ADMINISTRATIVE REPORT

Date: January 16, 2001
Author/Local: Jim Hall / 7130

RTS No. 1406

CC File No. 5762

T&T: January 30, 2001

TO:	Standing Committee of Council on Transportation and Traffic
FROM:	General Manager of Engineering Services in consultation with Director of Current Planning
SUBJECT:	West Georgia Street Redesign

RECOMMENDATION

A. That the future cross-section of West Georgia Street from Chilco to Pender Streets incorporate the following features:

- cycling facility;
- no change in number of traffic lanes;
- no median;
- a wide sidewalk, a double row of trees and a grass boulevard;
- eastbound bus-stop between Chilco and Gilford Streets;
- westbound bus-stop near Stanley Park to serve residents and park users; and
- downtown streetcar route accommodated in north boulevard.

B. That West Georgia Street between Chilco and Pender Streets be reconstructed at a total cost of $750,000 with funding of $500,000 provided from Streets Capital Account 30003153 - Georgia, Gilford to Denman and an additional $250,000 through cost-sharing from TransLink.

C. That the West Georgia Street cycling improvements be submitted for cost sharing through the Province’s Cycling Network Program.

D. That Gilford Street be closed to traffic turning off Georgia Street but allow right-turning traffic to exit from Gilford Street onto Georgia Street.

CONSIDERATION

Two options (as shown in Figures 2 and 3) deal with the cycling facilities and are presented for Council’s consideration. Council is asked to approve either E or F.

E. THAT Council approve on-street bike lanes along both the north and south curbs as the future cross-section of West Georgia Street.

(On-street bike lanes provide the safest, straight, direct route with increased visibility. For recreational cyclists, there is an off-street recreational route just north of Georgia Street along the Coal Harbour waterfront. This bike lane option, Option “C” in Attachment C is supported by the Vancouver Bicycle Advisory Committee and the Vancouver Area Cycling Coalition.)

OR
F. THAT Council approve on-street bike lanes along the south curb and a combination of in-boulevard bike paths and on-street bike lanes on the north side as the future cross-section of West Georgia Street.

(This option respects the pedestrian realm. There is not the same safety concern with respect to the in-boulevard bike path on the north side as there are fewer cross streets (only one at Denman) and consequently less weaving onto and off the street. This option, Option “A/C” in Attachment C is preferable from an urban design perspective, as less road widening is required (0.65 metres vs. 2.15 metres for the dual bike lanes) and the remaining boulevard green space on the north and south sides would be more equal and noticeable).

COUNCIL POLICY

The 1997 VANCOUVER TRANSPORTATION PLAN:
- increased provision and use of transit
- limiting overall road capacity to the present level
- providing more comfortable biking and walking environment
- prepare a transportation plan for the Downtown with particular emphasis on transit, pedestrians and cycling to specifically address a number of transportation issues in the Central Area. These include: improving mode split to encourage more commuters to take transit; improving 'in-town' transit and circulation; providing for personal trips, such as shopping, tourist and cultural-entertainment; ensuring that parking requirements help achieve other objectives, such as mode split; determining measures needed for through traffic; and improving pedestrian and bicycle networks.

WEST GEORGIA STREET TREE AND SIDEWALK GUIDELINES:
- provide a double row of trees and a grass boulevard on the north and south sides of the street
- general policy to introduce grass boulevards in any high density residential areas in the Downtown where appropriate

CURB LANE WIDTHS FOR BICYCLE INTEGRATION:
- THAT a curb lane width of 4.3m for a moving lane .. be established as the desirable standard, where practical, to facilitate the integration of bicycles along new arterial streets;
- FURTHER THAT where this width is not practical, a standard width of 3.7m be adopted.

WEST END GEORGIA /ALBERNI GUIDELINES and GEORGIA STREET - SECOND CENTURY:
- Public views to and from Stanley Park and to and from Coal Harbour ... are important views as people arrive and leave the city. These views will establish the character of the entry experience to the city.
- Georgia Street has a visual focus at each end , with Lost Lagoon fountain at the west end. This West End Gateway has as a principal design objective: Maintain the Lost Lagoon fountain as the prominent visual terminus for Georgia Street.

PURPOSE AND SUMMARY

This report recommends a cross-section design for West Georgia Street between Chilco and Pender Streets and advises on the results of a public consultation process on design options. A companion report dealing with the design of the “S” curve next to Lost Lagoon at the entrance to Stanley Park will be presented to Council at a subsequent meeting.

A number of options for West Georgia Street were presented to the public in two open houses. There is general agreement that the future cross-section incorporate the following features:
- cycling facility;
- no change in number of traffic lanes;
- no median;
- a wide sidewalk, a double row of trees and a grass boulevard;
- eastbound bus-stop between Chilco and Gilford Streets;
- westbound bus-stop near Stanley Park to serve residents and Park users; and

- downtown streetcar route accommodated in north boulevard.

Two options are presented for Council’s consideration on how best to accommodate the cycling connection between the entrance to Stanley Park and the Pender Street bike facility.

1) Recommendation “E”: On-street bike lanes

On-street bike lanes along West Georgia Street (Option “C” described in Attachment C) are a viable option for the following reasons:
… it maintains but does not increase road capacity, maintains the pedestrian facility (wide sidewalk and double row of trees), provides for a green boulevard, and provides good cycling facilities (it is the safest cycling option based on visibility, simplicity and consistency);
… for recreational cyclists, there is an excellent recreational route one block to the north along the Coal Harbour waterfront; and
… it is supported by the Vancouver Bicycle Advisory Committee (VBAC) and the Vancouver Area Cycling Coalition (VACC).

2) Recommendation “F”: On-street bike lanes and off-street, in-boulevard bike paths

An on-street bike lane on the south side of the street and in-boulevard bike path on the north side (Option “A/C” described in Attachment C), subject to design refinement at Denman Street, are viable options for the following reasons:
… this option is preferable from an urban design perspective as it respects the pedestrian realm by minimizing the need for roadway widening and preserving grass boulevards (the remaining boulevard green space on the north and south sides would be more equal and noticeable). It also provides a better gateway to and from the City; and
… there is greater security and cyclists’ comfort provided with separation from vehicles with a bike path in the grass boulevard on the north side. There is only one cross street (Denman Street) and thus less weaving onto and off the street.

These above two options are put forward for Council’s consideration.

BACKGROUND

In February 2000 Vancouver City Council and the Parks Board dealt with reports on the Stanley Park Causeway. At that time, Council:

- approved the reconstruction of the “S” curve entrance to Stanley Park including extending trolley service into the Park, closure of Chilco Street and Chilco bus-loop, a speed-monitoring system, enhanced pedestrian/bicycle connections, and an optional treed median and eastbound bus lane; and
- authorized a public consultation process around the design elements, and treatment of other nearby streets, including Gilford, Alberni and Chilco Streets.

Design aspects that required further consultation include:
- future cross-section of Georgia Street. The existing cross-section could be retained, or it could be altered to include a treed median and eastbound bus lane. The approved urban design treatment of Georgia Street would be provided, with a double row of trees and enhanced sidewalks.
- treatment of Gilford Street, Alberni to Georgia. This section of street could be closed (similar to Chilco), or it could be modified to serve local users only.
- design treatment of other local streets north of Robson and west of Denman, to reinforce their role as local streets. Streets include Alberni, Chilco and Gilford.

EXISTING CROSS-SECTION OF GEORGIA STREET / FUTURE OPTIONS

The existing cross-section of Georgia Street is seven lanes. The centre lane is reversible, and the most northerly lane is reserved for buses, car pools, and bicycles. In reviewing this cross-section, several issues were examined:
- pedestrian space - the Georgia Street Public Realm Guidelines call for a double row of trees on each side, patterned concrete sidewalk, and a grass boulevard where possible. These features are included in all options. The width of the grass boulevard on the south side varies between options.
- treed median and new eastbound bus-lane - this would eliminate the overhead wires and reversible centre lane. The new lane would operate as a bus-lane, at least to Denman where right turns must be accommodated.
- transit - given the relocation of Chilco Loop to the Children's Farmyard area in Stanley Park, the passenger loading activity will now occur on eastbound Georgia Street. A new eastbound bus/HOV lane between Gilford Street and Denman Street is proposed in two options. All options will retain the existing westbound bus/HOV lane.
- cyclists - options provide improved cycling facilities along Georgia Street in the four blocks from Stanley Park to Pender Street. The options accommodate cyclists in various ways (off-road in the boulevard areas, on-street bike lanes and on-street wide curb lanes).

By combining these needs in different ways, eight options for Georgia Street were developed. These options are described in Attachment “C”.

PUBLIC CONSULTATION

The public were invited to attend two open houses to discuss the Georgia Street cross-section options, Gilford connection, and traffic concerns/solutions for the local, neighbourhood streets north of Robson and west of Denman.

The first open house held on May 15, 2000 was advertised in local papers, and a notice was also delivered to all residences and businesses in the area generally from Coal Harbour to Robson Street, and west of Cardero Street (2500 notices). Notice of the open house was also provided to agencies such as the Vancouver Board of Trade, Vancouver Economic Development Commission, B.C. Automobile Association, Downtown Business Improvement Area (Transportation Committee), Downtown Vancouver Association (Transportation Committee), Building Owners & Managers’ Association, Vancouver Area Cycling Coalition, West End Residents’ Association (Transportation Committee), West End Neighbourhood Integrated Service Team, and B.E.S.T. The public attending the open house was asked to complete the survey/comment form shown in Attachment “A”. Attendance at the open house was about one hundred people.

Six broad options (“A” - “F”) were presented. The options were similar in that they all provide for a double row of trees on each side, patterned concrete sidewalk, and a grass boulevard. They vary in the accommodation of transit and cyclists.

Prior to the open house, a survey/notice form was also mailed to each residence and business in the local neighbourhood north of Robson and west of Denman (about 500 notices). This survey form is displayed in Attachment “B”. Besides notifying about the open house, the survey asked for comments on the Gilford connection options and traffic problems and solutions for the local, neighbourhood streets north of Robson and west of Denman.

Subsequent to the open house a notice was again placed in local papers that further information was available on the City’s web-page or by contacting City staff.

Staff attended a Vancouver Board of Trade meeting and provided a presentation on this issue. The City of Vancouver Bicycle Advisory Committee also received a presentation on this issue.

A second open house was held on October 12, 2000. Four cycling options were presented based on input from the first open house and further detailed design. An advertisement was placed in local and daily newspapers. Attendees of the previous open house that expressed an interest in being advised about further details on this project were also notified. The residents’ committee for the neighbourhood north of Robson and west of Denman were also notified. There were well over a hundred attendees at the Open House.

After the second open house, staff attended Vancouver Board of Trade, Vancouver Bicycle Advisory Committee and Vancouver City Planning Commission meetings on this issue.

Public comments at the May 15 open house are contained in Attachment “D”. Public comments at the October 12 open house are contained in Attachment “E”.

Comments from other agencies/committees are contained in Attachment “F”.

A general summary of comments of the public received at the open houses were that:
- the street should not be widened for vehicles;
- a double row of trees on each side, patterned concrete sidewalk, and a grass boulevard should be provided;
- cyclists should be accommodated in as safe a manner as possible. As shown in Figure 1, Georgia Street is an important link in a major cycling route from the North Shore to East and South Vancouver;
- greenery should be maintained or enhanced on Georgia Street as a gateway experience to the Park. Although some people felt a green, centre median could enhance this, they did not want it at the expense of the north and south boulevards;
- a new on-street bus-stop should be located east of Chilco to replace the Chilco bus-loop; and
- priority should be given to cycling, pedestrian and transit facilities. However, the public did not favour a shared bus/bike lane on the south side of the street.

At both open houses, the public preferred an option containing off-street bike paths in the boulevard and on-street bike lanes (Option “A”in Attachment C) as it provides the greatest degree of separation of cyclists from cars/buses. However, there is a safety concern with cyclists travelling in the boulevard at the approach to intersections and not being visible to cars turning right. To deal with this concern, it was proposed that cyclists be directed off the boulevard and back onto the street at intersections in order to provide a greater visibility of cyclists for cars turning right at intersections. It is at intersections where the greatest incidence of cyclist-vehicle accidents occur. Another concern with

cyclists travelling in the boulevard is the potential conflicts with pedestrians around bus stops. Pedestrians might walk across the cyclist pathway while getting on or off the bus or walking to or from the bus shelter. To deal with this concern, cyclists are directed on-street around bus-stops. Cyclists re-enter the boulevard past the bus-stop.

The public’s second preference is contained in Recommendation “E” involving bike-lanes on street and Recommendation “F” provides the preferred features outlined by the public on the north side of the street. Recommendation “E” is the preferred option for the Vancouver Bicycle Advisory Committee and the Vancouver Area Cycling Coalition.

A design was presented which includes a treed median, and removal of overhead lane controls (Option “F” in Attachment C). However, the public expressed concerns about added street width, the need for a separate bus lane, view impacts of the median, cycling deficiencies and the loss of the green boulevards.

STAFF RECOMMENDATION

It is generally agreed that the future cross-section of Georgia Street from Chilco to Pender Streets incorporate the following features:
- cycling facility;
- no change in number of traffic lanes;
- no median;
- a wide sidewalk, a double row of trees and a grass boulevard;
- eastbound bus-stop between Chilco and Gilford;
- westbound bus-stop near Stanley Park to serve residents and Park users; and
- downtown streetcar accommodated in north boulevard.

The public at both open houses preferred off-street bike paths with on-street bike lanes (Option “A”) as this option provides the greatest degree of separation of cyclists from cars/buses. The bike/path lanes seem to work well on the north side of the street as there are limited locations (bus stops and intersections) where the cyclist leaves the boulevard bike path and enters the street bike lane. However, on the south side of Georgia Street there are more locations where a cyclist must leave the boulevard bike path and enter the on-street bike lane. This results in a ‘weaving” cycling movement along Georgia Street. Given the complex traffic movements, this may be unsafe and is not recommended.

The following two options (recommendations “E” and “F”) are presented as viable cycling options for Council’s consideration.

Recommendation “E”, on-street bike lanes on both sides of the street (see Figure 2) is a

viable cycling alternative for the following reasons:
- many attendees of the open houses prefer off-street cycling facilities. However, it is noted that there is an excellent recreational route one block to the north along the Coal Harbour waterfront. This route can be accessed from the Causeway by cyclists heading into Vancouver on the sidewalk and then swinging down under the Pipeline Road overpass and then through Devonian Park. Alternatively, the recreational cyclist heading into Vancouver can stay on the sidewalk through the “S” curve and exit at Chilco and continue south through Stanley Park or access Alberni Street eastbound. The “commuter’ cyclist generally wants the straightest, most direct route which is provided with the on-street bike lanes.
- safety - on-street bike lanes provide a safe bikeway where the cyclist is always in the field of vision of the motorist and is perceived by the motorist as a part of the traffic flow.
- it is very important that the route for cyclists is simple and consistent - especially for inexperienced cyclists.
- supported by the cycling community: Vancouver Bicycle Advisory Committee and Vancouver Area Cycling Coalition.

Recommendation “F”, on-street bike lanes on the south side and, combination of on-street bike lanes and in-boulevard bike path on the north side (see Figure 3) is also a viable cycling alternative for the following reasons:
- there is greater comfort with bike paths and on-street bike lanes on the north side as there are fewer cross streets (only one at Denman Street) and considerably less weaving onto and off the street than would be the case with a similar facility on the south side. Surfacing appropriate for a boulevard setting would be provided. It is also felt that an in-boulevard cycle path in the north boulevard will provide a suitable transition to the proposed off-road cycle facility in Stanley Park;
- it is preferable from an urban design perspective as less road widening is required, and the remaining boulevard green space on the north and south sides would be more equal and noticeable. This option requires road widening of 0.65 metres to provide a 1.5 metre wide cycle lane on the south side of Georgia Street, while Recommendation “E” requires a 2.15 metre road widening to place both east and west bound cycle lanes in the roadway. The boulevard in Recommendation “E” on the south side between Denman and Cardero Streets would be reduced to 1.35 metres following the 2.15 metre widening required to accommodate both cycle lanes in the widened roadway. The grass boulevard on the north side is 5.6 metres in the same blocks. The pedestrian realm would be reduced in Recommendation

FIGURE 2 - available from Engineering Services - 873-7130

FIGURE 3 - available from Engineering Services - 873-7130

“E” and would also be considerably less than the 9.6 metres on the north side of Georgia Street. A better gateway to the City is provided.
- there are other arguments supporting this option: less road space; greater green boulevard and pedestrian realm on the south side of the street; better gateway to and from the City; and greater separation of cyclists and traffic in the approach to Stanley Park from the east.

FUNDING

The cost for constructing the new cross-section are about the same for the three options at $750,000. City funding of $500,000 for the reconfiguration of this area of Georgia Street was approved in the 2000 Streets Capital Budget, and TransLink has approved $250,000 cost sharing for the Gilford to Denman Street section. Staff have submitted a request to TransLink for a scope change that will allow the TransLink funding to apply to construction extending further east to Pender Street. While the redesign changes are being constructed, the pavement and signals for the reversible lanes will also be replaced under the City and TransLink Major Road Network maintenance and rehabilitation program in order to minimize traffic disruption.

Further cost sharing should be sought through the Province’s Cycling Network Program.

GILFORD CONNECTION TO GEORGIA STREET

The Options for the Gilford connection to Georgia Street are contained in the survey notice (Attachment “B”). Public comment is in Attachment “G”. The Public preferred that Gilford Street be closed to traffic turning off Georgia Street but allow right-turning traffic to exit from Gilford Street onto Georgia Street. This option is recommended. As requested by Fire and Rescue Services, the design will accommodate emergency access to Georgia Street.

LOCAL, NEIGHBOURHOOD STREETS NORTH OF ROBSON AND WEST OF DENMAN

The survey/notice form (Attachment “B”) asked for comments on traffic problems and solutions on the local, neighbourhood streets north of Robson and west of Denman and asked for volunteers to join a residents’ committee that would work with City staff to ensure the retention of the local nature of these streets. This is a longer-term consultation process.

The Chilco Street closure from Alberni to Georgia was discussed specifically with the residents and the Property Manager of the building fronting the 600 block Chilco Street. Closure of the entire street to redevelop into parkland was acceptable with design considerations for emergency and service access to their front door on Chilco Street.

SUMMARY

A public consultation process has been conducted on the redesign of Georgia Street, east of Chilco Street and on the Gilford Street connection at Georgia Street. Recommendations “E” and “F” are submitted for Council’s consideration. A one-way, exit-only design is recommended for Gilford Street at Georgia Street.

* * * * *

ATTACHMENT “A”

PUBLIC OPINION ON THE REDESIGN OF
GEORGIA STREET, EAST OF CHILCO STREET

Name: ___________________________________ Address: ________________________________

Postal Code: _____________

1. I prefer Option ___ for the following reasons (also provide suggestions on how you might improve your preferred Option):
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________

2. Given that there is limited space within the road right-of-way, I feel that design priority should be given to (please place a number in the box with 1 being the highest priority and 8 being the lowest):
Maintain pedestrian sidewalk space with special surface treatment and double row of trees
Provide transit priority measures (ie. bus lanes) ------ Provide space for cycling -------------------
Maintain capacity for motorists ------------------------- Don’t widen, leave curbs as existing ------
Provide a landscaped median --------------------------- Provide a grass boulevard next to curb ---
Other _________________________________________________

3. Comments on why these priorities are important to me:
_____________________________________________________________________________
______________________________________________________________________________ ____________________________________________________________________________

4. If funding limits the construction of the approved redesign to between Chilco and Denman Streets only, would you support cycling paths in the boulevards between Denman and Cardero so that cyclists can connect with the new Pender cycling facility? Yes No Neutral

Please complete the survey tonight and leave with staff. If you prefer to complete the survey later please return by May 23 in pre-stamped envelope provided tonight or fax to 871-6192, e-mail jim_hall@city.vancouver.bc.ca or mail to Neighbourhood Transportation, Engineering Services, City Hall, 453 West 12th Avenue, Vancouver, B.C. V5Y 1V4. All responses will remain confidential. If you have any questions, call Jim Hall at 873-7130 or e-mail jim_hall@city.vancouver.bc.ca

PUBLIC OPINION ON THE REDESIGN OF
THE CHILCO BUS-LOOP INTO PARKLAND AND THE PEDESTRIAN UNDERPASS

Name: ____________________________ Address: _______________________________

Postal Code: __________

1. The following is my vision of what the parkland should look like at the Chilco bus-loop site:
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________ _____________________________________________________________________________

2. The following is my vision of important features of the pedestrian underpass:
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________
_____________________________________________________________________________

Please complete the survey tonight and leave with staff. If you prefer to complete the survey later please return by May 23 in pre-stamped envelope provided tonight or fax to 871-6192, e-mail jim_hall@city.vancouver.bc.ca or mail to Neighbourhood Transportation, Engineering Services, City Hall, 453 West 12th Avenue, Vancouver, B.C. V5Y 1V4. All responses will remain confidential. If you have any questions, call Jim Hall at 873-7130 or e-mail jim_hall@city.vancouver.bc.ca

PUBLIC OPINION ON THE REDESIGN OF
THE LOCAL STREETS NORTH OF ROBSON STREET AND WEST OF DENMAN STREET

Name: ____________________________ Address: _______________________________

Postal Code: __________

A. Gilford Street at Georgia:
I support:
- keeping Gilford Street open at Georgia Street ------------------------------- or,
- closing Gilford Street at Georgia Street -------------------------------------- or,
- one-way, northbound exit-only from Gilford Street to Georgia Street --- or,
- Other: _________________________________________________________________

_________________________________________________________________
_________________________________________________________________

B. General Traffic concerns:
The following are traffic concerns in my neighbourhood, north of Robson Street and west of Denman Street:
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________ _____________________________________________________________________________

I suggest the following to address these traffic concerns in my neighbourhood:
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________

C. Residents’ Committee:
I would like to volunteer for a residents’ committee to meet with City staff to deal with traffic concerns in my neighbourhood: Yes Phone number: ______________________

Please complete the survey tonight and leave with staff. If you prefer to complete the survey later please return by May 23 in pre-stamped envelope provided tonight or fax to 871-6192, e-mail jim_hall@city.vancouver.bc.ca or mail to Neighbourhood Transportation, Engineering Services, City Hall, 453 West 12th Avenue, Vancouver, B.C. V5Y 1V4. All responses will remain confidential. If you have any questions, call Jim Hall at 873-7130 or e-mail jim_hall@city.vancouver.bc.ca

City of Vancouver Survey - Attachment “B”
Neighbourhood Traffic Calming
Local Streets, North of Robson & West of Denman
City of Vancouver May 2000

Dear West End Neighbour:

This survey seeks your opinion about possible traffic calming to the local streets, north of Robson Street and west of Denman Street. Volunteers are being sought to work with City staff on the redesign of your local streets.
Completion of the enclosed survey by May 19 is requested. There will also be an Open House at which you can obtain more information. The Open House will be from 7:30-9pm on May 15 in the Auditorium of the West End Community Centre.

BACKGROUND

In February, 2000 Vancouver City Council dealt with a report on the Stanley Park Causeway. The report:
- approved the reconstruction of the “S” curve entrance to Stanley Park; and
- authorized a public consultation process around the design elements, including the treatment of the Gilford connection to Georgia Street and the potential median and bus lane on Georgia Street.

The proposed design includes the closing of Chilco Street between Alberni and Georgia and the closing of the Chilco bus loop. This connection will no longer be used by buses. To provide more space to widen the entrance to the pedestrian underpass, Chilco will be closed and landscaped.

TRAFFIC CALMING PLAN

Aspects of the design that require your input at this time include:
- treatment of Gilford Street, Alberni to Georgia. The closure of Chilco Street may affect Gilford Street traffic; thus your input is sought. This section of street could be left open, closed (similar to Chilco), or it could be modified to ensure it serves only local users (eg. making it “exit” only at Georgia Street).
- design treatment of other local streets north of Robson and west of Denman, to reinforce their role as local streets. Possibilities include narrowing Alberni Street, designating the existing Alberni as a cycling route, or opening Chilco Street at Robson. There are a number of possibilities. This survey asks for your comment on these ideas. It also asks whether you would volunteer to join a residents’ committee to work with City staff.

OPEN HOUSE

There will be an Open House at which you can obtain more information. The Open House will be from 7:30 to 9pm on May 15 in the Auditorium of the West End Community Centre.

Also at this Open House, there will be information about the redesign of Georgia Street, east of Chilco Street. Your input is sought on the Georgia Street redesign issues.

There will also be a display booth in the Chilco bus-loop on May 13, 2000 to provide information and solicit input on the redesign of the Chilco bus-loop into parkland and the redesign of the pedestrian underpass. The Open House on May 15 will also have information on these Park issues.

TIMING

These survey results will be used:
- in June to report to Vancouver City Council on your preference for the treatment of Gilford Street at Georgia Street, as construction will be done this summer; and
- to design a neighbourhood traffic calming plan (if traffic problems warrant it) over the summer by the residents’ committee working with City staff which will be reported back to you next fall.

Please detach the reply card along the perforation and mail by May 19. If you wish to expand on your comments, please fax them to 871-6192, e-mail jim_hall@city.vancouver.bc.ca or mail to Neighbourhood Transportation, Engineering Services, City Hall, 453 West 12th Avenue, Vancouver, B.C. V5Y 1V4. All responses will remain confidential. If you have any questions, call Jim Hall at 873-7130 or e-mail jim_hall@city.vancouver.bc.ca

Open - allows vehicles to enter and exit off Georgia Street Close - no access to or from Georgia Street

One-way, exit-only - exit allowed from Gilford to Georgia Signage - No Right Turn off Georgia
but turning right off Georgia onto Gilford not allowed Restricted turns at certain times (eg. 7:30-9 am)

Allows turn at other times
Needs Police enforcement (difficult)

OPEN HOUSE

May 15, 2000 7:30 to 9pm
Auditorium - West End Community Centre
870 Denman Street

Please detach the reply card along the perforation and mail by May 19. If you wish to expand on your comments, please fax them to 871-6192, e-mail jim_hall@city.vancouver.bc.ca or mail to Neighbourhood Transportation, Engineering Services, City Hall, 453 West 12th Avenue, Vancouver, B.C. V5Y 1V4. All responses will remain confidential. If you have any questions, call Jim Hall at 873-7130 or e-mail jim_hall@city.vancouver.bc.ca
-----------------------------------------------------------------------------------------------------------------------------------------------
Name: ____________________________ Address: ______________________________________________

Postal Code: _______________

A. Gilford Street at Georgia:
I support: keeping Gilford Street open at Georgia Street or, closing Gilford Street at Georgia Street or,

one-way, exit-only from Gilford Street to Georgia Street

Other:_________________________________________________________________________________________________________________________________________________________________________________
___________________________________________________________________________________________
B. General Traffic concerns:
The following are traffic concerns in my neighbourhood, north of Robson Street and west of Denman Street:
___________________________________________________________________________________________
___________________________________________________________________________________________
___________________________________________________________________________________________
I suggest the following to address these traffic concerns in my neighbourhood:
___________________________________________________________________________________________
___________________________________________________________________________________________
___________________________________________________________________________________________
___________________________________________________________________________________________
C. Residents’ Committee:
I would like to volunteer for a residents’ committee to meet with City staff to deal with traffic concerns in my neighbourhood: Yes Phone number: _______________________

Please detach the reply card along the perforation and mail.

-----------------------------------------------------------------------------------------------------------
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City of Vancouver
Neighbourhood Transportation Branch
453 West 12th Avenue
Vancouver, B.C.
V5Y 9Z9

ATTACHMENT “C”

GEORGIA STREET CROSS-SECTION OPTIONS
DESCRIPTION AND GRAPHICS

The following six options, “A”- “F” were taken to the first open house.

OPTION “A”- bike paths in boulevards / bike lanes in street
- add bike/path lanes
- retain existing curbline for traffic
- no change in traffic lanes or capacity
- pedestrians have a wide sidewalk, a double row of trees and a grass boulevard
- eastbound bus-stop between Chilco and Gilford
- cyclists are generally off-road in the boulevards
- around bus-stops, cyclist would be in a wide curb-lane
- at intersections, cyclists re-enter road in a 1.5m bike lane and cross intersection in a blue painted zone
- overhead controls for reversible lane may affect views

OPTION “B” - bike paths in boulevard
- eliminate reversible lane and no change in roadway resulting in a severe capacity decrease during morning rush period
- pedestrians have a wide sidewalk, a double row of trees and a grass boulevard
- cyclists are off-road in the boulevards, behind bus-stop shelters, and crossing streets in the crosswalk area
- eastbound bus-stop between Chilco and Gilford
- views improved - no overhead controls for reversible lane

OPTION “C” - on-street bike-lanes
- add bike lanes
- rebuild south curb
- no change in traffic lanes or capacity
- pedestrians have a wide sidewalk, a double row of trees and a grass boulevard on south-side
- eastbound bus-stop between Chilco and Gilford
- cyclists have 1.5m bike lane adjacent curb (blue painted zones through intersection)
- overhead controls for reversible lane may affect views

OPTION “D” - wide curb lanes
- widen curb lane for bikes
- rebuild south curb
- no change in traffic lanes or capacity
- pedestrians have a wide sidewalk, a double row of trees and a reduced grass boulevard on south-side
- eastbound bus-stop between Chilco and Gilford
- cyclists share 4.3m wide westbound curb-lanes with buses and 4.3m wide eastbound curb-lane with cars and buses
- overhead controls for reversible lane may affect views

OPTION “E” - additional wide curb lane
- add eastbound bus/bike lane
- rebuild south curb
- remove reversible operation and maintain current capacity during peak periods
- pedestrians have a wide sidewalk, a double row of trees and a grass boulevard on south-side
- bus-stop in eastbound bus-lane between Chilco and Gilford
- eastbound bus-stop at Bidwell for local buses eliminated due to difficulty in changing extra lane to make left-turn at Cardero onto Pender
- cyclists share 4.3m wide curb-lane with buses
- views improved - no overhead controls for reversible lane

OPTION “F” - new curb lane, centre median
- add median and eastbound bus/bike lane
- rebuild south curb
- remove reversible operation and maintain current capacity during peak periods
- pedestrians have a wide sidewalk, a double row of trees and no grass boulevard on south-side
- bus-stop in eastbound bus-lane between Chilco and Gilford
- eastbound bus-stop at Bidwell for local buses eliminated due to difficulty in changing extra lane to make left-turn at Cardero onto Pender
- cyclists share 3.6m curb-lane with buses
- views - view may be affected if trees planted in median, no overhead lights as no reversible lane

The following two options were taken to the second open house along with options “A” and “C”.

OPTION “A/C” -compromise between “A” and “C”
- add bike lane on south-side and path/bike-lane on north-side
- rebuild south curb 1.0 metre to south to accommodate 1.5 metre bike lane
- north curb retained except for 1.5 metre widening to accommodate cyclists through intersections and bus-stops
- no change in number of traffic lanes
- pedestrians have a wide sidewalk, a double row of trees and a 2.6 metre grass boulevard on south-side
- pedestrian crossing of Georgia Street increased 2.5 metres at intersections
- eastbound bus-stop between Chilco and Gilford
- on south-side, cyclists have 1.5 metre bike lane adjacent curb (blue painted zones through intersection)
- on north-side, cyclists are generally off-road in the boulevards on a 2 metre path. At intersections and bus-stops, cyclists re-enter road in a 1.5 metre bike lane and cross intersection in a blue painted zone cyclists
- views - overhead controls for reversible lane

OPTION “G” - wide curb lane n/s and bike lane s/s
- wider bus/bike lane on north-side (4.3 versus existing 3.7 metres) and bike lane on south side
- rebuild south curb 1.6 metres to south to accommodate 1.5 metre bike lane and wider bus-bike lane on the north side
- no change in number of traffic lanes
- pedestrians have a wide sidewalk, a double row of trees and a 2.0 metre grass boulevard on south-side
- pedestrian crossing of Georgia Street increased 1.6 metres at intersections
- eastbound bus-stop between Chilco and Gilford
- on north-side, cyclists share a 4.3 metre lane with buses
- on south-side, cyclists have 1.5 metre bike lane adjacent curb (blue painted zones through intersection)
- views - overhead controls for reversible lane

CROSS-SECTIONS - available from Engineering Services - 873-7130

ATTACHMENT “D”

COMMENTS ON THE GEORGIA STREET CROSS-SECTION OPTIONS
MAY 15, 2000 OPEN HOUSE

A. PUBLIC INPUT TALLY ON OPTION PREFERENCES

# %

Option A 25 38
Option B 5 8
Option C 11 17
Option D 1 1
Option E 3 5
Option F 3 5
No preference 17 26
Total 65 100

B. COMMENTS: REDESIGN OF GEORGIA STREET, EAST OF CHILCO STREET

Option A

- As a cyclist, I prefer to ride away from cars - it is much safer
- I do not feel the public has been given adequate time and information to comment intelligently on the options. In principle, I think pedestrians and cyclists should be given priority over motorists. I am against widening the street.
- Both these options provide good bicycle facilities. Where possible, I would like to see path widened to 3m to allow cyclists to safely pass each other and pedestrians and in-line skaters that may use the path. I do have some concerns regarding the off-street cyclists crossing intersection concept, but I think it will work if done properly. The other options are not acceptable.
- Option “C” runs a close second, but Options B, D, E & F are unacceptable.
- Retaining the option of an alternate traffic flow. Bikes do not mix with motor traffic.
- Good cycling design, maintain width of Georgia.
- Safer for cyclists to be on the boulevard and off the road.
- makes reasonable concession to carrying capacity (by retaining the reversible lane) but does not exacerbate the dependence on automobile transport by adding another lane, which won’t improve the situation (studies show that adding lanes does notreduce traffic/congestion). I also like the design of the bike lanes - bike lanes next to traffic are useless.
- Best option to accommodate all modes of traffic.
- Bike lane too small. Bike lane on Alberni Street.
- The reversible lane works. Bike lane needs to be at least 2m. Bike lanes on Alberni with a traffic circle.
- Don’t want to see any more traffic lanes. Bike lane is off-road and safer than being combined with buses. Note: trolley buses will require overhead power wires - this is unsightly and wasn’t brought up in the plans. I would prefer the trolley buses stop at some point before then reach the lagoon. Could they operate on natural gas or an alternate power supply?
- Boulevard, grass, trees much needed. No more traffic lanes on Georgia. Agree with closing of Chilco & Gilford.
- To increase the overall effectiveness of the current changes, we would like to recommend additional improvements to the Pipeline Road overpass and the Georgia Street approach; changes which would increase the safety and direct routing for cyclists. Specifically, we recommend that:

- The Pipeline Road overpass must have sidewalks on both sides for cyclists travelling in both directions between downtown and the Lions Gate Bridge;
- Bicycle lanes should be installed in both directions connecting the proposed sidewalks on the Pipeline Road overpass to Denman Street along the Causeway and Georgia Street;
- The Causeway and Georgia Street adhere to the 4.3-metre minimum curb lane width standard that the City adopted in 1994, if shared curb lanes are implemented instead of separate bicycle lanes.

- Boulevards, grass, trees much needed. No more traffic lanes on Georgia. Agree with closing of Chilco and Gilford
- I don't think that bicycle and inline skaters should be sharing a lane with any kind of vehicular traffic for both safety and aesthetic reasons (we're talking about a park!) and bus lanes are only too often usurped by impatient drivers, the most dangerous ones from especially a cyclists viewpoint
- Good = no widening of street. Bad = no designated bike lanes. Comment = The city should put it's words into actions. Surely the failure to do so is getting embarrassing.
- dedicated cyclist path
- Promoting cycling in Vancouver requires creating cycling facilities that are judged to be safe by novice cyclists. Georgia in particular is an approach route to Stanley Park which attracts many novice or otherwise less skilled cyclists. Bike paths that are away from fast moving traffic are preferred. I also like the intersection treatment with cyclists weaving in and out of traffic. This solution comes somewhat at theexpense of cycling speed but I find that acceptable given my intention to broaden the appeal of cycling.
- As a regular (bicycle) commuter from the north shore, I am very interested in the proposed work. Since you have welcomed comments, here are my two (seven?) cents' worth:

1. As far as bicycles are concerned, I would be most in favour of a reconstruction that provides a safe space for cyclists to commute (or ride into the park just for fun). After having ridden my bicycle all over the city for years, I consider the safest places to be as far away from cars and busses as possible (like the English Bay bike path). So, options A and C are the most appealing to me from that standpoint. A (cement) safety barrier and (tree/shrub) noise buffer is highly desirable. Sharing space with cars is smelly, noisy, and dangerous, and is a major deterrent to opting to ride, rather than drive.
2. I personally don't see the need for increasing the number of vehicle lanes, since neither the bridge will have more lanes, nor will the rest of downtown have added lanes. (It would create an "anti-bottle neck"!) All these lanes would simply have to merge back into three lanes a few blocks down Georgia, and similarly into two or even one lane when heading on to the bridge!
3. I think having bus/car pool lanes along the edges of Georgia are a good idea; that way, people who opt to take transit will have the privilege of not being stuck in a traffic jam.
4. I like the idea of creating some kind of curb or median to prevent "queue jumpers" who pretend to drive to Stanley Park, then jump into the line-up to cross the bridge.
5. I particularly like (love!) the idea of having a boulevard, even a narrow one, of trees or shrubs down the middle of the road, as it is a concrete jungle out there, and that would create a nice transition from the park into downtown, and would potentially cut down on noise, too. The more trees, the better. No one ever made anything worse by adding vegetation/greenery.
6. I would love to see a direct route onto the causeway sidewalks from Georgia for bikes/peds. (i.e. widening the pipeline road overpass to include sidewalks on both sides).
7. Although a grassy lawn is in no way a substitute for second growth west-coast forest, I am happy that the Chilco area will be made into park land. Is it safe to assume that a bus stop will be nearby, so that people don't have to walk all the way into the park to catch a bus into downtown?
Stanley Park is one of Vancouver's greatest features. I would applaud any changes to Georgia Street that make it safer for all users (many of whom are tourists!!!) (peds, roller bladers, people with strollers, bicyclists, vehicles), while also reducing noise and creating the illusion that it is not a freeway, like it truly is. Georgia street is thegateway to the park and the north shore, and accordingly, it should be a safe and appealing route that no one is afraid to use, and that no one thinks is a blight on the landscape so close to the park.
I don't envy your job, as you have so many people to try please, but I do envy the fact that the City of Vancouver has the opportunity to really make a significant difference to transportation in this critical area, and set a precedent for how we view transportation in the years to come. Good luck!

- doesn’t increase road width or capacity, but provides facilities for bicycles. My second choice would be Option C
- Improve option A by providing:

- an eastbound HOV lane;
- a pedestrian and bicycle crossing at Georgia and Bidwell;
- special pavement treatments at intersections with pedestrian crossings;
- enforcement of speed and vehicle occupancy limits (photo radar);
- Greenway links which enhance pedestrian and cyclist connections to Denman and Robson Streets;
- an enlarged area eligible for traffic calming to include entire area impacted by 12% traffic increase; and
- elimination of crosstown, bridge-to-bridge commuter traffic from West end streets such as Denman, Davie, and Robson Streets.

Also the bus pull out idea should be removed for the Chilco Street bus stop as it will severely hamper the buses ability to re-enter the traffic lane during peak hour flows.

Option B

- I like the idea of a separate bike lane.
- Dedicated bus lane.
- Bikes should have separate lanes wherever possible so cyclists don’t fall into traffic or inhale too many fumes. Wider bike lane preferable, 6-9 feet.
- There should also be a bike lane on Alberni (benefit tourists also).
- No bikes should be on Georgia (Alberni and the waterfront are actually much more preferable through Devonian Park).
- Remove the 4th Westbound lane and replace with a treed median. It's pointless having four lanes when the maximum over the causeway is two. It doesn't increase capacity, it just moves the bottleneck around a bit. Georgia Street is an ugly tarmac wasteland West of Pender - it needs fewer lanes and more green.

Option C

- Options B, D, E & F should not be pursued further. Options C & A are the only options that will improve conditions for cyclists. These options are the only ones that will encourage more people to cycle. Option C is preferred to Option A, as it is more consistent and eliminates the potential conflict of cyclists re-entering traffic as motor vehicles are merging right as would happen under Option A.
- Best option for cyclists.
- Maximizes separations between types of use, and continues counter flow arrangement.
- The only options that provides dedicated bike lanes and not increasing the number of traffic lanes.
- Prefer C or D. Expanding Georgia street, while good for safety, is simply a band-aid solution. The bridge is the problem. Suggest remodeling Georgia to 7 lanes, one being a counterflow-type lane. I don’t believe 8 lanes would make any difference, considering all lanes onto the bridge will have to merge anyway.
- I like Option C because it provides bicycle lanes for cyclists, wide sidewalks for pedestrians, and no increase in vehicle lanes.

Option E

- Cyclists off bus lane and separated from pedestrians, wide bus lanes - 4 lanes in either direction; no grass boulevard - no trolley! Concrete, concave median! No overhead wires in the park. Buses should be natural gas or diesel only!
- Safety - a narrow median (no trees to shed leaves onto road bed) to separate east and west-bound car traffic. Could take cyclists off roadway or bus lane.
- I like the median idea. I don’t think the view to the fountain is all that important. The bike/bus lanes appears unsafe to me. Maybe designating Alberni as a bike route would help.
- As a commuter cyclist who lives on the North Shore and works in South Vancouver, I consider it crucial that the inadequacies of the old route be rectified. In order of preference, I support:

- bicycle lanes and 24 hour/7 day HOV lanes on both sides of Georgia Street between Pender Street and connecting directly to the new Stanley Park Causeway sidewalks. There would be no mandatory detour (but still bicycle access via bike lanes) into Stanley Park. My hope is that the bicycle lanes would eventually continue along Pender (or other parallel street) once on-street storage is eliminated.
- bicycle lanes and 24 hour/7 day HOV lanes on both sides of Georgia Streetwith minor detours via bike lanes (not on sidewalks shared with pedestrians) into Stanley Park. This assumes the underpass is not widened to accommodate bicycle lanes on the roadway itself.
- bicycle lanes or paths along the north side of Georgia Street for northbound cyclists with a detour into Stanley Park. Southbound cyclists would access Chilco Street and Alberni Street (and beyond) via the Stanley Park exit to Georgia Street and/or perhaps a paved pathway along Lost Lagoon. I am told this would require building retaining walls and would probably be an unattractive, undesirable option.
- a route similar to the current (pre-construction) one. Northbound cyclists would share the Georgia Street HOV lane, merge with regular tarffic, enter Stanley Park and access the causeway sidewalk from Pipeline Road. South bound cyclists would access Chilco Street and Alberni Street (and beyond) via the Stanley Park exit to Georgia Street only. Cyclists could then turn right from Georgia Street to Chilco Street and continue along Alberni Street or Robson Street.

Since many southbound cyclists travel east of Georgia Street (except for the first preference, the options above are better suited to southbound and westbound commuters) a two-way bicycle path may be necessary for the grassy area along the north side of Georgia Street. This option must not, however, preclude cyclist using Georgia Street if a bike lane is not built along the south side.
Having spent considerable time and money upgrading the Lions Gate Bridge crossing, one would hope the City of Vancouver would support pedestrians’ and cyclists’ needs for safer, more efficient travel routes in this area. Making decisions that promote better walking and cycling routes and improved public transit service benefit all user groups and will make Vancouver a cleaner, more pleasant city.

Option F

- I like the idea of a landscaped median. However, reduce the number of lanes to 3 each way in order to provide a separate bike path off the road surface.
- Anything with a bike lane is a good option. Also, having six car lanes will reduce the bottle neck significantly

No Preference

- Against widening!
- Did not fill this out at WECC, so I don’t remember the options #s. Preferred optionis the option keeping only 7 lanes of vehicle traffic with most discrete and safe bicycle lanes (not combined with buses). I like the idea of a landscaped median as a second preference.
- I can’t say which Option I prefer because cost estimates were not included with the information. Landscaped median would be pretty but I don’t think we could afford the space. Making 6 lanes (or seven) into eight would be a good idea if it’s not too expensive.
- I think all the options are excellent as shown.
- I support the following: bike lanes and 24 hours/7day HOV lanes on both sides of Georgia between Pender and connecting directly to the new Stanley Park Causeway sidewalks. There would be no mandatory detour (but still bicycle access via bike lanes) into Stanley Park, and hopefully they would eventually continue along Pender (or other parallel street) once on-street car storage is eliminated; or bike lanes and 24 hour/7 day HOV lanes on both sides of Georgia with minor detours via bike lanes (not on sidewalks shared with pedestrians) into Stanley Park. This assumes the underpass is not widened to accommodate bike lanes on the roadway itself; or bike lanes or paths along the north side of Georgia for northbound cyclists with a detour into Stanley Park. S-bound cyclists would access Chilco and Alberni via the Stanley Park exit to Georgia and/or perhaps a paved pathway along Lost Lagoon. I am told this would require building retaining walls and would probably be unattractive; or a route similar to the current one. N-bound cyclists would share Georgia HOV lanes, merge with regular traffic, enter Stanley Park and access the causeway sidewalk from Pipeline Road. S-bound cyclists would access Chilco and Alberni via Stanley Park exit to Georgia Street. Cyclists could then turn right from Georgia to Chilco and continue along Alberni or Robson. Since many southbound cyclists travel east of Georgia Street, a two-way bicycle path may be necessary for the grassy area along the north side of Georgia Street. This option must not, however, preclude cyclists from using georgia Street if a bike lane is not built along its south side. Having spent considerable time and money upgrading the Lions Gate Bridge crossing, one would hope that the City of Vancouver would support pedestrians’ and cyclists’ needs for safer, more efficient travel routes in this area. Making decisions that promote better walking and cycling routes and improved public transit service benefit all user groups and will make Vancouver a cleaner, greener, more pleasant city.
- Close off Denman for right-turns & left onto Georgia. Why must West End be commuter route?
- I work at night and therefore did not see the options. The options should have been easily available
- the City’s website held nothing, nor did any pages available explain these options. That is poor planning if you truly want public input. I can say that Georgia doesn’t need to be widening. Perhaps the speed limit should be lowered and photo radarinstalled - that would reduce accidents. Also, I am very much against trolley wires going into the park. The park is to beautiful to destroy it’s look with wires. Buses should be Ballard-Fuel cell powered.
- Keep Chilco Loop, it works! Certainly the area has become run down deliberately.

PUBLIC INPUT TALLY ON DESIGN ELEMENT PRIORITIES

Number who listed the following design element as being their highest priority:

Provide space for cycling -------------------------------- 20
Maintain pedestrian sidewalk space with special

surface treatment and double row of trees ------------ 12

Provide transit priority measures (ie. bus lanes) ------ 9
Don’t widen, leave curbs as existing ------------------- 9
Maintain capacity for motorists ------------------------- 6
Provide a grass boulevard next to curb ---------------- 4
Provide a landscaped median --------------------------- 4
Other - Noise reduction ---------------------------------- 1
Total -------------------------------------------------------- 65

Comments from public indicating that design priority should be given to provide space for cycling

- Space for cyclists may lower volume of commuter cars. Capacity for motorists is a priority to lower traffic jams. We already have dedicated lanes for buses, and those should stay.
- Georgia Street is already a freeway, impossible to cross safely at rush hour as a pedestrian - no more vehicle capacity! There is enough vehicle capacity, not enough livability. Bicycles must be accommodated considering the Pender Street facility that will be built.
- safety
- Cyclists cannot share lanes with busses!
- Bikes! Bikes! Bikes!
- There is no increase in motor vehicle capacity, but the numbers of cyclists using the bridge is expected to increase by over 400%. Buses should also be given priority, as a way to encourage bus use.
- There is not enough respect paid to cyclists by motorists. More bike lanes need to be created throughout the City.
- Cycling & pedestrian movement should become a priority as is called for in theCity’s Transportation Plan.
- Cycling, pedestrian and public transit should be given priority - this reduces pollution and noise, less cars makes streets safer.
- As a commuter and recreational cyclist, bicycle facilities are very important to me. As well, good bike facilities will encourage others to cycle and not drive. When the bridge and causeway upgrade is complete, the number of cyclists will increase tremendously.
- Bicycles should have 1st priority on improvements since they have the most inadequate facilities. I would like to have a grassed boulevard and a landscaped median only if they are provided in addition to cycling space and enhanced pedestrian amenities.
- Good facilities like bike lanes and efficient public transit will encourage people to use these forms of transportation.
- If we are serious about wanting to shift from automobiles to cycling and transit, then new space for bikes and pedestrians and buses has to be created while taking away space from motorists.
- I cycle over the Lions Gate Bridge regularly; also, I feel it is important not to encourage more traffic by increasing road capacity for motorists. We need more emphasis on public transit in the city core.

Comments from public indicating that design priority should be given to maintain pedestrian sidewalk space with special surface treatment and double row of trees:

- Area must remain safe for residents. It’s obvious many tourists rent bikes in area and area should be safe for them too, especially as many look wobbly on the bikes. There are many seniors here and therefore efficient, convenient busing is needed. Also good, practical busing encourages people to abandon their cars - something I have been able to do since moving to the West End.
- Do not create median an expense of sidewalks. Transportation priorities are pedestrians, cyclists and Transit.
- Enough is being done for cyclists in Vancouver. They must manage as best they can, like the rest of us.
- Sidewalks will be needed for access to bus stops on Georgia. Commuter cyclists should be considered. No landscaped median - a narrow median is all that is needed. Transit - residents of area need buses.
- The double-row of trees is important to muffle sound from vehicles using Georgia Street. Other than trees, a sound barrier wall would be beneficial, however, not overly pleasing to the eye. Transit lanes might make movement of traffic faster and possibly increase the appeal of transit vs. private autos.
- 8 lanes when there are only 3 on the bridge and one in each direction to the Park. Are you nuts! Typical Engineering Department proposal! - more lanes for cars, and buses have to share with bikes!
- Georgia Street and all it’s car capacity is black mark on the West End & Vancouver as a whole. If city’s priority is pedestrians, cycling, transit then cars, then we need to design our streets around this philosophy. To date, I have yet to see this design. Option “A” would-be move in the right direction, even though most of the road is still designed to cater to automobiles.

Comments from public indicating that design priority should be given to transit

- If buses are given priority mergers onto the causeway, perhaps it will improve public use of the system and hopefully reduce some of the cars.
- I am car-less and need transit regularly. Landscaped median will help to keep vehicle noise down. I expect to live in the area for a long time.
- This is an exit from the causeway “freeway”. High speed (exceeding 60 k) on Georgia to Denman. Photo Radar is not a concern for drivers.
- I believe people should be discouraged from using cars.

Comments from public indicating that design priority should be not to widen, leave curbs as existing

- I do not believe that it makes sense to put an 8th lane on Georgia. Other forms of transportation should be made easier instead. The median idea is ridiculous. The reality is that the area was poorly planned to begin with and it makes no sense to attempt a Washington, DC style boulevard at this point. Acknowledge and move on.
- Since the eventual goal is to find a third crossing and close this one down, I don’t want to see any more enhancements for personal vehicles. I could go along with some cycling enhancements that would increase safety and tree planing to improve the pedestrian routes into parks.
- Georgia street is already inhospitably wide. We need to change our focus to cycling, walking and transit. We need to stop rewarding people for driving downtown with only one person in their car. We need to make it feel safe for cyclists and pedestrians to use the streets. We need to stop treating transit users like they don't matter. When someone needs to suffer because of a lack of resources, that someone should always be the car driver because for the last 50 years that someone has always been the pedestrian, cyclist and transit user. We need to bring some balance back into the system and the only way to do that is to start giving REAL priority to pedestrians,cyclists and transit users instead of just saying we do.
- We need to be making private vehicle traffic over the causeway less attractive, not more, if we are to have any chance of it being eliminated in 2030.
- These priorities are reflected in the City's transportation Plan and the GVRD's Livable Region Strategy as the priority of modes being pedestrian, cyclist, transit and lastly private motor vehicles.

Comments from public indicating that design priority should be given to maintain capacity of motorists

- I see very few pedestrians using this section of Georgia - traffic flow should be taken out of our area.
- Capacity - avoid downtown west end congestion; encourage bike lanes, non-car commuting.
- I drive the causeway for business reasons a few times a week. In Vancouver, however, I choose to cycle.

Comments from public indicating that design priority should be given to provide a landscaped median

- The beautification of this area should be paramount. It is the major gateway between the north shore and downtown, as well as the gateway to the recreational areas of Stanley Park, a city treasure. As part of this, I believe a separate bike path off the road surface would be more appropriate. The number of lanes on this portion of Georgia Street should not be increased because it will end up being a bottleneck at the entrance to the park no matter what. Whether or not you have 4 lanes or 3 or even 2 really doesn't matter because you will never have more than 2 lanes through the causeway, always resulting in the 3 or 4 lanes having to merge into 1 or 2 lanes.

Comments from public indicating that design priority should be given to provide a grass boulevard next to curb

- A grass boulevard is an important safety feature for pedestrians to separate them from speeding trucks with side mirrors, etc. and the dust and debris their tires kick up.
- In Georgia Street underpass there needs to be a grass divider (in the sunny area) for buses to stay away from pedestrians (& vice versa). The Lagoon bike/blading path needs to be reduced, graded and repaved.
- Safety
- Safety

Other comments

- The Georgia Street noise permeates the neighbourhood and the park. The more trees, the less noise (one hopes!).

PUBLIC INPUT ON EXTENDING CYCLING FACILITY TO CARDERO

Yes (31), No(5), Neutral (7), Total (43)

ATTACHMENT “E”

ATTACHMENT “F”

COMMENTS ON OPTIONS FOR GEORGIA STREET REDESIGN

1. Bicycle Advisory Committee

The Bicycle Advisory Committee recommends Option “C” (on-street bike lanes) for reasons of safety concerns with the “weaving” on and off the street required in Option “A” and the simplicity/consistency of the straight, visible bike lane.

2. Vancouver Area Cycling Coalition

We prefer option C for the following reasons:
a) The route is straight and direct,
b) Sight lines are excellent for both cyclists and drivers watching for cyclists, and
c) Conflict problems are reduced, as cyclists are moving in a predictable manner.
As a second choice, option A is possibly acceptable. However, we have the following concerns:
a) Conflict problems are increased, as cyclists are merging back onto the roadway often at about the same time that motorists are starting to prepare for right turns and may not be expecting cyclists to merge back onto the roadway,
b) Sight lines are reduced as cyclists are away from traffic and visibility may be obscured by trees, and
c) The route requires cyclists to merge on and off of pathways which may cause confusion for motorists and cyclists. Many experienced cyclists will continue to use the roadway and may be harassed by motorists as a result.
All other options are unacceptable to the Vancouver Area Cycling Coalition.

3. TransLink

Georgia Street Redesign:
The City has identified a range of cross-section designs for the Causeway and Georgia Street for consideration. TransLink has reviewed the impacts of these options on transit service and operations on Georgia Street. TransLink concurs with the following conclusions regarding fundamental lane capacity and designation:

- There is a strong case to retain 4 eastbound lanes on Georgia Street at Denman Street in the a.m. peak period. A reduction to 3 lanes will cause failure of the Georgia at Denman traffic signal operation, generating queues that would extend through the S-curve and onto the Causeway. This would significantly increase travel time andcreate additional conflicts for the frequent local, West Vancouver and North Vancouver bus services on the Causeway and Georgia Street.

- There is limited benefit to designating the eastbound curb lane as a bus only lane (except right turns) west of Denman for the 7-lane options. The curb lane functions as a de-facto right turn lane in the am peak period now and will include even higher right turn volumes if Gilford Street is restricted to northbound to eastbound right turns only (report Recommendation A). In fact, to jump the queue in the curb lane during the am peak period, some buses actually travel through the intersection at Denman in the second lane. The designation of the curb lane east of Denman as a bus only / HOV lane would restrict through traffic to the remaining eastbound lanes (3 or 2 depending on operation of reversible lane). This would cause longer delays for all vehicles destined to Georgia Street or Pender Street and would increase queuing in those lanes. This includes the #19 trolley route’s left turn from eastbound Georgia onto eastbound Pender Street

- Significant delays to traffic on Georgia Street may be caused if the City were to operate the Georgia/Denman intersection with a less efficient 3-phase traffic signal. TransLink recommends that the City maintain the current 2-phase traffic signal operation.

- There is a relatively high level of service on eastbound Georgia Street in this section. Given the capacity limitations of the rehabilitated Lions Gate Bridge, the creation of a new eastbound bus/HOV lane between Gilford Street and Denman Street may not provide significant benefits to transit operations at this time. However, increased traffic generated by development in Coal Harbour and the West End may reduce the existing level of service on Georgia Street. The addition of an extra eastbound lane would not permit the existing weaving movement of local trolley buses from the bus stop at Bidwell into the left turn lane at Pender Street. The trolley buses would then stop at far side Denman and far side Nicola bus stops only. The Bidwell bus stop would still be served by all North Shore services (about 50 buses per peak hour operating via Georgia Street). Notwithstanding, the City may wish to keep the option of adding a curb bus lane on eastbound Georgia Street for future consideration.

Based on the above factors, TransLink supports the current 7-lane configuration on Georgia Street operating with a reversible lane.

Proposed Bus Stop on Eastbound Georgia Street west of Gilford Street:
This area of the West End is currently served by frequent diesel bus service including the local bus service (#135) (which will be replaced by the trolley service) and the WestVancouver and North Vancouver bus services. The #135 service experiences high passenger loading activity inside the existing Chilco Loop as it serves both high-density residential developments in the West End and Stanley Park users. Given the relocation of Chilco Loop to the Children's Farmyard area, the passengers originating within the vicinity of Chilco Loop will now board at the bus stops on Georgia Street.

TransLink recommends that a new on-street eastbound bus stop be approved just west of Gilford Street (as opposed to a bus bay) for the following reasons:

- The bus stop would be located past the horizontal S-curve (transition from the Causeway to Georgia Street) in a much wider curb lane. This will resolve the previous safety concerns associated with the current narrow curb lane width (existing 2.95 feet vs proposed 4.3 metres).

- The new bus stop will serve the local trolley bus service (#19) and the frequent West Vancouver and North Vancouver diesel bus services. This will provide a higher combined frequency to the transit customer and will limit the length of time that transit users are waiting on Georgia Street to board the bus.

- The on-street bus stop will provide a more efficient and effective transit service as the bus will not be delayed waiting to re-enter the travel lane. The bus can also easily merge into the second eastbound lane as required to bypass the queue of right turn vehicles destined to southbound at Denman Street.

- The proposed location will allow for the predicted queues in the curb lane (high volume of traffic that turns right from eastbound Georgia Street to southbound Denman Street during the a.m. peak period). The right turn vehicles must be permitted to enter the curb lane prior to Denman Street.

However, it should be noted that the driving task through the S-curve is complex and the typical driver will be faced with several decisions within a relatively short period of time. For example, the drivers from the Causeway have to adjust their speed after the S-curve, and weave with traffic exiting Stanley Park traffic, etc. The cumulative effects of these factors make it difficult to predict driver behaviour with certainty. Therefore, TransLink recommends that after its implementation, the proposed on-street bus stop be monitored in terms of accident/incident pattern, total bus dwell time, frequency of wheelchair access loading, queuing on Georgia Street with the Gilford right turn restriction, etc. Should safety hazards associated with on-street stop operations at this location become a reality, the replacement of the on-street stop with a bus bay should be considered.

Relocation of Westbound Bus Stop on Georgia Street at Gilford Street:
The removal of Chilco Loop will also affect the transit users return trip to the West End. In order to minimize walking distance, TransLink recommends that the relocation of the existing bus stop west of Gilford Street closer to the Chilco pedestrian underpass.

4. Vancouver Board of Trade

The Vancouver Board of Trade support Options A, C and D, with Option A having the most appeal due to the separation of bicycle traffic.

There are some concerns we would like to bring to Council’s attention before a decision is made on which option is selected:

1. From our present knowledge, it would appear that only local residents and some members of the local business community and the VBT have been consulted on the changes. Georgia Street is a regional arterial road. It provides access to the city from the North Shore and vise-versa. As such, users of the road as well as North Shore residents should also be consulted before a final decision is made.

2. One suggestion is the possibility of using Alberni for the cyclists. It would appear that this option has not fully been considered.

ATTACHMENT “G”

COMMENTS ON THE OPTIONS FOR THE GILFORD STREET CONNECTION TO GEORGIA STREET

A. PUBLIC INPUT TALLY

# %

Keep Gilford Open ... 25 20
Close Gilford ............ 46 37
Allow Exit only ........ 52 42
Total ........................ 123 100

B. FIRE AND RESCUE SERVICES

Fire and Rescue Services has indicated a need for emergency access to Georgia Street westbound from Gilford Street now that Chilco is closed and in the event that Georgia Street is not passable. This would be easier without a centre median, and will require careful design of Gilford Street.

C. COMMENTS IN SUPPORT OF KEEPING GILFORD STREET OPENED AT GEORGIA STREET

- issue car stickers with license for residents only and have residents display this sticker on their automobile. Notify City Hall if they move out of the area. Having lived in this area for over 25 years, I foresee no difference in traffic pattern. I have to use Gilford, then Alberni to reach my home by car when existing from Georgia. Alberni must be kept open to all traffic so that emergency vehicles can reach the 2 apartment blocks on Chilco, 700 Blk and buildings on Alberni between Chilco and Gilford.
- It doesn’t make sense to close off Gilford. Will cause huge traffic jams at Denman & Georgia. Every time I want to turn right on Chilco or Gilford I would have to wait for the light at Denman and double-back. Very inconvenient!
- with a no right turn at Gilford, off Georgia, how does one reach 700 Blk Chilco, unreachable from Robson because of planting area at Robson-Lagoon Drive. If Gilford is closed at Georgia, how is access to 700 & 710 Chilco obtained for traffic existing Stanley Park, since there is a No Right Turn on Georgia and Chilco. Access is now via turning right from Georgia onto Gilford, then again on Alberni, leading to 700 block Chilco.
- entry to Chilco from Georgia is now restricted to buses, closure of that entry point should place no additional pressure on the entry from Georgia to Gilford. Additional exit pressure would be limited to residents on Chilco and perhaps the west side of 1900 Alberni.
- would cause people to travel 1 or 2 blocks to Chilco or Denman to get onto Alberni then back track to Chilco. Traffic will always be there because of the park - start restricting flow and you get traffic jams. Why spend the money?
- when returning from north or west Vancouver, we have to turn up Gilford to get home. Where else? A right turn off Georgia?
- there is a need for local residents to enter the area after passing from the Lions Gate Bridge without adding to traffic on Denman Street.
- please don’t restrict major access route. We bought this place on Alberni because of its proximity to major routes. Please don’t make it difficult for us to reach or leave our home by narrowing or restricting access to road leading to and from our residence!
- why clog Denman more than it already is? West End residents can use this street - all others
usually work their way to Denman or proceed to get lost in West End.
- Make Gildford a northbound route that can turn left as well as right onto Georgia. Denman backs up too much and another outlet is needed. An Engineer at the Denman Community Centre said that only a quarter of the cars that turn onto Gilford from Georgia head north onto Georgia from Gilford and he implied that indicates that a lot of non-residents use Gilford to get around traffic. I’d like to suggest that the lower volume of cars heading North on Guilford onto Georgia is because cars heading in that direction can’t turn left onto Georgia...such cars have to go to Denman to get onto Georgia to go over Lions Gate. The volume is higher going onto Guilford from Georgia, at least in part, because it allows residents to avoid the Denman-Robson nightmare of an intersection.
- A route must be found (if Gilford is closed at Georgia), to access the 700 & 710 Chilco Street buildings, now possible by turning right on Gilford from Georgia, right again on Alberni then Left on Chilco. Perfectly satisfactory.

D. COMMENTS IN SUPPORT OF CLOSING GILFORD STREET AT GEORGIA STREET

- Cars turn illegally onto Chilco & Gilford to avoid Georgia & Denman. They drive through much more quickly than residents. Close both Chilco and Gilford completely to traffic from Georgia.
- Closure has been suggested and lobbied for since 1986 - traffic counts on Gilford andtheir change over the years not available or kept.
- Far too many North Shore commuters turn right on Denman and head east on Nelson, Davie or Beach/Pacific. North Shore commuters should not be allowed to shortcut through the West End during rush hour, they should be encouraged to turn onto Burrard.
- Traffic at present detours up Gilford to Robson then down Chilco to Nelson to east. Closing Gilford would stop this.
- Closing Gilford Street will improve safety for cyclists and pedestrians.
- Close Guilford - but keep Chilco open giving access to west side of Park and relieving traffic volume on Denman Street.
- Safer access to and from Stanley Park particularly for cyclists from the West End would be provided by blocking off Gilford to filter through traffic from Georgia. There are many other advantages to the neighbourhood: generally greater safety for local traffic and pedestrians, a quieter and more peaceful and pleasant neighbourhood
- Closing Guilfors Street at Georgia will just about answer all my traffic concerns in the immediate area. I expect as a result of the closure that fast traffic in the 1800 block lane north of Robson will be much diminished as well. This proposed removal of short-cutting traffic will improve safety greatly

E. COMMENTS IN SUPPORT OF ONE WAY EXIT ONLY FROM GILFORD TO GEORGIA STREET

- ONLY if Chilco - Robson is kept closed.
- please keep an exit on to Georgia Street open for residents! An exit onto Georgia Street is vital for residents in this area between the Park and Denman. The traffic congestion between Georgia and Robson, on Denman makes it extremely difficult to access Georgia Street.
- a lot of traffic from the Lions Gate Bridge turns onto Gilford off Georgia and speeds through to Robson - this would be eliminated by having an exit only onto Georgia.
- I use the exit from Gilford onto Georgia as it’s too difficult to cross Denman & Alberni to go East on Alberni Street.
- residents need a way to exit onto Georgia, if we don’t have this, Denman Street will become even more backed up.
- Other than Thurlow, Denman is the only street which crosses the West End uninterrupted. Traffic coming through Stanley Park have only these two options, or three if Burrard Street itself is factored into the equation. Thurlow, being 1-way and multi-laned provides an excellent route, however it is heavily travelled, as is Georgia en route to it. Many drivers choose Denman as the only other option to cross the West End and avoid the heavy traffic on Thurlow. The Denman and Georgia Streetsintersection is congested. The two blocks of Denman between Georgia and Robson are often grid locked, making access to Denman from Alberni almost impossible. Often drivers attempt to cross Alberni or access Denman by edging into the lanes of Denman which causes even more traffic tie ups. Because of this, many drivers exiting Stanely Park have taken to using Gilford as an alternate route by turning south and accessing Denman via Robson or the lane south of Robson. These drivers are becoming aggressive in their efforts. Stop signs at Alberni/Gilford and Robson/Gilford are ignored, making these intersections dangerous. These streets are filled with residents walking children and dogs, as well as cyclists, rollerbladers and joggers. It is only a matter of time before there is a fatality if something isn’t done immediately to eliminate aggressive traffic on Gilford. As such, keeping Gilford open should not be considered a viable option. SOLUTION A: Closing Gilford at Georgia would force traffic to use only Denman or Thurlow to cross the West End. However, this creates difficulty for residents in terms of exiting the neighbourhood. Therefore this option, if chosen, should be contingent upon reopening Chilco Street to Robson Street to allow residents to easily access Robson and use it, and the traffic lights, as the primary means for exiting the local neighbourhood. The problem of n/s-bound traffic on Denman blocking Alberni is not addressed in this scenario. This could be done by adding large signage at the Alberni/Denman intersection to remind drivers not to block the intersection. At present, divers take no notice of the intersection and frequently block Alberni while waiting for the lights at Georgia or Robson. This option returns Gilford to a neighbourhood street with only local traffic and is less likely to see aggressive drivers, making residents safer. The disadvantage is that it eliminates yet another exit for local residents to east-bound Georgia. SOLUTION B: Reduce Gilford between Alberni and Georgia to an “exit only” to eastbound Georgia. This option would again force traffic to use only Denman or Thurlow to cross the West End and increase safety for residents. It allows the local neighbourhood three points of exit - Robson, Alberni and Gilford. The advantage is that if local residents are using the exit only from Gilford to eastbound Georgia, some of the congestion of Denman between Robson and Georgia may be reduced. However, increased signage and patrolling the area, especially during rush hour, should be undertaken to ensure that Alberni and the lane south of Alberni are not routinely blocked by n/s-bound traffic on Robson. Robson/Chilco intersection could remain as it is. In summary, the option of leaving Gilford/Georgia intersection as it is should not be considered. At present, residents of the local neighbourhood are being placed at risk as a result of aggressive drivers. None of the proposed options addresses the problem of congestion of Denman between Robson and Georgia. This is a major factor in the neighbourhood traffic problem. Considerations could be: traffic signal sequencing; advanced greens within the existing four lanes; increasing the number of lanes flowing n/s depending on traffic volumes at peak times;removing the curbside parking from the first block south of Robson on the west side of Denman to eliminate the “squeeze” that inevitably happens when two lanes merge into one and results in backing up of traffic; or dedicating lanes to particular directions. Regardless, Denman between Robson and Georgia is a problem and must be addressed.
- Should Gilford Street be closed, I believe traffic exiting the area will create additional stress on the already clogged Denman & Robson intersection. Keeping Gilford as an “exit only” street will allow traffic quick access to Georgia, thereby avoiding Denman Street altogether.
- Chilco and Gilford should remain as is with no right turn off Georgia. In an emergency situation police can use these streets to clear Georgia Street, and for fire and police access for area.

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