Road

Space Reallocation
On Vancouvers Granville Street Bridge

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

 ExecutiveSummary
TheGranvilleStreetBridgeisamajorcomponentofMetroVancouversroadtransportation network,providingregionalaccesstoDowntownVancouverformotoristsintheregion. Designedasaneightlanebridge,theGranvilleStreetBridgeiscurrentlybeingunderutilizedby motorists;Lowtrafficvolumesrelativetothehighcapacityofthebridgeisevidenceofthis inefficiency.Furthermore,conditionsontheGranvilleStreetBridgeareconsideredunsafefor pedestriansandcyclists.Inviewoftheseissuesthisreportproposedroadspacereallocationas themainstrategytoaddressthem. Tothisend,fourcasestudiesonroadspacereallocationfromallovertheworldwerereviewed tolearnfromotherglobalcitiesexperiencewithreallocation.Theseprojectsreviewedinclude: NewYorksBroadwayStreet,MelbournesPrincesBridgeBikeLane,BrooklynNewYorks ProspectParkWest,andGuangzhousZhongshanAvenue.Basedonthereviewofthecase studies,threealternativesandtheiralignmentswereconsideredaspotentialoptionsforroad spacereallocationontheGranvilleStreetBridgeinadditiontomaintainingthecurrentstateof thebridge(AlternativeA).Thethreealternativesinclude:Activetransportationgreenway(B), widenedsidewalkswithonewaybikelanes(C),andacombinationofonewaybikelanesand busrapidtransit(BRT). Toassesstheperformanceandimpactofallthealternatives,amultipleaccountsevaluation (MAE)frameworkwasused.Theaccountsevaluatedincluded;theenvironment,finance, health,social,andtransportation.TheresultsoftheMAEclearlyshowedthatAlternativeB theactivetransportationgreenwaywouldoverallgeneratethemostbenefitsfortheusersof theGranvilleStreetBridgeandtheCityofVancouver.Hence,itwasrecommendedtotheCity ofVancouverandTransLinkasthealternativeofchoiceforpotentialroadspacereallocationon theGranvilleStreetBridge.

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

1.0Introduction
TheCityofVancouveriscommittedtoalongtermvisionofitstransportationsystemthat ensuresanefficient,safe,vibrantandmobilenetworkwhilstprovidinganenvironmentthat facilitatesahealthyfutureforitscitizens(CityofVancouver,2012).Overthepast50years, transportandlandusepolicieshavebeenprimarilyfocusedonmeetingthetravelneedsof privateautomobiles(Fleming,Turner,&Tarjomi,2013).Inordertocombatsomeofthe problemsrelatedwiththisapproach,weareseeingashiftinthenatureoftransportpolicies. Thishasmeantroadspaceismoreoftenbeingassessedintermsofthemovementofpeople andindividualtriptime,insteadofjustautomobilenumbersandtriptimeefficienciesalone (Flemingetal.,2013).Thereallocationofroadspacepreviouslyusedbyautomobilesto prioritizeothermeansoftransportationsuchaswalking,cyclingandpublictransportisa commontechniqueusedtoinfluenceurbantravelbehaviour.VictoriaTransportPolicyInstitute (2008)givesthedefinition: RoadSpaceReallocationinvolvesshiftingmoreroadspacetospecifictransportationactivities andmanagingroadwaystoencouragemoreefficientandequitabletransportation

Figure1.Illustrationofroadspacereallocation(roaddiet/lanediet)examples.(BostonTransport Department,2013)

Theprocessofroadspacereallocationisalsocommonlyreferredtoasrightsizingorroad diet,withtheprimaryfocusbeingonthereductionintheamountofspaceallocatedto automobiletraffic.Thisincludesothertrafficcalmingtoolssuchascrossings,roundaboutsand landscaping(VictoriaWalks,2013).Thereductioninspaceforprivatecartravel,accompanied bytheadditionofnewspaceavailableforotherformsoftransportsuchaswalking,cyclingand publictransithasshowntohavesignificantinfluencesontravelbehaviour.Inadditionthereare environmental,economicandsocialbenefitsthataccompanythetransitionfromacaroriented streettoonethataccommodatesawiderrangeofroadusers(EuropeanCommission,2004; Flemingetal.,2013).

Figure2.GranvilleSt.BridgeandSkyline(Ford,1968)

GranvilleStreetBridgeVancouver WithintheCityofVancouvertheGranvilleStreetBridgeisaprimetargetforaroaddiet,with considerableopportunitytoreallocateroadspacethatiscurrentlyprioritizingtheautomobile. ThecurrentbridgeopenedonFebruary4,1954,replacingthe2ndGranvilleStreetBridgethat wasinplacefor45yearsprior(Calimente,2008).Builtonthesamealignmentastheprevious one,itwaspositionedslightlytotheWest.

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Figure3.OldGranvilleBridge[lookingnorth](Frost,1954)

ThebridgerunsNorthSouthcrossingFalseCreekandleadingintothedowntownregionatthe Northend,whilstreachingFairviewtotheSouth.Thebridgewasbuiltin1954andearmarked asabridgeforthefutureandatthetimewastheonly8lanebridgeinNorthAmericaoutside ofNewYork(Mackie,2014).

Figure4.(Left)AnearlierimageoftheGranvilleStreetBridgeafterconstructionin1954.Figure5.(Right) ArteriesleadingtoandfromthenewGranvilleBridgespanareclearlyshownwiththeapproachtothe newbridge.(Mackie,2014)

Initscurrentform,the8lane,27mhighbehemothhasbeendescribedaspossiblythemost unfriendlypedestrianandcyclebridgeinthecity(Calimente,2008).Thesidewalksare

inaccessibleforanyoneinawheelchair,duetothestairsthatneedtobenegotiatedonboth sidesofthebridge.Pedestriansmustusesidewalksthatcrosson/offrampswherecarsspeed pastbeyondthespeedlimit(Calimente,2008).Inaddition,thefootpathsarenarrow,making foratightfitwhentwopeoplepasseachothergoingoppositedirections.Cyclistsusingthe bridgeabruptlytransitionfromaslowpacedsecondaryroadtoahighwayfortheentirelength ofthebridge.Thebridgeisconsideredaprimetargetforrightsizingasthecentrallaneslead intoGranvilleStreetdowntown,whichhasnothroughtrafficonalongportionforprivate vehiclesandalsohasveryhighpedestrianrate(CityofVancouver,2012).Inadditiontothisit connectstwoneighbourhoodsthathavereceivedrapidpopulationgrowth,inFairviewatWest 4thAvenueandDowntownSouth(Calimente,2008). Priorrecommendationstoimprovetheconditionsofthebridgeandmakeitmoreuserfriendly forcyclistsandpedestrianswereconsideredtooadvancedandcostly.Howeverinrecentyears therehasbeenadecreasingvehicularuseoftheGranvilleStreetBridge,whichisalsoreflected inourtrafficanalysis.Thisunderutilisedroadspacehasbeensightedasaprimeopportunityto improvewalkingandcyclingconditionsatminimalcost(CityofVancouver,2012).

2.0ExistingCondition
TheGranvilleStreetBridgeisamajor,eightlanebridgeintheCityofVancouver.Itisoneof threebridgesspanningoverFalseCreek,connectingVancouverscentralbusinessdistrictwith theareastoitssouth.Openedin1954,thebridgeispartofBritishColumbiaHighway99,witha postedspeedlimitof60km/h,higherthanalloftheroadsconnectedtoit.TransLink,the regionstransportationauthority,inpartnershipwiththeCityofVancouver,designatedthis bridgeandtherestofHighway99runningthroughVancouveraspartoftheMajorRoad Network.ItishowevernotspecifiedasatruckroutebyTransLink,whichcanbeseeninFigure A.1intheAppendix.Havingrecentlyundergoneseismicretrofitwork,analystshavemodeled theGranvilleStreetBridgesresponseuptoa2475yeardesignearthquake.(Fraser&Donelan, n.d.)

Figure(s)6.ExistingconditionsonNorthandSouthendoftheGranvilleStreetBridge(Photosby:Robert W.White).

InrecognitionoftheneedforchangestotheexistingGranvilleStreetBridge,thechallengesare laidoutinVancouversTransportation2040plan: GranvilleBridgesidewalksarenarrowanduncomfortable,andinaccessibleformany peopleduetostepsatrampcrossings.Motorvehiclestravelathighspeedsandthere arenocyclinglanesonthebridge.Offrampsthatweredesignedtoaccommodatehigh speedtrafficcreateconnectivitychallengesateitherendofthestructure.(Cityof Vancouver,2012P.68)

Figure7.ArtistillustrationofGranvilleBridgewithtwocentrelanesreallocatedforwalkingand cyclingasdepictedintheTransportation2040plan(CityofVancouver,2012).

3.0CaseStudies
ThefollowingcasestudiesfromNewYork,MelbourneandGuangzhoudemonstrateaspectsof theproposedalternativesfortheGranvilleStreetBridge,whichhaveproventoworkwell internationally. 3.1NewYorkBroadwayRoadSpaceReallocation BroadwayinNewYorkCityrunsdiagonallythroughthestreetgridofManhattan,Itcreates bothirregularintersectionsandroomforworldclasspublicspaces.Beforethereallocationof roadspace,Broadwaywascongestedwithvehiclesthatwererequiredtoidleastheymetwith congestedavenues.Inadditiontothis,toomanypedestrianswereforcedontotoolittle sidewalk,whichresultedinterribleworkingandshoppingenvironment,andpedestrians unsafelywalkingalongtheroad(Ullman,2010). ThepremisebehindthetransformationofBroadwaywastoreducecongestion,increasesafety andcreateliveableandvibrantpublicspacesatvariouspointsalongthestrip.Thebestwayof achievingthesegoalswasbyreallocatingsomeoftheroadspace,reducingtheamountofturns andinsomeinstancesclosingtheentireroadofftotrafficinfavourofpedestrianaccess (Ullman,2010).
Figure8.Herald Squarebefore (left)andafter (right)the reallocationof roadspace (NYCDOT).

Theprojectbeganin2009,andwasinitiallyimplementedwithtemporarychangesthatwere designedsotheeffectscouldproperlybeobservedbeforethepermanentchangesweremade. Thesechangesweremadetoapproximately2.3milesofBroadway,startingatUnionSquare from14thStreet,northpastMadisonSquarePark,HeraldSquare,andTimesSquare,stretching allthewaytoColumbusCircleat59thStreet(Ullman,2010).Changesweremadenotjustto Broadway,butalsotoneighbouringstreets,soastoimplementanoverhaulofthetransport area,thatinvolvedadjustingturninglanes,parkingregulations,andsignaltiming.Themost significantchangestoBroadwayoccurredwherepartsoftheroadwerecompletelyclosedto vehicletrafficatbothTimesSquareandHeraldSquare,whichcreatedanewvibrantpublic realm,aswellasallowingforlongersignaltimesforvehiclesattheadjacentavenues(Ullman, 2010). Summaryofchanges:AllinformationprovidedtoProjectforPublicSpacesbyNewYorkCity DepartmentofTransport(NYCDOT)(Ullman,2010). Phase12009: Broadwaybetween23rdStreetand59thStreet: IntersectionssimplifiedbyclosingsomeorallofBroadway(TimeSquare&Herald Square)toautomobiletrafficwhereitintersectsotheravenues,andcreatingoraltering pedestriancrossingsignalphases. PedestrianplazaswithstreetfurniturecreatedatTimesSquare,HeraldSquare, andMadisonSquarePark. Bikelanesaddedthatareinmanyplacesseparatedfrommotorizedtraffic. Phase22010: Broadwaybetween14thStreetand23rdStreet: Twomovingandtwoparkinglaneswithanonstreetbicyclelanereconfiguredto makeonemovingandtwoparkinglaneswithamedianprotectedbikelaneon Broadway. East17thStreettransformedfromatwowaystreettoaonewaystreet,with bicycleandpedestrianlanesadded,separatedfromtrafficbyplanters.

 Pedestrianplazamadeonformerstreetspace,extendingthesidewalkcornerat BroadwayandEast17thStreet. Bikeandpedestrianfacilitiesupgraded,includingtrafficseparatedbicyclelanes andsmallercrossingdistancesatintersectionsgeneratedbybuildingrefuge islandsandneckdowns. Results: ThemajorfindingscomingfromthechangesmadetotheBroadwaycorridorwereanincrease inpedestriansafetyandabetterflowofautomobiletraffic.Inadditiontothis,thefindings concludedasignificantimprovementinthepublicspacesalongBroadwayforcyclistsand pedestrians. Asnapshotofthemeasurableoutcomesislistedbelow.AllinformationprovidedtoProjectfor PublicSpacesbyNewYorkCityDepartmentofTransport(NYCDOT)(Ullman,2010). Broadwaybetween14thStreetand23rdStreet: Carsspeedingoverthe30MPHlimitfell28%to12%ofallvehiclesonBroadway between19thand20thstreets. 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%inEastandWestMidtown andeastboundimprovementsof5%and2%inEastandWestMidtown. Motoristandpassengerinjurieswentdownby63%. Pedestrianinjurieswentdown35%. Pedestriannumberswentupby11%inTimesSquareand6%inHeraldSquare.In additionpedestriansintheselocationswereshowntostaylonger. Pedestriansenteredtravellaneslessduetotheincreasedsidewalkspace.

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3.2MelbournePrincesBridgeBikeLane PrincesBridgeisamajorgatewayforpeopletravellinginandoutofthecity,withhighvolumes ofbike,tramandautomobiletrafficconnectingtoMelbournesmostfamousintersection.(City ofMelbourne,2013).ItisalsoakeypedestrianrouteacrosstheYarraRiver,connectingsome ofMelbournesmostsignificantpedestriandestinationsincludingartsprecinct,Federation SquareandFlindersStreetStation.TheexistingfootpathsoneachsideoftheBridgewerenot consideredsuitabletobeusedassharedpathsortobedividedintoseparatedpathsforcyclists andpedestrians(VictoriaWalks,2013).TheNorthSouthrunningPrincesBridgeprojectisa naturalextensionoftheSwanstonStreetremodellingthatcreatedaccessibletramstops,bike pathsandenhancedpedestrianzoneswithastrongemphasisonwalkabilityandahighamenity publicrealm(CityofMelbourne,2013). SummaryofChanges: TheinitialbicyclelanewasinstalledonJune19,2013forathreemonthtrial.Theproject ensuedinthenumberofnorthboundvehiclelanesonthebridgewerereducedfromtwotoone (Robinson,2013).Thiswasfollowedbyinstallingadedicated2metrebikelaneonthewestern sideofthebridgeforcycliststravellingnorthintothecity(CityofMelbourne,2013).The additionofthebikelanetookcyclistsawayfromthesidewalk(whichwaspreviouslybeingused asasharedspace),meaningtheareadesignatedforpedestriansdoubled.

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Figure10.PedestrianswalkingSouthtowardstheArtsCentreonPrincesBridgeaftertheadditionofthe BikeLane.(VictoriaWalks,2013)

Figure(s)11.AvisualrepresentationofthechangesmadetoPrincesBridge.Theadditionalbikelaneisa clearextensionofthebikelanethatrunstheentirestretchofStKildaRoad.(CityofMelbourne,2013)

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Results Theresultsarebasedoninformationprovidedin(Robinson,2013).ThefindingswereforFuture MelbournesTransportCommitteeandwereshowingtheresultsoftrafficstudiesundertaken duringthethreemonthtrial.

Figure12.ArenderingoftheroadspacereallocationlookingNorthtowardsFlindersStreetStationand theCBD(CityofMelbourne,2013).

Theaveragetraveltimeincreasedslightlyinthemorningpeakperiodsanddecreasedslightlyin theeveningpeakperiods(Robinson,2013). Thelongestqueuenowrunsroughly100200metresfurtheralongStKildaRoad.Thelargest queuesoccurduringthemorningpeak(8.20to8.50am)andafternoonpeak(5.30to6.15pm) times.Theseresultswerepredictedbymicrosimulationmodelling(Robinson,2013). MotorvehiclevolumesleavingtheFlinders/Swanstonintersectionare14%lowerduringpeak times(from880to766perhourduringtheAMpeakandfrom825to710perhourduringthe PMpeak).Thereasonforreducedintersectioncapacityisprincipallytheresultofdriversnot fullyorequallybothlanesNorthofthebridge(Robinson,2013). Totalcityboundbikevolumeshavegoneupbymorethan40%duringthebusiesttimessince
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thebikelanewasinstalled(accountingforseasonalfactors).Thefigurebelowshowsthesurvey resultsofnorthboundbikevolumesonPrincesBridgeduringtheAMandPMpeakperiodsand showsthatthetotalofallCBDboundbikeridersonthislanehasincreasedby27%duringboth morningandafternoonpeaktimes(accountingforseasonalfactors)(Robinson,2013).

Figure13.DatacollectedonthechangesinbikevolumesheadingintotheCBDatpeakhourtimes. (Robinson,2013)

BikeSafety:13knownaccidentsinvolvingaNorthboundcyclistbeingcardooredhappenedon PrincesBridgeduringthe5yearperiodfrom2007to2011.VicRoadsstatisticswebsitewasnot yetupdatedtoincludedatasincetheinstallationofthenewbikelane,howeverTheVictoria Policestatedthattheywerenotnotifiedofanycardooringaccidentsafteritsinstallation (Robinson,2013). PedestrianSafety:Thebikelanehascontributedtoasignificantlylowernumberofcyclists usingthesharedfootpathontheeastsideofPrincesBridgeandnocyclistshavebeenobserved usingthepedestrianonlyfootpathonthewestsideofthebridge(Robinson,2013). 3.3Brooklyn,NYProspectParkWest ProspectParkWestisaveryrecognizableexampleofthereallocationofroadspaceasit

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generatedlotsofdebatefromgroupsoneithersideoftheproject.ProspectParkWestrunsin oneway(southbound)for0.9milesalongsideProspectPark.Thestreetincludesawide sidewalkwithbenchseatsandparkentrancesononesideofthestreet,andresidentialonthe other.Inbetween,therewerepreviouslythreeonewaytravellanes,withaparkinglaneon eachsideoftheroad(Ullman,2011). Inresponsetocommunityconcernsaboutvehiclestravellingathighspeedsandtheneedto facilitatesafepedestrianandcyclistaccesstoProspectPark,in2010,theNYCDepartmentof Transportation(NYCDOT)removedoneautomobilelanetomakeroomforatwowaybicycle lane,whichwasshieldedbytheparkinglanenexttothepromenade(Ullman,2011).

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

Thereisconsiderableevidencetoshowthesuccessoftheproject.Theremodellingreduced vehiclespeedandmadetheroadsaferforeveryone,aswellasencouragingandincreasing bicycleuse,addingtothestreetstotalcapacity,andmaintainingautomobiletraveltimes. (Ullman,2011). SummaryofChanges:AllInformationprovidedtoProjectsforPublicSpacesbyNewYorkCity DepartmentofTransport(NYCDOT)(Ullman,2011). Onewayautomobilelanesreducedfrom3to2.

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 Atwowaybicyclelaneadded,separatedbyaparkinglane,adjoiningthepromenadeto increasecyclingandimprovesafetyforallusers. Adjustedsignaltiming. Additionalloadingzones. Givewaysignsaddedtopreventbicyclepedestrianaccidents. Pedestrianislandsinstalledonthesideofthebikelanes.

Figure15.CyclistsenjoyingthenewinfrastructureaftertheremodellingofProspectParkWest.(NYC DOT,2011)

Results AllInformationprovidedtoProjectsforPublicSpacesbyNewYorkCityDepartmentof Transport(NYCDOT)(Ullman,2011). Mobility Thetotalvehicleandbicyclenumbersincreased13%intheAMpeakperiodand9%in thePMpeakperiod. 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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3.4GuangzhouZhongshanAvenue Chinasrapidlygrowingeconomy,populationandautomobileuse,combinedwithrampant urbanization,isgeneratingenormousstrainonthetransportationinfrastructurewithinitscities (CentreforCleanAirPolicy).Oneoftheworldsbestexamplesofthereallocationofroadspace fortheprioritizationofBusRapidTransit(BRT)isinChinasGuangzhou.GuangzhousBusRapid Transitsystem(GZBRT)wontheInstituteforTransportationandDevelopmentPolicys2011 SustainableTransportAward(CentreforCleanAirPolicy,2012). GuangzhouisthecapitalofGuangdongprovinceandthethirdlargestcityinChinawitha currentpopulationofapproximately11millionpeople(GlobalBRTData,2014).Priortothe implementationoftheGuangzhouBusRapidTransitsystem(GZBRT),Guangzhousufferedfrom horrendoustrafficcongestionandgridlockonZhongshanAvenue,whichisthemain thoroughfareconnectingpeoplefromtheeastintothedowntowncore(CentreforCleanAir Policy).Afterlookingatthevariousoptionsfortransitimplementation,GZBRTwasfoundtobe farcheaperandfasterthanbuildingametrosystem,whichhadhugeaccompanyingcapital costsandconsiderabletimedelay(CentreforCleanAirPolicy,2012).

Figure16.AnimageofoneofthestationsalongZhongshanAvenueafterBRTimplementation. (Fjellstrom2010)

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SummaryofChanges Theprojectbeganin2003withpreliminaryBRTplanning,thenin2005cametheconceptual design,demandanalysisandcorridorcomparisons(Fjellstrom,2010).From200610therewas operationalanddesignplanningandthenafinaldesign.Implementationandconstructiontook placeandtheGZBRTwasopenedinFebruary2010(Fjellstrom,2010).Aswithanyreallocation ofroadspaceproject,therewasconsiderableopposition(CentreforCleanAirPolicy,2012). Authoritiesalsohadtoovercomealongtraditionofincrementalanddisjointedurbantransport planning,inadditionwidespreadnegativeperceptionsofpublictransport.During2009the transportauthorityunderwentaconsiderablepromotionandoutreachplan(Fjellstrom,2010). Intermsofthereallocationofroadspace,thedegreeandamountofspacetakenvariesalong the23kmBRTroute.Theexistingroadwaypriortotheprojectimplementationconsistedof5 lanestravellinginbothdirections.TheGZBRTrequiredthereallocationofthetwomiddlelanes ineachdirectioncreatingafullysegregatedbuscorridordownthecentreofZhongshan Avenue.

Figure17.AnexampleofthedominantlayoutforGZBRT,consistingof3lanesgoinginEastandwest witha2waymedianbusway.(AmericanPublicTransportAssociation,2010)

FeaturesoftheGZBRTinclude:(allinformationfromDevelopingSustainableTransportation withtheGuangzhouBusRapidTransitSystemandMultiModalTransportnetwork,Centrefor CleanAirPolicy,2012). Thesystementailsa23kmcorridoroffullysegregatedrapidbuslanes.

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 IthastheworldshighestBusRapidTransitbusvolumes(350perhourinasingle direction,orroughlyonebusevery10seconds). Directaccesstometrorailstationsandbusstationbridgesconnectingdirectlyto buildings Stationsizedependsonpassengerdemand. Situatedinaveryhighdensityregionwithhightransitdemandandintensiveadjacent landuse. Bikeparkingandbikesharingavailableateachstationandinadjoiningneighborhoods, andagreenwayoneithersideoftheBRTcorridorcombinesdedicatedbikelanesand walkwayswithparks,plazasandchildrensplayareas Discountedsmartcardsforfrequentusers,partofasubsidizedcitywidelowfare program.Theyhavereportedlynearlyhalvedtheaveragecostofabustrip.

Figure18.ImagesofZhongshanAvenuebefore(left)BRTimplementationand(right)arenderingofwhat oneofthetwentysixstationslookslikealongtheroute.(Fjellstrom,2010)

Results:(allinformationfromDevelopingSustainableTransportationwiththeGuangzhouBus RapidTransitSystemandMultiModalTransportnetwork,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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4.0ProposedAlternatives
Takinginspirationfromthecasestudies,theinitialboulevardgreenwayconceptputforthby theCityintheTransportation2040plan,andpreviousprojectsinVancouversuchasthe Hornby,Dunsmuir,andBurrardBridgeseparatedbikelanes,weproposeanumberof alternativesolutionsforreallocatingroadspaceontheGranvilleStreetBridge.Eachofthese solutionstieintotheexistingactivetransportationnetworkinthecity,specificallylinkingthe HelmckenGreenwaynorthofFalseCreekwiththe7thAve.Greenwaytothesouth.

Figure19.TransLinkRegionalCyclingMap(TransLink,2012)

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4.1AlternativeA:NoChange Thebridgeisleftinitscurrentcondition.Thelaneallocationisasfollows: 4Northbound(NB)and4Southbound(SB)trafficlanesforprivateautomobiles,taxi cabs,TransLinkbusesandtrolleys,andbicycles. 1NBand1SBsidewalkforpedestrians. Thesidewalkissegregatedfromthevehiculartrafficlanesbyacurbofapproximately12inches. Signshighlightthepresenceofcyclistsontheroadway,butnootherconsiderationsaremade.

Figure20.StreetmixdiagramdepictingAlternativeA:NoChange.

Figure21.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemain GranvilleStreetBridgespanforAlternativeA:NoChange.

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Figure22.Mapdepictingexistingbikeways(darkgreen)withexistingconditionoftheGranvilleSt Bridge.

PrimaryBenefits: Nochangesrequired. PrimaryCosts: Continuedunderuseofexistinginfrastructure. Continuedhealthandsafetyconcernsforpedestriansandcyclists.

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4.2AlternativeB:ActiveTransportationGreenway InkeepingconsistentwiththeconceptpresentedinVancouversTransportation2040plan,the centre2lanesarereallocatedtoactivetransportationuse.Theproposedlaneallocationisas follows: 3NBand3SBnarrowedtrafficlanesforprivateautomobiles,taxicabs,TransLinkbuses andtrolleys,andbicycles. 1NBand1SBsidewalkforpedestrians. 1NB/SBboulevardgreenwayforpedestriansandbicycles. Theboulevardgreenwayissegregatedfromthevehiculartrafficlanesbygreenplanters, pedestrianorientedlightstandardswithbanners,andsmallrailings.Aversionofthis alternativewasreferencedintheCD1RezoningreportRTS10255whereanallocationof$1 millionofthecashCACwasrecommendedtobeusedforaGranvilleBridgeGreenway(Cityof Vancouver,2013b).

Figure23.StreetmixdiagramdepictingAlternativeB:ActiveTransportationGreenway.

Figure24.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemain GranvilleStreetBridgespanforAlternativeB: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:WidenedSidewalkswithOneWayBikeLanes Thecurrentcentrevehiculartravellanesaremaintained,whiletheouter2trafficlanesare convertedtowidenedsidewalksandonewaybikelanes.Theproposedlaneallocationisas follows: 3NBand3SBnarrowedtrafficlanesforprivateautomobiles,taxicabs,TransLinkbuses andtrolleys,andbicycles. 1NBand1SBsidewalkandbikelaneforpedestriansandbicyclesaccordingly. Thesidewalksaresegregatedfromthebikelanebyasmallchangeingrade.Thebikelanesare segregatedfromthevehiculartrafficbygreenplanters.

Figure26.StreetmixdiagramdepictingAlternativeC:WidenedSidewalkswithOneWayBikeLanes.

Figure27.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemain GranvilleStreetBridgespanforAlternativeC:WidenedSidewalkswithOneWayBikeLanes.

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Figure28.Mapdepictingexistingbikeways(darkgreen)withproposednorth/southbikelanes(light green)andwidenedsidewalks(notshown),followingtheHoweStandSeymourStrampsonthenorth end,andW4thAveandHemlockStrampsonthesouthendoftheGranvilleStBridge.

PrimaryBenefits: Expandedactivetransportationnetwork,supportingVancouversGreenestCity2020: ActiveTransportationgoals. Increasedsafetyforpedestriansandcyclists. PrimaryCosts: Shorttermmonetarycoststorealignroadway.

Potentialpoliticalcostsforvehicularlanereappropriation.

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4.4AlternativeD:DedicatedTransitwithWidenedSidewalksandOneWayBikeLanes ThetwocentrelanesbecomededicatedtransitlanesforBRTorstreetcaruse,andonewaybike lanesareaddedadjacenttothesidewalks.Theproposedlaneallocationisasfollows: 1NBand1SBdedicatedtransitlanesforBRTorstreetcar. 2NBand2SBnarrowedtrafficlanesforprivateautomobiles,taxicabs,TransLinkbuses andtrolleysandbicycles. 1NBand1SBwidenedsidewalkandbikelaneforpedestriansandbicyclesaccordingly. Thisalternativehasagreateremphasisonthelongtermvisionforthebridge,lookingata15 20yearhorizon.SimilartoAlternativeC,thesidewalksandbikelanesaresegregatedbya changeingrade,whilethebikelaneandoutervehiculartrafficlaneareseparatedbyagreen planter.

Figure29.StreetmixdiagramdepictingAlternativeD:DedicatedTransitwithWidenedSidewalksand OneWayBikeLanes.

Figure30.Illustrationdepictinglaneallocationstothesouth(leftside)andnorth(rightside)ofthemain GranvilleStreetBridgespanforAlternativeD:DedicatedTransitwithWidenedSidewalksandOneWay BikeLanes.

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Figure31.Mapdepictingbikeways(darkgreen)withproposeddedicatedtransitlanes(red),north/south bikelanes(lightgreen),andwidenedsidewalks(notshown).Bikelanesandwidenedsidewalksfollowthe HoweStandSeymourStrampsonthenorthend,andW4thAveandHemlockStrampsonthesouthend oftheGranvilleStBridge.

PrimaryBenefits: Expandedactivetransportationnetwork,supportingVancouversGreenestCity2020: ActiveTransportationgoalsof50%walking,biking,andtransitmodeshare. Expandedtransitinfrastructure. Increasedsafetyforpedestriansandcyclists. PrimaryCosts: Shorttermmonetarycoststorealignroadway. Potentialpoliticalcostsforvehicularlanereappropriation.

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5.0MultipleAccountsEvaluation
Allthealternativeswereevaluatedusingthebasecase,AlternativeA,asapointofreference. ThebasecasescenarioassumesthattheGranvilleStreetBridgewouldcontinuetobeusedasa roadwayforvehiclesandbusseswithchangesintrafficvolumeovertimethatisconsistentwith populationgrowth,vehicleownershipandtransituseprojectionsinMetroVancouver.The accountsevaluateforallthreealternativesinclude:Environment,Financial,Health,Social,and Transportation.Aworstratingimpliesthatanalternativeperformsworsethanthebasecase scenariofortheaccountinquestion,andabestratingimpliesthatanalternativewould generatethebestresultsfortheaccountinquestion(seeFigure31).Theevaluationofall accountsforallthealternativeshasbeensummarizedonafivepointscale,representedinthe Figure31.

Figure31.IndicatorsandScoresforMultipleAccountsEvaluation(MAE)

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5.1EvaluationFramework

Figure32.AtabularrepresentationofthedefinitionandcriteriafortheMAEAccounts

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5.2.1EnvironmentAccount Theenvironmentaccountassessesthepotentialimpactswhichtheproposedalternativeshave onairandnoisepollutionspecifically.Theseimpactsaredeterminedbyusinglevelofservice (LOS).Astrafficcongestionworsens,airandnoisepollutionistakentobeworsefortheareas surroundingthebridge.TheresultsofthetrafficanalysiscanbefoundinFigure33. ItisimportanttonotethatfollowingLOSvaluesarederivedfromthelatestavailableCityof Vancouverdata,andbasedonpeakhourtrafficvolumesduringtheworkweek.Withthe underlyingassumptionthatvehiclevolumesremainthesameastrafficvolumesacrossthe GranvilleStreetBridgedeclineovertime(CityofVancouver,2012),theseLOSvaluescanbe treatedaspeakvalues.Forthisanalysis,thetrafficvolumesontherampsareassumedto equalizeinthenearfuture,meaningthemainspancanbetakenasagoodindicatorofthe bridgesoverallLOS.TheresultsofthedetailedanalysiscanbefoundinTableA.1andA.2inthe Appendix.

Figure33.MainSpanLOSduringPeakHourfortheAlternatives.

Fromtheresultsofthetrafficanalysis,assummarizedinFigure33,itcanbeseenthatthe AlternativeAfaresthebestwithregardstotheenvironmentaccount.Thisisduetonolanes beingreappropriatedforotherusesinthisNoChangealternative.Meanwhile,AlternativeD (DedicatedTransitandOnewayBikeLanes)hastheworstoutcomeforthisaccount.Withtwo ofthelanestakenineachdirectionforabikeanddedicatedtransitlane,eachremainingtraffic lanewillexperiencehighertrafficflows.

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Figure34.FinancialandEnvironmentalMAEResultsforAlternativesA,B,C,andD.

5.2.2FinancialAccount Thefinancialaccountmeasuresthecapitalcostandcosteffectivenessofallthealternatives. Usingthe1.9kmSection1oftheComoxHelmckenGreenwayasacostreference,anestimate forthecostofAlternativeB(Greenway)fortheGranvilleStreetBridgeisobtained.Thecapital costoftheComoxHelmckenGreenway(in2014dollars),wasapproximately$5.6million,which translatestoacostpermetreof$2,943(CityofVancouver,2013a).Itisthereforeestimated thatthetotalcapitalcostforAlternativeBa1.8km(1,800m)GranvilleStreetBridgeGreenway willbeapproximately$5.3million.Thedetailedcalculationsforunitcostscanbefoundin TableA.3intheAppendix. Usingthe1.4kmBurrardBridgeBikeLaneasacostreference,anestimateforthecostof AlternativeC(Onewaybikelanes)isalsoobtained.ThecapitalcostoftheBurrardStreetBridge BikeLane(in2014dollars)wasapproximately$1.6million,whichtranslatestoacostpermetre
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of$1,129(Minkei,2009).ItisthereforeestimatedthattotalcapitalcostforAlternativeC 2.1kmonewaybikelaneswouldbeapproximately$2.4million. UsingfiguresprovidedbytheTransitCooperativeResearchProgram(TCRP),theestimated capitalcostsforAlternativeD(Onewaybikelanesanddedicatedtransitcombo)arealso obtained.Theconstructioncostsforanadditionalbuswaylanewithinanexistingroadway profileisestimatedtobeUS$3.0millionperlanemile(TCRP,2007).Inflationandcurrency differencesareaccountedfor,producingacapitalcostpermetreof$4,753.Thiscostincludes2 dedicatedtransitlanes,withonerunningeachway.At1.4kmlong,thededicatedtransitlanes areestimatedtocost$6.6million.TheonewaybikelanesincludedinAlternativeDare anticipatedtocostthesameasinAlternativeCat$2.4million,bringingthetotalcapitalcostto $9.0million. Insummary,AlternativesCandDarethemostcosteffectiveofthealternativesthatrequire majorchanges.AsexpectedAlternativeA(Nochange)wasthemostcosteffectivesinceno changeisrequired.

Figure35.SummaryofEstimatedCapitalCostsfortheAlternatives.

5.2.3HealthAccount Thisaccountisusedtodeterminewhichalternativegeneratesthemostbenefitstothephysical healthoftheusers.Someofthepotentialphysicalhealthbenefitsincludelowbodymassindex (BMI),lowwaistcircumference,reducedriskofcardiovasculardiseases,andgoodmental health;andallareassociatedwiththecontinuoususeofactivemodesoftransportation

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(walkingandcycling)(Franketal.,2001;Franketal.,2005).Walkingandcyclingareboth consideredmoderatetypesofphysicalactivity(Lee&VernezMoudon,2004).Thecapabilityof acitystransportationinfrastructureto,increaselevelofmoderatephysicalactivity(walking andcycling)thatresidentsengagein,andtheirabilitytodososafely,shouldbeanessential componentofanyevaluationforapartofthetransportationsystem.Hence,physicalactivity levelsandpedestriansafetyarethetwocriteriausedtoevaluatethepotentialimpactsofeach alternativeonthephysicalhealthofusers.However,thepotentialimpactsoftheeach alternativeonphysicalactivitylevelsandpedestriansafetywerenotevaluatedquantitatively duetotimeconstraints.Forthepurposeofthisreport,thepotentialimpactsofeachalternative onphysicalactivitylevelsandpedestriansafetywerebasedonlogicalassumptions.Thishas implicationsfortheaccuracyofthemultipleaccountsevaluationresultsthatwereprovidedin thisreport. Insummary,AlternativesB,C,andDallperformedhighlyintheevaluationofhealthimpacts becausetheyallmostlikelywillincreasetheuseofsafeandactivemodesoftransportationon theGranvilleStreetBridge.Asexpected,AlternativeAperformedpoorlybecausetherearevery fewpedestriansandcyclistsareusingthebridgeinitscurrentcondition(unsafe).

Figure36.HealthMAEResultsforAlternativesA,B,C,andD. 37

5.2.4SocialAccount Thesocialaccountmeasurescommunitycohesion,interpersonalconnectivity,andcivicpride. Whilegenerallymorequalitativeinnature,thisaccountattemptstodescribethequalitiesof theproposedalternativeswhichaffecthowthegeneralpublicfeelsnotjustaboutthe implementedsolution,butalsoabouttheCityasawhole;aswellasthelevelofoverall improvementintheexperienceofcrossingthebridge. Inordertocalculatecommunitycohesion,forinstance,qualitiesconsideredincluded opportunitiesforcommunitybranding,whichmightincludebannersonanynewlight standards;thecreationofspacesforfunandcelebration,suchasspacestopublicgatherings; andthecontinuationoftheuniquecharacterofGranvilleStreetacrossFalseCreek,which mightincludeanextensionoftheGranvilleEntertainmentDistrictsneonlightingscheme. Anotherobjectiveconsideredwastheimpactonthelowincomepopulationserved.Thiswas determinedbasedupontheproximityoflowincomeresidentsandtheanecdotalmode preferenceoftransit,cycling,andwalkingfornearbylowincomeresidents(Garrett&Taylor, 1999).Thisobjectivespecificallyintendstosupportamoreequitabletransportationsolution. Lastly,civicopinionpolls/surveyswereconsideredinordertogaugethecurrentlevelof politicalfeasibilityoftheproposedalternatives.Forinstance,whenthefirstBurrardBridgebike lanetrialprojectwasimplemented,thecommunitybacklashwassogreatthattheprojectwas revertedtoitsoriginalstatesixdaysafterthetrial(Meggs,2009).Today,theacceptanceof separatedbicycleinfrastructureismorewidelysupportedinthecity,butitisimportanttokeep inmindthateverymajorprojecthasadistinctlydifferentcontextandadifferentimpactonthe surroundingcommunities. Theimpactthesethreequalitieshasonthesocialaccountweregenerallyevaluated qualitativelybasedoninformalconversationswithbridgeanarrayofbridgeusers;witha slightlyhighernumberofpedestriansandtransitusersthancyclistsanddrivers.
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Figure37.SocialMAEResultsforAlternativesA,B,C,andD.

5.2.5TransportationAccount Thetransportationaccountmeasurestheimpactontrafficmovementwhichthealternatives have.Asmuchofsurfacepeopleandgoodsmovementdependonawellfunctioningroad network,changestotheexistinginfrastructurewillimpactthesemovements,andareanalyzed bytrafficanalysis.Withreductionsinavailablelanesforgeneralmotorvehicleuse,a correspondingdropinLOSisexpected.NotethattheLOSvaluesarederivedfromCityof Vancouverpeakhourtrafficdata.WithdecliningtrafficvolumesovertheGranvilleStreet Bridge(CityofVancouver,2012),theseLOSvaluescanbetreatedaspeakvalues.Furthermore, thebridgesmainspanisusedtodetermineLOS,asitisassumedrampvolumeswillequalize overtime.TheresultsofthedetailedanalysiscanbefoundinTableA.1andA.2inthe Appendix.
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Figure38.MainSpanTrafficFlowandLOSduringPeakHour.

FromtheresultsofthetrafficanalysisshowninFigure38,AlternativeAperformsthebestfor thetransportationaccount,withnomainspanLOSexceedingaBratingacrossthemainspan forthisNoChangeoption.Thisfurtherdemonstrateshowunderutilizedtheexisting infrastructureis.AlternativeDfarestheworstinthisanalysis,withdoublethevehicles travellingperlaneatthemainspancomparedwithAlternativeA.Withtherapidtransitand onewaybikelanes,thenumberoflanesofgeneraltrafficishalvedeachway,bringingtheLOS downtoDandCfor southboundand northboundtraffic respectively.
Figure39. TransportationMAE ResultsforAlternatives A,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,withtheir totals.

FromtheMultipleAccountsEvaluation,theActiveTransportationGreenway(AlternativeB)is therecommendedalternative.ItwasonlyoutperformedbyAlternativeA,theCurrentState/No Changeoption,duetonocostsbeingassociatedwithnochangesbeingmade.Withallother accounts,AlternativeBoutperformedorperformedequallywiththeotheralternatives. TheactivetransportationgreenwayalsoalignswithCityofVancouverTransportation2040 directions.Theseincludemakingstreetssaferforpedestrians(W1.1)andprovidinggenerous, unobstructedsidewalks(W1.2)whichareaccessibleforallpeople(W1.3).Itturnsthe GranvilleStreetBridgeintoacyclingroutewherepeopleofallagesandabilitiesfeel comfortableriding(C1.1),whichalsomakesthecyclingnetworkmoreefficientatconnecting peopletotheirdestinations(C1.2).(CityofVancouver,2012)

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WiththeActiveTransportGreenwayoption,itwilllikelyinfluencemorepedestrianoriented developmentattheendsofthebridgeasmorepeopleswitchtobikeorwalkmodestocross thebridge.ItalsodoesnotcontradicttheregionalLivableRegionStrategicPlansdesignationof therouteaspartoftheroadnetworkbymaintaininganappropriatevehiclecarryingcapacity (GreaterVancouverRegionalDistrict,1996). WefurtherrecommendthattheCityconductathoroughbeforeandafterstudyofAlternative B,theActiveTransportationGreenway,tosystematicallymeasuretheenvironmental,financial, health,social,andtransportationimpactsoftheprojectontheGranvilleStreetBridgeand surroundingnetworksinordertoinformfutureprojectsbothinVancouverandbeyond.

Figure42.ModelofgreenwayconceptlinkedtoproposeddevelopedatthenorthendoftheGranville StreetBridge,lookingsouth(Aynsley,2014).

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7.0Conclusion
Followingtheinternationaltrendtorightsizestreetsandreallocatevehiculartrafficlanesto morepeoplefocusedmodes,theCityofVancouverisperfectlypositionedtomaintainits reputationasafeetfirst,walkingcitybyreconfiguringtheexistingGranvilleStreetBridge. Builtinanticipationofamuchgreaterhighwaynetworkandconstrictedbytighttrafficflow controlsateitherendofthespan,thebridgewillneverseetrafficlevelsrisetomeetthe availablecapacity. Byreappropriatingvehiclelanesandcreatingmorespacesforpeopletowalk,cycle,andtake transit,theCitywillbemakingthemostofthisiconicpieceofinfrastructure,buildingamore completeactivetransportationnetworktohelpmeettheCitysGreenestCity2020and Transportation2040goals,andencouragingvisitorsandresidentstointegratemorephysical activityintotheirdailylives.

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8.0References
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forum/doc/08_Breakout%20Session2B/BS2B3_Guangzhou_BRT.pdf Fleming,T.,Turner,S.,&Tarjomi,L..(2013).Reallocationofroadspace.NZTransportAgency researchreport530,1291. Ford,Rolly.(1968).GranvilleSt.Bridgeandskyline.Retrievedfrom https://www.flickr.com/photos/timetravelnow/4671706477/ Frank,L.D.,&Engelke,P.O.(2001).Thebuiltenvironmentandhumanactivitypatterns: Exploringtheimpactsofurbanformonpublichealth.JournalofPlanningLiterature, 16(2),202218.doi:10.1177/08854120122093339 Frank,L.D.,&Engelke,P.(2005).Multipleimpactsofthebuiltenvironmentonpublichealth: Walkableplacesandtheexposuretoairpollution.InternationalRegionalScience Review,28(2),193216.doi:10.1177/0160017604273853 Fraser,G.,&Donelan,S.(n.d.)GranvilleBridge.Retrievedfrom http://www.teratec.ca/category.aspx?contid=15047&catid=11516 Frost,W.E.(1954).OldGranvilleBridge[lookingnorth].Retrievedfrom http://searcharchives.vancouver.ca/oldgranvillebridgelookingnorth2 Garrett,M.,&Taylor,B.(1999).Reconsideringsocialequityinpublictransit.BerkeleyPlanning Journal,13(1). GlobalBRTData.(2014).Asia/China/Guangzhou.RetrievedApril6,2014from http://www.brtdata.org/#/location/asia/china/guangzhou GreaterVancouverRegionalDistrict.(1996).LivableRegionStrategicPlan.Retrievedfrom http://www.metrovancouver.org/about/publications/Publications/LRSP.pdf Lee,Chanam.,&VernezMoudon,A.(2004).Physicalactivityandenvironmentresearchinthe healthfield:Implicationsforurbanandtransportationplanningpracticeandresearch. JournalofPlanningLiterature,19(2),147181.doi:10.1177/0885412204267680 Mackie,J.(2014).Thisweekinhistory:Fivethousandpeoplecelebratedthe1954openingof theGranvilleBridge.TheVancouverSun.RetrievedApril4,2014from http://www.vancouversun.com/entertainment/this+week+history+five+thousand+peop le+celebrated+1954+opening/9456065/story.html Meggs,G.(2009).BurrardBridgetrialupdate.Retrievedfrom http://www.geoffmeggs.ca/2009/04/03/burrardbridgetrialupdate/ MinkeiNewsVancouver.(2009).CyclistonlylaneontheBurrardBridgeinVancouver.Retrieved fromhttp://en.vancouver.keizai.biz/headline/19/
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NewYorkCityDepartmentofTransportation.(2010).Broadway.RetrievedApril4,2014from http://www.nyc.gov/html/dot/html/pedestrians/broadway.shtml NewYorkCityDepartmentofTransportation.(2011).ProspectParkWest:Bicyclepathand trafficcalmingupdate,117.Retrievedfrom http://www.nyc.gov/html/dot/downloads/pdf/20110120_ppw.pdf Robinson,G.(2013).ReporttotheFutureMelbourne(Transport)Committee.PrincesBridge northboundbikelaneReviewofthreemonthtrial.RetrievedApril2,2014from http://www.melbourne.vic.gov.au/AboutCouncil/Meetings/Lists/CouncilMeetingAgend aItems/Attachments/11077/OCT13%20FMC2%20Princes%20Bridge%20Northbound%20 Bike%20Lanes%20Review%20of%203%20Month%20Trial.pdf Stantec.(2011).VancouverSeparatedBikeLaneBusinessImpactStudy.Retrievedfrom http://former.vancouver.ca/ctyclerk/cclerk/20110728/documents/penv3 BusinessImpactStudyReportDowntownSeparatedBicycleLanesStantecReport.pdf TransitCooperativeResearchProgram.(2007).TCRPReport118:Busrapidtransitpractitioners guide.Retrievedfromhttp://www.trb.org/Main/Blurbs/158960.aspx Translink.(2012).MetroVancouvercyclingnetwork.Retrievedfrom http://www.translink.ca/~/media/documents/cycling/cycling_routes/local_area_maps/t ranslink%20regional%20cycling%20map%20vancouver%20burnaby%20new%20westmin ster.ashx Ullman,S.(2010).BroadwayBoulevard:TransformingManhattansmostfamousstreet.Project ForPublicSpaces.RetrievedApril4,2014from http://www.pps.org/reference/broadwayboulevardtransformingmanhattansmost famousstreettoimprovemobilityincreasesafetyandenhanceeconomicvitality/ Ullman,S.(2011).ProspectParkWest:Overcomingcontroversytoimprovesafetyandmobility inBrooklyn.ProjectForPublicSpaces.RetrievedApril4,2014from http://www.pps.org/reference/prospectparkwestovercomingcontroversytocreate safetyandmobilitybenefitsinbrooklyn/ VictoriaTransportPolicyInstitute.(2008).TDMencyclopaediareallocatingroadspace definition.RetrievedMarch21,2014fromwww.vtpi.org/tdm/tdm56.htm VictoriaWalks.(2013).PrincesBridgenorthboundbikelane:Submissiontothefuture Melbourne(Transport)Committee.RetrievedApril1,2014from http://www.victoriawalks.org.au/Assets/Files/Princes_Bridge_Submission4Oct13.pdf

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Appendix
TableA.1.ResultsofDetailedTrafficAnalysis

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TableA.2.LOSLegend

FigureA.1.CityofVancouverTruckRoutes(noGranvilleBridgeconnection)

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TableA.3.UnitCostCalculations

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