Policy Context & Network Planning Principles UBC Bike Design Course, Vancouver Dale Bracewell, Manager, Active Transportation

Policy Context & Network Planning Principles UBC Bike Design Course, Vancouver Dale Bracewell, Manager, Active Transportation

Work With our Partners Municipal Regional Provincial Federal Railways, borders, waterways & airways; project funding Airport planning Port planning Provincial highways; project funding Transit / regional transportation authority; funds regional roads & bikeways Land use & growth projections; air quality monitoring Land use planning; builds & maintains street infrastructure

Transportation Targets 1997 2010 2011-12 2020 2030 2040 1997 Plan Targets: 2021 Most Objectives Achieved 2006 Greenest City 2011 Targets: 2020 Province 2008 TransLink 2007 Targets: 2020 / 2030 Targets: 2040 Targets: 2040

Public Consultation Phase 1 (2011): Listening and Learning 8,000+ participants Phase 2 (2012): Directions and Discussion 10,000+ participants

Strong Link to Other Initiatives Complete Mayors Task Force on Housing Affordability (2012) Greenest City Action Plan (2011) Vancouver Economic Action Strategy (2011) Cambie Corridor Plan (2011) Housing and Homelessness Strategy (2011) Metro Core Jobs and Economy Land Use Plan (2007) Underway Healthy City Strategy Community Plans Broadway Corridor Land Use Vision

International Peer Review - Policy Glen Weisbrod Goods Movement/Economy President, Economic Development Research Group Donald Shoup Motor Vehicles/Parking UCLA Professor, parking expert and author Peter McCue Walking Executive Officer, New South Wales Premier s Council for Active Living Neils Tørsløv Cycling Director of Traffic Department, Copenhagen Jarrett Walker Transit Author and international transit consultant

Active Transportation Policy Council Established in 2011 Advises Mayor & Council on directions, policies and guidelines relating to all active transport modes (walking, cycling, etc.) Advises staff on education and promotion of active modes and partnership opportunities

ECONOMY PEOPLE ENVIRONMENT

Moving Towards Our Targets 44% 44% 2011

Recent Vancouver Cycling Trends Designing for All Ages and Abilities Daily Cycling Trips Approximately 20,000 new daily cycling trips in 2011 Approximately 67,000 daily cycling trips in 2011 Over 40% increase in cycling trips since 2008 Fastest growing mode 2008 2011 *Daily trips originating in City of Vancouver. The research and analysis is based on TransLink Trip diary Data and the opinions expressed do not represent the views of TransLink

Integrating Land Use and Streets

Importance of Good Urban Design

Photo: Paul Krueger Provide secure & abundant parking & end-of-trip facilities

Work With our Health Partners

Designing for Safety & Comfort Moving Towards All Ages and Abilities Less Comfortable More Comfortable All Ages & Abilities Facilities Shared Use Lane Bicycle Lane Buffered Bike Lane Local Street Bikeway Separated Bike Lane Off-Street Pathway

Moving Towards Our Targets A higher proportion of girls and women walking and cycling is seen to be an indicator of the quality and safety of a city s infrastructure.

Closing the Cycling Gender Gap Hornby Street Ratio Painted lane (2010) 28% Female Cyclists as a Percentage of All Adult Cyclists 2010 2011 2012

Closing the Cycling Gender Gap Hornby Street Ratio Painted lane (2010) 28% Separated lane (2011) 32% Female Cyclists as a Percentage of All Adult Cyclists 2010 2011 2012

Closing the Cycling Gender Gap Hornby Street Ratio Painted lane (2010) 28% Separated lane (2011) 32% Separated lane (2012) 37% Female Cyclists as a Percentage of All Adult Cyclists 2010 2011 2012

Closing the Cycling Gender Gap Hornby Street Ratio Painted lane (2010) 28% Separated lane (2011) 32% Separated lane (2012) 37% City-wide Vancouver (2011) 41% Portland (2012) 31% San Francisco (2011) 28% 2010 2011 2012 Female Cyclists as a Percentage of All Adult Cyclists

From what you have seen, read, or heard, do you agree or disagree with these statements about bike lanes in Vancouver? Choose one for each row. Having a separated bike lane increases safety and comfort for cyclists Bike lanes provide more opportunities for people to be physically active Bike lanes are safer for cyclists and motorists Bike lanes have made parking more difficult Bike lanes have hurt local businesses Bike lanes have reduced pollution Bike lanes have added value to urban development Since the separated bike lanes were introduced, fewer cyclists are using the sidewalk Bike lanes are a good use of taxpayers money Bike lanes have increased tourism 64