Road Space Reallocation on Vancouver's Granville Street Bridge: A evaluation of the alternatives

RoadSpaceReallocation OnVancouversGranvilleStreetBridge PLAN580|UrbanTransportationPlanning|April11,2014PreparedforDr.LawrenceD.Frank AlexOladapoOlajide CharlieRichardson EricTam RobertW.White

ExecutiveSummary TheGranvilleStreetBridgeisamajorcomponentofMetroVancouversroadtransportationnetwork,providingregionalaccesstoDowntownVancouverformotoristsintheregion.Designedasaneightlanebridge,theGranvilleStreetBridgeiscurrentlybeingunderutilizedbymotorists;Lowtrafficvolumesrelativetothehighcapacityofthebridgeisevidenceofthisinefficiency.Furthermore,conditionsontheGranvilleStreetBridgeareconsideredunsafeforpedestriansandcyclists.Inviewoftheseissuesthisreportproposedroadspacereallocationasthemainstrategytoaddressthem. Tothisend,fourcasestudiesonroadspacereallocationfromallovertheworldwerereviewedtolearnfromotherglobalcitiesexperiencewithreallocation.Theseprojectsreviewedinclude:NewYorksBroadwayStreet,MelbournesPrincesBridgeBikeLane,BrooklynNewYorksProspectParkWest,andGuangzhousZhongshanAvenue.Basedonthereviewofthecasestudies,threealternativesandtheiralignmentswereconsideredaspotentialoptionsforroadspacereallocationontheGranvilleStreetBridgeinadditiontomaintainingthecurrentstateofthebridge(AlternativeA).Thethreealternativesinclude:Activetransportationgreenway(B),widenedsidewalkswithonewaybikelanes(C),andacombinationofonewaybikelanesandbusrapidtransit(BRT). Toassesstheperformanceandimpactofallthealternatives,amultipleaccountsevaluation(MAE)frameworkwasused.Theaccountsevaluatedincluded;theenvironment,finance,health,social,andtransportation.TheresultsoftheMAEclearlyshowedthatAlternativeBtheactivetransportationgreenwaywouldoverallgeneratethemostbenefitsfortheusersoftheGranvilleStreetBridgeandtheCityofVancouver.Hence,itwasrecommendedtotheCityofVancouverandTransLinkasthealternativeofchoiceforpotentialroadspacereallocationontheGranvilleStreetBridge.

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TableofContents 1.0Introduction 2.0ExistingCondition 3.0CaseStudies

3.1NewYorkBroadwayRoadSpaceReallocation 3.2MelbournePrincesBridgeBikeLane 3.3Brooklyn,NYProspectParkWest 3.4GuangzhouZhongshanAvenue

4.0ProposedAlternatives 4.1AlternativeA:NoChange 4.2AlternativeB:ActiveTransportationGreenway 4.3AlternativeC:WidenedSidewalkswithOneWayBikeLanes 4.4AlternativeD:DedicatedTransitwithWidenedSidewalksandOneWayBikeLanes

5.0MultipleAccountsEvaluation 5.1EvaluationFramework

5.2.1EnvironmentAccount 5.2.2FinancialAccount 5.2.3HealthAccount 5.2.4SocialAccount 5.2.5TransportationAccount

5.3SummaryofMultipleAccountsEvaluation(MAE)Results 6.0Recommendation 7.0Conclusion 8.0References Appendix

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1.0IntroductionTheCityofVancouveriscommittedtoalongtermvisionofitstransportationsystemthatensuresanefficient,safe,vibrantandmobilenetworkwhilstprovidinganenvironmentthatfacilitatesahealthyfutureforitscitizens(CityofVancouver,2012).Overthepast50years,transportandlandusepolicieshavebeenprimarilyfocusedonmeetingthetravelneedsofprivateautomobiles(Fleming,Turner,&Tarjomi,2013).Inordertocombatsomeoftheproblemsrelatedwiththisapproach,weareseeingashiftinthenatureoftransportpolicies.Thishasmeantroadspaceismoreoftenbeingassessedintermsofthemovementofpeopleandindividualtriptime,insteadofjustautomobilenumbersandtriptimeefficienciesalone(Flemingetal.,2013).Thereallocationofroadspacepreviouslyusedbyautomobilestoprioritizeothermeansoftransportationsuchaswalking,cyclingandpublictransportisacommontechniqueusedtoinfluenceurbantravelbehaviour.VictoriaTransportPolicyInstitute(2008)givesthedefinition: RoadSpaceReallocationinvolvesshiftingmoreroadspacetospecifictransportationactivities

andmanagingroadwaystoencouragemoreefficientandequitabletransportation

Figure1.Illustrationofroadspacereallocation(roaddiet/lanediet)examples.(BostonTransportDepartment,2013)

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Theprocessofroadspacereallocationisalsocommonlyreferredtoasrightsizingorroaddiet,withtheprimaryfocusbeingonthereductionintheamountofspaceallocatedtoautomobiletraffic.Thisincludesothertrafficcalmingtoolssuchascrossings,roundaboutsandlandscaping(VictoriaWalks,2013).Thereductioninspaceforprivatecartravel,accompaniedbytheadditionofnewspaceavailableforotherformsoftransportsuchaswalking,cyclingandpublictransithasshowntohavesignificantinfluencesontravelbehaviour.Inadditionthereareenvironmental,economicandsocialbenefitsthataccompanythetransitionfromacarorientedstreettoonethataccommodatesawiderrangeofroadusers(EuropeanCommission,2004;Flemingetal.,2013).

Figure2.GranvilleSt.BridgeandSkyline(Ford,1968) GranvilleStreetBridgeVancouver WithintheCityofVancouvertheGranvilleStreetBridgeisaprimetargetforaroaddiet,withconsiderableopportunitytoreallocateroadspacethatiscurrentlyprioritizingtheautomobile.ThecurrentbridgeopenedonFebruary4,1954,replacingthe2ndGranvilleStreetBridgethatwasinplacefor45yearsprior(Calimente,2008).Builtonthesamealignmentasthepreviousone,itwaspositionedslightlytotheWest.

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Figure3.OldGranvilleBridge[lookingnorth](Frost,1954) ThebridgerunsNorthSouthcrossingFalseCreekandleadingintothedowntownregionattheNorthend,whilstreachingFairviewtotheSouth.Thebridgewasbuiltin1954andearmarkedasabridgeforthefutureandatthetimewastheonly8lanebridgeinNorthAmericaoutsideofNewYork(Mackie,2014).

Figure4.(Left)AnearlierimageoftheGranvilleStreetBridgeafterconstructionin1954.Figure5.(Right)ArteriesleadingtoandfromthenewGranvilleBridgespanareclearlyshownwiththeapproachtothenewbridge.(Mackie,2014) Initscurrentform,the8lane,27mhighbehemothhasbeendescribedaspossiblythemostunfriendlypedestrianandcyclebridgeinthecity(Calimente,2008).Thesidewalksare

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inaccessibleforanyoneinawheelchair,duetothestairsthatneedtobenegotiatedonbothsidesofthebridge.Pedestriansmustusesidewalksthatcrosson/offrampswherecarsspeedpastbeyondthespeedlimit(Calimente,2008).Inaddition,thefootpathsarenarrow,makingforatightfitwhentwopeoplepasseachothergoingoppositedirections.Cyclistsusingthebridgeabruptlytransitionfromaslowpacedsecondaryroadtoahighwayfortheentirelengthofthebridge.ThebridgeisconsideredaprimetargetforrightsizingasthecentrallanesleadintoGranvilleStreetdowntown,whichhasnothroughtrafficonalongportionforprivatevehiclesandalsohasveryhighpedestrianrate(CityofVancouver,2012).Inadditiontothisitconnectstwoneighbourhoodsthathavereceivedrapidpopulationgrowth,inFairviewatWest4thAvenueandDowntownSouth(Calimente,2008). Priorrecommendationstoimprovetheconditionsofthebridgeandmakeitmoreuserfriendlyforcyclistsandpedestrianswereconsideredtooadvancedandcostly.HoweverinrecentyearstherehasbeenadecreasingvehicularuseoftheGranvilleStreetBridge,whichisalsoreflectedinourtrafficanalysis.Thisunderutilisedroadspacehasbeensightedasaprimeopportunitytoimprovewalkingandcyclingconditionsatminimalcost(CityofVancouver,2012).

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2.0ExistingConditionTheGranvilleStreetBridgeisamajor,eightlanebridgeintheCityofVancouver.ItisoneofthreebridgesspanningoverFalseCreek,connectingVancouverscentralbusinessdistrictwiththeareastoitssouth.Openedin1954,thebridgeispartofBritishColumbiaHighway99,withapostedspeedlimitof60km/h,higherthanalloftheroadsconnectedtoit.TransLink,theregionstransportationauthority,inpartnershipwiththeCityofVancouver,designatedthisbridgeandtherestofHighway99runningthroughVancouveraspartoftheMajorRoadNetwork.ItishowevernotspecifiedasatruckroutebyTransLink,whichcanbeseeninFigureA.1intheAppendix.Havingrecentlyundergoneseismicretrofitwork,analystshavemodeledtheGranvilleStreetBridgesresponseuptoa2475yeardesignearthquake.(Fraser&Donelan,n.d.)

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Figure(s)6.ExistingconditionsonNorthandSouthendoftheGranvilleStreetBridge(Photosby:RobertW.White).

InrecognitionoftheneedforchangestotheexistingGranvilleStreetBridge,thechallengesarelaidoutinVancouversTransportation2040plan:

GranvilleBridgesidewalksarenarrowanduncomfortable,andinaccessibleformanypeopleduetostepsatrampcrossings.Motorvehiclestravelathighspeedsandtherearenocyclinglanesonthebridge.Offrampsthatweredesignedtoaccommodatehighspeedtrafficcreateconnectivitychallengesateitherendofthestructure.(CityofVancouver,2012P.68)

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Figure7.ArtistillustrationofGranvilleBridgewithtwocentrelanesreallocatedforwalkingandcyclingasdepictedintheTransportation2040plan(CityofVancouver,2012).

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3.0CaseStudiesThefollowingcasestudiesfromNewYork,MelbourneandGuangzhoudemonstrateaspectsoftheproposedalternativesfortheGranvilleStreetBridge,whichhaveproventoworkwellinternationally.

3.1NewYorkBroadwayRoadSpaceReallocationBroadwayinNewYorkCityrunsdiagonallythroughthestreetgridofManhattan,Itcreatesbothirregularintersectionsandroomforworldclasspublicspaces.Beforethereallocationofroadspace,Broadwaywascongestedwithvehiclesthatwererequiredtoidleastheymetwithcongestedavenues.Inadditiontothis,toomanypedestrianswereforcedontotoolittlesidewalk,whichresultedinterribleworkingandshoppingenvironment,andpedestriansunsafelywalkingalongtheroad(Ullman,2010). ThepremisebehindthetransformationofBroadwaywastoreducecongestion,increasesafetyandcreateliveableandvibrantpublicspacesatvariouspointsalongthestrip.Thebestwayofachievingthesegoalswasbyreallocatingsomeoftheroadspace,reducingtheamountofturnsandinsomeinstancesclosingtheentireroadofftotrafficinfavourofpedestrianaccess(Ullman,2010).

Figure8.HeraldSquarebefore(left)andafter(right)thereallocationofroadspace (NYCDOT).

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Theprojectbeganin2009,andwasinitiallyimplementedwithtemporarychangesthatweredesignedsotheeffectscouldproperlybeobservedbeforethepermanentchangesweremade.Thesechangesweremadetoapproximately2.3milesofBroadway,startingatUnionSquarefrom14thStreet,northpastMadisonSquarePark,HeraldSquare,andTimesSquare,stretchingallthewaytoColumbusCircleat59thStreet(Ullman,2010).ChangesweremadenotjusttoBroadway,butalsotoneighbouringstreets,soastoimplementanoverhaulofthetransportarea,thatinvolvedadjustingturninglanes,parkingregulations,andsignaltiming.ThemostsignificantchangestoBroadwayoccurredwherepartsoftheroadwerecompletelyclosedtovehicletrafficatbothTimesSquareandHeraldSquare,whichcreatedanewvibrantpublicrealm,aswellasallowingforlongersignaltimesforvehiclesattheadjacentavenues(Ullman,2010).

Summaryofchanges:AllinformationprovidedtoProjectforPublicSpacesbyNewYorkCityDepartmentofTransport(NYCDOT)(Ullman,2010). Phase12009:

Broadwaybetween23rdStreetand59thStreet: IntersectionssimplifiedbyclosingsomeorallofBroadway(TimeSquare&HeraldSquare)toautomobiletrafficwhereitintersectsotheravenues,andcreatingoralteringpedestriancrossingsignalphases.

PedestrianplazaswithstreetfurniturecreatedatTimesSquare,HeraldSquare,andMadisonSquarePark.

Bikelanesaddedthatareinmanyplacesseparatedfrommotorizedtraffic.Phase22010:

Broadwaybetween14thStreetand23rdStreet: Twomovingandtwoparkinglaneswithanonstreetbicyclelanereconfiguredto

makeonemovingandtwoparkinglaneswithamedianprotectedbikelaneonBroadway.

East17thStreettransformedfromatwowaystreettoaonewaystreet,withbicycleandpedestrianlanesadded,separatedfromtrafficbyplanters.

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Pedestrianplazamadeonformerstreetspace,extendingthesidewalkcorneratBroadwayandEast17thStreet.

Bikeandpedestrianfacilitiesupgraded,includingtrafficseparatedbicyclelanesandsmallercrossingdistancesatintersectionsgeneratedbybuildingrefugeislandsandneckdowns.

Results:

ThemajorfindingscomingfromthechangesmadetotheBroadwaycorridorwereanincreaseinpedestriansafetyandabetterflowofautomobiletraffic.Inadditiontothis,thefindingsconcludedasignificantimprovementinthepublicspacesalongBroadwayforcyclistsandpedestrians.

Asnapshotofthemeasurableoutcomesislistedbelow.AllinformationprovidedtoProjectforPublicSpacesbyNewYorkCityDepartmentofTransport(NYCDOT)(Ullman,2010). Broadwaybetween14thStreetand23rdStreet:

Carsspeedingoverthe30MPHlimitfell28%to12%ofallvehiclesonBroadwaybetween19thand20thstreets.

Bicyclenumbersincreased16%duringtheweekand33%onweekends. ThetotalsouthboundtrafficvolumeonParkAveandBroadwayremainedthesame. Theaveragetimefortripstakenon18thStreetwithintheprojectarea(6thAvenueto

IrvingPlace)improvedby14%. SpeedsonParkAvenueremainedunchangedfortraffictravellingbothNorthandSouth. 74%ofareasurveyrespondentsapprovedofthereallocationofspace. 20%ofbusinessowners/managersstatedthechangeshadimprovedbusiness,whilst

nonebelievedithadanegativeimpactonbusiness.

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Figure9.AnalternativeviewofHeraldSquareafteritspedestrianization.(NYCDOT)

Broadwaybetween23rdStreetand59thStreet: AtoBtraveltimesimprovedby17%innorthboundtripsinWestMidtown,and8%in

EastMidtown.EastandWestMidtownsouthboundtimesimproved3%andslowed2%respectively.

Crosstowntripshadwestboundimprovementsof9%and7%inEastandWestMidtownandeastboundimprovementsof5%and2%inEastandWestMidtown.

Motoristandpassengerinjurieswentdownby63%. Pedestrianinjurieswentdown35%. Pedestriannumberswentupby11%inTimesSquareand6%inHeraldSquare.In

additionpedestriansintheselocationswereshowntostaylonger. Pedestriansenteredtravellaneslessduetotheincreasedsidewalkspace.

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3.2MelbournePrincesBridgeBikeLanePrincesBridgeisamajorgatewayforpeopletravellinginandoutofthecity,withhighvolumesofbike,tramandautomobiletrafficconnectingtoMelbournesmostfamousintersection.(CityofMelbourne,2013).ItisalsoakeypedestrianrouteacrosstheYarraRiver,connectingsomeofMelbournesmostsignificantpedestriandestinationsincludingartsprecinct,FederationSquareandFlindersStreetStation.TheexistingfootpathsoneachsideoftheBridgewerenotconsideredsuitabletobeusedassharedpathsortobedividedintoseparatedpathsforcyclistsandpedestrians(VictoriaWalks,2013).TheNorthSouthrunningPrincesBridgeprojectisanaturalextensionoftheSwanstonStreetremodellingthatcreatedaccessibletramstops,bikepathsandenhancedpedestrianzoneswithastrongemphasisonwalkabilityandahighamenitypublicrealm(CityofMelbourne,2013). SummaryofChanges: TheinitialbicyclelanewasinstalledonJune19,2013forathreemonthtrial.Theprojectensuedinthenumberofnorthboundvehiclelanesonthebridgewerereducedfromtwotoone(Robinson,2013).Thiswasfollowedbyinstallingadedicated2metrebikelaneonthewesternsideofthebridgeforcycliststravellingnorthintothecity(CityofMelbourne,2013).Theadditionofthebikelanetookcyclistsawayfromthesidewalk(whichwaspreviouslybeingusedasasharedspace),meaningtheareadesignatedforpedestriansdoubled.

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Figure10.PedestrianswalkingSouthtowardstheArtsCentreonPrincesBridgeaftertheadditionoftheBikeLane.(VictoriaWalks,2013)

Figure(s)11.AvisualrepresentationofthechangesmadetoPrincesBridge.TheadditionalbikelaneisaclearextensionofthebikelanethatrunstheentirestretchofStKildaRoad.(CityofMelbourne,2013)

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Results

Theresultsarebasedoninformationprovidedin(Robinson,2013).ThefindingswereforFutureMelbournesTransportCommitteeandwereshowingtheresultsoftrafficstudiesundertakenduringthethreemonthtrial.

Figure12.ArenderingoftheroadspacereallocationlookingNorthtowardsFlindersStreetStationandtheCBD(CityofMelbourne,2013).

Theaveragetraveltimeincreasedslightlyinthemorningpeakperiodsanddecreasedslightlyintheeveningpeakperiods(Robinson,2013). Thelongestqueuenowrunsroughly100200metresfurtheralongStKildaRoad.Thelargestqueuesoccurduringthemorningpeak(8.20to8.50am)andafternoonpeak(5.30to6.15pm)times.Theseresultswerepredictedbymicrosimulationmodelling(Robinson,2013). MotorvehiclevolumesleavingtheFlinders/Swanstonintersectionare14%lowerduringpeaktimes(from880to766perhourduringtheAMpeakandfrom825to710perhourduringthePMpeak).ThereasonforreducedintersectioncapacityisprincipallytheresultofdriversnotfullyorequallybothlanesNorthofthebridge(Robinson,2013). Totalcityboundbikevolumeshavegoneupbymorethan40%duringthebusiesttimessince

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thebikelanewasinstalled(accountingforseasonalfactors).ThefigurebelowshowsthesurveyresultsofnorthboundbikevolumesonPrincesBridgeduringtheAMandPMpeakperiodsandshowsthatthetotalofallCBDboundbikeridersonthislanehasincreasedby27%duringbothmorningandafternoonpeaktimes(accountingforseasonalfactors)(Robinson,2013).

Figure13.DatacollectedonthechangesinbikevolumesheadingintotheCBDatpeakhourtimes.(Robinson,2013)

BikeSafety:13knownaccidentsinvolvingaNorthboundcyclistbeingcardooredhappenedonPrincesBridgeduringthe5yearperiodfrom2007to2011.VicRoadsstatisticswebsitewasnotyetupdatedtoincludedatasincetheinstallationofthenewbikelane,howeverTheVictoriaPolicestatedthattheywerenotnotifiedofanycardooringaccidentsafteritsinstallation(Robinson,2013). PedestrianSafety:ThebikelanehascontributedtoasignificantlylowernumberofcyclistsusingthesharedfootpathontheeastsideofPrincesBridgeandnocyclistshavebeenobservedusingthepedestrianonlyfootpathonthewestsideofthebridge(Robinson,2013).

3.3Brooklyn,NYProspectParkWestProspectParkWestisaveryrecognizableexampleofthereallocationofroadspaceasit

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generatedlotsofdebatefromgroupsoneithersideoftheproject.ProspectParkWestrunsinoneway(southbound)for0.9milesalongsideProspectPark.Thestreetincludesawidesidewalkwithbenchseatsandparkentrancesononesideofthestreet,andresidentialontheother.Inbetween,therewerepreviouslythreeonewaytravellanes,withaparkinglaneoneachsideoftheroad(Ullman,2011). InresponsetocommunityconcernsaboutvehiclestravellingathighspeedsandtheneedtofacilitatesafepedestrianandcyclistaccesstoProspectPark,in2010,theNYCDepartmentofTransportation(NYCDOT)removedoneautomobilelanetomakeroomforatwowaybicyclelane,whichwasshieldedbytheparkinglanenexttothepromenade(Ullman,2011).

Figure14.Before(left)andafter(right)thereallocationofroadspaceonProspectParkWest.(Ullman,2011)

Thereisconsiderableevidencetoshowthesuccessoftheproject.Theremodellingreducedvehiclespeedandmadetheroadsaferforeveryone,aswellasencouragingandincreasingbicycleuse,addingtothestreetstotalcapacity,andmaintainingautomobiletraveltimes.(Ullman,2011). SummaryofChanges:AllInformationprovidedtoProjectsforPublicSpacesbyNewYorkCityDepartmentofTransport(NYCDOT)(Ullman,2011).

Onewayautomobilelanesreducedfrom3to2.

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Atwowaybicyclelaneadded,separatedbyaparkinglane,adjoiningthepromenadetoincreasecyclingandimprovesafetyforallusers.

Adjustedsignaltiming. Additionalloadingzones. Givewaysignsaddedtopreventbicyclepedestrianaccidents. Pedestrianislandsinstalledonthesideofthebikelanes.

Figure15.CyclistsenjoyingthenewinfrastructureaftertheremodellingofProspectParkWest.(NYCDOT,2011) Results

AllInformationprovidedtoProjectsforPublicSpacesbyNewYorkCityDepartmentofTransport(NYCDOT)(Ullman,2011). Mobility

Thetotalvehicleandbicyclenumbersincreased13%intheAMpeakperiodand9%inthePMpeakperiod.

Biketrafficnowcomprises12%oftotaltraffic. Peaktrafficvolumesandtraveltimesremainedthesameafterimplementation. Weekdaycyclingvolumeshavenearlytripled. Weekendcyclingvolumeshavemorethandoubled.

Safety

Theamountofvehiclesspeedingwasreducedfrom74%to20%.

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Averagespeedswentfrom33.8to26.6mph. Crashesreducedby16%. Crashesthatcauseinjuriesreduced63%. Priortoinstallation,acrashwastwiceaslikelytoincludeaninjury. Injuriestoallstreetuserswentdown21%. Zeropedestrianinjuriesafterinstallation. Zeroreportedpedestrianorcyclistinjuriesfromcrashesinvolvingonlypedestriansand

cyclists. Cyclistsonthesidewalkwentto3%from46%.

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3.4GuangzhouZhongshanAvenueChinasrapidlygrowingeconomy,populationandautomobileuse,combinedwithrampanturbanization,isgeneratingenormousstrainonthetransportationinfrastructurewithinitscities(CentreforCleanAirPolicy).OneoftheworldsbestexamplesofthereallocationofroadspacefortheprioritizationofBusRapidTransit(BRT)isinChinasGuangzhou.GuangzhousBusRapidTransitsystem(GZBRT)wontheInstituteforTransportationandDevelopmentPolicys2011SustainableTransportAward(CentreforCleanAirPolicy,2012). GuangzhouisthecapitalofGuangdongprovinceandthethirdlargestcityinChinawithacurrentpopulationofapproximately11millionpeople(GlobalBRTData,2014).PriortotheimplementationoftheGuangzhouBusRapidTransitsystem(GZBRT),GuangzhousufferedfromhorrendoustrafficcongestionandgridlockonZhongshanAvenue,whichisthemainthoroughfareconnectingpeoplefromtheeastintothedowntowncore(CentreforCleanAirPolicy).Afterlookingatthevariousoptionsfortransitimplementation,GZBRTwasfoundtobefarcheaperandfasterthanbuildingametrosystem,whichhadhugeaccompanyingcapitalcostsandconsiderabletimedelay(CentreforCleanAirPolicy,2012).

Figure16.AnimageofoneofthestationsalongZhongshanAvenueafterBRTimplementation.(Fjellstrom2010)

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SummaryofChanges Theprojectbeganin2003withpreliminaryBRTplanning,thenin2005cametheconceptualdesign,demandanalysisandcorridorcomparisons(Fjellstrom,2010).From200610therewasoperationalanddesignplanningandthenafinaldesign.ImplementationandconstructiontookplaceandtheGZBRTwasopenedinFebruary2010(Fjellstrom,2010).Aswithanyreallocationofroadspaceproject,therewasconsiderableopposition(CentreforCleanAirPolicy,2012).Authoritiesalsohadtoovercomealongtraditionofincrementalanddisjointedurbantransportplanning,inadditionwidespreadnegativeperceptionsofpublictransport.During2009thetransportauthorityunderwentaconsiderablepromotionandoutreachplan(Fjellstrom,2010). Intermsofthereallocationofroadspace,thedegreeandamountofspacetakenvariesalongthe23kmBRTroute.Theexistingroadwaypriortotheprojectimplementationconsistedof5lanestravellinginbothdirections.TheGZBRTrequiredthereallocationofthetwomiddlelanesineachdirectioncreatingafullysegregatedbuscorridordownthecentreofZhongshanAvenue.

Figure17.AnexampleofthedominantlayoutforGZBRT,consistingof3lanesgoinginEastandwestwitha2waymedianbusway.(AmericanPublicTransportAssociation,2010)

FeaturesoftheGZBRTinclude:(allinformationfromDevelopingSustainableTransportationwiththeGuangzhouBusRapidTransitSystemandMultiModalTransportnetwork,CentreforCleanAirPolicy,2012).

Thesystementailsa23kmcorridoroffullysegregatedrapidbuslanes.

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IthastheworldshighestBusRapidTransitbusvolumes(350perhourinasingledirection,orroughlyonebusevery10seconds).

Directaccesstometrorailstationsandbusstationbridgesconnectingdirectlytobuildings

Stationsizedependsonpassengerdemand. Situatedinaveryhighdensityregionwithhightransitdemandandintensiveadjacent

landuse. Bikeparkingandbikesharingavailableateachstationandinadjoiningneighborhoods,

andagreenwayoneithersideoftheBRTcorridorcombinesdedicatedbikelanesandwalkwayswithparks,plazasandchildrensplayareas

Discountedsmartcardsforfrequentusers,partofasubsidizedcitywidelowfareprogram.Theyhavereportedlynearlyhalvedtheaveragecostofabustrip.

Figure18.ImagesofZhongshanAvenuebefore(left)BRTimplementationand(right)arenderingofwhatoneofthetwentysixstationslookslikealongtheroute.(Fjellstrom,2010)

Results:(allinformationfromDevelopingSustainableTransportationwiththeGuangzhouBusRapidTransitSystemandMultiModalTransportnetwork,CentreforCleanAirPolicy,2012).

Mixedtrafficspeedsalongthebuscorridorincreasedonaverageby20%. Experiencedtimesavingsof52millionhoursfortravelersin2010. ApproximatetravelingcostsavingsofUSD24millionin2010 Satisfactioninbusserviceincreasedby36%(basedonsurveys). Increasedbicycletripsinthecorridorbyanaverageof45%from2009to2010. ConsumersavingsofUSD103millionintripcostsin2010(mainlyduetochangesinfare

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structure). GHGemissionsreductionsof86,000metrictonsCO2annually. Reductionsinparticulatematterof4metrictonsannually. AnnualoperatingcostsavingsofUSD14million(duemainlytofuelsavings).

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4.0ProposedAlternativesTakinginspirationfromthecasestudies,theinitialboulevardgreenwayconceptputforthbytheCityintheTransportation2040plan,andpreviousprojectsinVancouversuchastheHornby,Dunsmuir,andBurrardBridgeseparatedbikelanes,weproposeanumberofalternativesolutionsforreallocatingroadspaceontheGranvilleStreetBridge.Eachofthesesolutionstieintotheexistingactivetransportationnetworkinthecity,specificallylinkingtheHelmckenGreenwaynorthofFalseCreekwiththe7thAve.Greenwaytothesouth.

Figure19.TransLinkRegionalCyclingMap(TransLink,2012)

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4.1AlternativeA:NoChangeThebridgeisleftinitscurrentcondition.Thelaneallocationisasfollows:

4Northbound(NB)and4Southbound(SB)trafficlanesforprivateautomobiles,taxicabs,TransLinkbusesandtrolleys,andbicycles.

1NBand1SBsidewalkforpedestrians.Thesidewalkissegregatedfromthevehiculartrafficlanesbyacurbofapproximately12inches.Signshighlightthepresenceofcyclistsontheroadway,butnootherconsiderationsaremade.

Figure20.StreetmixdiagramdepictingAlternativeA:NoChange.

Figure21.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemainGranvilleStreetBridgespanforAlternativeA:NoChange.

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Figure22.Mapdepictingexistingbikeways(darkgreen)withexistingconditionoftheGranvilleSt

Bridge.

PrimaryBenefits: Nochangesrequired.

PrimaryCosts: Continuedunderuseofexistinginfrastructure. Continuedhealthandsafetyconcernsforpedestriansandcyclists.

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4.2AlternativeB:ActiveTransportationGreenwayInkeepingconsistentwiththeconceptpresentedinVancouversTransportation2040plan,thecentre2lanesarereallocatedtoactivetransportationuse.Theproposedlaneallocationisasfollows:

3NBand3SBnarrowedtrafficlanesforprivateautomobiles,taxicabs,TransLinkbusesandtrolleys,andbicycles.

1NBand1SBsidewalkforpedestrians. 1NB/SBboulevardgreenwayforpedestriansandbicycles.

Theboulevardgreenwayissegregatedfromthevehiculartrafficlanesbygreenplanters,pedestrianorientedlightstandardswithbanners,andsmallrailings.AversionofthisalternativewasreferencedintheCD1RezoningreportRTS10255whereanallocationof$1millionofthecashCACwasrecommendedtobeusedforaGranvilleBridgeGreenway(CityofVancouver,2013b).

Figure23.StreetmixdiagramdepictingAlternativeB:ActiveTransportationGreenway.

Figure24.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemainGranvilleStreetBridgespanforAlternativeB:ActiveTransportationGreenway.

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Figure25.Mapdepictingexistingbikeways(darkgreen)withproposedactivetransportationgreenway(lightgreen)followingGranvilleStonthenorthandsouthendsoftheGranvilleStBridge. PrimaryBenefits:

Expandedactivetransportationnetwork,supportingVancouversGreenestCity2020:ActiveTransportationgoals.

Increasedsafetyforpedestriansandcyclists. Decreasedspeedofbridgetraffic.

PrimaryCosts: Shorttermmonetarycoststorealignroadway. Potentialpoliticalcostsforvehicularlanereappropriation.

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4.3AlternativeC:WidenedSidewalkswithOneWayBikeLanesThecurrentcentrevehiculartravellanesaremaintained,whiletheouter2trafficlanesareconvertedtowidenedsidewalksandonewaybikelanes.Theproposedlaneallocationisasfollows:

3NBand3SBnarrowedtrafficlanesforprivateautomobiles,taxicabs,TransLinkbusesandtrolleys,andbicycles.

1NBand1SBsidewalkandbikelaneforpedestriansandbicyclesaccordingly.Thesidewalksaresegregatedfromthebikelanebyasmallchangeingrade.Thebikelanesaresegregatedfromthevehiculartrafficbygreenplanters.

Figure26.StreetmixdiagramdepictingAlternativeC:WidenedSidewalkswithOneWayBikeLanes.

Figure27.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemainGranvilleStreetBridgespanforAlternativeC:WidenedSidewalkswithOneWayBikeLanes.

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Figure28.Mapdepictingexistingbikeways(darkgreen)withproposednorth/southbikelanes(lightgreen)andwidenedsidewalks(notshown),followingtheHoweStandSeymourStrampsonthenorthend,andW4thAveandHemlockStrampsonthesouthendoftheGranvilleStBridge.

PrimaryBenefits: Expandedactivetransportationnetwork,supportingVancouversGreenestCity2020:

ActiveTransportationgoals. Increasedsafetyforpedestriansandcyclists.


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4.4AlternativeD:DedicatedTransitwithWidenedSidewalksandOneWayBikeLanesThetwocentrelanesbecomededicatedtransitlanesforBRTorstreetcaruse,andonewaybikelanesareaddedadjacenttothesidewalks.Theproposedlaneallocationisasfollows:

1NBand1SBdedicatedtransitlanesforBRTorstreetcar. 2NBand2SBnarrowedtrafficlanesforprivateautomobiles,taxicabs,TransLinkbuses

andtrolleysandbicycles. 1NBand1SBwidenedsidewalkandbikelaneforpedestriansandbicyclesaccordingly.

Thisalternativehasagreateremphasisonthelongtermvisionforthebridge,lookingata1520yearhorizon.SimilartoAlternativeC,thesidewalksandbikelanesaresegregatedbyachangeingrade,whilethebikelaneandoutervehiculartrafficlaneareseparatedbyagreenplanter.

Figure29.StreetmixdiagramdepictingAlternativeD:DedicatedTransitwithWidenedSidewalksandOneWayBikeLanes.

Figure30.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemainGranvilleStreetBridgespanforAlternativeD:DedicatedTransitwithWidenedSidewalksandOneWayBikeLanes.

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Figure31.Mapdepictingbikeways(darkgreen)withproposeddedicatedtransitlanes(red),north/southbikelanes(lightgreen),andwidenedsidewalks(notshown).BikelanesandwidenedsidewalksfollowtheHoweStandSeymourStrampsonthenorthend,andW4thAveandHemlockStrampsonthesouthendoftheGranvilleStBridge. PrimaryBenefits:

Expandedactivetransportationnetwork,supportingVancouversGreenestCity2020:ActiveTransportationgoalsof50%walking,biking,andtransitmodeshare.

Expandedtransitinfrastructure. Increasedsafetyforpedestriansandcyclists.


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5.0MultipleAccountsEvaluationAllthealternativeswereevaluatedusingthebasecase,AlternativeA,asapointofreference.ThebasecasescenarioassumesthattheGranvilleStreetBridgewouldcontinuetobeusedasaroadwayforvehiclesandbusseswithchangesintrafficvolumeovertimethatisconsistentwithpopulationgrowth,vehicleownershipandtransituseprojectionsinMetroVancouver.Theaccountsevaluateforallthreealternativesinclude:Environment,Financial,Health,Social,andTransportation.Aworstratingimpliesthatanalternativeperformsworsethanthebasecasescenariofortheaccountinquestion,andabestratingimpliesthatanalternativewouldgeneratethebestresultsfortheaccountinquestion(seeFigure31).Theevaluationofallaccountsforallthealternativeshasbeensummarizedonafivepointscale,representedintheFigure31.

Figure31.IndicatorsandScoresforMultipleAccountsEvaluation(MAE)

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5.1EvaluationFramework

Figure32.AtabularrepresentationofthedefinitionandcriteriafortheMAEAccounts

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5.2.1EnvironmentAccountTheenvironmentaccountassessesthepotentialimpactswhichtheproposedalternativeshaveonairandnoisepollutionspecifically.Theseimpactsaredeterminedbyusinglevelofservice(LOS).Astrafficcongestionworsens,airandnoisepollutionistakentobeworsefortheareassurroundingthebridge.TheresultsofthetrafficanalysiscanbefoundinFigure33.

ItisimportanttonotethatfollowingLOSvaluesarederivedfromthelatestavailableCityofVancouverdata,andbasedonpeakhourtrafficvolumesduringtheworkweek.WiththeunderlyingassumptionthatvehiclevolumesremainthesameastrafficvolumesacrosstheGranvilleStreetBridgedeclineovertime(CityofVancouver,2012),theseLOSvaluescanbetreatedaspeakvalues.Forthisanalysis,thetrafficvolumesontherampsareassumedtoequalizeinthenearfuture,meaningthemainspancanbetakenasagoodindicatorofthebridgesoverallLOS.TheresultsofthedetailedanalysiscanbefoundinTableA.1andA.2intheAppendix.

Figure33.MainSpanLOSduringPeakHourfortheAlternatives.

Fromtheresultsofthetrafficanalysis,assummarizedinFigure33,itcanbeseenthattheAlternativeAfaresthebestwithregardstotheenvironmentaccount.ThisisduetonolanesbeingreappropriatedforotherusesinthisNoChangealternative.Meanwhile,AlternativeD(DedicatedTransitandOnewayBikeLanes)hastheworstoutcomeforthisaccount.Withtwoofthelanestakenineachdirectionforabikeanddedicatedtransitlane,eachremainingtrafficlanewillexperiencehighertrafficflows.

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Figure34.FinancialandEnvironmentalMAEResultsforAlternativesA,B,C,andD.

5.2.2FinancialAccountThefinancialaccountmeasuresthecapitalcostandcosteffectivenessofallthealternatives.Usingthe1.9kmSection1oftheComoxHelmckenGreenwayasacostreference,anestimateforthecostofAlternativeB(Greenway)fortheGranvilleStreetBridgeisobtained.ThecapitalcostoftheComoxHelmckenGreenway(in2014dollars),wasapproximately$5.6million,whichtranslatestoacostpermetreof$2,943(CityofVancouver,2013a).ItisthereforeestimatedthatthetotalcapitalcostforAlternativeBa1.8km(1,800m)GranvilleStreetBridgeGreenwaywillbeapproximately$5.3million.ThedetailedcalculationsforunitcostscanbefoundinTableA.3intheAppendix.

Usingthe1.4kmBurrardBridgeBikeLaneasacostreference,anestimateforthecostofAlternativeC(Onewaybikelanes)isalsoobtained.ThecapitalcostoftheBurrardStreetBridgeBikeLane(in2014dollars)wasapproximately$1.6million,whichtranslatestoacostpermetre

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of$1,129(Minkei,2009).ItisthereforeestimatedthattotalcapitalcostforAlternativeC2.1kmonewaybikelaneswouldbeapproximately$2.4million. UsingfiguresprovidedbytheTransitCooperativeResearchProgram(TCRP),theestimatedcapitalcostsforAlternativeD(Onewaybikelanesanddedicatedtransitcombo)arealsoobtained.TheconstructioncostsforanadditionalbuswaylanewithinanexistingroadwayprofileisestimatedtobeUS$3.0millionperlanemile(TCRP,2007).Inflationandcurrencydifferencesareaccountedfor,producingacapitalcostpermetreof$4,753.Thiscostincludes2dedicatedtransitlanes,withonerunningeachway.At1.4kmlong,thededicatedtransitlanesareestimatedtocost$6.6million.TheonewaybikelanesincludedinAlternativeDareanticipatedtocostthesameasinAlternativeCat$2.4million,bringingthetotalcapitalcostto$9.0million.

Insummary,AlternativesCandDarethemostcosteffectiveofthealternativesthatrequiremajorchanges.AsexpectedAlternativeA(Nochange)wasthemostcosteffectivesincenochangeisrequired.

Figure35.SummaryofEstimatedCapitalCostsfortheAlternatives.

5.2.3HealthAccountThisaccountisusedtodeterminewhichalternativegeneratesthemostbenefitstothephysicalhealthoftheusers.Someofthepotentialphysicalhealthbenefitsincludelowbodymassindex(BMI),lowwaistcircumference,reducedriskofcardiovasculardiseases,andgoodmentalhealth;andallareassociatedwiththecontinuoususeofactivemodesoftransportation

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(walkingandcycling)(Franketal.,2001;Franketal.,2005).Walkingandcyclingarebothconsideredmoderatetypesofphysicalactivity(Lee&VernezMoudon,2004).Thecapabilityofacitystransportationinfrastructureto,increaselevelofmoderatephysicalactivity(walkingandcycling)thatresidentsengagein,andtheirabilitytodososafely,shouldbeanessentialcomponentofanyevaluationforapartofthetransportationsystem.Hence,physicalactivitylevelsandpedestriansafetyarethetwocriteriausedtoevaluatethepotentialimpactsofeachalternativeonthephysicalhealthofusers.However,thepotentialimpactsoftheeachalternativeonphysicalactivitylevelsandpedestriansafetywerenotevaluatedquantitativelyduetotimeconstraints.Forthepurposeofthisreport,thepotentialimpactsofeachalternativeonphysicalactivitylevelsandpedestriansafetywerebasedonlogicalassumptions.Thishasimplicationsfortheaccuracyofthemultipleaccountsevaluationresultsthatwereprovidedinthisreport.

Insummary,AlternativesB,C,andDallperformedhighlyintheevaluationofhealthimpactsbecausetheyallmostlikelywillincreasetheuseofsafeandactivemodesoftransportationontheGranvilleStreetBridge.Asexpected,AlternativeAperformedpoorlybecausethereareveryfewpedestriansandcyclistsareusingthebridgeinitscurrentcondition(unsafe).

Figure36.HealthMAEResultsforAlternativesA,B,C,andD.

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5.2.4SocialAccountThesocialaccountmeasurescommunitycohesion,interpersonalconnectivity,andcivicpride.Whilegenerallymorequalitativeinnature,thisaccountattemptstodescribethequalitiesoftheproposedalternativeswhichaffecthowthegeneralpublicfeelsnotjustabouttheimplementedsolution,butalsoabouttheCityasawhole;aswellasthelevelofoverallimprovementintheexperienceofcrossingthebridge.

Inordertocalculatecommunitycohesion,forinstance,qualitiesconsideredincludedopportunitiesforcommunitybranding,whichmightincludebannersonanynewlightstandards;thecreationofspacesforfunandcelebration,suchasspacestopublicgatherings;andthecontinuationoftheuniquecharacterofGranvilleStreetacrossFalseCreek,whichmightincludeanextensionoftheGranvilleEntertainmentDistrictsneonlightingscheme.

Anotherobjectiveconsideredwastheimpactonthelowincomepopulationserved.Thiswasdeterminedbasedupontheproximityoflowincomeresidentsandtheanecdotalmodepreferenceoftransit,cycling,andwalkingfornearbylowincomeresidents(Garrett&Taylor,1999).Thisobjectivespecificallyintendstosupportamoreequitabletransportationsolution.

Lastly,civicopinionpolls/surveyswereconsideredinordertogaugethecurrentlevelofpoliticalfeasibilityoftheproposedalternatives.Forinstance,whenthefirstBurrardBridgebikelanetrialprojectwasimplemented,thecommunitybacklashwassogreatthattheprojectwasrevertedtoitsoriginalstatesixdaysafterthetrial(Meggs,2009).Today,theacceptanceofseparatedbicycleinfrastructureismorewidelysupportedinthecity,butitisimportanttokeepinmindthateverymajorprojecthasadistinctlydifferentcontextandadifferentimpactonthesurroundingcommunities.

Theimpactthesethreequalitieshasonthesocialaccountweregenerallyevaluatedqualitativelybasedoninformalconversationswithbridgeanarrayofbridgeusers;withaslightlyhighernumberofpedestriansandtransitusersthancyclistsanddrivers.

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Figure37.SocialMAEResultsforAlternativesA,B,C,andD.

5.2.5TransportationAccountThetransportationaccountmeasurestheimpactontrafficmovementwhichthealternativeshave.Asmuchofsurfacepeopleandgoodsmovementdependonawellfunctioningroadnetwork,changestotheexistinginfrastructurewillimpactthesemovements,andareanalyzedbytrafficanalysis.Withreductionsinavailablelanesforgeneralmotorvehicleuse,acorrespondingdropinLOSisexpected.NotethattheLOSvaluesarederivedfromCityofVancouverpeakhourtrafficdata.WithdecliningtrafficvolumesovertheGranvilleStreetBridge(CityofVancouver,2012),theseLOSvaluescanbetreatedaspeakvalues.Furthermore,thebridgesmainspanisusedtodetermineLOS,asitisassumedrampvolumeswillequalizeovertime.TheresultsofthedetailedanalysiscanbefoundinTableA.1andA.2intheAppendix.

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Figure38.MainSpanTrafficFlowandLOSduringPeakHour.

FromtheresultsofthetrafficanalysisshowninFigure38,AlternativeAperformsthebestforthetransportationaccount,withnomainspanLOSexceedingaBratingacrossthemainspanforthisNoChangeoption.Thisfurtherdemonstrateshowunderutilizedtheexistinginfrastructureis.AlternativeDfarestheworstinthisanalysis,withdoublethevehiclestravellingperlaneatthemainspancomparedwithAlternativeA.Withtherapidtransitandonewaybikelanes,thenumberoflanesofgeneraltrafficishalvedeachway,bringingtheLOS

downtoDandCforsouthboundandnorthboundtrafficrespectively.

Figure39.TransportationMAEResultsforAlternativesA,B,C,andD.

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5.3SummaryofMultipleAccountsEvaluation(MAE)Results

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Figure40.CompleteMultipleAccountEvaluation(MAE)ResultsforAlternativesA,B,C,andD.

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6.0Recommendations

Figure41.CompleteMultipleAccountEvaluation(MAE)ResultsforAlternativesA,B,C,andD,withtheirtotals.

FromtheMultipleAccountsEvaluation,theActiveTransportationGreenway(AlternativeB)istherecommendedalternative.ItwasonlyoutperformedbyAlternativeA,theCurrentState/NoChangeoption,duetonocostsbeingassociatedwithnochangesbeingmade.Withallotheraccounts,AlternativeBoutperformedorperformedequallywiththeotheralternatives.

TheactivetransportationgreenwayalsoalignswithCityofVancouverTransportation2040directions.Theseincludemakingstreetssaferforpedestrians(W1.1)andprovidinggenerous,unobstructedsidewalks(W1.2)whichareaccessibleforallpeople(W1.3).ItturnstheGranvilleStreetBridgeintoacyclingroutewherepeopleofallagesandabilitiesfeelcomfortableriding(C1.1),whichalsomakesthecyclingnetworkmoreefficientatconnectingpeopletotheirdestinations(C1.2).(CityofVancouver,2012)

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WiththeActiveTransportGreenwayoption,itwilllikelyinfluencemorepedestrianorienteddevelopmentattheendsofthebridgeasmorepeopleswitchtobikeorwalkmodestocrossthebridge.ItalsodoesnotcontradicttheregionalLivableRegionStrategicPlansdesignationoftherouteaspartoftheroadnetworkbymaintaininganappropriatevehiclecarryingcapacity(GreaterVancouverRegionalDistrict,1996).

WefurtherrecommendthattheCityconductathoroughbeforeandafterstudyofAlternativeB,theActiveTransportationGreenway,tosystematicallymeasuretheenvironmental,financial,health,social,andtransportationimpactsoftheprojectontheGranvilleStreetBridgeandsurroundingnetworksinordertoinformfutureprojectsbothinVancouverandbeyond.

Figure42.ModelofgreenwayconceptlinkedtoproposeddevelopedatthenorthendoftheGranvilleStreetBridge,lookingsouth(Aynsley,2014).

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7.0ConclusionFollowingtheinternationaltrendtorightsizestreetsandreallocatevehiculartrafficlanestomorepeoplefocusedmodes,theCityofVancouverisperfectlypositionedtomaintainitsreputationasafeetfirst,walkingcitybyreconfiguringtheexistingGranvilleStreetBridge.Builtinanticipationofamuchgreaterhighwaynetworkandconstrictedbytighttrafficflowcontrolsateitherendofthespan,thebridgewillneverseetrafficlevelsrisetomeettheavailablecapacity.

Byreappropriatingvehiclelanesandcreatingmorespacesforpeopletowalk,cycle,andtaketransit,theCitywillbemakingthemostofthisiconicpieceofinfrastructure,buildingamorecompleteactivetransportationnetworktohelpmeettheCitysGreenestCity2020andTransportation2040goals,andencouragingvisitorsandresidentstointegratemorephysicalactivityintotheirdailylives.

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Calimente,J.(2008).TheGranvilleStreetBridgeneedstoloseweight.SpacingVancouver.RetrievedApril4,2014fromhttp://spacing.ca/vancouver/2008/07/18/thegranvillestreetbridgeneedstoloseweight/

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EuropeanCommission.(2004).Reclaimingthestreetsforpeople:Chaosorqualityoflife?.OfficeforOfficialPublicationsoftheEuropeanCommunities,152.

Fjellstrom,K.(2010).HighcapacityBRTplanning,implementationandoperation:casestudyoftheGuangzhouBRT.InstituteforTransportationandDevelopmentPolicy.RetrievedApril5,2014fromhttp://www.uncrd.or.jp/env/5thregionalest

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forum/doc/08_Breakout%20Session2B/BS2B3_Guangzhou_BRT.pdf Fleming,T.,Turner,S.,&Tarjomi,L..(2013).Reallocationofroadspace.NZTransportAgency

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AppendixTableA.1.ResultsofDetailedTrafficAnalysis

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TableA.2.LOSLegend

FigureA.1.CityofVancouverTruckRoutes(noGranvilleBridgeconnection)

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TableA.3.UnitCostCalculations