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BICYCLE MASTER PLAN 2012 1

North VancouverBicycle Master Plan2012

October 2012


City of North Vancouver 141 West 14th Street North Vancouver, British Columbia Tel: 604.983.7333 Fax: 604.985.9417 Email: [email protected] www.cnv.org

District of North Vancouver 355 West Queens Road North Vancouver, British Columbia Tel: 604.990.2311 Email: [email protected] www.dnv.org

This plan was endorsed by both the City of North Vancouver Council and the District of North Vancouver Council on November 5, 2012.

The following changes were made to the Bicycle Master Plan network and endorsed by the City of North Vancouver Council on July 25th 2016:

Addition of East 3rd Street between Queensbury Avenue and St. Andrew’s Avenue;Deletion of East 2nd Street between St. David’s Avenue and Moody Avenue;Addition of a new route representing the future Spirit Trail alignment to the south of East1st Street;Addition of the Queensbury Greenway between 3rd Street and the Spirit Trail.


Table of Contents

ANALYSIS & RECOMMENDATIONS 1. introduction 4

2. what is the bicyle master plan 6

GOALS &OBJECTIVESPRINCIPLES

3. bike route design 11

TYPES OF ROUTESTYPES OF BIKE FACILITIESDESIGN GUIDELINESNAVIGATION

4. end of trip facilities 17

BIKE PARKING

5. bicycle master plan public survey 18

BICYCLEMASTER PLAN SURVEY

6. north vancouver bicycle route network 20

7. evaluation and prioritisation 23

8. ongoing programs 25 BICYCLEMONITORINGCYCLING PROMOTION & EDUCATIONNAVIGATION

2012 bicycle master plan (map d) 21

map a: new problem areas identified 42

map b: priority projects identified 43

map c: proposed route changes 44

MAPS

APPENDICES appendix 1 – scope of the 2012 bicycle master plan 30appendix 2 – consultation process 33appendix 3 – results of online survey with cyclists 35appendix 4 – mapping process 41appendix 5 – technical evaluation process 61appendix 6 – monitoring program 63


Between 2010 and 2012, the City and District of North Vancouver undertook a joint update to the North Vancouver Bicycle Master Plan to create this new stand-alone document. The incentive for updating the Plan stemmed from the need for bicycle planning to reflect evolving transportation priorities and direction in the two municipalities.

In updating the Bicycle Master Plan, it was important to recognize the types of facilities that are generally appropriate for North Vancouver, and how local cyclists feel about the variety of facilities.

Documentation of the process that led to the 2012 Plan is provided in Appendix 1. This document replaces the 2006 Bicycle Master Plan that was endorsed by City and District of North Vancouver Councils on 27th March 2006 and 20th March 2006, respectively.

The first documented Bicycle Master Plan for the City and District of North Vancouver was prepared by staff in 1994, and updated in 1996. The 2006 update to the Plan was completed by Urban Systems Limited, and involved a substantial level of effort to create the foundation for a new bicycle network for North Vancouver. The 2012 update to the Bicycle Master Plan builds upon the work accomplished in 2006, with the intention of updating key components of the Plan to reflect current needs. Thus, where appropriate, some elements of the 2006 Plan remain relevant, as indicated through references. Typically Bicycle Master Plans require updating periodically to account for changing conditions. As such, bike network improvements should be re-evaluated and re-prioritized every two years, and the entire Bicycle Master Plan should be updated within ten years to ensure that other aspects of the plan remain current.

A public consultation process contributed significantly to the development of the 2012 Bicycle Master Plan by providing valuable insight into local cycling issues. During the course of two workshops, two open houses and an online survey, staff sought to gain a better understanding of current problem areas and priorities for future project planning. A detailed description of the public consultation process and feedback outcome is detailed in Appendix 2.

Introduction 1.0

New Bicycle Master Plan


The 2006 Bicycle Master Plan included a detailed evaluation and prioritisation of proposed bicycle routes in North Vancouver. The 2012 update shows the proposed network and the routes identified as priorities by the public. The City and District will produce separate plans to guide implementation timelines and priorities. This is further discussed in section 5.


What is the Bicycle Master Plan?

The following description of the Bicycle Master Plan was drafted in 2006 and still is supported in 2012:

The Bicycle Master Plan frames the City and District’s vision of the future bike network, once all route segments and bike projects are ultimately built to the appropriate design standard. This Plan will help staff to schedule and design bicycle infrastructure over the next decade and beyond by highlighting the priority areas identified through consultation with the public.

Goals and Objectives The purpose of the 2012 Bicycle Master Plan is to guide implementation of projects and programs that will contribute to the North Vancouver bicycle network from 2012 onward. It is envisaged that focussing on the priorities outlined in this Plan will lead towards completion of the bike network within the next decade and beyond.

The goals and objectives of the Bicycle Master Plan were created to align with the City and District’s respective future visions for cycling beyond 2012:

“The key component of the Bicycle Master Plan is a network of bicycle routes. The route network incorporates a combination of on-street routes and pathways connecting all major destinations and all neighbourhoods within the District and City of North Vancouver, as well as connections to West Vancouver and across Burrard Inlet, and connections to regional

transit services.”

What is the Bicycle Master Plan? 2.0


GOAL #1: Establish a Bicycle Network that Strengthens Community Connections and Improves Safety

By:

o Establishing a bicycle network that will provide safe routes;

o Providing a logical network that

accommodates both local and regional bicycle trips; and,

o Developing facilities that serve cyclists of various ages and comfort levels.

GOAL #2: Promote Cycling as a Key Part of a Sustainable Transportation System

By:

o Encourage and support more people to regularly use cycling as a means of travelling within the North Shore and beyond;

o Encouraging healthy lifestyles; and,

o Providing more options for people to get around, thereby reducing car travel and its associated environmental impacts.

Several objectives that support the goals of the Plan were also drafted, and they include:

Identifying problem areas in North Vancouver where cyclists feel that substantial

safety issues and other obstacles exist;


Incorporating route changes into the Bicycle Master Plan map to establish a complete network for current and future cyclists;

Making all municipal streets more appealing to cyclists – not only those routes

marked on the network map – in addition to accommodating pedestrians and vehicles;

Identifying the top priority locations where cyclists want municipal resources allocated

for future project implementation; and,

Gaining a better understanding of the profile of North Vancouver cyclists, to enhance the design of future bike facilities.

Principles

A set of guiding principles for the 2012 Bicycle Master Plan was established. The principles are based on those in the 2006 plan with modification to align with the current best practices and policies are, listed below and, will be supported for 2012 and beyond.

P1) The bicycle network should accommodate all cyclists. This means cyclists of all skill levels, riding for all purposes. This includes children and adults, novice and experienced cyclists. It includes cyclists commuting to work and school, cyclists riding to the store or a medical appointment, for example, and recreational cyclists, including mountain bikers riding to trails.

P2) The bicycle network should incorporate different types of bicycle facilities. Skill levels, physical capabilities, trip purposes and needs vary widely among cyclists, and consequently different cyclists require or are attracted to different types of bicycle facilities. An experienced commuter cyclist may be comfortable riding along a high-volume multi-lane arterial road, and may prefer to ride along such a road in order to minimize travel times. On the other hand, a less experienced cyclist new to cycling may not feel comfortable riding along major roads, and may prefer neighbourhood trails and local streets. To accommodate all types of cyclists, a range of different types of bicycle facilities are needed.

P3) Cyclists should be accommodated on roadways wherever possible. This means that unless it is extremely difficult to do so, space should be provided for cyclists on all arterial and collector roads. This approach recognizes that cyclists fare best when they are treated as vehicles and integrated with other vehicle


traffic. Studies of crashes and safety issues indicate that cyclists are generally safer riding on roadways than on pathways. The reason for this is that cyclists share pathways with pedestrians and many other types of users, which can increase the potential for conflicts and crashes. In addition to safety considerations, travel times for cyclists are typically minimized when cyclists travel on roadways.

P4) Off-street pathways should complement — not replace — on-street bicycle facilities. Because the potential for conflicts and crashes is higher on a pathway, and because pathways do not serve all destinations to which cyclists wish to travel, many cyclists will end up riding on the roadway, either by choice or by necessity. Constructing pathways as an alternative to on-street bicycle facilities means that in many cases there would be no space for cyclists and motorists to safely share the roadway, and as a result, the safety of cyclists would be compromised. Instead, pathways should be provided in addition to on-street bicycle facilities, thereby ensuring that facilities are provided for all cyclists.

P5) Pathways should form a continuous network, using local streets where appropriate to bridge gaps in the pathway network. Many cyclists who are attracted to pathways are cyclists who would not be comfortable riding on arterial or collector roads. Recognizing this, these cyclists should be able to ride to destinations throughout North Vancouver on a combination of pathways and local streets, without the need to travel along arterial and collector roads. Although local streets may be used to complete gaps in the pathway network, desirably a continuous pathway connection is provided.

P6) Crossing treatments are essential. Crossings where bicycle routes along local streets and pathways intersect arterial and collector roadways are where the majority of crashes — and the most severe crashes — occur. To maximize safety for cyclists, and to avoid creating barriers to cycling within the bicycle network, a range of crossing treatments should be used at arterial and collector road crossings.

P7) The bicycle network should serve all important destinations. Just as the road network provides access to commercial, office, institutional, cultural and recreational destinations throughout the community, so should the bicycle network. Desirably, each important destination is served by an on-street bicycle route and a pathway connection.

P8) The “quality” of the cycling experience is important. The “quality” of the cycling experience is determined by perceptions of safety, traffic volumes, noise, air quality and aesthetics. Although providing a direct route and avoiding steep


grades are important, some cyclists will prefer a longer route or one with steeper grades if it is perceived as significantly safer, has lower traffic volumes, and provides a more enjoyable cycling experience.

P9) Trails and pathways should accommodate all forms of non-motorized transportation where possible. Pathways should be planned and designed to accommodate various forms of non-motorized transportation. This means, for example, that pathway grades should not be so steep as to prevent use of the pathway by persons in wheelchairs. Similarly, in areas where trails can function as bike routes, the surface should be upgraded accordingly to accommodate other forms of non-motorized transportation and wheelchairs.

P10) Facilities should be developed to an acceptable standard. No one would consider constructing a road to be used by motor vehicles with lane widths narrower than the minimum standard, with a grade steeper than the maximum permitted, for example. The road would not be safe. For the same reason, bicycle facilities should not be constructed to less than the minimum standard — they would not be safe, either. Constructing bicycle facilities to acceptable standards maximizes safety for cyclists, increases the attraction of the bicycle facilities to potential cyclists, minimizes maintenance costs and helps to avoid expensive liability claims.

P11) Parks needs and users must be considered. Parks trails should be intergrated into the bicycle network where possible and ensuring that the safety and comfort of pedestrians and park users are not compromised. It is important to protect and consider the integrity of sensitive ecosystems where facilities for cyclists are located through parks.


Types of Routes

North Vancouver’s bicycle network is defined by a set of on-street and off-street bicycle facilities.

On-street bike route – this type requires cyclists to integrate with vehicular traffic on the road network, and ranges from residential streets with minimal vehicle traffic, to busier arterial roads. On-street route design options– as illustrated in the following section – are selected based on design constraints such as road hierarchy, traffic volume and geometric elements.

Off-street bike route – this type generally involves hard-surfaced, multi-use paths that are shared with pedestrians and are separated from the road network as much as possible. Hard-surface treatments may (depending on sensitivity of the riparian or ecological system) include asphalt, fine rock dust or boardwalk.

The Plan’s “off-road” routes do not include many of the numerous rough surface trails that are part of the City and District’s trail network. While many rough surface trails provide excellent community connections for cyclists, the Bicycle Master Plan is focused on a system of bike routes that can be used by all levels of cyclists safely at all times of the day. Thus, with a few exceptions, North Vancouver’s trail system has generally not been incorporated into the bike network because of concerns regarding consistency and reliability of facility quality for cyclists.

Bike Route Design 3.0


Types of Bike Facilities

For both on- and off-street bike routes, there are a variety of design options feasible in North Vancouver. These bike facility designs are consistent with current practice per the Transportation Association of Canada, and are also aligned with bike facilities currently being implemented in both North Vancouver and other Metro Vancouver municipalities. Typical costs for bike facilities vary from the hundreds of dollars for signs and markings to over $1m for new bridges and multi-use paths. Descriptions of all relevant bike facility designs are provided below, with photos provided alongside for reference.

FIGURE 1: Major street with bike lanes

Currently bike lanes are provided on several busy corridors including Esplanade, Low Level Rd/Cotton Rd, Capilano Rd and W. 1st St.

FIGURE 2: Major street with wide curb lanes and "sharrow" markings (with room for bikes to ride side-by-side with vehicles)

Examples in North Vancouver include Marine Dr. and Lynn Valley Rd.


FIGURES 3a & 3b: Single file travel on major or minor streets with "sharrow" markings to indicate to road users the safest position for cyclists:

FIG 3a) With green underlay (for visibility): FIG 3b) Without green

Example outside City Hall (West 13th Street) Example Mackay Road South of Marine

FIGURE 4: Cycle path next to major street (separated by a physical barrier)

Example Lillooet Rd

2.0


FIGURE 5: Paved off-street multi-use pathway

Examples in North Vancouver include the Spirit Trail, Green Necklace and Seymour River Greenway.

FIGURE 6: Hard surface off-street multi-use trails

Located throughout the North Shore; however, most pathways are not included in the Bicycle Master Plan mapping.


Design Guidelines

The design of bicycle infrastructure requires technical guidance in order to achieve consistency throughout North Vancouver. Design guidance is necessary to select appropriate facilities (through the analysis of geometry, traffic data and other constraints) and, from a broader perspective, to guide all aspects of bicycle infrastructure (including signage, bicycle parking, signal improvements for cyclists and off-street path design). The North Vancouver Bicycle Master Plan supports the use of technical design guidelines prescribed by the Transportation Association of Canada (TAC) along with emerging best practices in bicycle facility design. This approach allows for local bike facility designs that reflect current standards as they evolve, while achieving bike route consistency with other Metro Vancouver municipalities. This approach also allows us the flexibility to consider innovative design options for site and context specific problems.


Navigation Navigation is important for cyclists of all levels. A bicycle user map helps plan the trip prior to departure, and wayfinding helps the cycling while on route.

Bicycle User Map

A bicycle user map is an important tool to enable cyclists to plan their routes. The City and District should continue to work with TransLink to update the Regional cycling map. A local map catering specifically to the conditions found on the North Shore is also a valuable tool, which can show local routes in more detail.

Wayfinding

A comprehensive Wayfinding strategy is important for a cyclist once on route. Wayfinding is particularly important for new cyclists, who may not know the best routes to take to arrive at their destination. New cyclists will often not be aware of which roads have bicycle facilities, and may become uncomfortable and reluctant to cycle again if

they use an inappropriate route. Wayfinding also helps more regular cyclists to discover other places they can access that are out of their normal routes.

For wayfinding to be successful it needs to be consistent along routes and across municipal boundaries. Signs and markings should have predictable content and locations in order to present clear guidance to cyclists for the whole length of their trip. Signs could provide information such as distances, level of difficulty and key destinations.


Bike Parking Concern over theft and the lack of bicycle parking has been shown to be a significant deterrent to bicycle trips.

Bicycle parking can be split into categories:

Short term - Parking for a few minutes or hours while shopping, running errands or enjoying recreational facilities. For short term parking ease of access and the ability to lock a bike safely are important. Short term bicycle parking should be located within easy access to the bicycle network and in a place with a high level of natural surveillance. The location should include sufficient space so parked bicycles do not become obstructions.

Long term – Parking for a longer period of time for example at places of work, transit exchanges and at home. For long term parking security and shelter from the elements are more important; access need not be as direct, but should be easily navigated by all levels of users.

While bike parking for existing developments is out of the purview of the City and Districts of North Vancouver, bike parking in new developments can be controlled by provisions in the zoning bylaw.

End of Trip Facilities 4.0


Bicycle Master Plan Survey

As part of the Bicycle Master Plan process, cyclists were surveyed to gain a better understanding of local facility preference. The overall results of the survey question are shown in Figure 7.

FIGURE 7 SURVEY RESPONSE: BICYCLE FACILITY PREFERENCE

In general, cyclists were found to favour bike facilities that provide physical separation from vehicular traffic. The facility preferred by 36% of survey respondents is “cycle path next to major street, separated by a physical barrier.” Cyclists’ second preference was “paved off-street multi-use pathway” (18%), followed by “residential streets marked as bike routes” (16%), and major street bike lanes (14%). These survey responses indicate

Bicycle Master Plan Public Survey 5.0


that cyclists are least comfortable when sharing the road with vehicles through the use of “sharrow” markings or using unpaved paths.

The survey also found that different types of cyclists prefer different facilities. Most notably it was found that:

providing separated bicycle facilities on major routes and marked routes along residential streets would benefit all users;

providing bike lanes on major streets would benefit regular users and those who cycle often; and

providing paved multi-use paths would encourage occasional users initially, but are less likely to be preferred as cyclists begin commuting more often.

The survey revealed the following general trends related to cycling behaviour:

Cycling is generally less favoured as a method of transportation for utilitarian trips, even for cyclists who are regular commuters; and

Most survey respondents indicated they cycle for recreational reasons at least occasionally, and 75% have used their bikes for bicycle commuting.

The facility preferences and trends described above will be further investigated in order to help inform staff when making future design decisions for bike routes. Appendix 3 provides additional results from the survey.


North Vancouver Bicycle Route Network

At the core of the Bicycle Master Plan is a new network map that defines all on- and off-road bike routes. The process of updating the bicycle network map is described below, with more detailed information, including the mapping, provided in Appendix 4.

The resulting 2012 Bicycle Master Plan Map is provided on the next page.

FINAL NV BICYCLE ROUTE MAP 5) A final map was prepared to reflect the new bicycle network plan

FINAL NV BICYCLE ROUTE MAP

ROUTE CHANGES 4) Potential route changes identified by cyclists were mapped

ROUTE CHANGES

PRIORITIES 3) Priority locations identified by cyclists were ranked and mapped

PRIORITIES

PROBLEM AREAS 2) Problem areas were identified by cyclists and mapped

PROBLEM AREAS

BASE MAPPING 1) A base map was created to reflect the current bicycle network

North Vancouver Bicycle Route Network 6.0

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Evaluation & Prioritization

Between 2006 and 2012, City and District staff found that many of the top priority projects identified within the Bicycle Master Plan were technically or financially challenging to implement. Further, the complexity of the 2006 evaluation methodology made it labour-intensive to revisit the analysis for frequent updating, especially given the subjectivity of the evaluation criteria.

The evaluation approach for 2012 and beyond enables City and District staff to technically evaluate priority projects in synch with Capital Planning processes. The evaluation process will occur periodically and will involve regular updates to ensure that current conditions are being reflected in a periodic updating of bike project priorities.

The evaluation process consists of two phases:

1) IDENTIFY PRIORITIES – this phase involved identifying priority locations for bike improvements through the public consultation process. This was completed in 2011, with the results illustrated in Map B (see Appendix 4). This phase provided staff with a stakeholder-ranked list of priority projects.

2) TECHNICAL EVALUATION – a detailed technical evaluation process will be conducted individually by City and District staff for their respective municipalities. The top priority locations (as ranked in Phase 1) will be separated by municipality. In the case of multi-jurisdiction priority projects, they will be subject to a technical review conducted jointly by City and District staff.

Possible criteria to be applied in this Technical Evaluation process are described in Appendix 5. These criteria, along with the associated weighting for the evaluation, will be refined and finalized as a next step by each municipality.

Evaluation & Prioritization 7.0


It is envisioned that this two-phase process will facilitate future Capital planning for bike projects. City and District staff will have the ability to more thoroughly evaluate the technical merits of priority bike projects on a regular basis as needed, ensuring that evolving design constraints are matched by appropriate bicycle facilities.


Bicycle Monitoring

It is important for the municipalities to support ongoing monitoring programs to measure the progress of cycling in North Vancouver. An in-depth description of the purpose and benefits of bicycle monitoring was included in the 2006 Bicycle Master Plan. All aspects of this discussion are still supported for 2012 (as provided in Appendix 6 for reference.)

A regular data collection program will measure annual changes in bicycle volume in the network as a whole and on particular routes. It is important to monitor data on both existing and proposed routes during both peak and off-peak seasons so that comparisons can be made in the future. Coordinating bicycle and vehicular traffic counts will allow the measurements to be places in the context of the overall transportation system.

While monitoring absolute change in the number of cyclists on a typical day provides a snapshot of cycling conditions, there are several other potential measures of success that could add value to the City and District’s monitoring programs. The availability of data from larger collection programs (such as regional trip data collected by TransLink and StatsCan’s census data) has improved in recent years, and can provide valuable information at regular intervals for monitoring cycling trends in North Vancouver.

Provided that resources (both local and regional) are consistently available to collect, assemble and analyse the necessary data, the City and the District will be monitoring:

Non-Auto Mode Share - the City and District will monitor their cycling mode shares through corridor surveys and the use of regional trip data. The City and District have also set a target for non-auto mode share: by 2030, 35% of all trips will be accomplished by biking, walking or transit. (This is aligned with TransLink/Metro Vancouver mode share targets).

Ongoing Programs 8.0


Cycling Mode Share for Short Trips – by year 2040, the City and District aim to achieve a 15% bike mode share for all trips less than 8km. (This is aligned with goals from the 2011 TransLink Regional Cycling Strategy).

The percentage of bike network completed (expressed as the linear distance of built bike facilities relative to the distance planned for the whole network; no specific target set at this time).

The number of municipality-wide annual accidents involving cyclists (absolute numbers to be monitored annually by the individual municipalities).

As a secondary component of the bicycle monitoring program, “cyclist satisfaction” surveys will be conducted periodically. By establishing an online survey at regular intervals (for example, every two years), staff will be able to gain a broad overview of cyclist feedback and insight at regular intervals and plan accordingly.

Cycling Promotion and Education Implementing bicycle infrastructure projects alone is not enough to create new cyclists: it is essential for education and awareness campaigns to accompany growth of the bicycle network. For the greatest impact, cycling education must not only reach young or novice cyclists, but also vehicular drivers, in order to optimize safety and interaction between transportation modes.

Supporting cycling education programs for school-age children, and linking with other sustainable transportation programs (such as Safe Routes to School), has the best potential to reach a broad audience for potential daily cyclists.

Ultimately, in order for the amount of every day cycling to increase in North Vancouver, potential new or infrequent cyclists must be encouraged to make more trips by bike. Cycling promotion needs to present this mode choice as an option that is possible for most residents to some degree.


The online survey of cyclists (discussed in Appendix 3) provides useful information about cycling behaviour that could help to support future cycling promotion programs for target audiences. Staff will be utilizing this information when considering the design of new bike routes and facilities in order to attract and accommodate new and existing cyclists.


LIST OF APPENDICES

APPENDIX 1 – Scope of the 2012 Bicycle Master Plan

APPENDIX 2 – Consultation Process

APPENDIX 3 – Results of Online Survey with Cyclists

APPENDIX 4 – Mapping Process

APPENDIX 5 – Technical Evaluation Process

APPENDIX 6 – Monitoring Program


APPENDIX 1 – SCOPE OF THE 2012 BICYCLE MASTER PLAN

This appendix describes the scope of the 2012 Plan, and how the new Plan differs from the 2006 version.

North Vancouver’s Bicycle Master Plan requires periodic updating in order for it to guide and remain relevant to other planning and policy documents – such as the municipalities’ respective Official Community and Transportation Plans. The 2006 report recommended that bike network improvements be re-evaluated and re-prioritized at least every two years to account for changing conditions. It also suggested that the entire 2006 Bicycle Master Plan be updated within ten years to ensure that other aspects of the plan remain current.

With five years having passed since the last Plan was adopted, the scope of the 2012 update was therefore limited to:

Re-defining the goals and objectives of the Plan.

Updating the bicycle network map to complete missing links and to incorporate other current and future initiatives, such as the North Shore Spirit Trail;

Conducting a survey of North Vancouver cyclists to gain a better understanding of preferred bike facilities;

Identifying current project priorities to facilitate future capital planning; and

Identifying key indicators to measure as part of ongoing bicycle monitoring.

Some components of the 2006 Plan were excluded from the scope of the 2012 update. These include:


Technical Evaluation - In 2006, the Bicycle Master Plan included an evaluation of all potential bike projects. The evaluation was undertaken by applying a matrix of both subjective and objective criteria to prioritize potential projects. The score for each project was used to separate projects into “low” and “high” priority categories.

Between 2006 and 2012, City and District staff found that many of the top priority projects identified within the Bicycle Master Plan were technically or financially challenging to implement. Further, the complexity of the 2006 evaluation methodology made it labour-intensive to revisit the analysis for frequent updating, especially given the subjectivity of the evaluation criteria. Thus, a more adaptable evaluation approach is proposed for 2012 and beyond, which will enable City and District staff to technically evaluate priority projects in synch with their respective Capital planning processes.

Implementation – The 2006 Plan recommended an implementation strategy for bike projects based on project costs, predicted municipal funding levels and cost-sharing opportunities. The project costs were “order-of-magnitude” estimates. During the period between 2006 and 2012, staff found that the implementation strategy did not always paint a realistic portrayal of the financial implications of a bike project. This was primarily due to the fact that the cost estimates and funding information became dated rapidly, in addition to the inability of the planning-level document to identify technical constraints and design issues.

For the 2011 update the implementation strategy, including financial implications, was removed. The capital costs for top priority bike projects, along with municipal funding levels and cost-sharing opportunities are more appropriately analyzed on a rolling annual basis, in the context of the City and District’s respective Capital Plans processes to optimize accuracy

Design Guidelines – The 2006 Bicycle Master Plan included a set of guidelines for use in designing bike facilities in North Vancouver. At that time, the local guidelines were created to be consistent with and refer to nationally accepted guidelines per Transportation Association of Canada (TAC).

Since 2006, bicycle facility design has evolved, and there is an increasing need for consistency amongst Metro Vancouver municipalities. This means adhering to the most widely accepted and current design standards prescribed by the Transportation Association of Canada. The local design guidelines therefore were


excluded from the 2012 update to avoid redundancy and the risk of this information becoming out-of-date.

Mapping – The mapping style adopted in the 2006 Bicycle Master Plan was not

found to be user-friendly and created confusion in recent years. The 2011 Plan therefore involved developing a new map legend and set of maps.

Appendix 2- Consultation Process BICYCLE MASTER PLAN 2012 33

APPENDIX 2 – CONSULTATION PROCESS

This appendix outlines the public consultation process followed for the 2012 Bicycle Master Plan update.

A workshop with Joint Bicycle Advisory Committee (JBAC) members was held on December 2, 2010. The purpose of this meeting was to solicit feedback on priorities for updating the 2011 Bicycle Master Plan. A staff presentation provided the committee with background information and described how JBAC’s feedback would inform the Plan’s update. JBAC members suggested ways of improving components of the Plan to better satisfy the needs of current North Vancouver cyclists.

On March 2, 2011 a second workshop was held with the City’s Bicycle Advisory Committee members, former District JBAC representatives and other observers. There was a total of ten attendees. The purpose of this meeting was to identify specific problem areas and project priority locations through the use of mapping. Following a staff presentation, two breakout groups marked up maps by sketching problems, solutions and new route ideas. These maps contributed to the creation of the 2011 Bicycle Master Plan map. Seven comment sheets were also received at the workshop; these sheets reinforced the feedback received through the mapping exercise

A public open house was held on March 9, 2011 to describe the purpose of the project to stakeholders. Attendees were encouraged to identify specific problem areas and project priority locations through the use of mapping. Forty-five people signed in at this open house (with City and District residents equally represented), and 27 comment sheets were received.

Between March 2 and April 30th 2011 the City’s website hosted an online cycling survey. The goal of the survey was to find out more about current cycling trends, preferences and project priorities in North Vancouver. The survey resulted in 139 responses, with City/District residents equally represented.

On June 23, 2011 a second public open house was held. This event provided stakeholders with an opportunity to view the progress of the project, including new bicycle network mapping. Twenty-three people signed-in at the open house and 21 comment sheets were received. Eighty-six percent of respondents indicated full support for the new bicycle master plan mapping, while one person

Appendix 2- Consultation Process BICYCLE MASTER PLAN 2012 34

(5%) did not support the plan. The remaining responses were either blank or indicated support for some parts of the plan but not all.

Presentation and discussion with the CNV Cyclist Advisors (City members of the former Joint Bicycle Advisory Committee) on 23rd November 2011.

Comments on the draft plan received by DNV Transportation Consultation Committee (formally known as the Transportation Planning Advisory Committee) and Bicycle Consultation Email Group in Fall 2011.

Presentation and discussion with the CNV Advisory Planning Commission (APC) on 9th June 2011 and 7th December 2011.

Presentation and discussion with the CNV Parks and Environment Advisory Commission (PEAC) on 2nd June 2011 and 1st December 2011.

Presentation and discussion with the CNV Integrated Transportation Committee (ITC) 7th March 2012 and 4th April 2012.

Appendix 3- Results of Online Survey BICYCLE MASTER PLAN 2012 35

APPENDIX 3 – RESULTS OF ONLINE SURVEY WITH CYCLISTS

This appendix summarizes the feedback received from cyclists as part of the 2012 Bicycle Master Plan Update online survey. Through the 2011 public consultation process staff collected a variety of information from North Vancouver cyclists. While details related to specific problem areas and projects are covered in the mapping, the online survey results are summarized in the following figures. The online survey conducted in April and May 2011 resulted in 139 responses (which was noted to be a high response rate compared to other recent surveys hosted on the City’s website, but generally a low response rate compared to comprehensive transportation plan surveys). The survey questions and responses are described below. It must be noted that the survey participants were generally cyclists – and therefore the survey results are skewed towards profiling cyclists rather than transportation system users as a whole. The survey found that:

Cycling is generally less favoured as a method of transportation for utilitarian trips, even for cyclists who are regular commuters; and

Most survey respondents indicated they cycle for recreational reasons at least

occasionally, and 75% have used their bikes for bicycle commuting. Staff plan to use these survey results to better design future projects and cycling promotion programs for the appropriate users. Specifically, the results indicate the need to work further to determine what network changes are necessary to promote more cycling trips for utilitarian purposes.

FIGURE i: HOME MUNICIPALITY


FIGURE ii: TYPICAL WEEKDAY ACTIVITY

FIGURE iii: TRAVEL MODE AND COMMUTE LENGTH FOR WORK/SCHOOL TRIPS

CNV44%

DNV (Capilano)15%

DNV (Lynn Valley)11%

DNV (Seymour)12%

West Vancouver3%

Other15%

Around half of survey respondents indicated that they remain on the

North Shore on a typical day.

District respondents

represented 38% of the total, slightly less than the City

share of 44%.


For those respondents who travel to school or work, the majority complete their trip using a bike. Nearly half of respondents indicated

that their commute length exceeds 10 kilometres.


FIGURE iv: FREQUENCY OF CYCLING FOR WORK/SCHOOL TRIPS

FIGURE v: TYPICAL TRAVEL MODE

FOR UTILITARIAN TRIPS

FIGURE vi: FREQUENCY OF CYCLING

FOR UTILITARIAN TRIPS

37%

24%22%

17%

0%

5%

10%

15%

20%

25%

30%

35%

40%

Regularly (4-5 days/week)

Never Often (1-3 days/week)

Occasionally (1-3 times/month)

More than a third of survey respondents cycle to work or school regularly throughout the year, while a quarter of respondents do

not cycle at all to work or school.

Survey respondents indicated that more than half of their utilitarian trips are completed with a car, with bikes used only one fifth of the time. For those

respondents who use bikes for utilitarian trips, 42% do so on a weekly basis.


FIGURE vii : TYPICAL TRAVEL MODE FOR RECREATION TRIPS

FIGURE viii: FREQUENCY OF CYCLING FOR RECREATION

TRIPS

Just under half of survey respondents use their bikes for trips related to recreation. Those who make recreational bike trips generally do so 2 times a month or more.


Online Survey: General Feedback In addition to the online survey responses and location-specific feedback reflected in the mapping, a variety of general comments were received from stakeholders. This feedback was categorized and is summarized in Table A.

TABLE A SUMMARY OF GENERAL COMMENTS FROM CYCLISTS CATEGORY COMMENTS RECEIVED

General Planning

- Seamless multimodal integration is important - Municipalities need to work together to build bike network. - More east-west routes with bridges at creek crossings. - Add zigzags to north-south routes to create more gentle grades. - Make routes radiate from key destinations. - Routes must offer value to cyclists. - More bike storage lockers. - At busy intersections, separate bikes from cars. - More bike routes through parks. - Improve access to recreation facilities.

Facilities

- Place bike racks strategically and safely, with innovative designs. - Remove parking to install bike lanes. - Make sidewalks wider for bikes, to facilitate utilitarian trips. - Way-finding signage to advise cyclists of routes, hills, distance. - Make bike facilities for all ages and abilities. - Bike lanes are the preferred facility. - Improve maintenance of bike lanes. - Some cyclists like traffic circles-but not all cyclists.

Projects

- Complete a Low Route across the North Shore, in addition to Spirit Trail. - Expand Seymour River Greenway eastwards. - Improve routes to Deep Cove. - Improve connections to Edgemont Village. - Improve connections from Capilano to Westview on North Side of

Highway. - Create a user map to help cyclists navigate the North Shore. - Improve illumination. - Install more bike pushbuttons.

Enforcement/

Policy/

Promotion

- Introduce tax incentives for commuter cycling. - Increase cost of parking to encourage cycling. - Reduce speed limits. - Increase idling, speed and parking enforcement. - Make SeaBus a 1 zone fare. - Provide cycling education for cyclists and motorists. - Advertising campaign to promote cycling and active transportation,

especially at schools. - Promote electric bikes. - Consider "car free days.” - Implement bike shuttle program for steep hills such as Lonsdale.

Appendix 4 – Mapping Process BICYCLE MASTER PLAN 2012 41

APPENDIX 4 – MAPPING PROCESS

This appendix outlines the process followed to create new Bicycle Master Plan mapping.

1) The 2006 Bicycle Master Plan maps were used as a basis for discussion. In 2011 a new map base was created to display both the 2006 network, in addition to projects planned and implemented between 2006 and 2012. Most rough surface trails were not incorporated into the mapping for the reasons described in previous sections.

2) Stakeholders and staff used the Base Map to mark problem areas, project priorities and route change suggestions.

o A list of all problem areas identified by stakeholders was compiled and is illustrated on “Map A – Problem Areas.” The accompanying text list of locations is provided in TABLE 1.

o All priority project locations identified by stakeholders were compiled in a list, with locations ranked by the number of times they were identified. Priority project locations are illustrated on “Map B – Project Priorities.” This map provides an illustration of where cyclists wish to have cycling funds allocated towards implementing projects. The accompanying list of projects, sorted in descending number of “mentions” is provided in TABLE 2.

o Stakeholders identified several possible route changes, including removals and additions. These suggestions are illustrated on “Map C – Suggested Route Changes,” with the accompanying list provided in TABLE 3.

o The suggested route changes were reviewed by staff and incorporated

into the new Bicycle Master Plan Map where required. Maps A, B and C are provided on subsequent pages, followed by Tables 1, 2 and 3

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PEMBERTON AVE

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ST GEORGES AVE

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DISC

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o re

pres

enta

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or w

arra

ntie

s w

hats

oeve

r w

ith r

espe

ct t

o: t

he a

ccur

acy;

the

cont

ent;

or t

he q

ualit

y of

info

rmat

ion

foun

d on

thi

s pr

oduc

t or

serv

ice.

Th

e re

spon

sibi

lity

for

conf

irmin

g th

e ac

cura

cy, c

onte

nt a

nd q

ualit

y of

this

pro

duct

or

serv

ice

rest

s en

tirel

y w

ith th

e us

er.

The

Dist

rict o

f Nor

th V

anco

uver

ass

umes

no

resp

onsi

bilit

y fo

r da

mag

es, l

osse

s, b

usin

ess

inte

rrup

tion

or e

xpen

ses

incu

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as a

resu

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usi

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is p

rodu

ct o

r ser

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stric

t of N

orth

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not p

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rent

, sel

l, di

strib

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tran

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, or g

rant

any

righ

ts to

this

pro

duct

or s

ervi

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n w

hole

or

in p

art,

to a

noth

er p

erso

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org

aniz

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he D

istri

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f Nor

th V

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requ

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that

the

follo

win

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know

ledg

emen

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t be

disp

laye

d di

rect

ly o

n or

adj

acen

t to

any

repr

oduc

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of th

is p

rodu

ct o

r ser

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: “So

urce

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rict o

f Nor

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GIS

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This page left intentionally blank

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 4

6

Tabl

e 1

cont

ains

the

list

of

prob

lem

are

as id

entif

ied

by c

yclis

ts (

thro

ugh

the

publ

ic c

onsu

ltatio

n pr

oces

s) t

hat

are

illust

rate

d on

Map

A.

TAB

LE 1

: LIS

T O

F PR

OB

LEM

AR

EAS

FOR

MAP

PIN

G

PR

OB

LEM

AR

EA

In

ters

ectio

n,

Cor

ridor

, Seg

men

t, Tr

ail

JUR

ISD

ICTI

ON

D

ETAI

LS O

F PR

OBL

EM

Wes

t 15t

h St

(fro

m T

atlo

w A

ve to

Pem

berto

n A

ve)

S

DN

V

Bik

es a

nd v

ehic

les

don'

t mix

wel

l; to

o m

uch

traffi

c.

Wes

t 3rd

St (

from

For

bes

Ave

to W

est K

eith

Rd)

S

C

NV

D

iffic

ult f

or c

yclis

ts

Eas

t 4th

St/Q

ueen

sbur

y Av

e I

CN

V

East

-wes

t diff

icul

t for

cyc

lists

Eas

t 3rd

St/Q

ueen

sbur

y A

ve

I C

NV

D

iffic

ult f

or c

yclis

ts

Lons

dale

Ave

at 4

th S

t I

CN

V

Cro

ssin

g Lo

nsda

le is

a p

robl

em fo

r bik

es

Eas

t 4th

St (

Hen

dry

Ave

to H

eyw

ood

Ave

) S

C

NV

To

o st

eep

for b

ikes

uph

ill

Cap

ilano

Rd(

from

Hig

hway

1 to

Gro

use

Mtn

) S

D

NV

N

eeds

sep

arat

ion

from

veh

icul

ar tr

affic

Cot

ton

Rd

(at E

ast 3

rd S

t/Low

Lev

el R

d in

ters

ectio

n)

I C

NV

D

iffic

ult f

or c

yclis

ts to

mak

e EB

and

WB

man

euve

rs d

ue to

sig

nal t

imin

g pl

an.

Dol

larto

n H

wy

Cor

ridor

C

D

NV

N

eeds

sep

arat

ion

from

veh

icul

ar tr

affic

Dol

larto

n H

wy

(from

Elli

s R

d ea

stw

ard)

S

D

NV

W

B hi

ll, ju

st e

ast o

f Ellis

: slo

w b

ikes

and

fast

ca

rs, a

nd p

inch

poi

nts

Dol

larto

n H

wy/

Mai

n St

I

DN

V

Bike

s m

ust c

ross

WB

exit

lane

; dan

gero

us

Espl

anad

e/St

. And

rew

's A

ve

I C

NV

C

ars

park

in th

e bi

ke la

ne

Fern

St (

Mt S

eym

our P

kwy

to M

ount

ain

Hw

y)

S

DN

V

Dan

gero

us

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 4

7

TAB

LE 1

: LIS

T O

F PR

OB

LEM

AR

EAS

FOR

MAP

PIN

G

PR

OB

LEM

AR

EA

In

ters

ectio

n,

Cor

ridor

, Seg

men

t, Tr

ail

JUR

ISD

ICTI

ON

D

ETAI

LS O

F PR

OBL

EM

Forb

es A

ve (f

rom

Wes

t 3rd

St t

o E

spla

nade

) S

C

NV

N

ot e

noug

h sp

ace

for c

yclis

ts

From

me

Rd

(nor

th e

nd, a

t tra

il he

ads)

I

DN

V

Logi

stic

al p

robl

ems

for m

ount

ain

biki

ng

Iron

Wor

ker's

Brid

ge -

north

end

I

MoT

G

ener

al d

iffic

ult,

dang

erou

s ar

ea fo

r cyc

lists

Ham

ber P

lace

(jus

t wes

t of D

eep

Cov

e )

I D

NV

S

teep

hill

Bar

row

St (

from

Har

bour

Ave

to R

ailw

ay S

t) S

D

NV

G

ettin

g to

Iron

Wor

ker's

brid

ge E

B fr

om B

arro

w

Eas

t Kei

th R

d (S

t. G

eorg

es A

ve to

Lyn

nmou

th

Ave)

S

C

NV

A

gap

in th

e ne

twor

k fo

r bik

es

Mar

ine

Dr (

from

Mac

kay

Rd

to F

ell A

ve)

S

CN

V

Not

eno

ugh

spac

e fo

r cyc

lists

Mar

ine

Dr/C

apila

no R

d I

DN

V

Eas

tbou

nd le

ft-tu

rn d

iffic

ult f

or c

yclis

ts

Wes

t Kei

th R

d (M

arin

e D

r to

Che

ster

field

Ave

) S

C

NV

A

gap

in th

e ne

twor

k fo

r bik

es

East

Kei

th R

d Br

idge

(ove

r Lyn

n C

reek

) S

D

NV

D

ange

rous

for b

ikes

; too

nar

row

; not

eno

ugh

spac

e

Lars

on A

ve/W

est 2

3rd

St /

Jone

s A

ve

I C

NV

E

astb

ound

left-

turn

diff

icul

t for

cyc

lists

Lillo

oet R

d (fr

om C

ap C

olle

ge N

orth

war

ds)

S

DN

V

Few

sig

ns u

phill,

and

dow

nhill

mar

king

s ar

e to

o cl

ose

to p

arke

d ca

rs

Mar

ine

Dr (

Lion

s G

ate

Brid

ge e

astw

ards

to

Gar

den

Ave

) S

M

oT, D

NV

D

iffic

ult f

or b

ikes

to g

et to

NB

Cap

ilano

from

Li

ons

Gat

e.

Lons

dale

Ave

/Kei

th R

d I

CN

V

Diff

icul

t to

cros

s Lo

nsda

le

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 4

8

TAB

LE 1

: LIS

T O

F PR

OB

LEM

AR

EAS

FOR

MAP

PIN

G

PR

OB

LEM

AR

EA

In

ters

ectio

n,

Cor

ridor

, Seg

men

t, Tr

ail

JUR

ISD

ICTI

ON

D

ETAI

LS O

F PR

OBL

EM

Lons

dale

Ave

at 1

st S

t I

CN

V

Diff

icul

t to

cros

s Lo

nsda

le

Lons

dale

Ave

at 2

nd S

t I

CN

V

Diff

icul

t to

cros

s Lo

nsda

le

Low

Lev

el R

oad

(from

Esp

lana

de to

Eas

t 3rd

St)

S

CN

V

Floo

ding

and

deb

ris c

ause

pro

blem

s fo

r bik

es

Low

Rou

te (f

rom

Wel

ch S

t to

Espl

anad

e)

C

DN

V/C

NV

Th

ere

is a

mis

sing

link

the

Low

Rou

te in

ord

er to

av

oid

Mar

ine

Driv

e - n

eed

a co

nnec

tion.

Poo

rly

mai

ntai

ned

road

.

Lynn

Cre

ek P

athw

ay (f

rom

Hig

hway

1 n

orth

war

ds)

T D

NV

P

aved

pat

h is

in p

oor c

ondi

tion

(cra

cks

and

ruts

)

Lynn

Val

ley

Rd

(Hig

hway

1 to

Dem

psey

) C

D

NV

N

ot e

noug

h sp

ace

for c

yclis

ts

Lynn

Val

ley

Rd

/Hig

hway

1

I D

NV

/CN

V

Not

eno

ugh

spac

e fo

r cyc

lists

Sey

lynn

(tra

il fro

m u

nder

Hig

hway

1 to

Eas

t Kei

th

Rd)

T

DN

V

Nee

ds a

bet

ter l

ink

Mar

ine

Driv

e C

orrid

or

C

DN

V/C

NV

G

ener

ally

bus

y an

d fe

els

unsa

fe

Mar

ine

Dr/W

est K

eith

Rd/

Bew

icke

Ave

I

CN

V

Diff

icul

t int

erse

ctio

n

Mar

ine

Dr/H

amilt

on A

ve

I C

NV

P

inch

poin

t EB

in fr

ont o

f Ste

ed

Jone

s/Ke

ith in

ters

ectio

n do

wn

to 3

rd/F

orbe

s S

C

NV

Lo

ts o

f con

flict

with

car

s, n

eeds

bet

ter s

igna

ge

and

desi

gn

Mt S

eym

our P

kwy

(from

Riv

ersi

de D

r to

Sey

mou

r Bl

vd)

S

DN

V

Pro

blem

are

a, a

nd n

ot e

noug

h sp

ace

on b

ridge

fo

r bik

es.

Nee

ds b

ike

lane

s.

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 4

9

TAB

LE 1

: LIS

T O

F PR

OB

LEM

AR

EAS

FOR

MAP

PIN

G

PR

OB

LEM

AR

EA

In

ters

ectio

n,

Cor

ridor

, Seg

men

t, Tr

ail

JUR

ISD

ICTI

ON

D

ETAI

LS O

F PR

OBL

EM

Mou

ntai

n H

wy

(from

Hun

ter S

t to

Fern

St)

S

DN

V

Not

eno

ugh

spac

e fo

r cyc

lists

Mou

ntai

n H

wy

(from

Eas

t Kei

th R

d to

Arb

orly

nn

Dr)

S

D

NV

/MoT

N

ot e

noug

h sp

ace

for c

yclis

ts

SeaB

us te

rmin

al

I C

NV

La

ck o

f dire

ctio

nal s

igna

ge a

nd c

onfli

ct w

ith

train

s

Spi

rit T

rail

(from

Wat

erfro

nt to

Har

bour

side

) S

C

NV

N

eeds

the

mis

sing

link

St. P

atric

k's

Ave/

East

2nd

St

I C

NV

C

onfli

cts

betw

een

cars

and

bik

es

Wel

ch S

t/Cap

ilano

Rd

I D

NV

Bu

sy

Wel

ch S

t/Tat

low

Rd

I D

NV

R

ight

of w

ay c

onfu

sion

Nor

ther

ly b

ike

rout

e in

DN

V fr

om D

emps

ey to

M

ount

ain

Hig

hway

C

D

NV

E

ntire

cor

ridor

is a

pro

blem

Mou

nt S

eym

our P

arkw

ay (f

rom

Par

kgat

e M

all

entra

nce

east

war

ds to

Dee

p C

ove)

S

D

NV

N

o bi

ke in

frast

ruct

ure

exis

ts

Rai

l cro

ssin

g at

Bew

icke

Ave

nue

I C

NV

N

eeds

rubb

er tr

ack

guar

ds

Wes

t 4th

Stre

et a

t Che

ster

field

Ave

nue

I C

NV

W

estb

ound

sig

ht d

ista

nce

is n

ot g

ood

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

0

Tabl

e 2

cont

ains

the

list o

f top

loca

tions

iden

tifie

d by

cyc

lists

that

are

illu

stra

ted

on M

ap B

– a

nd a

re s

epar

ated

by

juris

dict

ion.

Row

s ar

e co

lor-

code

d to

mat

ch th

e lin

es o

n M

ap B

.

TAB

LE 2

: LIS

T O

F PR

OJE

CTS

IDEN

TIFI

ED B

Y C

YCLI

STS

LOC

ATI

ON

JU

RIS

DIC

TIO

N

# O

F C

OM

ME

NTS

RE

CE

IVE

D

LOC

ATI

ON

S IN

SH

AR

ED

CN

V/D

NV

JU

RIS

DIC

TIO

N:

Lynn

Val

ley

Rd/

Hig

hway

1

Join

t CN

V/D

NV

14

Mar

ine

Driv

e C

orrid

or (f

rom

Wes

t 3rd

St/F

orbe

s A

ve to

Lio

ns G

ate

Brid

ge)

Join

t CN

V/D

NV

13

Eas

t Kei

th R

d (fr

om M

ount

ain

Hw

y to

St.

And

rew

s A

ve)

Join

t CN

V/D

NV

12

Low

Rou

te (a

cros

s N

orth

Sho

re)

Join

t CN

V/D

NV/

Oth

er

10

Spi

rit T

rail

(acr

oss

Nor

th S

hore

) Jo

int C

NV/

DN

V

9

Lons

dale

Ave

(fro

m E

spla

nade

to B

raem

ar R

d)

Join

t CN

V/D

NV

7

Mos

quito

Cre

ek (f

rom

Wes

t 16t

h St

to M

ontro

yal B

lvd)

Jo

int C

NV/

DN

V

3

New

Lyn

n C

reek

Ped

/Bik

e Br

idge

(fro

m C

row

n S

t to

Wes

t 4th

St,

thro

ugh

Par

k an

d Ti

lford

) Jo

int C

NV/

DN

V

2

New

Lyn

n C

reek

Ped

/Bik

e Br

idge

(fro

m C

row

n S

t to

Wes

t 4th

St,

thro

ugh

Par

k an

d Ti

lford

) Jo

int C

NV/

DN

V

1

Wes

t 3rd

St (

from

Pem

berto

n A

ve to

Fel

l Ave

) Jo

int C

NV/

DN

V

1

CN

V J

UR

ISD

ICTI

ON

:

Cot

ton

Rd/

Low

Lev

el R

d C

orrid

or

CN

V

11

Wes

t Kei

th R

d (fr

om M

arin

e D

r to

13th

St)

CN

V

7

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

1

TAB

LE 2

: LIS

T O

F PR

OJE

CTS

IDEN

TIFI

ED B

Y C

YCLI

STS

LOC

ATI

ON

JU

RIS

DIC

TIO

N

# O

F C

OM

ME

NTS

RE

CE

IVE

D

Spi

rit T

rail

(from

Esp

lana

de to

Har

bour

side

) C

NV

7

Forb

es A

ve (f

rom

Esp

lana

de to

Wes

t 3rd

St)

CN

V

5

SeaB

us T

erm

inal

C

NV

/Tra

nsLi

nk

3

Che

ster

field

Ave

(fro

m C

arrie

Cat

es to

Wes

t 21s

t St)

CN

V

3

Eas

t 4th

St (

from

Lon

sdal

e A

ve to

Gla

dsto

ne A

ve)

CN

V

2

Wes

t 25t

h/Ea

st 2

5th

St (f

rom

Wes

tvie

w D

r to

Tem

pe G

len)

C

NV

2

Eas

t 29t

h S

t: 29

th (L

onsd

ale

to T

empe

), Te

mpe

(fro

m 2

9th

to 2

9th)

, 29t

h (T

empe

to W

illiam

) C

NV

2

Eas

t 3rd

St (

from

Low

Lev

el R

d to

Que

ensb

ury)

C

NV

2

Eas

t 13t

h S

t (fro

m W

est G

rand

Blv

d to

Lon

sdal

e A

ve)

CN

V

2

Bro

oksb

ank

Ave

(fro

m E

ast K

eith

Rd

to C

otto

n R

d)

CN

V

1

Eas

t 15t

h S

t(fro

m W

est G

rand

Blv

d to

Lon

sdal

e A

ve)

CN

V

1

Eas

t 3rd

St/Q

ueen

sbur

y A

ve

CN

V

1

Eas

t 4th

St (

from

Hey

woo

d A

ve to

Hen

dry

Ave

) C

NV

1

Gre

en N

eckl

ace

CN

V

1

Lons

dale

Ave

/1st

St

CN

V

1

Lons

dale

Ave

/2nd

St

CN

V

1

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

2

TAB

LE 2

: LIS

T O

F PR

OJE

CTS

IDEN

TIFI

ED B

Y C

YCLI

STS

LOC

ATI

ON

JU

RIS

DIC

TIO

N

# O

F C

OM

ME

NTS

RE

CE

IVE

D

Lons

dale

Ave

/4th

St

CN

V

1

Lons

dale

Ave

/Kei

th R

d C

NV

1

St.

And

rew

's A

venu

e (E

spla

nade

to E

ast 2

3rd

St)

CN

V

1

Gra

nd B

lvd

(Eas

t Kei

th R

d to

Lyn

n V

alle

y R

d)

CN

V

1

Eas

t 25t

h S

t (W

estv

iew

to L

onsd

ale)

C

NV

1

Wes

t 23r

d S

treet

(Jon

es A

venu

e to

Lon

sdal

e A

venu

e)

CN

V

1

DN

V J

UR

ISD

ICTI

ON

:

Mai

n S

t (fro

m D

olla

rton

Hw

y to

Bro

oksb

ank)

D

NV

8

Mt S

eym

our P

kwy/

Fern

St (

from

Riv

ersi

de to

Mou

ntai

n H

wy)

D

NV

7

Lynn

Val

ley

Rd(

Hig

hway

1 to

Dem

psey

Rd)

D

NV

7

Mou

ntai

n H

ighw

ay (f

rom

Mai

n S

t to

Eas

t Kei

th R

d)

DN

V

5

Cap

ilano

Rd

(from

Hw

y 1

to G

rous

e M

ount

ain)

D

NV

4

Wel

ch S

t (fro

m T

atlo

w to

Lio

ns G

ate

Brid

ge)

DN

V

3

Dol

larto

n H

wy

(from

Mai

n S

treet

to D

eep

Cov

e)

DN

V

3

Mt S

eym

our P

kwy

Cor

ridor

D

NV

4

Eas

t Kei

th R

d Br

idge

/Lyn

n C

reek

D

NV

3

Mou

ntai

n H

ighw

ay (f

rom

Eas

t Kei

th R

d to

Arb

orly

nn)

DN

V

2

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

3

TAB

LE 2

: LIS

T O

F PR

OJE

CTS

IDEN

TIFI

ED B

Y C

YCLI

STS

LOC

ATI

ON

JU

RIS

DIC

TIO

N

# O

F C

OM

ME

NTS

RE

CE

IVE

D

Gar

den

Ave

/Wel

ch S

t D

NV

2

Lillo

oet R

d (fr

om M

t Sey

mou

r Pkw

y to

Pur

cell

Way

) D

NV

2

Mou

ntai

n H

ighw

ay (f

rom

Lyn

n V

alle

y to

McN

air)

D

NV

2

Edge

mon

t Vill

age

(from

Edg

emon

t Blv

d to

Sun

set B

lvd)

D

NV

1

Mt S

eym

our P

kwy/

Fern

St (

from

Riv

ersi

de to

Mou

ntai

n H

wy)

D

NV

1

From

me

Rd

(nor

th e

nd)

DN

V

1

Mar

ine

Driv

e/G

arde

n A

ve (E

astb

ound

left-

turn

) D

NV

1

Lloy

d A

ve(fr

om W

est 2

3rd

to W

est K

eith

) D

NV

1

Mac

kay

Ave

(fro

m W

est 1

5th

St t

o M

arin

e D

r)

DN

V

1

Orw

ell S

t (fro

m M

ain

St to

Fer

n S

t) D

NV

1

Pem

berto

n A

ve (f

rom

Wes

t 1st

St t

o M

arin

e D

r)

DN

V

1

Mou

nt S

eym

our R

d (M

t. S

eym

our P

kwy

to m

ount

ain

top)

D

NV

1

OTH

ER

JU

RIS

DIC

TIO

NS

:

Iron

Wor

ker's

Brid

ge -

Nor

th E

nd

MoT

12

Lion

s G

ate

Brid

ge -

Nor

th E

nd

MoT

7

Cap

ilano

Rd

(from

Mar

ine

Dr t

o W

elch

St)

Oth

er

3

Hig

hway

1 (f

rom

Iron

Wor

ker's

Brid

ge to

Tay

lor W

ay)

MoT

3

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

4

Tabl

e 3

cont

ains

the

list o

f rou

te c

hang

es s

ugge

sted

by

cycl

ists

that

are

illu

stra

ted

on M

ap C

.

TAB

LE 3

: LIS

T O

F PO

SSIB

LE R

OU

TE C

HAN

GES

ID

ENTI

FIED

BY

CYC

LIST

S

REM

OVE

O

R A

DD

R

OU

TE?

DE

TAIL

S O

F P

RO

POS

ED

RO

UTE

CH

AN

GE

S

TAFF

CO

MM

EN

T O

N W

HE

THE

R T

O

INC

OR

PO

RA

TE R

OU

TE C

HA

NG

E IN

BM

P

JUR

ISD

ICTI

ON

Rem

ove

Elim

inat

e E

ast 4

th S

t eas

t of H

endr

y N

o-ne

ed to

con

nect

to H

endr

y fo

r Spi

rit T

rail

conn

ectio

n; a

nd u

pcom

ing

2011

sig

nage

and

m

arki

ng p

roje

ct e

xten

ds to

Hen

dry.

CN

V

Add

Add

Shav

ingt

on (H

endr

y to

Kei

th)

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

CN

V

Add

New

on-

road

seg

men

t: Ke

ith fr

om S

t. An

drew

s to

Hen

dry

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

CN

V

Rem

ove

Elim

inat

e tra

il th

at g

oes

thro

ugh

bush

es fr

om T

empe

Gle

n to

Lyn

n Va

lley

No-

need

to k

eep

this

link

as

it is

cur

rent

ly u

sed,

an

d pr

ovid

es th

e on

ly o

ff-ro

ad c

onne

ctio

n to

Lyn

n Va

lley

in th

is a

rea.

CN

V

Rem

ove

Elim

inat

e 27

th S

treet

rout

e (fr

om J

ones

to S

t. A

ndre

w's

) ,

plus

St.

And

rew

's (2

5th

to 2

7th)

Y

es -

25th

Stre

et h

as b

ette

r pot

entia

l as

a bi

ke

rout

e, a

nd 2

9th

is b

eing

add

ed a

s w

ell.

CN

V

Add

Add

Sut

herla

nd fr

om K

eith

to 1

7th

No.

Hen

dry

will

hav

e pe

d si

gnal

in fu

ture

, whi

ch

will

impr

ove

safe

ty fo

r bik

es a

nd p

eds

cros

sing

K

eith

. A

lso,

Sut

herla

nd h

as a

cre

st th

at re

duce

s si

ght d

ista

nce

for E

astb

ound

left-

turn

cyc

lists

.

CN

V

Add

New

on-

road

seg

men

t: 23

rd b

etw

een

Jone

s an

d C

hest

erfie

ld

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

CN

V

Add

New

on-

road

seg

men

t: 23

rd b

etw

een

St. A

ndre

w's

&

Rid

gew

ay

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

CN

V

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

5

TAB

LE 3

: LIS

T O

F PO

SSIB

LE R

OU

TE C

HAN

GES

ID

ENTI

FIED

BY

CYC

LIST

S

REM

OVE

O

R A

DD

R

OU

TE?

DE

TAIL

S O

F P

RO

POS

ED

RO

UTE

CH

AN

GE

S

TAFF

CO

MM

EN

T O

N W

HE

THE

R T

O

INC

OR

PO

RA

TE R

OU

TE C

HA

NG

E IN

BM

P

JUR

ISD

ICTI

ON

Add

New

on-

road

seg

men

t: 19

th b

etw

een

Moo

dy a

nd W

est

Gra

nd B

lvd)

Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n C

NV

Add

New

on-

road

seg

men

t: La

rson

bet

wee

n Jo

nes

and

21st

Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n C

NV

Add

New

on-

road

rout

e: 2

9th

(from

Lon

sdal

e to

Tem

pe)

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

CN

V/D

NV

Add

New

on-

road

rout

e: T

empe

Cre

scen

t (fro

m 2

9th

to 2

9th)

Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n C

NV

/DN

V

Add

New

on-

road

rout

e: 2

9th

(from

Tem

pe to

Willi

am)

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

CN

V/D

NV

Add

Off-

road

rout

e: a

long

sou

th s

ide

of H

ighw

ay 1

from

C

apila

no to

Wes

tvie

w

Yes-

MoT

juris

dict

ion

but c

ould

be

futu

re p

roje

ct

MoT

Add

Add

this

"EX

ISTI

NG

on-

road

" ro

ute:

Mac

kay

from

1st

to

15th

Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n C

NV

Add

New

on-

road

rout

e: P

urce

ll W

ay (e

ast o

f Lillo

oet R

d to

U

nive

rsity

) N

o –

new

pat

h co

nstru

cted

in 2

011

D

NV

Add

New

bik

e pe

d ov

erpa

ss: f

rom

Sey

lynn

Par

k ov

er H

ighw

ay

1 N

o-M

oT ju

risdi

ctio

n D

NV

/MoT

Add

New

on-

road

rout

e: B

ewic

ke (M

arin

e to

Cop

ping

), of

f-roa

d (C

oppi

ng to

Fel

l), F

ell (

sout

h of

Aut

omal

l), H

arbo

ursi

de

(wes

t of F

ell).

Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n C

NV

Add

New

on-

road

rout

e: L

loyd

Ave

(fro

m H

wy

1 to

23r

d)

Yes

– ad

d to

the

Bic

ycle

Mas

ter P

lan

D

NV

Add

New

on-

road

rout

e: 2

3rd

(from

Pem

berto

n to

Phi

lip)

Yes

– ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

6

TAB

LE 3

: LIS

T O

F PO

SSIB

LE R

OU

TE C

HAN

GES

ID

ENTI

FIED

BY

CYC

LIST

S

REM

OVE

O

R A

DD

R

OU

TE?

DE

TAIL

S O

F P

RO

POS

ED

RO

UTE

CH

AN

GE

S

TAFF

CO

MM

EN

T O

N W

HE

THE

R T

O

INC

OR

PO

RA

TE R

OU

TE C

HA

NG

E IN

BM

P

JUR

ISD

ICTI

ON

Add

New

off-

road

rout

e: 2

3rd

(from

Phi

lip to

Kei

th)

Yes

– ad

d to

the

Bic

ycle

Mas

ter P

lan

D

NV

Add

New

on-

road

rout

e: B

arro

w S

treet

(fro

m H

arbo

ur to

eas

t en

d), t

hen

off-r

oad

conn

ectio

n up

to M

ain.

Ye

s –

add

to th

e B

icyc

le M

aste

r Pla

n

DN

V/M

oT

Add

New

on-

road

rout

e: G

arde

n or

Tat

low

fro

m M

arin

e to

C

apila

no

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V

Add

New

on-

road

rout

e: W

est G

rand

Blv

d (K

eith

Roa

d to

19

th),

Bou

leva

rd (f

rom

19t

h to

Lyn

n V

alle

y), 1

9th

(Wes

t G

rand

to E

ast G

rand

) Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n C

NV

Add

New

off-

on ro

ad ro

ute:

Fro

m P

embe

rton/

Hw

y 1

over

pass

, an

off-

road

rout

e th

roug

h M

urdo

Fra

ser P

ark,

con

nect

ing

to E

dgem

ont V

illage

N

o –

grad

es a

re v

ery

chal

leng

ing

DN

V

Add

New

off-

road

con

nect

ion:

Orw

ell t

o Fe

rn

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V/M

oT

Add

New

off-

road

rout

e: a

trai

l alo

ng L

ynn

Cre

ek fr

om M

ain

St

to M

tn H

wy

on D

NV

sid

e Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n D

NV

Add

New

on-

road

rout

e: a

dd K

ing'

s R

oad

(Lon

sdal

e to

Mah

on)

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V

Add

New

on-

road

rout

e: a

dd M

ahon

(Kin

g's

Roa

d to

29t

h)

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V

Add

New

on-

road

rout

e: a

dd 2

9th

(Mah

on to

Jon

es)

Yes

- ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V

Add

New

on-

road

rout

e: B

rook

sban

k A

venu

e (C

otto

n R

d to

K

eith

Rd)

Y

es -

add

to th

e B

icyc

le M

aste

r Pla

n C

NV

App

endi

x 4 –

Map

ping

Pro

cess

B

ICYC

LE M

ASTE

R P

LAN

201

2 5

7

TAB

LE 3

: LIS

T O

F PO

SSIB

LE R

OU

TE C

HAN

GES

ID

ENTI

FIED

BY

CYC

LIST

S

REM

OVE

O

R A

DD

R

OU

TE?

DE

TAIL

S O

F P

RO

POS

ED

RO

UTE

CH

AN

GE

S

TAFF

CO

MM

EN

T O

N W

HE

THE

R T

O

INC

OR

PO

RA

TE R

OU

TE C

HA

NG

E IN

BM

P

JUR

ISD

ICTI

ON

Add

New

on-

road

rout

e: R

iver

side

Dr u

p to

top

(Mtn

bik

e Tr

ails

en

tranc

e)

Yes

– ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V

Add

New

on/

off-r

oad

rout

e: E

dgem

ont (

Rid

gew

ood

to S

unse

t),

Sun

set B

lvd

(from

Edg

emon

t to

Tall

Tree

Lan

e), T

all T

ree

Lane

(fro

m S

unse

t to

Car

olyn

), C

arol

yn (f

rom

Tal

l Tre

e to

Ed

gew

ood)

, and

off-

road

from

Han

dsw

orth

Sch

ool o

n an

of

f-roa

d pa

th u

p to

Mon

troy

al B

oule

vard

Yes

– ad

d to

the

Bic

ycle

Mas

ter P

lan

DN

V

Add

New

off-

road

rout

e: T

rail

betw

een

Bro

oksb

ank

Ele

men

tary

Sc

hool

(ove

r/und

er H

ighw

ay 1

) to

Arbo

rlynn

Dr

No-

MoT

juris

dict

ion

MoT

Add

New

Off-

road

rout

e: m

ark

bike

rout

e th

roug

h M

osqu

ito

Cre

ek P

ark

(16t

h to

Mon

t Roy

al).

Ye

s –

add

to th

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APPENDIX 5 – TECHNICAL EVALUATION PROCESS

This appendix outlines the proposed process for evaluating the technical aspects of priority bicycle network projects. When the prior (2006) Bicycle Master Plan was drafted, all identified “network priorities” underwent a technical evaluation in order to categorize bike projects into “low” and “high” priorities. In the context of the 2012 Bicycle Master Plan, the projects identified as “priorities” (Phase 1) will also undergo a technical evaluation (Phase 2). This 2nd phase of the evaluation process will be conducted by City and District staff separately, in conjunction with their respective Capital planning processes. Beyond 2012, the technical evaluations will be updated periodically as required, in order to reflect current conditions. The City and District will apply both qualitative and qualitative criteria during Phase 2 of the evaluation process, using methodologies similar to that used for the 2006 Bicycle Master Plan. The criteria are not finalized at this time, but will likely include the following five categories. Safety - This is a measure of existing safety conditions and involves a subjective

rating on scale of 1 to 5 to reflect a range from negligible to severe safety issues.

Guidelines - This criterion measures how well a bicycle facility could be constructed to meet applicable design guidelines (including Transportation Association of Canada guidelines as well as supplementary guidelines).

Demand - This criterion provides a measure of existing and latent demand. Subjective ratings are based on estimated increases in cyclists and resulting number of cyclists if route/connections were developed as proposed.

Appeal - This criterion provides a measure of the potential appeal of a route to cyclists and the proportion of all cyclists to whom the route would appeal. This criterion considers aesthetics, grade and other factors affecting the quality of the cycling environment. A subjective rating on scale of 1 to 5 reflects a range from negligible to strong appeal.


Cost - This criterion is based on an order-of-magnitude estimate of the cost of implementing route or connection. Ratings on a scale of 1 to 5 are assigned to projects based on comparative costs.

The technical evaluation of priority projects will be initiated once the criteria and weighting methodologies are established by City and District staff.

Appendix 6- Monitoring Program BICYCLE MASTER PLAN 2012 63

APPENDIX 6 MONITORING PROGRAM

This appendix provides additional information and background related to Bicycle Monitoring

The 2006 Plan1 included a section dedicated to bicycle program monitoring. This section (as follows) is still supported in the 2012 Bicycle Master Plan (though the reference to the “Joint Bicycle Advisory Committee” should more appropriately be “Cycling or Transportation Advisory Committee.”

In general:

A monitoring program is essential to ensure that the Bicycle Master Plan is implemented as intended, and to determine whether the plan is achieving the goals of improving safety for cyclists and encouraging more cycling. A monitoring program will also enable municipal staff to justify continued expenditures and allocation of resources for bicycle facilities and programs. Monitoring also provides a means of identify changing conditions which would require changes to the Bicycle Master Plan.

Monitoring should be undertaken on a periodic. The first year of monitoring will establish baseline conditions, against which information collected in subsequent years will be compared. After data have been collected and summarized in the first year, it will also be possible to establish targets to be achieved within a specific time period.

Monitoring should be conducted by municipal staff, as part of on-going data collection and management activities. Other agencies and volunteers can be recruited through the Joint Bicycle Advisory Committee, the Vancouver Area Cycling Coalition and other cycling organizations to assist in monitoring, as a means of increasing the scope of the monitoring program, and minimizing costs.

1 2006 North Vancouver Bicycle Master Plan (Urban Systems Limited)


Measures of Success:

In order to clearly and reliably gauge the success of the Bicycle Master Plan, the monitoring program should collect data that can be used to calculate the following performance measures:

Mode share. Data available from TransLink and Statistics Canada indicate bicycle mode shares — the proportion of trips made by bicycle. Currently, 1.2% of all trips in North Vancouver are made by bicycle. A trend increase in the bicycle mode share of all trips and of work trips will be a key indicator of the success of the Bicycle Master Plan.

Usage of routes. Annual counts of bicycles at selected locations on the bicycle network —including on-street routes and pathways — will provide an indication from year-to-year of the increase in bicycle use. A trend increase in the numbers of cyclists will be a key indicator of the success of the Bicycle Master Plan.

Kilometres of routes. The number of kilometres of bicycle routes — on-street and off-street — should be recorded each year. Over time, this will provide a measure of the expansion of the bicycle network.

Bicycle parking. Similarly, the number of bike rack spaces and secure bicycle parking spaces should be recorded each year.

Cyclist satisfaction. Periodic surveys of cyclists should be used to indicate satisfaction with bicycle facilities and various features of the bicycle network, and to identify major issues. Satisfaction should be rated on a scale of 1-to-5, where 1 indicates very unsatisfied, 2 indicates somewhat unsatisfied, 3 indicated neutral, 4 indicates somewhat satisfied and 5 indicates very satisfied. Continued increases in satisfaction ratings will be a key indicator of the success of the Bicycle Master Plan.

Bicycle crashes. Although bicycle crashes are typically not reported, and even when reported are often poorly recorded, a year-to-year summary of numbers and locations of bicycle crashes is useful in identifying safety-related issues and trends.

As previously outlined2, an annual data collection program should be designed by local municipalities to consider the following components.

1) Bicycle Counts should be undertaken on a cordon basis so that shifts in bicycle travel to a new or improved route do not skew usage calculations. For consistency, counts

2 2006 North Vancouver Bicycle Master Plan (Urban Systems Limited)


should be undertaken at the same locations each year, and at the same times of the year and the same times during the day. The optimum time to undertake counts is in late September/early October (avoiding the Thanksgiving holiday), as schools and post-secondary institutions are in session at this time, and the weather is generally good.

2) Bicycle surveys should be undertaken annually or bi-annually to determine cyclists’ travel patterns, to identify key origins and destinations, to measure cyclists’ satisfaction levels, to identify bicycle network needs and priorities, and to collect other data needed to calculate the performance measures described above. These surveys could be conducted on-line and/or via survey forms distributed along bicycle routes, through bicycle stores and through local employers.

3) Local data should be supplemented with travel data available from TransLink and Statistics Canada. TransLink conducts a regional trip diary survey every five years, which provides information regarding bicycle mode shares, origins and destinations, trip lengths and other travel characteristics. Statistics Canada conducts a census every five years, which provides information regarding bicycle mode shares for trips to work.

City of North Vancouver 141 West 14th Street North Vancouver BC V7M 1H9 Tel: 604.983.7333 Fax: 604.985.9417 Email: [email protected] www.cnv.org

www.cnv.org/cycling

District of North Vancouver 355 West Queens Road North Vancouver, BC V7N 4N5 Tel: 604.990.2311 Email: [email protected] www.dnv.org

www.dnv.org/cycling

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