondents provided answers to all of the questions. There have also been letters received both in support and opposition to the segregated bicycle lane project from local businesses. Support has been received from the Wellington West BIA, Telus, the Government of Canada, and Riverview Park Community Association while opposition has been received from the Bank Street BIA. 4.. Question : Right Turn Lane Alternatives The first question showed four possible right turn lane alternatives to be used along the segregated bicycle lane corridor and asked members of the public which of the four they felt was most appropriate for use on the proposed corridor. A total of forty-five people gave a preference or commented on the right turn lane alternatives. Of those, 8% (37) preferred Option A, 5% () preferred Option D and 3% (6) provided no preference. Option A reflects the proposed design for the right turn treatments along Laurier Avenue. McCormick Rankin Corporation 4 November 00

7 Segregated Bicycle Lane Pilot Project November 5 th, 00 The reasons provided for preferring Option A were almost all because of improved safety for cyclists as well as some people felt it provided better segregation for cyclists at intersections and it was a simpler or easier design to understand. Those preferring Option D liked that there is no conflict area between cyclists and vehicles at an intersection. While those who did not select a preferred option generally expressed a dislike for all options as well as the segregated bicycle lane pilot project. 4.. General Comments Question asked members of the public to provide comments on the design elements of the proposed pilot project. There was a wide range of feedback received relating to design elements as well as the impacts of the segregated bicycle lanes and the cycling network. These comments have been separated into the following categories: Design Elements o Pavement Markings and Signage o Driveways and Access Points o Left-Turn Bike Boxes o Buffer Treatments o Taxi Stands o Para Transpo o Loading Zones o Maintenance Concerns o Aesthetics o Bicycle Parking Impacts of Segregated Bicycle Lanes o Impacts on Property Value o Impacts on Vehicle Parking o Impacts on Traffic Traffic Flow Banned EBL at Metcalfe Banned Right-Turn-On-Red Safety Advanced Cycling Phase o Impacts on Pedestrians o Impacts on Business o Monitoring Plan Cycling Network and Connections o Route Choice o City-wide Cycling Network o East and West Cycling Connections Over the course of the consultation exercise, the public response contained several recurring themes concerning the design and implementation of the segregated bicycle lanes on Laurier Avenue. The detailed list of comments regarding the design and implementation of the segregated bicycle lanes are summarized in Table. A complete list of s and comments received are included in Appendix C. McCormick Rankin Corporation 5 November 00

8 Segregated Bicycle Lane Pilot Project November 5 th, 00 TABLE : SUMMARY OF COMMENTS ISSUES/CONCERNS/COMMENTS FREQUENCY OF RESPONSE Design Elements Pavement Markings and Signage 4 Coloured pavement markings is helpful and really stands out Blue road paint when warn may make traction more difficult for bikes and vehicles. Yield to Cyclists may cause an increase in congestion, pollution and driver frustration Work with NCC to improve signage at east end connection to QED How will parkers be warned about cyclists when opening their right doors? Driveways and Accesses 6 Signage should be used to alert vehicles exiting underground parking garages with reduced visibility The proposed right turn treatment at driveways violates the roadway engineering design principle that turning traffic use the lane closest to the direction of intended travel. Research shows increased accident rates from such designs. The parking lot entrances could cause potential conflicts or accidents Turning vehicles could block the bike lane All existing entrances and exits must be maintained Left-Turn Bike Boxes 4 Cyclists will be inconvenienced when waiting through two red light cycles to complete left turns. 3 Why no left turn pockets at Elgin? Buffer Treatments 4 Is the 30cm to 50cm buffer area wide enough? The concrete curb will reduce the width of the lanes used by cars The entire existing width of Laurier Avenue is required immediately adjacent the Lord Elgin s bus lot. Taxi Stands Concern regarding the conflicts between the frequently used Minto Place Taxi Stands and Cyclists. One suggestion to paint the pavement here to reinforce cyclist priority. Para Transpo 3 Relocating a Para Transpo zone to Bay Street will interfere with the bicycle lane on Bay Street Consider using the traffic circle at Laurier West for Para Transpo Won t a physical barrier interfere with the ability to access Para Transpo vehicles. Loading Zones Concern regarding the N-S pedestrians crossings times at Bank Street being adequate for couriers making deliveries. Tour bus unloading and loading at the Residence Inn By Marriott and Hotel Indigo is done on the North side of Laurier during off-peak hours. Maintenance 9 The bicycle lanes should be well plowed in the winter 5 Consider where the snow-melt water will accumulate and drain What will be the impact of the new lanes on City operating expenses? Whose taxes will pay for this? Increase the snow clearing priority on Gloucester to compensate for lost parking Aesthetics 7 Add trees and more potted plants More street food vendors will make the street more attractive We need more pedestrian friendly streets in downtown Making downtown accessible to cyclists will make it more attractive and interesting Planter boxes must be visible with reflective material Planter boxes will increase congestion and create a lack of visibility Bicycle Parking 4 In long term, work with buildings along Laurier to provide additional underground bicycle parking to improve security and deterrence to theft There are hundreds of bicycles parked in underground garage at Queen Elizabeth Towers (condominium buildings on Laurier Avenue) McCormick Rankin Corporation 6 November 00

9 Segregated Bicycle Lane Pilot Project November 5 th, 00 TABLE : SUMMARY OF COMMENTS ISSUES/CONCERNS/COMMENTS FREQUENCY OF RESPONSE More bicycle parking is required. Install a bike share program along the corridor Impacts of Segregated Bicycle Lanes Impact on Property Value 5 The loss of on-street parking on Laurier Avenue will decrease the property value of the condominiums. 3 There is no evidence to show whether property values will increase or decrease following the implementation of the segregated bicycle lanes. Impacts on Vehicle Parking 5 There is significant concern from residents of the condominiums on Laurier Avenue between Lyon Street and Bronson Avenue regarding the reduction in on-street parking along Laurier Avenue directly in front of the buildings. The concern is about visitor parking for friends and relatives as well as for services such as caregivers, tradespeople and deliveries. Some citizens felt the impact to on-street parking was not a concern. 3 It was suggested that the City charge more for parking to remove more cars from the road The reduction to on-street parking all along Laurier Avenue is a concern The reduction to on-street parking near businesses is a concern Concerned about empty parking bays bordered by planter boxes being used to pass vehicles on the right and vehicles colliding with the planter boxes Impacts on Vehicle Traffic 35 Some people expressed concern about the expected increase in traffic congestion along the corridor as shown in the MRC report. 9 The removal of turn lanes might cause accidents Increasing traffic congestion will encourage drivers to divert to smaller residential streets Giving priority to bikes over cars or parking is absurd Many people currently illegally park or stop along the curb, where will they go? Banning the EBL movement at Metcalfe Street will cause frustration for drivers Banning the EBL movement at Metcalfe Street will mean there is nowhere to turn left between Kent Street and Cumberland Street. This will frustrate drivers. Banning Right-turn-on-red movements along Laurier Avenue will needlessly increase driver frustration. 3 Communication and education for drivers and cyclists about the rules of the road will be very important. 3 The roads are safer if more bicycles and vehicles share the road. Concerned about fast cyclists but bixi tourists in Montreal slow people down. The lights should be timed to prevent bicycles from stopping at each light Suggest providing an advanced green phase for left-turning cyclists Support the advanced green phase for cyclists and pedestrians 3 Bikes should yield to right-turning vehicles Suggest using a five second advanced green phase for cyclists The advanced green phase for cyclists is expensive, unnecessary, increases congestion and driver frustration Impacts on Pedestrians 5 There should not be any requirement for sharing of space by bicycles and pedestrians. A lot of people cross Laurier Avenue between intersections. Adding bicycle lanes make an added peril for these people. A problem with the Maisonneuve Boulevard bike lanes was that pedestrians used them as an extension of the sidewalk, blocking bike access. I see no reason why this would not also happen in Ottawa. I am concerned that the bike lane will be too near the location where pedestrians wait for the crosswalk between City Hall and Confederation Park. I can see many conflicts between cyclists and pedestrians here. Between cars driving into the cross walks and bikes ignoring red lights it is very unsafe for pedestrians. McCormick Rankin Corporation 7 November 00 43

10 Segregated Bicycle Lane Pilot Project November 5 th, 00 TABLE : SUMMARY OF COMMENTS ISSUES/CONCERNS/COMMENTS FREQUENCY OF RESPONSE Impacts on Business The installation of segregated cycling lanes will have a major impact on the operation of businesses between Bank Street and Queen Elizabeth Driveway Business people, office visitors, construction, contractors and truck deliveries all need parking on Laurier. We need to know their views. Monitoring Plan 3 Any survey must include people who work and live on Laurier How many bikes per hour will be a minimum to justify maintaining this use of valuable transit space after the trial period is up? Cycling Network and Connections Alternative Route Choice Would prefer Somerset because: Preferences from cyclists at the first public open house Provides better connectivity and connects Preston to Elgin Better connection on west side Results of the second stage evaluation Would prefer Sparks Street because: It would revitalize the area It is currently empty Better west end connection Safer without traffic Would prefer Gladstone because: Connects Elgin to Preston and there was no significant opposition from business owners Would prefer Gloucester because: There is less traffic There is less opposition Lower-density residential Quieter, safer, less residential property, fewer pedestrians and more underground parking It is safer Would prefer Queen because: Less residential properties and less traffic Less impact on Laurier Avenue condominium owners Would prefer Wellington because: There is no on-street parking City-wide Cycling Network 7 Create a grid of North-South and East-West segregated bike lanes Work with the NCC to have designated bike lanes on Queen Elizabeth Parkway or Colonnel By Drive that is separate from multi-use pathway. Extend the bike lanes from Rideau River with a pedestrian/cycling bridge across the River then a route through Hemlock and join the NCC path to the aviation museum and Ottawa River. Phase II should include Bronson to Churchill on Scott Street More lanes should have been added for the first stage of a city-wide network Provide connections to New Edinburgh East and West End Connections 56 The proposed route does not provide and East-West cycling corridor from Preston Street to Elgin Street as originally proposed. A better connection to the market would be good The east and west end connections need to be improved to encourage cyclists to use the facility 8 The bike pocket at the east end of project (between Elgin and Canal) is dangerous. The westbound bike lane should be beside the sidewalk. The raised bicycle lane next to the sidewalk in front of City Hall could cause confusion between cyclists and pedestrians McCormick Rankin Corporation 8 November 00

11 Segregated Bicycle Lane Pilot Project November 5 th, 00 TABLE : SUMMARY OF COMMENTS ISSUES/CONCERNS/COMMENTS FREQUENCY OF RESPONSE Would like a better east-end connection from the Queen Elizabeth pathway and Colonnel By Drive The bike lanes should be continued east of Nicholas 4 The segregated bicycle lanes should continue to Nicholas 3 There is currently no good west end connection Should connect Laurier at Bronson to Scott 4 Could end west end at Percy. 3 Percy is a valuable west end connection A connection to the River Path on the west end is important 7 Need a signed route on Somerset and Cambridge to Laurier 3 The connection through the Technical High School site to Slater/Albert at Bronson is essential 4.3 Summary of Question and Answer Sessions Each open house included a presentation and a question and answer session. Mr. Colin Simpson, Senior Project Manager, Transportation Planning, gave a brief presentation explaining the segregated bicycle lane pilot project. The presentation included a brief overview of the background for the pilot project, a description of the advantages of segregated bicycle lanes, an explanation of the study process, an overview of the Laurier Avenue design, and an explanation of the next steps in the process. Open house attendees were given the opportunity to ask questions at the end of the presentation. The questions and discussion that followed pertained primarily to the cycling connections at the east and west ends as well as the loss of vehicle parking on Laurier Avenue between Lyon Street and Bronson Avenue. A summary of the discussion from the open house sessions is included in Appendix D. 5 Conclusions The feedback received from the consultation session showed a considerable amount of support for the project from the community but also a lot of concern from the residents of Laurier Avenue particularly regarding the loss of on-street parking spaces on Laurier Avenue. The main themes that surfaced through the public consultation process are described below. Right-Turn Design Alternatives were presented to the public for their comments on the best solution of four possible options. The preferred treatment was Option A, while Option D received some support. The other options received no support. The preferences provided by the members of the public are shown in Figure and reflect a total of 39 opinions. Option A reflects the proposed design for the segregated bicycle lane pilot project and is shown in Figure. Figure Preferred Right-Turn Alternatives Option D 5% 3 Option A 95% McCormick Rankin Corporation 9 November 00

12 Segregated Bicycle Lane Pilot Project November 5 th, 00 Figure Right-Turn Alternative Option A Safety is an important consideration in the design and implementation of the bicycle lanes along Laurier Avenue. Members of the public pointed out the importance of selecting appropriate pavement markings and signage to reduce conflicts between road users at intersections, driveways and access points. There were also comments received regarding the importance of proper snow clearance for the bicycle lanes and the need to carefully consider the drainage along the facility. Pedestrians represent the highest modal share travelling through the intersections along Laurier Avenue. It was pointed out by members of the public the importance of ensuring the safety of pedestrians along the corridor and improving the pedestrian environment. Impact on Residents was a main concern for people who live on Laurier Avenue. The main concern of residents was the decrease in on-street parking on Laurier Avenue as well as concern regarding the increased traffic congestion that will result. The condominium buildings on Laurier Avenue (Lyon St. to Bronson Ave.) have very limited underground parking for visitors and rely heavily on the existing onstreet parking on Laurier Ave. Some residents of Laurier Avenue expressed concern that the property value of the condominium units could decrease as a result of the pilot project. Impact on Business was raised as a concern from some businesses along Laurier Avenue. Some business representatives expressed concern regarding the decrease in on-street parking along Laurier Avenue and the potential impact this could have on them. The importance of making loading and unloading of delivery trucks and tour buses as safe and simple as possible to minimize the impact on these operations was highlighted. Similarly, it was pointed out that ensuring Para Transpo is able to continue to operate similar to existing conditions is very important. Traffic Congestion was a significant concern for many people and there was some concern that increased congestion will cause drivers to divert onto smaller residential streets. In addition to the reduction of vehicle travel lanes from four to two as required for the implementation of segregated bicycle lanes, there were a few design features which raised concern or opposition from some members of the public. Banning the eastbound-left (EBL) movement at Metcalfe Street was a concern particularly due to the existing ban on EBL movements between Kent Street and Cumberland Street. With limited locations where EBL movements are permitted, there is concern from the public that this may increase driver frustration and confusion along the corridor. There was also a concern that banning the right-turn-on-red movements will contribute to traffic congestion. There was also a mix of support and opposition regarding the advanced cycling and pedestrian phase along Laurier Avenue. Cycling Connections were a primary concern of many who provided feedback on the proposed segregated bicycle lane design. There was significant concern with the east and west end cycling McCormick Rankin Corporation 0 November 00

13 Segregated Bicycle Lane Pilot Project November 5 th, 00 connections. There were suggestions that the east end should be extended to east of Nicholas St. or King Edward Ave. There were numerous responses that the west end connection needed wore work and the most important connections presented were to Scott Street, the Ottawa River Pathway and Somerset Street. There were also some suggestions that the facility be terminated at Percy Street rather than Bronson Avenue. In addition to suggested connections or extensions of the segregated bicycle lanes along Laurier Avenue, there were suggestions that a network of segregated bicycle lanes should be provided including a grid of east-west and north-south streets. McCormick Rankin Corporation November 00