ADMINISTRATIVE REPORT

Date: October 18, 1999
Author/Local: F. Klotzbach/7118
RTS No. 0429

CC File No. 5553
T&T Date: November 2, 1999

TO:	Standing Committee on Transportation and Traffic
FROM:	General Manager of Engineering Services
SUBJECT:	Bicycle Network Review

RECOMMENDATION

THAT staff develop and bring forward a comprehensive bicycle plan for the 2000-2002 Capital Plan based on the results of the recent bicycle network review, generally in accordance with the proposals described in Appendix A.

COUNCIL POLICY

On May 27, 1997, Council approved the Vancouver Transportation Plan that recommended the expansion of cycling facilities throughout the City.

On June 1, 1992, Council approved the Bicycle Network Study that recommended the development of a network of bicycle routes along local streets.

On July 28, 1988, Council approved the Vancouver Comprehensive Bicycle Plan to promote and encourage the use of the bicycle as a safe and convenient mode of transportation in Vancouver through engineering, education, enforcement, and encouragement initiatives.

PURPOSE

The purpose of this report is to inform Council about the results of the bicycle network review and to present some preliminary bicycle policy directions.

BACKGROUND

To date, there are over 100 kilometres of bike routes in Vancouver. Although not yet a complete network, the bike routes are effective in providing cyclists access to many parts of the city. The majority of these bike routes are located along local streets that have traffic calming measures installed.

On July 10, 1997, Council approved $30,000 to conduct a comprehensive review of the bicycle network to determine its effectiveness in promoting cycling and its general impact on liveability within the city.

DISCUSSION

Over the course of the last year, a review of Vancouver’s bicycle network was completed to determine if it is meeting the needs of both cyclists and residents. Included in this review is a summary of bicycle data and trends, including bicycle counts, bicycle accidents, and the effects of bikeways on crime rates and property values. Also included in this review are surveys of cyclists using the bicycle facilities and of residents living along bikeways. This information is being compiled in a draft report titled “1999 Bicycle Plan: Reviewing the Past, Planning the Future.” The following is an overview of the results.

Bicycle Data and Trends
Bicycle counts conducted recently indicate that the bikeways are attracting many cyclists to use them. For example, bicycle counts on the Adanac Bikeway at Main Street are up substantially since 1992. In 1992, before it was constructed, approximately 330 cyclists were using Adanac Street in a 24 hour period. This number has risen to approximately 560 in 1993 and to over 1080 cyclists in a 24 hour period in 1997. This represents a 225% increase in the number of cyclists in a five year period. On many sections of the Adanac Bikeway, the number of bicycles is almost equal to the of number of automobiles using the street.

In addition to bicycle counts on bikeways, bicycle counts at intersections throughout the entire city were analysed. From the analysis, it can be concluded that the largest proportion of cyclists are travelling in the downtown core, followed by the Broadway corridor.

Vehicle use along bikeways was also reviewed to determine if the creation of a bikeway affected the number of automobiles using the street. Results indicate that vehicle volumes along a street are highly variable and fluctuate from year to year and that the creation of a bikeway did not increase the number of vehicles using the street. In many cases, the volume of vehicles decreased due to the traffic calming measures implemented along with the bikeway.
Over 25 years of accident data were reviewed to determine the trend in the number of reported accidents involving cyclists. The data indicates a general decline in the number of reported accidents involving cyclists since 1992. It is interesting that this decline in bicycle accidents corresponds with the development of the City’s bicycle network.

To determine if there is any correlation between the presence of a bike route and crime, the help of the Vancouver Police Department’s Crime Analysis Unit was enlisted. City-wide residential break and enter data for 1995, 1996 and 1997 was analysed and no relationship could be found between the location of bicycle routes and the frequency of residential break and enter crime reports. In addition to city-wide data, two neighbourhoods were analysed before and after a bikeway was constructed. As with the city-wide data, no correlation was found between bikeway development and the frequency of break and enter crime reports.

In addition to crime data, a random survey was delivered to Vancouver realtors to determine the effect of the presence of a bicycle route on property values. Of the realtors who responded, 85% indicated that bicycle routes are an amenity to the community and 65% indicated that they would use the bicycle route as a selling feature of a home. When asked about the effect on property values, 62% indicated that the bike route would have no effect on the selling price of the home. The results from this survey show that bicycle routes generally do not affect property values.

Cyclist Opinion Survey Results
Over 1700 cyclists responded to a cycling survey that was distributed along the bikeways and made available on-line in the city’s website (www.city.vancouver.bc.ca/cycling). Survey questions included the respondent’s age, gender, cycling habits and preferences.

A summary of the results indicate that most of the cyclists who responded are between the ages of 25 and 44, two-thirds are male and most are commuter cyclists. The three top discouraging factors to cycling are traffic, poor weather and safety concerns. The top three preferred cycling facilities are bikeways, followed by bicycle lanes and separated bike paths. For the cyclists who responded, the top three areas where bicycle facilities should be provided are the downtown core, on all bridges, and Burrard Street. In addition, 69% of respondents indicated that Vancouver’s bicycle network has had some influence on the amount they cycle.

Resident Opinion Survey Results
An opinion survey was delivered to 9600 households along existing bikeways.
Approximately 1850 were returned, representing a 19% response rate. In addition to questions about their cycling habits, residents were asked to indicate how they felt about living along a bikeway.

The survey results show that most of the residents who responded are between the ages of 25 and 55, 51% live in single family homes, and 39% consider themselves to be active cyclists. The top three discouraging factors to cycling are traffic, bad weather and not having enough time. When asked about the influence of Vancouver’s bicycle network on the amount they cycle, 43% indicated that the network had some influence, while 41% indicated that the network had no influence on the amount they cycle. When asked about selling their home, 45% felt that living on the bikeway would have no effect on the selling price of the home. Of the remaining 55%, 19% felt the bikeway would increase the price, 12% felt the bikeway would decrease the price and 24% did not know what effect the bikeway would have.

When asked about the positive and negative aspects of living on a bikeway, most of the results were positive, with the most common response being that respondents felt the street was safer, quieter and had less automobile traffic. In addition, when asked about the livability of the street, 38% of respondents indicated that the bikeway had increased the livability of the street, while only 15% felt it had decreased.

CONCLUSIONS

As a result of this bicycle network review, several preliminary bicycle proposals are presented in Appendix A. The conclusions from the review are that the bicycle network is generally seen as a positive benefit to both the residents and cyclists of Vancouver. There is a strong desire by cyclists to have a network of interconnected bicycle routes in the downtown core to complement the network of bikeways that has been constructed to date.

The priority areas arising from the review are to:

-complete the existing grid of bicycle routes across the city
-construct bike lanes in the downtown area (to be addressed as part of the Dowtown Transportation Plan)
-construct bike lanes on arterial streets, where practical

Further proposals are presented in Appendix A and a draft report “1999 Bicycle Plan: Reviewing the Past, Planning the Future” is being finalised and will be submitted for Council’s review as part of the 2000-2002 Capital Plan.

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APPENDIX A

Preliminary Bicycle Policies from the draft “1999 Bicycle Plan: Reviewing the Past, Planning the Future”

1. Plan and construct a network of bike lanes in the downtown core, in conjunction with the Downtown Transportation Plan.

2. Continue to develop the bicycle network to ensure a grid of bikeways approximately one kilometre apart.

3. Enhance accommodation for bicycles on arterial streets where practical, and provide for cyclists in the planning and design of new and reconstructed arterial streets.

4. In order to ensure adequate distribution and to offset the costs of producing the 'Cycling in Vancouver' maps, sponsorship possibilities should be explored.

5. In order to maximise funding and accelerate construction of the bicycle network, funding through the Cycling Network Program should continue to be actively pursued.

6. Incorporate the Greenway Network into the Bicycle Network to provide recreational cycling opportunities.

7. Implement a new bike rack program that allows for options and flexibility and that results in an increase in bike racks in busy commercial areas.

8. Continue to count bicycles using both automated and manual methods to better determine bicycle volumes along bikeways and other streets, and to further refine the peak hour factor for cyclists.

9. Conduct bicycle cordon counts on an annual basis to accurately measure the modal split for bicycles and the effectiveness of cycling programs and initiatives.

10. Continue to monitor vehicle traffic along bikeways and take remedial actions where needed.

11. Continue to monitor accidents involving cyclists to identify intersections or lcations requiring modifications and to ensure a decline in the number and severity of bicycle accidents.

12. Continue to analyse crime statistics to ensure that there is a continued lack of correlation between crime and the presence of a bicycle facility.

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(c) 1998 City of Vancouver