Agenda Index City of Vancouver

ADMINISTRATIVE REPORT

TO:

Standing Committee of Transportation and Traffic

FROM:

General Manager of Engineering Services, in consultation with the Director of Current Planning.

SUBJECT:

Accommodation of Bicycles on Pender Street, Cardero to Cambie

 

RECOMMENDATION

GENERAL MANAGER'S COMMENTS

The General Manager of Engineering Services and the Director of Current Planning recommend A, B, and C.

COUNCIL POLICY

The Bicycle Network Review (1999) identified the need for bicycle facilities in the downtown area.

The Transportation Plan (1997) emphasizes the need to provide more comfortable cycling environments.

The Vancouver Comprehensive Bicycle Plan (1988) and the Clouds of Change Report (1990) established the City's policy of promoting and encouraging cycling as a transportation alternative.

SUMMARY
Vancouver City Council has adopted reports such as The City of Vancouver Transportation Plan which encourage cycling as a transportation alternative. To date over 100 kilometres of bikeways have been implemented throughout the City of Vancouver.

Following construction work on Pender Street in the summer of 1999, staff identified an opportunity to review the installation of bicycle facilities along Pender Street west of Cambie. On July 20, 1999, Council approved "that the proposed bike lanes on Pender Street, west of Cambie Street be deferred until further analysis and consultation has been undertaken."

Additional designs were developed and feedback has been sought on these options. Staff are suggesting that bicycles be accommodated on Pender Street between Cardero and Cambie Streets as per the recommendations above.

PURPOSE

The purpose of this report is to present options and seek Council approval for a trial installation of on-street cycling facilities on Pender Street between Cardero and Cambie Streets.

BACKGROUND

The City of Vancouver Transportation Plan, Comprehensive Bicycle Plan and Clouds of Change Report encourage cycling as a transportation alternative. As a result, the City has implemented over 100 kilometres of bikeways throughout the City in the last decade; however no cycling routes have been provided in the Downtown area (except for recreational routes along the waterfront).

Of the five major east-west streets (Georgia, Dunsmuir, Pender, Hastings and Cordova) that cross through the central business district, Pender Street has been identified as the most desirable cycling corridor for the following reasons:

· it connects well to the east and south with the Adanac, Ontario and Seaside Bikeways and to the west with the Stanley Park Causeway and the Lions Gate Bridge (both of which will have wider sidewalks when renovations are complete);

· it is a 2-way street;

· it has no significant hills that act as barriers to cycling, although there is a minor hill between Abbott and Cambie; and

· it currently has significant stretches where the street has wider lanes (in comparison to other east-west streets such as Hastings west of Burrard).

The City of Vancouver Bicycle Advisory Committee has a network sub-committee which advises on future bicycle routes in the City. This sub-committee has been looking at bicycle routes in the Downtown and has identified Pender Street as a high priority corridor.

The Downtown Vancouver Association has developed a Downtown Transportation Plan with selection criteria and performance standards for bicycle routes (see Appendix "D"), which also indicates Pender Street east of Hornby as a bicycle route.

On June 22, 1999, Council approved bike lanes on Pender Street between Cambie and CarrallStreets as part of redevelopment (International Village), and Council asked for staff to review an extension to the west. On July 20, 1999, Council approved "that the proposed bike lanes on Pender Street, west of Cambie Street be deferred until further analysis and consultation has been undertaken."

Following completion of the construction related to the Dedicated Fire Protection System in September 1999, Pender Street between Homer and Broughton was resurfaced and has temporary paint markings installed. Permanent road markings were deferred until staff could report back on options for road marking related to the installation of bicycle facilities.

Staff believe this project can precede the development of the Downtown Transportation Plan. Information gathered from any bicycle facilities implemented on Pender Street would be useful in the development of the Downtown Transportation Plan. This Council-approved initiative will start this year and is expected to be completed by 2002. If Council were to decide to defer a decision about Pender Street until after the adoption of the Downtown Transportation Plan, the bike facility could not be provided until at least 2002.

DISCUSSION

Existing Conditions on Pender Street

The route itself has been divided into sections with different design options for each. A description of the existing conditions is noted below.

 

Cardero to Burrard

Burrard to Granville

Granville to Cambie

length

970 m

300 m

500 m

curb-to-curb width

14.6 m

14.6 m

12.5 m

# of lanes

4

4
(5 at Howe)

4

parking

non rush hour only

no

no

peak bike volume

80/hour

60/hour

70/hour

peak bus volume

15/hour

60/hour

70/hour

peak bus passengers

750/hour

3,000/hour

3,500/hour

peak vehicle volume
westbound - am
westbound - pm

500/hour
1,200/hour

450/hour
650/hour

350/hour
700/hour

eastbound - am
eastbound - pm

1,100/hour
400/hour

1,100/hour
450/hour

1,000/hour
450/hour

Design Concepts

A number of design concepts were prepared, with three distinct means of accommodating cyclists being presented to the public. The three are noted below with additional information and cross section diagrams provided in Appendix B.

Dedicated Bicycle Lane
- a dedicated portion of roadway for the use of cyclists only (typically 1.5m width per direction). In many cases, one moving lane of traffic would be removed in order to provide both eastbound and westbound bicycle lanes. In three places buses stop in the bike lane, while at other locations the bike lane moves away from the curb, around the bus stop. Toronto, Seattle and Chicago are some of the North American cities that have implemented urban bike lanes.

Dedicated Bus-Bike Lane
- a dedicated portion of roadway for transit vehicles and cyclists only (in this case 3.35m per direction). The look of the road would remain similar to the existing situation; however, other vehicles would only be allowed to enter the dedicated lane for the purposes of turning right onto a cross street. This is similar to Toronto's "Clearway" on Bay Street.

Shared Wide Curb Lane
- a wider specially marked curb lane to allow cyclists and motor vehicles, whether parked or moving, to share the same lane (typically 4.3m per direction). This would allow many of the existing on-street activities to remain unaffected (e.g. parking & loading), while still leaving ample width (1 to 2 metres) for cyclists. This approach has been pioneered in Denver.

Route options

Using the three design concepts and applying them to the different sections of Pender Street, a total of four Route Options, A through D, were presented to the public. A brief description of each is noted below with additional information presented in Appendix A and summarized in Figure 1. All options are within the existing curb line.

OPTION A DEDICATED BICYCLE LANES (CARDERO TO CAMBIE)

OPTION B DEDICATED BICYCLE LANES (CARDERO TO GRANVILLE) AND DEDICATED BUS-BICYCLE LANES (GRANVILLE TO CAMBIE)

OPTION C SHARED WIDE CURB LANES (CARDERO TO GRANVILLE) AND DEDICATED BUS-BICYCLE LANES (GRANVILLE TO CAMBIE)

OPTION D SHARED WIDE CURB LANES (CARDERO TO BURRARD) AND DEDICATED BICYCLE LANES (BURRARD TO CAMBIE)

Figure 1: A comparison of cycling options on Pender Street and their impact on existing Street Activities (Comparison to existing)

 

C a r d e r o

    

B u r r a r d

    

G r a n v i l l e

    

C a m b i e

 

Bicycle Lanes

Wide Curb Lanes

Bicycle Lanes

Wide Curb
Lanes

Bicycle Lanes

Bus-Bicycle Lanes

ACTIVITIES IMPACTED

  

OPTION
A or B

OPTION
C or D

  

OPTION A, B or D

OPTION C

  

OPTION
A or D

OPTION
B or C

  

Cycling

  

better/best

better

  

better/best

better

  

better/best

same/ better

  

Transit

  

same

same

  

same

same/better

  

worse

better

  

Vehicular Capacity

  

same/worse

same

  

same/worse

same

  

worse

same/ worse

  

Parking

  

fewer

same

  

same

same

  

same

same

  

On-Street Loading

 

same/worse

same

  

same/worse

same

  

same/worse

same/ worse

  

Public Consultation

A public consultation and feedback process was undertaken to review these options. Stakeholders were contacted and the public invited to an Open House conducted on February 17, 2000, organized to present the latest designs and to solicit comments on the designs.

In addition to the public Open House, feedback has been sought through surveys and comment sheets provided to individuals by fax, hand delivery, and though the City's web page. Additional meetings were also conducted with groups wishing additional information.

Comments from throughout the community continue to be received up to the time of writing. Generally, cycling advocates seem to favour Option A or B which include dedicated bicycle lanes, while feedback from the business community stresses concerns about impacts to existing street uses and activities such as parking and loading. Overall, over 85% of the respondents supported the idea of bicycle facilities on Pender Street. A summary of comments received is included in Appendix E.

Appendix F includes official comments received to date from many stakeholders involved in the process. A short summary of the feedback from these organizations is noted below.

· Bicycle Advisory Committee: in an informal meeting a preference for Option A was stated although all options were acknowledged as improving the existing situation.
· Vancouver Community College: support for improved bicycle facilities.
· Downtown Vancouver Business Improvement Association: do not support the use of Pender Street as a bicycle route (Cambie to Cardero), further consideration should be given to routes north of Pender such as Cordova or the Seawall.
· Downtown Vancouver Association: support bicycle facilities on Pender east of Hornby, and suggest further review of an overall downtown cycling network.
· Better Environmentally Sound Transportation: support for bicycle lanes.
· TransLink: general support for Option C

General comments over the entire route related to: safety, reduced vehicle capacity, loss of parking, and reduced on-street loading opportunities, improved visibility for cyclists with a dedicated bicycle lane, expanding the existing bicycle route network, and clarity of road markings and signage.

Safety

A summary of the pros and cons of the different facilities is included in Appendix C. This information has been collected from a number of different sources and represents the view points from many cycling and transportation professionals. Overall no definitive conclusion can be drawn which would favour one facility over another. Factors such as the spacing of intersections, turning movements, and driver courtesy are factors which are specific to each site and can help to determine which facility may be more appropriate. However, one of the more recent studies published in the Transportation Research Record (October 1999) found that "The overall conclusion is that both bike lanes and wide curb lanes facilities can and should be used to improve conditions for bicyclists."

Many of the factors used in the evaluation of safety relate to 'comfort levels' and other subjective terms, while others such as conflicts or accidents can clearly be identified on a severity and frequency basis. Additional reviews on the recommended bicycle facility will be conducted by staff. Feedback will be sought from cyclists and other affected parties throughout the evaluation period. This will allow staff to further quantify concerns relating to the interaction of cyclists and motorists at key locations such as intersections and where the lane allocation for cyclists weaves away from the curb. If concerns arise during the trial period we will provide updates to Council regarding any remedial measures.

A public education program is proposed as part of the plan. All of the options presented are new for the Downtown core of the City of Vancouver. One of the comments received from the cycling community proposed that public education be included as part of this project. This education campaign could consist of additional temporary signage or consultant services to identify methods of reaching the public through information flyers, newspaper ads etc. The importance of public education as much as design is supported by a study entitled Review of Basic Research in Bicycle Traffic Science, Traffic Operations, and Facility Design (1999). This study states that "the fundamental insight pertaining to the design and operation of bicycle facilities is that too many bicyclists and motorists disobey the rules to an extent that seems to cause crashes."

Analysis

Given the choices available for Pender Street, cyclists would prefer a dedicated bicycle lane, which is consistent with Council's policy in promoting cycling. A dedicated bicycle lane is deemed most appropriate for encouraging novice cyclists to use a facility and can best visually define the road space allocated for cyclists, which reduces motorists' incursions into this space.

However, in this particular case, a dedicated bicycle lane is not the best choice given the limitations associated with implementing bicycle facilities within the existing curb to curb road space and when considering other on-street uses:

· Pender Street is a major transit corridor in the downtown and it would be preferable to provide a benefit to transit. It is also not clear how bike lanes would operate on a busy transit corridor. There are several instances where the bike lane and buses must cross over each other. There could be safety concerns associated with right-of-way at these crossovers.

· Pender Street is also the location of numerous businesses benefitting from short term loading and parking.

· Westbound Pender Street from Granville to Cambie would be reduced to a single lane formotor vehicles. When buses stop to serve passengers, a near-continuous action, that single lane would be blocked. Queued vehicles may tend to obstruct intersections, or attempt unsafe passing manoeuvres.

Consequently, although all options are possible along this route, given the impacts to transit and concerns relating to capacity, particularly from Granville to Cambie, Option A and Option D (both options having dedicated bicycle lanes through this narrow section) would not be recommended at this time.

Recommendation

It is recommended that the bicycle facilities on Pender Street include the use of shared wide curb lanes with bicycle symbol road markings, (Cardero to Granville Streets) and dedicated bus-bike lanes (Granville to Cambie Streets) as described below and referred to as Option C in Appendix A. This option is recommended because it provides improved cycling, and a substantial benefit to transit operations, with less impact on the existing parking, loading and other street uses. Additional stencilling and signage will be provided throughout the route.

It is recommended that bicycle facilities be installed for a trial period of not less than 6 months. During that time staff will further research and study the implemented change. This information will be valuable in the development of future cycling facilities and in the development of the Downtown Transportation Plan.

The findings and conclusions of the field evaluations, and a summary of the public information campaign would be reported back to Council following the trial period.

FINANCIAL IMPLICATIONS

An estimated funding of $100,000 is required for this project. A total of $50,000 is currently available from Streets Capital Unappropriated Account 30000130, Bicycle Network. A further $50,000 is required, in advance of the approval of the 2000 Streets Capital Budget -Bicycle Network submission. This includes funding for necessary pavement markings, additional signage, public education campaign and, if necessary, the removal of the road markings after the 6 month trial.

CONCLUSION

Based upon an improvement in cycling and transit facilities while minimizing parking, loading and other impacts, it is recommended that Option C (shared wide curb lanes and a dedicated bus-bike lane) be implemented on Pender Street from Cardero to Cambie. Following an evaluation period staff will report back to Council on findings collected during the trial period.

OPTION "A"

DEDICATED BIKE LANES (Cardero Street to Cambie Street)

Option "A" generally provides bike lanes by eliminating one moving traffic lane, and reconfiguring the remaining lanes. This option is consistent with the City of Vancouver Transportation Plan in that it encourages alternate modes of transportation (i.e. cycling). This option also provides continuous bicycle lanes from Cardero Street to Carrall Street (the Cambie to Carrall portion was approved by Council in June 1999).

Westbound capacity - as Dunsmuir Street (next street to the south) has four westbound lanes, it is felt that sufficient westbound capacity can be maintained (on Pender from Jervis to Cambie) with only one westbound lane on the section of Pender Street between Howe/Hornby Streets and Cambie. There is a concern that, by providing only the one lane westbound, all traffic will be stopped whenever a bus stops at a bus zone and during "breakdowns" or emergency situations by motorists. Some motorists and cyclists may attempt unsafe passing manoeuvres under these circumstances.

At some intersections, a lane is added for turning movements, as turning volumes are high and vehicles generally must wait for pedestrians. Dedicated turning lanes are proposed:
- eastbound to southbound at the Richards intersection. A dedicated right-turn only lane is provided. The bike lane is directed away from the curb to reduce conflicts.
- eastbound to northbound at the Seymour intersection. A dedicated left-turn bay is provided.
- westbound to southbound at the Granville intersection, a dedicated buses only left turn lane is provided.
- westbound to southbound at the Howe intersection. A dedicated left turn lane already exists.
- eastbound to southbound at the Howe intersection a dedicated right turn only lane is provided. The bike lane is directed away from the curb to reduce conflicts.
- westbound to southbound at the Burrard intersection. A dedicated left turn lane is provided.
- eastbound to northbound at the Burrard intersection a dedicated left-turn bay is provided.
- eastbound to southbound at the Burrard intersection a dedicated right turn only lane is provided. The bike lane is directed away from the curb to reduce conflicts.

It is proposed that the eastbound bus zone, east of Seymour Street, be deleted because this is not a transfer point (no buses on Seymour Street) and there are nearby bus zones west of Granville Street and east of Richards Street. This change is proposed in all options.

Westbound cyclists are affected at the bus zones as they have to move out to pass stopped buses (west of Hamilton Street, west of Richards Street, and east of Granville Street).

OPTION "B"

DEDICATED BICYCLE LANES (Cardero to Granville)
and
DEDICATED BUS-BICYCLE LANES (Granville to Cambie)

Option "B" would provide dedicated bicycle lanes on Pender Street from Cardero Street to Granville Street, and dedicated bus-bicycle curb lanes from Granville to Cambie Streets. This option is consistent with the City of Vancouver Transportation Plan as it encourages both cycling and transit by providing an exclusive lane for these modes of transportation.

This option maintains westbound capacity for general traffic and has fewer traffic impacts than Option "A" particularly for westbound vehicles. Capacity is similar to the existing situation with general traffic being accommodated in the second lane. Analysis of the existing traffic flow shows that the majority of private vehicle through movements occur in the second lane with transit operating in the curb lane. As with other types of dedicated or reserved lanes (bus or HOV lanes) general traffic is allowed to enter this lane in order to complete right turning movements at the upcoming intersection. General traffic is not permitted to continue straight through intersections when travelling in dedicated lanes.

On-street loading in off peak times will be reduced between Granville Street and Cambie Street. It is proposed that the dedicated bus-bicycle lane be dedicated full time in order to maintain transit priority in the area and lessen any potential conflicts with motorists that would otherwise be travelling in this lane. Staff are reviewing opportunities to accommodate loading activities on cross streets such as Seymour, Richards, Homer and Hamilton. Although not as convenient, loading facilities are available in the commercial lanes for businesses fronting Pender.

At some intersections, a lane is added for turning movements, as turning vehicles generally must wait for pedestrians. Dedicated turning lanes are proposed:
- westbound to southbound at Granville, a dedicated buses only left turn lane is provided.
- westbound to southbound at the Howe intersection. A dedicated left turn lane is provided.
- eastbound to southbound at the Howe intersection a dedicated right turn only lane is provided. The bike lane is directed away from the curb to reduce conflicts.
- westbound to southbound at the Burrard intersection. A dedicated left turn lane is provided.
- eastbound to northbound at the Burrard intersection a dedicated left-turn bay is provided.
- eastbound to southbound at the Burrard intersection a dedicated right turn only lane is provided. The bike lane is directed away from the curb to reduce conflicts.

In the section between Granville and Cambie cyclists would have to change lanes to comfortably get around stopped buses. Similarly, buses would have to change lanes to overtake cyclists as the bus travels between stops.

A deletion of the eastbound bus zone east of Seymour is proposed.

OPTION "C"

SHARED WIDE CURB LANES (Cardero to Granville)
and
DEDICATED BUS-BICYCLE LANES (Granville to Cambie)

Option "C" would provide shared wide curb lanes from Cardero to Granville, and dedicated bus-bicycle lanes from Granville to Cambie. Consistent with the Transportation Plan and Council priorities, transportation modes of transit and cycling would be enhanced.

Option "C" would require the fewest changes to existing regulations. In sections where existing curb to curb width allows, shared wide curb lanes are proposed (Cardero Street to Granville Street). On Pender from Granville Street to Cambie Street a dedicated bus-bicycle lane is proposed. This option will improve existing conditions for cycling and transit while retaining most of the existing parking and loading facilities.

Similar to Option "B" on-street loading will be affected outside of the peak period between Granville Street to Cambie Street. It is proposed that the dedicated bus-bicycle lane be dedicated full time in order to maintain transit priority in the area and lessen any potential conflicts with motorists that would otherwise be travelling in this lane. In addition to the lane access already available, additional loading facilities are being reviewed on north south streets in this area.

The shared wide curb lane allows existing parking and loading facilities to be maintained west of Granville. Rush hour regulations and loading facilities remain as they exist now. Bicycle priority is maintained with additional signing and road markings. By staggering bicycle stencils which are marked on the road both close to the curb and close to the lane line, bicycle priority is maintained with road space allocated adjacent parked vehicles and, during peak periods when parking is restricted, adjacent to the curb.

Due to turning demands, modifications are proposed at some intersections:
- eastbound to southbound at the Howe intersection a dedicated right turn only lane is provided. The small section of bicycle lane is added away from the curb to reduce conflicts.
- westbound to southbound at the Burrard intersection. A dedicated left turn lane is provided.
- eastbound to northbound at the Burrard intersection a dedicated left-turn bay is provided.

The deletion of the eastbound bus zone east of Seymour is proposed.

OPTION "D"

SHARED WIDE CURB LANES (Cardero to Burrard)
and
DEDICATED BICYCLE LANES (Burrard to Cambie)

Option "D" combines the shared wide curb lanes from Cardero Street to Burrard Street, with dedicated bicycle lanes from Burrard Street to Cambie Street. This option allows the continuation of the dedicated bicycle lanes from Burrard to Cambie and provides a direct link to the dedicated bicycle lanes from Cambie Street to Carrall Street.

Similar to Option "A" some impacts to traffic may arise due to the single westbound lane. As with Option "A" it is felt that westbound traffic capacity can be maintained on adjacent streets such as Dunsmuir Street which has four westbound lanes. Transit vehicles stopping to load and unload passengers will block westbound vehicle movements, with the exception of bicycles. Cyclists will be able to manoeuvre past the stopped buses. Concerns exist that motorists may attempt unsafe passing manoeuvres under these circumstances.

Due to turning demands, modifications are proposed at some intersections (similar to Option "A"):
- eastbound to southbound at the Richards intersection. A dedicated right-turn only lane is provided. The bike lane is directed away from the curb to reduce conflicts.
- eastbound to northbound at the Seymour intersection. A dedicated left-turn bay is provided.
- westbound to southbound at the Granville intersection, a dedicated buses only left turn lane is provided.
- westbound to southbound at the Howe intersection. A dedicated left turn lane is provided.
- eastbound to southbound at the Howe intersection a dedicated right turn only lane is provided. The bike lane is directed away from the curb to reduce conflicts.
- westbound to southbound at the Burrard intersection. A dedicated left turn lane is provided.
- eastbound to northbound at the Burrard intersection a dedicated left-turn bay is provided.

The deletion of the eastbound bus zone east of Seymour is proposed.

(NOTE FROM CLERK: Appendix A, pages 5-10 are not available in electronic form - on file in the Office of the City Clerk.)

DESIGN CONCEPTS: Dedicated Bicycle Lanes

DESIGN CONCEPTS: Dedicated Bus - Bike Lane

DESIGN CONCEPTS: Shared Wide Curb Lane

SAFETY EVALUATION & CRITERIA

From research gathered to date a brief summary of common benefits and concerns are noted below for each of the design options proposed. Staff have attempted to weigh the different impacts and benefits for each option. Studies will be conducted to allow staff to better quantify these effects and gather data specific to Vancouver.

Dedicated Bicycle Lanes
- generally found to be safer along longer sections having few intersections. Concerns have also been raised regarding the "weaving" of the bicycle lane away from the curb

- conflicts may occur at intersections with high turning volumes. A frequent situation that would occur is the blocking of the bicycle path by motorists wishing to turn right.

- bike lanes offer a designated and visible space for bicyclists. Motorists can also benefit from the channelizing effect of bike lanes.

- particularly applicable for locations with high traffic volumes, or where average speeds exceed 50 km/h.

- bicycle lanes are most suited to attract new cyclists to a particular route.

- on-street parking will be reduced to accommodate the dedicated bicycle lane.

- one lane of traffic (typically westbound) will be eliminated to accommodate the bicycle lanes.

- Transit operations will impact vehicle movements at some bus stops on the north side of the street.

- debris collecting in the bike lane can occur, although existing schedules would likely suffice.

Dedicated Bus - Bicycle Lane

- enhances visibility for both transit and bicyclists

- shared lanes with higher traffic volumes can become less attractive to novice riders.

- in situations where lane widths are less than 3.6m a shared lane facility can still be appropriate for novice cyclists if operating speeds are lower than 50 km/h.

- in most situations more advanced cyclists have no problems operating in a shared lane.

- buses passing a cyclist in the shared bus-bicycle lane will need to move into another lane of traffic. Cyclists will need to move into the adjacent lane to comfortably overtake a bus.

Shared Wide Curb Lane

- minimize both the real and perceived operating conflicts between bicycles and motor vehicles.

- motor vehicle and transit capacity remains unaffected in the shared lane. Bicycle capacity can easily be increased.

- vehicles can easily pass (or be passed) by cyclists.

- on-street activities such as parking and loading can be maintained.

- reduced number of bike-bike conflicts (as compared to dedicated bicycle lanes)

- road markings and signage improve awareness and visibility for the road space allocation for cycling.

DOWNTOWN VANCOUVER ASSOCIATION

DOWNTOWN TRANSPORTATION PLAN - BICYCLE ROUTES

Selection Criteria:

1. Commuter oriented for destination at Waterfront Station by way of Burrard, Cambie and Lions Gate Bridges.

2. Non -arterial thoroughfares,

3. except for segregated paths on the specific bridge alignments mentioned.

Performance Standards:

1. Exclusive path - i.e. parking prohibited where curbside alignment is used,

2. Conspicuous well marked pathway,

3. Minimal stop/go interruptions i.e. "Yield", not "Stop" and limited and/or modified traffic lights.

COMMENTS RECEIVED FROM OPINION SURVEY

Public comments received from handouts distributed at the open house, via fax and through the Internet are summarized below. The questions asked as part of the public opinion survey included:

1. In general, do you support the idea of bicycle facilities on Pender Street?

Dedicated bicycle/bus lanes: Comments attached

Shared wide curb lanes: Comments attached

4. Please provide any additional comments that you may have:

COMMENTS FROM ORGANIZATIONS AND COMMITTEES

Attached are letters from organizations contacted during the process. Groups include:

(NOTE FROM CLERK: above-noted letters are not available in electronic form - on file in the Office of the City Clerk.)

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