HomeMy WebLinkAboutTAC 2019-06-26 AgendaCity of Maple Ridge
ACTIVE TRANSPORTATION ADVISORY COMMITTEE
AGENDA
June 26, 2019, 7:00 pm
Blaney Room, Maple Ridge City Hall
1. CALL TO ORDER
2. APPROVAL OF THE AGENDA
3. ADOPTION OF MINUTES – May 29, 2019
4. DELEGATIONS
5. QUESTION PERIOD
6. NEW AND UNFINISHED BUSINESS
6.1. Bicycle Registry Program – 529 Garage
6.2. Process for Road Safety Related issues and correspondence
6.3. School Cycling Education
6.4. Cycling Resources
6.5. Spot Improvements
6.6. Update on the City’s participation in road safety programs for schools
7. CORRESPONDENCE
8. ROUNDTABLE
9. ADJOURNMENT
QUESTION PERIOD
Question Period provides the public with the opportunity to ask questions or make comments on
subjects that are of concern to them. Each person will be given 2 minutes to speak. Up to ten
minutes in total is allotted for Question Period.
City of Maple Ridge
ACTIVE TRANSPORTATION ADVISORY COMMITTEE
REGULAR MEETING
The Minutes of the Regular Meeting of the Active Transportation Advisory Committee, held in the
Blaney Room, at Maple Ridge City Hall on May 29, 2019 at 7:01 pm.
____________________________________________________________________________________
COMMITTEE MEMBERS PRESENT
Councillor Ahmed Yousef Council Liaison
Vijay Soparkar, Chair Member at Large
Colette Trudeau School Trustee
Gary Hare, Vice Chair Seniors Community Representative
Jennifer Wright Member at Large - Cycling Representative
Kim McLennan Municipal Advisory Committee on Accessibility and Inclusiveness
Representative
STAFF MEMBERS PRESENT
Purvez Irani Manager of Transportation / Staff Liaison
Amanda Allen Committee Clerk
GUESTS
Councillor Meadus Council Liaison – alternate
Pascale Shaw School Trustee – alternate
ABSENT
Cpl. Steven Martin Ridge Meadows RCMP – Traffic Services
Ineke Boekhorst Downtown Maple Ridge Business Improvement Association
Note: Councillor Yousef chaired the meeting as the presiding member
Note: Jennifer Wright participated via GoToMeeting
1. CALL TO ORDER
2. APPROVAL OF THE AGENDA
R/2019-004
It was moved and seconded
That the agenda for the May 29, 2019 Active Transportation Advisory Committee be approved
as circulated.
CARRIED
3. ADOPTION OF THE MINUTES
R/2019-005
It was moved and seconded
That the minutes of the Maple Ridge Active Transportation Advisory Committee meeting dated
September 26, 2018 and April 24, 2019 be adopted.
CARRIED
Active Transportation Advisory Committee Minutes
May 29, 2019
Page 2 of 3
4. DELEGATION - Nil
5. QUESTION PERIOD - Nil
6. NEW AND UNFINISHED BUSINESS
6.1. 2019 Chair and Vice Chair Elections
The staff liaison opened the floor to nominations for a Chair.
R/2019-006
It was moved and seconded
That Vijay Soparkar be elected Chair of the Active Transportation Advisory Committee for 2019.
CARRIED
The staff liaison opened the floor to nominations for a Vice Chair.
R/2019-007
It was moved and seconded
That Gary Hare be elected Vice Chair of the Active Transportation Advisory Committee for
2019.
CARRIED
Note: Vijay Soparkar assumed the Chair.
6.2. Seniors Issues Affecting Active Transportation in Maple Ridge
Gary Hare gave a PowerPoint presentation ‘Think Senior’ highlighting the importance of
safety and senior friendly infrastructure that enables seniors to participate in modes of active
transportation. There was discussion on the separation of walk and bikeways from traffic,
multi-use pathways and the ‘complete street’ concept. The staff liaison reviewed the phased
plan of the TransLink B Line project.
6.3. Topics for future meetings
There was discussion on potential topics and the following items and concepts were
identified:
• Active neighbourhoods;
• Walkability of downtown corridor (224 Street from 124 Avenue to 117 Avenue) for
all ages and abilities;
• Safe and secure bicycle parking;
• Identify barriers/challenges for children walking/cycling to school;
• Utilize mapping technology to identify and educate active transportation
opportunities for families in proximity to local schools;
Active Transportation Advisory Committee Minutes
May 29, 2019
Page 3 of 3
• Partnered education campaigns around behaviours in school zones;
• Walk 30 challenge between communities / schools;
There was discussion on programs that teach children road and cycling safety and the staff
liaison will look into City of Maple Ridge participation into such programs and report back at
a future meeting.
7. CORRESPONDENCE - Nil
8. ROUNDTABLE
Members received verbal reports on relevant activities and active transportation topics.
Kim McLennan will bring information on school planning through best practices learned in
other communities to a future meeting.
Jennifer Wright will bring information about the in-school HUB program to a future meeting.
9. ADJOURNMENT – 8:23 pm.
Vijay Soparkar, Chair
/aa
L E A R N 2 R I D E
C U R R I C U L U M O V E R V I E W
GRADES
3 6
D E V E L O P M E N T
D e s i g n e d f o r G r a d e s 3 -6 , t h i s s p e c i a l i z e d c u r r i c u l u m w a s f i r s t d e v e l o p e d i n 2 0 1 4 i n c o n s u l t a t i o n w i t h
l o c a l c y c l i n g i n s t r u c t i o n e x p e r t s a n d e x t e r n a l s c h o o l -b a s e d r e v i e w e r s , a n d i n c o n s i d e r a t i o n
o f e x i s t i n g c u r r i c u l a . H U B C y c l i n g r e v i e w s t h e c o n t e n t o f t h e c o u r s e a n n u a l l y a n d h a s m a d e r e g u l a r
u p d a t e s a n d i m p r o v e m e n t s t o t h e c o u r s e t o e n s u r e i t r e m a i n s c u r r e n t a n d e f f e c t i v e .
T H E G O A L T o l e a r n s a f e c y c l i n g s k i l l s , b u i l d c o n f i d e n c e
r i d i n g a n d e x p e r i e n c e t h e j o y o f c y c l i n g .
P R O G R A M
T H E 2 2.5 to t a l ho u r s o f
i n s t r u c t i o n
p e r c l a ss
days of
programming
I n -c l a s s
i n t r o d u c t i o n t o
c y c l i n g s a f e t y
(6 0 m i n u t e s )
D A Y 1
O n -b i k e c y c l i n g
s k i l l s t r a i n i n g o n
t h e s c h o o l g r o u n d
w i t h s i m u l a t e d
t r a f f i c s c e n a r i o s
(9 0 m i n u t e s )
D A Y 2
L E A R N I N G O U T C O M E S
SKILLS
KNOWLEDGE
CONFIDENCE
R i d i n g i n d e p e n d e n t l y
U s i n g b r a k e s f o r
c o n t r o l
L e f t a n d r i g h t t u r n s
S h o u l d e r c h e c k i n g
H a n d s i g n a l s
I m p o r t a n c e o f s a f e t y
e q u i p m e n t
B a s i c p a r t s o f a b i k e
M e a n i n g o f h a n d
s i g n a l s
A w a r e n e s s f o r o t h e r
r o a d u s e r s
E V A L U A T I O N
In some ci ties, add it i ona l s ur ve y s are
adm i ni s tered to ev alua te o utcom es in
m or e de pth .
T each er s ar e a ske d to com pl ete an
on line su r vey af te r t he cou r se to
m easu re co ur se i mpac t and ch an ge s
in habits wi thin the sc hoo l
com mun it y .
C a n m o u n t , s t a r t , s t o p
a n d d i s m o u n t t h e i r
b i k e
C a n r i d e i n d e p e n d e n t l y
a n d c o n t i n u o u s l y f o r 1
m i n u t e
=
A l l d a y s a r e l e d b y H U B C y c l i n g 's t e a m o f c e r t i f i e d c y c l i n g i n s t r u c t o r s .
O u r f l e e t o f 1 8 b i c y c l e s
a c c o m p a n i e s e a c h p r o g r a m
(i n c l u d i n g a d a p t i v e b i k e s ).
W e a l s o a s k s t u d e n t s t o b r i n g
t h e i r o w n w h e n p o s s i b l e .
RIDE THE ROAD
C U R R I C U L U M O V E R V I E W
D e s i g n e d f o r g r a d e s 5 -7 , t h i s s p e c i a l i z e d c u r r i c u l u m w a s d e v e l o p e d i n 2 0 1 0 w i t h t h e B C c u r r i c u l u m a n d
M e t r o V a n c o u v e r c o n t e x t i n m i n d , i n c o n s u l t a t i o n w i t h l o c a l c y c l i n g i n s t r u c t i o n e x p e r t s a n d s e c o n d a r y
s c h o o l s . H U B C y c l i n g r e v i e w s t h e c o n t e n t o f t h e c o u r s e a n n u a l l y a n d h a s m a d e r e g u l a r u p d a t e s a n d
i m p r o v e m e n t s t o t h e c o u r s e t o e n s u r e i t r e m a i n s c u r r e n t a n d e f f e c t i v e .
D E V E L O P M E N T
THE GOAL T o i n cr ea se s t u d ents ' s af e c y cling s kills a n d
co n f i d enc e, so the y ca n ex p er i enc e t he b e ne fits
of bik i n g f o r tran s port ation.
THE
PROGRAM
to t al h o ur s of
i n s t r u ct ion
per c l a ss
5
d ays 5
DAY 1 DAY 2 DAY 3 DAY 4
DAY 5
I n -c l a s s
i n t r o d u c t i o n t o
c y c l i n g a n d
s a f e t y
A B C 's o f b i k e
m a i n t e n a n c e
o n t h e s c h o o l
y a r d
C y c l i n g s k i l l s
t r a i n i n g o n t h e
s c h o o l g r o u n d
I n -c l a s s
c y c l i n g t r i v i a
g a m e a b o u t t h e
r u l e s o f t h e
r o a d
N e i g h b o u r h o o d
r o a d r i d e
a r o u n d t h e
s c h o o l
c o m m u n i t y
L E A R N I N G O U T C O M E S
SKILLS
AWARENESS
CONFIDENCE
T u r n i n g
B r a k i n g
R o u t e p l a n n i n g
G e a r i n g
P r e -r i d e c h e c k s
R o a d r i d i n g
R u l e s o f t h e r oa d
I m po r t a n c e o f v i s i b i l i t y
S ha r i n g t he r o a d
P os i t i o n i n g
N av i g at i n g q u i e t s t r e e t s
H o w t o s e c u re l y l o c k a
b i k e
C l i m b i n g a n d
d e s c e n d i n g h i l l s
R i d i n g s a f e l y a s p a r t
o f a g r o u p
O u r f l e e t o f 1 2 b i c y c l e s
a c c o m p a n i e s e a c h p r o g r a m
(i n c l u d i n g a d a p t i v e b i k e s ).
W e a l s o a s k s t u d e n t s t o b r i n g
t h e i r o w n w h e n p o s s i b l e .
E V A L U A T I O N
Te achers co mple te an on line
survey af ter th e co urse to mea s ur e
co ur se impa c t and ch ange s i n h abits
wi thin the s c hoo l c ommu nity.
Bef or e a nd a fte r t he c ours e, st udent s
complete su r vey s th at
me asure cycling hab its an d skil l s,
con fi den ce levels, and knowledg e o f
tr aff ic safet y .
X 1
h o ur o f i ns t r u c t ion
=
GRADES
5 7
A l l d a y s a r e l e d b y H U B C y c l i n g 's t e a m o f c e r t i f i e d c y c l i n g i n s t r u c t o r s .
Transportation Design Guidelines:
All Ages and Abilities Cycling Routes
Version 1.1
March, 2017
The City of Vancouver has a vision to make cycling safe,
convenient, comfortable and fun for all ages and abilities
(AAA), including families with children, seniors, and new
riders. An inviting and connected network of low stress
“AAA” routes will provide a wide spectrum of the population
the option to cycle for most short trips.
This guideline provides 10 “general rules1” to consider when
designing or designating a route “AAA”. It is intended as a
living document that will be updated and supplemented
periodically as we learn from local projects, research, and
other leading cities.
Overview:
Many types of traditional bike facilities
only appeal to people who are
comfortable riding in traffic. However,
bikeways on quiet streets, protected
bike lanes, and off-street pathways
appeal to people who are interested in
cycling but concerned for their safety.2
The general approaches to creating
AAA cycling routes on city streets are:
•Ensuring low motor vehicle speeds
and volumes on local streets, or
•Providing physical separation on
busy streets
Rule #2:Target motor vehicle
volume below 500/day
(below 50/peak hour)
Reducing the number of
interactions between motor
vehicles and people cycling can
improve safety and comfort. At
a volume below 500 vehicles
per day, most people cycling
will encounter less than one
motor vehicle per block in the
peak hour.
Considerations:
•On routes with more than 500 vehicles/day
(more than 50/hr), consider additional traffic
calming or diversion to bring volumes down
to the target value.
•Routes with up to 1,000 vehicles/day
(100/hr) may be considered AAA after
carefully considering speed, parking
turnover, and passing opportunities.
•On routes where low motor vehicle volumes
are not possible to achieve, separation of
bikes from vehicles is needed.
Build the types of cycling facilities that feel comfortable for allRule #1:
Local Street
Bikeway
Im
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Major Street
Shared Use Lane
Painted Bicycle
Lane
Less More
Suitable for AAA facilityUnsuitable for AAA facility
Paint Buffered
Bike Lane
Local Street
Bikeway
Protected Bike
Lane
Off-Street
Pathway
Level of Comfort
....
....
•················• )~,~ •
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~YOF
VANCOUVER
Transportation Design Guidelines
All Ages and Abilities Cycling Routes
Rule #3:
Slower vehicle speeds reduce the
likelihood of a collision by making it
easier for drivers to see people cycling
and by shortening the distance needed
to stop. Slower speeds also reduce the
severity and fatality risk in the event of
a collision. Along local street bikeways,
the posted speed limit is 30km/hr. In
order for a shared roadway to be safe
and comfortable for people cycling
it is important that the speed limit is
respected.
Considerations:
• Traffic calming measures, landscaping, and other design features should be
integrated into bikeways to encourage compliance with the posted speed.
• If vehicle speeds cannot be brought below the AAA threshold, separation of
bicycles from motor vehicles is recommended.
Rule #4:
The roadway widths above allow for a
person cycling to pass an oncoming car
without feeling squeezed or entering
a door zone. It also allows two people
cycling side by side to comfortably pass
an oncoming cyclist. Providing this width
is especially important in areas with high
parking occupancy and along busy bike
routes.
Local Street
Bikeway
Local Street
Bikeway
Considerations:
• Engineering judgement is
needed when considering each
context. Wider streets provide
more comfortable passing and
increased cycling capacity, but
may also encourage higher
vehicle speeds and other
undesired effects.
• Where motor vehicle volumes
and parking turnover are very
low, a minimum roadway width
of 9m (30ft) with parking on
both sides, or 7m (23ft) with
parking on one side, may be
considered AAA.
• Where parking occupancy is
typically less than 40%, an 8m
(26ft) street with parking on
both sides may be considered
AAA.
Consider the interplay between parking and roadway width:
• 8m (26ft) allows parking on one side
• 10m (33ft) allows parking on both sides
Too narrow for
comfortable passing
Allows for
comfortable passing
Target motor vehicle speed below 30km/hr
median (below 40km/hr 95th percentile)
Source: Based on data from VicRoads,Australia.
Found in Victorian Auditor-General’s Office
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~YOF
VANCOUVER
Lower Speeds Reduce Risk
100
80
60
40
20
0 10 20 40 50 60 70 80
Motor Vehicle Speed (km /h)
__ I _I __
Transportation Design Guidelines
All Ages and Abilities Cycling Routes
Rule #5:Design bike lane width for comfortable passing:
• 2.5m (8ft) unidirectional
• 3.0m (10ft) bidirectional
For optimal usability and comfort,
protected bike lanes should be wide
enough for comfortable passing,
allow some degree of conversational
cycling, and accommodate all types
of wheeled active transportation
(skateboards, cargo bikes, etc.). For
unidirectional travel, a 2m (6.5ft)
bike lane may allow for occasional
passing as it can physically fit two
standard bicycles. However, 2.5m
(8ft) provides some lateral clearance
for more comfortable passing
and conversational cycling. For
comfortable bidirectional travel, the
bike lane should be at least 3m (10ft)
to accommodate the full comfortable
clearance envelope of two cyclists.
Considerations:
• Edge conditions must be taken into account when determining appropriate
width, as they may add to or subtract from usable width.
• Additional clearance is needed from vertical obstructions such as lamp poles.
• Widths of 4.5m (15ft) bidirectional or 3.0m (10ft) unidirectional are recommended
where 2-way bike volumes are expected to be greater than 7500 bikes/day.
• Over short distances or in constrained environments (eg. behind bus stops)
narrower lanes may be acceptable taking into account the local context.
Off-Street
Pathway
Protected Bike
Lane
Preferred minimum
2.5m unidirectional path
Provides some clearance for
passing and conversational
cycling
Preferred minimum
3.0m bidirectional path
Provides comfortable
clearance for passing
oncoming cyclist
Rule #6:
Local Street
Bikeway
Provide adequate lighting along the entire length of the route
Reliable and consistent lighting can enhance safety and comfort for people biking,
especially in the winter months or during inclement weather. Sufficient lighting is of
particular importance at intersections.
Considerations:
• Further research is needed to define
an “adequate” level of lighting. In
the meantime, a subjective review of
lighting can be used to determine if
a route is AAA.
• Recreational routes without lighting
may be considered AAA during
daylight hours.
• It is desirable to provide lighting on
portions of recreational routes that
are used for transportation cycling.
Off-Street
Pathway
Protected Bike
Lane
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Pathway Width: 2.5 m
~YOOFUVER VANC
1.Sm
Pathway Width: 3.0 m
Transportation Design Guidelines
All Ages and Abilities Cycling Routes
Rule #8:
Local Street
Bikeway
Provide smooth and paved travel surfaces
Smooth surfaces are especially important for older adults and people who are new
to cycling because rough surfaces are more jarring, less comfortable, and may
contribute to falls. Research out of the Netherlands shows a preference for asphalt,
followed by concrete, over pavers and other textured surfaces.4
Considerations:
• Separate pathways should be intuitive. In general, asphalt is the preferred material
for cycling and concrete is the preferred material for walking.
• A variety of surface treatments such as saw-cut concrete, textured treatments,
or finely crushed aggregate may be considered AAA through plazas, parks, and
other context-sensitive areas.
• Where there are abrupt changes in grade, the bicycle facility should be designed
to minimize jarring. For example, long ramps and vertical curves should be used
where a bike lane transitions from road to sidewalk level
Rough surfaces are uncomfortable
Off-Street
Pathway
Protected Bike
Lane
Smooth surfaces are comfortable
Rule #7:
Protected Bike
Lane
Considerations:
• Existing shared-use pathways and public spaces may be considered AAA;
however, consideration should be given to separating users in busy areas. New
pathways should be designed with separated walking and cycling space.
• The type of separation can vary and could be a landscaped buffer, a beveled
curb, or a painted line depending on context.
Shared-use pathways are perceived
to be comfortable by many people
on bikes and can help to encourage
more cycling. However, they tend to
have a higher collision risk than bike-
only pathways.3 For people walking,
shared pathways can be uncomfortable
when there are high numbers of people
biking at relatively fast speeds.Separated space is more comfortable for all
Off-Street
Pathway
Create separate spaces for walking and cycling..... --
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~YOOFUVER VANC
Transportation Design Guidelines
All Ages and Abilities Cycling Routes
Rule #9:
Local Street
Bikeway
Off-Street
Pathway
Protected Bike
Lane
Keep grades below 3% as much as possible
Steep hills can be very challenging, particularly for young riders, seniors, people who
are new to cycling, and some people with disabilities. Most people can maintain a
speed of 10 km/hr—a speed that helps to maintain balance—on a grade of 4% or less.
Other research suggests a grade of 3% or less is desirable for longer distances. For
grades between 4% and 8%, people are more likely to weave to maintain balance on
a bike. At grades above 8%, speed drops to a point where many people have a hard
time keeping their balance and have to dismount.5
Considerations:
• For new bridges and ramps, start with concepts using a 3% grade. If the
concepts are not feasible, grades up to 5% may be acceptable.
• Since it is not always possible or practical to avoid a hill, routes with grades up to
5% may be considered AAA and above 5% for short distances:
i. Less than 500m, for grades between 5% and 7% .
ii. Less than 150m (about a block), for grades between 7% and 8%
iii. Less than 30m, for grades above 8%.
• For routes with grades of 5% or higher:
i. Consider mitigation measures for people riding uphill, such as flat
landings at regular intervals (~every 100m) for resting and a wider bike
path to accommodate weaving.
ii. Consider mitigation measures for people riding downhill, including higher
design speeds, improved sightlines, and other safety measures.
iii. Sign a flatter alternate route if possible.
iv. Identify hills on cycling route maps.
Some people have to weave to get up steeper hills
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~YOF
VANCOUVER
Transportation Design Guidelines
All Ages and Abilities Cycling Routes
Rule #10:
Local Street
Bikeway
Off-Street
Pathway
Protected Bike
Lane
Design intersections thoughtfully to reduce conflicts, increase
visibility and provide clear direction of movement
Quality intersection design is essential for the safety and comfort of people
regardless of how they travel. Intersection designs should minimize conflicts between
people walking, cycling, and driving by heightening visibility, denoting a clear right
of way, and facilitating eye contact and awareness of different modes. Intersections
should be intuitive and provide directional messaging when needed. The level of
intersection treatment required for AAA safety and comfort is context sensitive,
depending on many factors. Some potential features are shown below.
Considerations:
• Crossings at major streets with
three or more motor vehicle
travel lanes (including turn
lanes) require a signal. Typically
a separate bike signal head is
recommended.
• Crossings at major streets with
two travel lanes require an
enhanced treatment such as a
median refuge or a signal.
• Crossings at local or equally
classified streets should favour
the right-of-way of the AAA
cycling facility if possible.
1
2 3
4
1
2
3
4
Right turn lanes, or an area for motor vehicles to
pull out of the traffic stream, when turning across
bike lanes
Separate motor vehicle turn and through bike signal
phases at complex intersections or where there are
high turn volumes (>150/hr across unidirectional
lanes)
Green coloured treatment* and elephants feet at
street crossings
*Where bikes have or sometimes have right-of-way
over cross traffic
Advance stopping areas to increase visibility of
people biking and help accommodate bike turns
Features:
1 General rules are intended to
have broad application and may
not be accurate for every situation.
Understanding of the context and
using judgement is important when
applying these rules.
2 Based on research from multiple
sources including the University of
British Columbia, Rutgers University,
The City of Portland, and TransLink
3 Winters et al. “Safe Cycling: How
Do Risk Perceptions Compare With
Observed Risk (2012)”, Canadian
Journal of Public Health Nov. 2012,
P.42-47.
4 Per CROW Design Manual for
Bicycle Traffic (2006) P.293
5 Based on VeloQuebec Planning
and Design Guide for Pedestrians
and Cyclists (2010) and AustRoads
Guide to Road Design (2009)
For more information:
Visit vancouver.ca or call 3-1-1
Outside Vancouver: 604.873.7000
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~ ► ;i¾TYOF VANCOUVER
BC Active Transportation Strategy Recommendations
From HUB Cycling, February 2019
CleanBC priority initiative:
“The Province will establish an active transportation strategy with measures to support
new infrastructure, education and incentive programs, and safety improvements for
people walking, cycling and using other kinds of active transportation.”
Active transportation provides more healthy, affordable, equitable, environmentally
friendly ways to get around and to support the local economy. The majority of British
Columbians use active transportation or want to use it but are held back by inadequate
infrastructure, education, awareness, and regulation to protect their safety and to facili-
tate convenient and viable trips on foot, bike and other human-powered modes.
A range of transportation options should be available to all British Columbians – includ-
ing those who live in smaller communities, and vulnerable groups such as children, old-
er adults and those with disabilities or low incomes as well as non-drivers – so that
everyone can have access to education, employment, shopping, healthcare, recreation,
cultural events and social connections. Safe biking and walking routes, good street de-
sign and regular transit should be available to all British Columbians so that it is easy to
be active and healthy. These can also make it easier for people to be socially connected
which is important for mental health.
Active and public transportation facilities are smart investments as they can stimulate
local business and tourism in communities of all sizes. These investments can also con-
trol rising healthcare costs because regular physical activity keeps people healthier and
out of the healthcare system.
HUB Cycling supports all forms of active transportation and believe along with transit,
they all complement one another and facilitate further active transportation uptake. Our
expertise relates to cycling, so that will remain the focus of our recommendations in this
document.
•1.9 million British Columbians ride a bicycle at least once per year.1
•2.3 million adults in the province indicate they would ride more if there were pro-
tected bike lanes. 2
•1.3 million BC residents say walking (23%) or cycling (11%) would be their ideal
commute.3
•2.8 million adults in BC support enhancing cycling infrastructure. 4
Four Pillars of Strategy - HUB Cycling recommendations for pillar language:
1.Building: Develop a province-wide network of active transportation infrastructure
including walking, cycling, wheeling, and end-of-trip facilities, fully integrated with
public transit.
2.Encourage and Educate: Promote, normalize and incentivize the use of active
transportation, deliver programs to raise awareness of active transportation op-
tions and ensure systemic access to cycling education for both school age chil-
dren and adults.
3.Safety and Security: Adopt an integrated Vision Zero approach to transportation
safety, develop best practice design guidelines for active transportation facilities
and review and revise regulations with a focus on preventive safety and equity
for active transportation users. Invest in safety, security, and theft deterrent pro-
gramming.
4.Leadership: Lead by example by fully integrating active transportation into B.C’s
public sector programs and operations, support municipal programs and facilities
with comprehensive design guidelines and matching funds and work with the pri -
vate sector to ensure that all developments support active transportation choices.
Implement monitoring, evaluation, reporting and adaptation to measure and
make progress on all four pillars.
BUILDING
Infrastructure
•Provide sufficient matching funds to maximize the rapid development of munici-
pal active transportation facilities, recognizing that development of complete net-
works maximizes the usefulness and value of active transportation investments.
Increase BikeBC Funding to at least $100 million/year for next 10 years ($21 per
person per year) to complete the bike network in that time.
•Consider extending BikeBC project timeline eligibility to allow for more meaning-
ful projects.
•Systematically evaluate, prioritize and upgrade Provincial active transportation
infrastructure with a focus on resolving network gaps and optimizing user comfort
and safety. Include best practice active transportation facilities on all new and re-
constructed transportation infrastructure. Include upgrading of active transporta-
tion facilities in all rehabilitation projects. Enforce Ministry of Transportation
meaningfully fulfilling its commitment to build cycling facilities along with all new
and improved highway and bridge infrastructure projects (highway, bridge, etc).
•Identify, build and improve cycle tourism routes throughout the province. Develop
a cycle tourism program including but not limited to branded, consistent wayfind-
ing, maps, promotion and incentive opportunities for service providers.
•Measure and acknowledge the potential and real economic value of bike tourism
in BC. Cycling tourism’s contribution to Oregon’s economy amounts to $400 mil-
lion USD per year – about $1.1 million per day.
•Upgrade BikeBC funding criteria to emphasize network connectivity, best practice
design guidelines for all ages and abilities, and promotion programs. For exam-
ple, follow TransLink’s example with BICCs funding where higher quality in-
frastructure is incentivized through eligibility for higher cost sharing amounts. Add
BikeBC funding requirement to include minimum 1-5% of budget for promotion,
education and/or engagement for each infrastructure project, as is done with
TransLink’s bicycle cost sharing program. Include and promote eligibility of eval-
uation and measurement costs such as bicycle counters. Encourage cross-mu -
nicipal, cross-region connections and collaborations.
•Provide professional support and best practice guidelines to assist smaller com-
munities that don’t have sufficient financial and staff resources and expertise.
•Create best practice consistent categorization of cycling facilities to measure ex -
isting infrastructure and benchmark improvements. HUB Cycling and TransLink
are developing a Benchmarking State of Cycling report for Metro Vancouver that
can serve as a template for provincial use later this year.
•Upgrade the expertise of provincial staff, consultants and contractors to best
practice active transportation knowledge. Incentivize professional development
opportunities.
•Develop consistent wayfinding guidelines and templates for use throughout the
Province. See TransLink’s wayfinding guidelines for example that could be
adopted provincially.
•Support public bike share with appropriate policies, regulations, templates and
cost-sharing that facilitate equity and access and emphasize first and last mile
trips that do not compete with bike rental shops.
•Update provincial highway design manuals to reflect current best practices in ur -
ban and rural communities. Include and incentivize best practice cycle highways
in infrastructure guidelines and design manuals for municipalities as well as for
Provincial jurisdiction projects. Leverage opportunities for cycle highway use as
utilitarian transportation, recreation, and tourism. Cycle highways support the
growing popularity of electrification of bicycles and new mobility types that in-
crease the distance possible by active transportation. Norway, whose population
is only slightly larger than B.C.’s, is planning to invest $1.25 billion in Cycling
Highways to link suburbs to city centres.
End of Trip Facilities
•Enhance BikeBC funding for bike parking and end of trip facilities, including pub-
lic secure bike parkades, bike stations with end of trip facilities such as lockers,
showers, change rooms, electric bike charging, weather protected bike parking,
especially at public transit stations and other transportation hubs, and community
spaces like schools, libraries, hospitals and community centres. See Not Just
Bike Racks report for more information.
Integration with Public Transit
•Invest in improved walking and cycling connections to public transit that allow ac-
cess to people of all ages and abilities
•Design all transit vehicles to be bicycle accessible and implement policies that
allow overflow access to bicycles on busy bicycle routes, such as connecting to
and from ferries.
•Work with private transport providers to ensure accommodation for bicycles and
mobility aids on taxis, ride sharing and ride hailing services and inter-municipal
bus services.
Land Use
•Prioritize and accelerate transportation investments in transit, cycling and walking
that encourage development in compact mixed-use communities that enable
people to drive less.
•Introduce and promote incentives and policies to encourage high quality cycling
and walking networks in new developments.
•Develop land use policies that encourage compact mixed-use communities that
enable walking and cycling to be practical transportation choices for the majority
of trips.
ENCOURAGE and EDUCATE
Encourage
•Increased, multi-year investment in encouragement programming such as Bike to
Work Week and Bike to School Week, Bike to Shop Days, ciclovias or open
street events, etc.
•Invest at least $2/capita/year in promotion, enabling and education for active
transportation.
•Invest in events, programs and broadly based public information campaigns to
reduce barriers to cycling and improve the safety of active transportation.
•Use marketing to get more people choosing active transportation by making it
noticeable & newsworthy, delightful, sociable, participatory, and inclusive.
See City of Vancouver Active Transportation Promotion and Enabling Reportfor
more information.
•Remove PST from electric-assist bicycles. This will help cycling become more
accessible to older folks, families with cargo bikes, people traveling long dis-
tances
•Set mode share target of 10% cycling for all trip types in BC by 2040.
•Develop or support data collection programs to monitor progress and identify
provincial trends of encouragement and education.
•Collect and share data to highlight the estimated impacts and cost-benefit ratios
of using active transportation (including health and absenteeism benefits from
increased physical activity, journey ambience impacts, direct road safety impacts
and the benefits associated with mode shift away from car use: environmental,
decongestion, indirect road safety and indirect taxation).
•Collect data and evaluate impacts of encouragement and enabling programs in-
cluding modal shift, greenhouse gas emissions savings, etc.
Educate
•Integrate and invest in systemic cycling education into all elementary schools led
by trained cycling instructors, and including adaptive bicycle options for 100%
participation including those with mobility challenges.
•Invest at least $2/capita/year in promotion, enabling and education for active
transportation.
•Provide easily accessible adult cycling education, including for newcomers to
Canada.
•Require integration of cycling education into driver training and licencing and li-
cence renewals to include new and evolving infrastructure and regulations. Re-
quire comprehensive knowledge of rules related to active transportation safety to
pass driver exam (i.e. safe passing distance, slow speeds, only overtaking when
enough space to do so).
•Collect data and evaluate impacts of education programs.
SAFETY & SECURITY
•Update the BC Motor Vehicle Act and related regulations to better protect vulner -
able road users. See BC Road Safety Law Reform Group Position Paper for full
recommendations.
•Clarify legal status and rules re electric bikes / scooters / new mobility devices to
indicate where each vehicle goes to maximize safety.
•Strategic enforcement should communicate a fair and data-driven message
about road user safety and behaviour. Conditions and contexts that create the
most dangerous situations in terms of collisions should be examined, and the
highest priority targets for education and enforcement should be the behaviors
that result in the most harm.
•Adopt Vision Zero principles in the design, regulation and operation of the trans-
portation system with special focus on the safety of vulnerable road users. Use
safe systems approach that is preventive and not only reactive - include near-
miss data to direct investment for improvements.
•Design with security and comfort in mind - provide paved, lit and direct routes
that are intuitive and convenient.
•Develop active transportation infrastructure design manuals reflecting best prac-
tice facilities.
•Update all relevant provincial design manuals, including highway design, subdivi-
sion and access control, traffic control, etc. to reflect active transportation best
practices
•Review and upgrade road maintenance practices and contracts with a focus on
active transportation safety (i.e. frequent sweeping and debris removal)
•Active transportation user safety increases when more people are using active
modes. Acknowledge the importance of investing in infrastructure, education, en-
couragement in increasing active transportation mode share which in turn im -
proves safety.
•Monitor and report frequently on safety data for active transportation users.
See City of Vancouver Cycling Safety Report and Pedestrian Safety Study for
examples of annual reporting.
LEADERSHIP
•Mandate active transportation end-of-trip facilities in all provincial government
buildings, including secure bike parking, electric-assist cycle charging stations,
showers, lockers, and related amenities like hair dryers, etc.
•Provide orientation and awareness about the above facilities and encourage and
incentivize employee participation in active transportation events and programs.
•Integrate active transportation into provincial operations wherever possible and
offer cycling education to all employees at least annually.
•Province of BC to encourage and incentivize employee participation in active
transportation events such as Bike to Work Week, Commuter Challenge, Bike to
Shop Days, etc.
•Province to review and update rules and restrictions affecting cycling amenities
at multi-family residences, workplaces and educational institutions with a focus
on ensuring safe, convenient and secure bicycle and mobility aid storage at both
existing and new developments( eg: strata council regulations, tenancy agree-
ments, building and development regulations, etc.) See Not Just Bike Racks re-
port.
•Encourage and incentivize employees to switch to active transportation for their
daily commute (provide free or subsidized public bike share membership, a sub-
sidy or reimbursement to buy a new bicycle, helmet, lock or gear, etc).
•Provide sufficient matching funds to maximize the rapid development of munici-
pal active transportation facilities, recognizing that development of complete net-
works maximizes the usefulness and value of active transportation investments.
•Develop an Active Transportation unit within the Ministry of Transportation to pro-
vide professional planning and policy expertise at the provincial level.
•Develop and promote active transportation facility manuals and best practice
guidelines applicable to municipal and private infrastructure.
•Develop and promote planning guidelines that support the development of com-
munities that encourage and facilitate the use of active transportation.
•Implement regular monitoring, evaluation, reporting and adaptation to measure
and make progress on all four pillars, including mode share for all trip types at
least every 5 years, as well as economic impact of increased active transporta-
tion and related tourism.
•Set mode share target of 10% cycling for all trip types in BC by 2040.
•Establish an active transportation advisory council including community groups,
government staff, and other relevant stakeholders, that meets regularly to main-
tain best practice policies, procedures and actions.
•Encourage more inter-ministerial collaboration and communication regarding ac-
tive transportation building, education, encouragement, safety, and leadership.
5.StatsCan
6.Andrea O’Brian.
7.Ibid.
8.Kirk & Co. Consulting Ltd. & Mustel Group, B.C. on the Move: Engagement
Summary Report, January 2015, Page 57