Bicycle System section of the TSP

Transcription

Pedestrian and Bicycle Element
of the
City of Vancouver Transportation System Plan
Existing Conditions
Pedestrian and bicycle facilities are an indicator of a community’s health and livability to its
residents, in particular the young and the elderly. Pedestrian system conditions range from
comprehensive and well-connected systems to poorly connected systems that can be intimidating
for pedestrians. Vancouver has a walkable downtown, and several other areas of the city,
particularly the Fort Vancouver area and areas in the southeast and the northwest of the city, are
also very walkable. Many of Vancouver’s neighborhoods provide pleasant pedestrian
environments. Several areas of the city, however, particularly the eastern portions that were
recently annexed, have a patchwork of on-again, off-again sidewalks. Many major arterial streets,
such as Fourth Plain, Mill Plain, and 162nd, have continuous sidewalks, but the pedestrian
environment on several arterials is poor considering the numerous driveways, lack of crossings,
and lack of buffer zone, street trees, and other safety features. Many recent developments have
provided sidewalks with attractive landscaping, while adjacent properties continue to lack
pedestrian space. Pedestrian conditions around schools are generally adequate; some (e.g., Fruit
Valley Elementary) provide attractive pedestrian features, but others (e.g., Burton Elementary)
are characterized by difficult pedestrian conditions. The Vancouver pedestrian system as a whole
could benefit from increased awareness of safety and connectivity.
As in many growing cities, bicycle facilities in Vancouver range from existing popular off-street
paths to facilities with serious connectivity gaps. The Waterfront and Discovery Trail segments
offer beautiful off-street path opportunities. Bicycle lanes exist on several streets such as
McGillivray, Fort Vancouver, St. Johns, St. James, Hazel Dell, 136th and 162nd. There are also
numerous short bike lanes throughout the City, typically less than a quarter mile that were
installed as part of development projects. The network of existing bike lanes as a whole, however,
is not well connected. In many cases, the existing bike lanes lack adequate striping, marking, and
signing. Bicycle route signs can be found on several major streets, such as Mill Plain, but many of
these areas lack proper signage and conditions to fully function as adequate bicycle systems.
Although Vancouver has some elements of a quality bicycle system, there is plenty of room for
improvement by encouraging safe connections to link all areas of the city.
Pedestrian Facilities
Terminology
Pedestrians
The American Association of State Highway and Transportation Officials’ Policy on Geometric
Design of Highways and Streets (1994) (the AASHTO Green Book) defines a pedestrian as “any
Draft Existing Transportation System Conditions
W&H Pacific Project No. 04.0168.0009
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City of Vancouver
Transportation System Plan
person afoot” and as “the lifeblood of our urban areas, especially in the downtown and other retail
areas.”
Pedestrians can be categorized depending on trip types. Major pedestrian trip types include: to
and from work, to and from transit or other multimodal facilities, to and from school, recreation,
exercise/health, shopping, social events, work-related, personal errands and appointments, and
chained trips (doing errands on the way to work, etc.). The typical pedestrian is a shopper
approximately 50% of the time and a commuter approximately 11% of the time (AASHTO Green
Book). Pedestrian needs for different trip types vary; for example, a commuter may desire a wellconnected direct route, while a recreational pedestrian may be more concerned about the
connectivity of a route. However, all pedestrians have several pedestrian needs in common, such
as system safety, connectivity, and accessibility.
Pedestrians can also be grouped into several user classes based on age group. The Washington
State Bicycle Transportation and Pedestrian Walkways Plan (1994) lists several generalized
characteristics for each age group (note: these generalizations may not apply to all individuals).
Pedestrian systems should generally be designed to accommodate all age groups.
Age 0 to 4
-Learning to Walk
-Requiring constant parental supervision
-Developing peripheral vision, depth perception
Age 5 to 12
-Increasing independence but still requiring supervision
-Poor depth perception
-Susceptible to “dart out” or intersection dash
Age 13 to 18
-Sense of invulnerability
-Intersection dash
Age 19 to 40
-Active, fully aware of traffic environment
Age 41 to 65
-May be some slowing of reflexes
Age 65+
-Some street crossing difficulty
-Poorer vision
-Some difficulty hearing vehicles approaching from behind
-High fatality rate
Pedestrian systems must be adequate for usage by pedestrians with disabilities. Pedestrian aids for
people with disabilities can include curb cuts and ramps, tactile warnings, easy-to-reach
activation buttons, audible warnings and message systems, raised and Braille letters for
communication, signal timing at lower than average walking speed, maximum grade of 1:20 and
cross slope of 1:50 (ramps can be 1:12), roadway crossing refuges, reduced roadway crossing
distances (bulb-outs and curb extensions), traffic calming, handrails, smooth surfaces and
unobstructed travel ways (WSDOT Pedestrian Facilities Guidebook).
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City of Vancouver
Pedestrian Facilities
According to the Washington State Transportation Policy Plan (1994), pedestrian facilities are
more than just sidewalks – along with sidewalks, pedestrian facilities include trails, curb ramps,
traffic calming and control devices, grade separated crossings, wide shoulders and other
technology, design features, and strategies intended to encourage pedestrian travel. AASHTO
defines pedestrian facilities as: “sidewalks, crosswalks, traffic control features, special walkways
found on some portions of freeway right-of-way, and curb cuts (depressions) and ramps for the
older walkers and persons with mobility impairments. They are also parts of bus stops or other
loading areas, grade separations, and the stairs or escalators related to these facilities” (Green
Book). It is important to note that pedestrian facilities should be considered separate from bicycle
facilities, except in certain special cases (such as multi-use paths). Bicyclists and pedestrians have
different characteristics that should be recognized and accommodated.
Pedestrian facilities can be categorized as two major types: sidewalks and walkways. Both types
of facilities are found in Vancouver. The WSDOT Pedestrian Facilities Guidebook defines
sidewalks and walkways as follows.
Sidewalks
Sidewalks are located along streets and are generally raised and constructed of concrete.
Sidewalks are located adjacent to curbs or are separated from curbs by a linear planting
strip. Sidewalk widths can vary, but typically they are a minimum of five feet wide on
local residential streets and can be six to 16 feet wide or more on collector and arterial
streets or in special pedestrian districts. The AASHTO Green Book states that sidewalks
should be developed as integral parts of all city streets when possible.
Walkways
Walkways are usually built over the existing ground surface and are not raised.
Walkways often are separated from roadways by a planting buffer or ditch and are
usually constructed of material other than concrete, such as asphalt, compacted granular
stone, or crushed rock. The minimum recommended width for walkways is five feet with
a minimum recommended street separation distance of five feet (unless in areas of low
traffic volumes). Walkways sometimes serve as interim solutions in high-traffic areas
where sidewalk facilities are needed.
Roadside Shoulders
Roadside shoulders can also serve as pedestrian facilities in low-traffic areas. For roads
characterized by less than 400 vehicles per day, a three to five foot wide shoulder
adjacent to a bike lane is sufficient for pedestrian travel. However, shoulders intended to
be pedestrian facilities either on major collectors and arterials with greater than 2,000
vehicle per day or near schools and other areas of high pedestrian concentrations need to
be wider than five feet (WSDOT Design Manual). Shoulders can be either paved or
unpaved. Paved shoulders must be delineated from the roadway with striping or
contrasting paving material. Shoulders intended for pedestrian use should not double as
bicycle lanes; separate bike lanes should be designated.
The placement of types of pedestrian facilities varies depending on setting and local standards.
Pedestrian facilities along streets with lower average daily traffic volumes can consist of roadway
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shoulders, while facilities along streets with high traffic volumes (such as arterials) should usually
include a comprehensive system of sidewalks, crosswalks, and sometimes grade separations for
pedestrians. It should be noted that location of pedestrian facilities on one or both sides of a street
also varies depending on setting and standards. According to the AASHTO Green Book, “As a
general practice, sidewalks should be constructed initially along all arterial streets that are not
provided with shoulders, even though pedestrian traffic may be light.”
According to the City of Vancouver’s 1995 Street Standards, “Sidewalks shall be constructed
along the frontages of all streets in accordance with city standard plans.” Generally, the City of
Vancouver recommends 6-foot sidewalks (with 8- to 10-foot planter strips between the sidewalk
and the bike lane) on both sides of all principal and minor arterial streets. The City of Vancouver
also recommends 6-foot minimum width sidewalks on both sides of the street on collectors. It is
recommended that the sidewalk be separated from the bike lane by a 4- to 6-foot planter strip.
Within the area designated as “City Center” (the downtown Vancouver area) the recommended
minimum sidewalk width is 12 feet.
Existing Pedestrian System
The existing pedestrian system in the City of Vancouver consists of on-again/off-again sidewalk
network s and other pedestrian facilities. The city has no specified pedestrian districts or
designated pedestrian malls. In several Vancouver locations the pedestrian system is
comprehensive, such as in some areas of downtown and the Fort Vancouver area. However, some
areas of the city are characterized by a relatively piecemeal system, with high-quality sidewalks
and pedestrian crossings adjacent to new developments connecting to inadequate or nonexistent
systems adjacent to older developments.
Classified arterials without sidewalks (or with intermittent sidewalks) include:
 Lower River Road
 Fruit Valley Road
 Evergreen Highway
 Port Way (south of Mill Plain)
 39th Street (west of Lincoln)
 Lincoln Street (45th – Bernie)
 Main Street (north of 45th)
 Ross Street
 NE 54th Street
 NE 49th Street (NE 15th-St. James and NE 121st-NE 138th)
 “P” Street (39th-33rd)
 5th Street (east of Grand)
 Blandford Drive
 Ellsworth Road (south of McGillivray)
 McGillivray Boulevard/SE 10th Street (98th-136th)
 Talton Avenue
 SE 164th Avenue (south of SE 34th)
 Devine Road (Mill Plain-18th)
 NE 65th
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Andresen Road (SR 500-Fourth Plain and MacArthur-Evergreen)
Burton Road (Fourth Plain-18th and 87th-98th)
97th/98th Avenue (14th-18th and Mill Plain-St. Helens)
Evergreen Boulevard (east of Blandford)
Van Mall Drive (around mall)
Thurston Way (south)
NE 9th Street
NE 18th Street (112th-136th)
28th Street (112th-130th and 143rd-162nd)
138th Avenue (18th-NE 49th)
NE 122nd Avenue (NE 39th-NE 49th)
NE 49th Street (122nd-138th)
Map 6 shows a map of the existing sidewalk system in Vancouver. Major streets in Vancouver
are classified into three types of arterials: principal arterials, minor arterials, and collector
arterials. All arterials were examined for the purposes of this plan.
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Map 6
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Vancouver Walkability Survey
The purpose of the Vancouver Visual Pedestrian System Survey was to assess the walkability, or
quality of the existing pedestrian system along arterials in the city of Vancouver. The survey was
conducted in June 2000 and consisted of a windshield survey of all classified principal arterials,
minor arterials, and collector arterials within the City of Vancouver. The survey also assessed the
walkability near all schools within the City of Vancouver, and several other pedestrian attractors.
The survey process was based on the Downtown Vancouver Walking Visual Survey conducted in
the Downtown Vancouver Transportation System Plan. However, the large size of the study area
hindered a block-by-block walking survey; walkability instead was assessed on a relatively
macroscopic level. Walkability characteristics were recorded for street segments (for example,
from arterial-to-arterial) rather than city blocks.
Walkability is a measure of the degree to which a sidewalk (or multi-use path) provides a safe,
pedestrian-friendly environment. Walkability is determined through several criteria. The criteria
used for the Vancouver TSP are slightly different from the criteria used for the Downtown
Vancouver TSP due to the differing scales of the surveys.
The survey contained nine major walkability characteristics:
 Width (width of the sidewalk, if existing, excluding the buffer);
 Clear Width (lack of obstructions);
 Surface Condition (physical condition of the sidewalk, including presence of cracks, weeds,
and trip hazards);
 ADA Accessibility (presence/absence of ramps, adequate measurements, etc.);
 Connectivity (continuous connections linking parts of the pedestrian system);
 Buffer (planter strip, a proxy for distance from traffic for safety purposes);
 Intersections (accessibility and safety, including striping, etc.);
 Signage (directional and intersection signage);
 Aesthetics/Pedestrian Environment (pedestrian amenities, street trees, adjacent building
design etc.).
Note that where sidewalks do not exist, these criteria are moot.
Table 17 summarizes the walkability criteria used to evaluate the Vancouver pedestrian system.
When applied to specific street sections or transportation corridors these criteria are useful in
defining and prioritizing pedestrian system improvements. Distinctive features, both positive and
negative, were also noted as part of the survey. From these characteristics an overall rating was
assigned for each street segment and summarized in a walkability index.
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Table 17: Walkability Criteria
This table shows examples of good (high degree) and poor (low degree) walkability in terms of
several criteria. All photo examples are from Vancouver. Numbers next to the photos correspond
to the locations shown on Map 7.
WALKABILITY
High Degree
Criteria
Sidewalk Width
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6 feet or more
Clear Width
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Photo # 1
5 feet or more
Low Degree
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Photo # 3
Surface Condition
ADA Accessibility
Connectivity
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Photo # 2
Less than 4 feet
Overgrown
vegetation, vehicles,
dumpsters, or other
obstacles in sidewalk
Photo # 4
Well-maintained
Few cracks
Smooth surface
Lack of weeds and
trip hazards
Photo # 5
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Full ADA access
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Photo # 7
Easy connection
with other areas
Photo # 9
Less than 4 feet
Poorly maintained
Cracks
Trip hazards
Weeds
Photo # 6
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No ADA access
Photo # 8
Sidewalk not linked
to others
Breaks in sidewalk
Vehicles, dumpsters,
and other obstacles in
sidewalk
Photo # 10
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Buffer
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Intersection Treatments
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4 feet or more
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Less than 2 feet
Photo # 11
Crosswalks lined up
with sidewalk
Pedestrian signals
Striping
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Photo # 12
Lack of crosswalks
Long crosswalks
Inaccessible curb
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Photo # 14
Lack of signage
Signage not visible to
pedestrians
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Photo # 16
Trash and garbage
Graffiti
Blank walls
Isolated
Weeds
Offensive smells
Lack of pedestrianoriented activity
Photo # 13
Signage
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Aesthetics and
Pedestrian Environment
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Pedestrian-scale
signage
Clear directional
and intersection
signage
Photo # 15
Shade Trees
Flowers and other
vegetation
Landscaping
Planters
Sculptures, art
Views/scenery
Outdoor
activities/cafes
Pedestrian-oriented
building design
Photo # 17
Photo #18
Walkability and the Arterial Street System
Arterials are the primary travel routes in the city of Vancouver. Arterials often connect major
destinations and serve as primary transit routes. The three types of arterials in Vancouver include
principal arterials, minor arterials, and collector arterials. Pedestrian facilities are important along
arterials to enhance multimodal connections and provide a safe pedestrian environment.
Each arterial segment was evaluated in terms of each of the nine criteria, and was rated as
“good,” “fair,” or “poor” for each criterion. The ratings corresponded to specific quantitative or
qualitative parameters (primarily based on AASHTO and state standards) as depicted in the
walkability table. To achieve the overall walkability ranking for a segment, the criterion ratings
were assigned numeric values, where good = 3, fair = 2, and poor = 1. The overall walkability
rating was based on the sum of the nine numeric criterion values. Each criterion was given equal
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weight in this evaluation. Segments scoring 22-27 overall were rated as “good,” segments scoring
16-21 overall were rated as “fair,” and segments scoring 9-15 overall were rated as “poor.”
Map 7 illustrates the walkability ratings for the Vancouver pedestrian system on arterial streets.
In general, the arterial pedestrian system in Vancouver consists of segments of adequate
pedestrian facilities linked with segments of inadequate, dangerous, or nonexistent facilities.
Several of the arterials are characterized by many points of vehicle access (driveways, etc.) that
increase the likelihood of pedestrian/vehicle conflicts. In addition, several of the arterials lack
planter strips/street trees, which can increase the safety and pedestrian-friendliness of a pedestrian
system.
Many arterials, especially east of Interstate 5, did not have sidewalks or the existing sidewalks
were limited to those bordering relatively new development, resulting in a fragmented pedestrian
system along several of those arterials. Most of the street segments with sidewalks were
characterized by a “fair” degree of walkability. Arterial segments characterized by “good”
walkability primarily were concentrated around Fort Vancouver, Grand Boulevard, McGillivray
Boulevard, the new West Mill Plain extension, and north of Fourth Plain west of Interstate 5.
Arterial segments characterized by “poor” walkability primarily were concentrated along
Andresen Road, Fourth Plain Boulevard (west of Interstate 5), southern portions of Saint James
and Saint Johns Roads, the Mill Plain Boulevard Interstate 5 crossing, and certain areas in the
downtown region of the city. Descriptions of the 14 principal arterials in Vancouver and their
existing pedestrian facilities follow.
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18th Street – Pedestrian system consists of 5-foot roadway shoulder from 112th -138th Street.
East of 138th street, intermittent pedestrian system with spots of sidewalk adjacent to
Cascade Middle School, Evergreen High School, and certain developments. Relatively high
traffic volumes. Overall, lack of connectivity especially in light of proximity to two schools
and open space (Evergreen School Park).
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112th Avenue – Fairly comprehensive pedestrian system except portion between 18th-28th.
North of 28th pedestrian system fairly good condition with adequate ADA access, but lacking
planter strips in most areas. 18th-28th sidewalk has somewhat poor surface condition.
Sidewalk from 9th-18th is narrow with no ADA access. Overall, fair system with spots of
sidewalk in poor condition, relative lack of street trees/planter strips.
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162nd/164th Avenues – Fairly comprehensive pedestrian system. South of Mill Plain the
pedestrian system is high quality with adequate intersection treatments, though some lack of
planting strips. North of Mill Plain pedestrian system is generally good quality, though
intermittent in some areas. Some areas where ADA is not
completely adequate (18th-28th and Mill Plain-18th). Some lack
of opportunity for pedestrian crossings. Overall, generally good
sidewalk width and surface quality, but lack of street trees/planter
strip and connectivity in some areas.
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Andresen Road – Comprehensive pedestrian system north of SR
500. Lack of pedestrian system between SR 500 and Fourth Plain.
Andresen Road missing
sidewalks
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City of Vancouver
Between Fourth Plain and Mill Plain, pedestrian system is characterized by intermittent
sidewalk and heavy orientation toward automobiles, with many driveways and relatively poor
access management (increasing likelihood of pedestrian/vehicle conflicts). Beaten path
between 18th and Mill Plain, indicating need of sidewalk. Fairly comprehensive pedestrian
system between Mill Plain and MacArthur. South of Mac Arthur, no sidewalks or other
pedestrian system to connect with SR 14. Overall, intermittent pedestrian system with poor
connectivity; some segments with good pedestrian environment and some segments with poor
pedestrian environment and accessibility.
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“C” Street – Relatively comprehensive pedestrian system in downtown area. Blocks near Mill
Plain/I-5 overpass difficult to navigate and intimidating for pedestrians.
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Fourth Plain Boulevard– West of I-5, narrow sidewalk in poor condition in close proximity to
relatively high speed traffic (no planting strip). Vehicle traffic has high relative proportion of
trucks. East of I-5 sidewalk wider and in good condition with some pedestrian amenities
(benches at transit stops), but no planter strip. I-5 overpass difficult to navigate. Overall, lack
of planter strip/street trees, many driveways and points of vehicle access (increases likelihood
of pedestrian/vehicle conflicts), and relatively poor pedestrian environment.
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Grand Boulevard – Comprehensive pedestrian system along length of street. Sidewalk in
good condition with adequate intersection treatments and relatively good pedestrian
environment. Some texturized pedestrian ramps. Lack of planting strips and ADA ramps in
some areas. Overall, adequate pedestrian system.
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Lower River Road – Pedestrian system consists of roadway shoulder (approximately five feet
wide) to be shared with bicyclists. Vehicle traffic consists of relatively high proportion of
trucks due to proximity to industrial district and shipping.
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Main Street – North of Fourth Plain pedestrian system is comprehensive with pedestrianfriendly environment and good connectivity, but some lack of planting strips. Main Street in
downtown area is also fairly comprehensive with high degree of pedestrian-friendliness,
pedestrian amenities and pedestrian-oriented activities. Most intersection crossings have a
high degree of accessibility, some with texturized curb ramps. Sidewalk surface between 15th
and 16th is somewhat rough. Overall, high degree of pedestrian-friendliness, safety, and
connectivity.
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McLoughlin Boulevard – Fairly comprehensive pedestrian system from Lincoln to Grand.
Pedestrian system from Grand to Brandt is intermittent, narrow where it exists, and is in
relatively poor condition. Overall, crossings at intersections are relatively well-marked and
safe, but many need ADA access. Within downtown area, McLoughlin is relatively wellconnected and relatively safe, with many street trees. “C” Street to Main Street segment is in
poor condition on both sides. I-5 undercrossing lacks safety features such as lighting and
connection on north side.
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Mill Plain Boulevard – Comprehensive pedestrian system in downtown area and in Fort
Vancouver area from I-5 to Grand. East of Grand the pedestrian system is fair but
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characterized by many driveways and lack of access management in some areas. East of
Grand the pedestrian system also lacks planting strip and street trees (for safety and
enhancement of pedestrian environment). Some intersections, such as the intersection with
Andresen, are wide and difficult to cross. I-5 overpass and adjacent blocks are difficult to
navigate; intimidating intersection for pedestrians. Overall, some areas with lack of planting
strip/street trees, many driveways, and some areas with poor pedestrian environment.
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St. James Road – Fairly comprehensive, safe pedestrian system. Road has low traffic volume.
Sidewalks in relatively good condition. Some intersections lack ADA ramps and some
segments lack planting strips/street trees. Adequate pedestrian environment and connectivity.
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St. Johns Road – North of 33rd, safe and comprehensive pedestrian system. Sidewalks in
relatively good condition, some intersections lack ADA ramps and some lack of planting
strips/street trees. Adequate pedestrian environment and connectivity. South of 33rd,
pedestrian system is intermittent with several beaten paths indicating need for establishment
of a pedestrian system, particularly in light of proximity to V.A. Hospital. South of 33rd
existing pedestrian system is in poor condition overall, and there seems to be a relatively high
rate of pedestrian traffic.
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Washington Street – Comprehensive pedestrian system in the downtown area. Sidewalk in
poor condition between 16th and 17th Streets. Autos hang over sidewalk between 17th and
McLoughlin due to adjacent parking lot. Most intersections adequate, but some lack ADA
access. Some pedestrian amenities and pedestrian-oriented environment.
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Map 7
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Walkability and Schools
Walkability was also assessed for the pedestrian system immediately surrounding each public
school in the city of Vancouver. Schools in Vancouver are considered priority areas for
pedestrian system improvements (particularly improvements related to safety). The same nine
walkability criteria were evaluated and the same ranking process was used for the pedestrian
system at each public elementary, middle, junior high, senior high, college, and specialized
school in the city. Map 8 illustrates the walkability near Vancouver schools.
The pedestrian system was observed at 36 public schools. Nine of the schools had no sidewalks.
Two of the schools had “poor” pedestrian systems, nine had “fair” pedestrian systems, and 16 had
“good” pedestrian systems. Some of these schools were located on streets with relatively low
traffic flow, so widened shoulders seemed adequate for accommodating pedestrians in those
areas. However, some of the schools not served by pedestrian systems were located on relatively
busy roads with narrow shoulders, such as Burton Elementary School. Brief descriptions of the
pedestrian system at each school are listed below.
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Burnt Bridge Elementary – Mostly complete
pedestrian system, including speed humps and curb
extensions. Zebra-stripe crosswalks are located on
speed humps (raised crosswalk.)
Burton Elementary – No sidewalks, but worn dirt
paths leading to the school, indicating pedestrian
traffic. Vehicular traffic is relatively high and traffic
speed is relatively fast on 28th Street.
Cascade Middle School – Lack of connected
pedestrian system on all sides of school; no
Burnt Bridge Elementary
Raised pedestrian crossing with curb
crossings, no sidewalk on 18th Street. 18th Street
extensions
and 136th/138th Avenue are relatively busy. Some
worn dirt paths indicating pedestrian traffic.
Clark County Vocational Center – Sidewalk in front, but ends, resulting in lack of
connectivity. 18th Street is busy, has no crosswalks.
Clark College – Comprehensive pedestrian system including marked crosswalks, textured
ADA ramps, and pedestrian signals at intersections. Some intermittent sidewalks on Reserve
Street. Medians on Reserve Street and Mill Plain Boulevard.
Crestline Elementary – Sidewalk on one side of frontage street (across from school), two curb
extensions.
Discovery Middle School – Fairly comprehensive pedestrian system including narrow buffer,
three zebra crosswalks, and ADA compliance. Main Street access is relatively busy in terms
of vehicular traffic and has no buffer.
Ellsworth Elementary – Sidewalks along Ellsworth Road, but not on the side streets. Two
zebra crosswalks, raised crosswalks, and some signage. Ellsworth Road is fairly busy in
terms of vehicular traffic.
Evergreen High School – Lack of connected pedestrian system on all sides of school; no
crossings, no sidewalk on 18th Street. 18th Street and 136th/138th Avenue are relatively
busy. Some worn dirt paths indicating pedestrian traffic.
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Fircrest Elementary – No sidewalks, one zebra crosswalk, three speed humps. Relatively lowtraffic area.
Fisher’s Landing Elementary – Wide sidewalks, two crosswalks, traffic circle in front of
school. Comprehensive pedestrian system.
Benjamin Franklin Elementary – No sidewalks in front of school, but several leading to
school. Relatively low-traffic area.
Fruit Valley Elementary – Relatively comprehensive pedestrian system. One zebra crossing
with sign, stop signal, and flashing warning sign. Fruit Valley Road is relatively busy with a
lot of truck traffic.
Fort Vancouver High School – Sidewalk with two marked crosswalks and pedestrian signals;
no buffer on relatively busy street (18th Street).
Harney Elementary – Relatively comprehensive pedestrian system with textured ADA ramps,
flashing warning lights, and crosswalk. No buffer on sidewalk.
Hearthwood Elementary – Comprehensive pedestrian system with two zebra crosswalks and
treed buffer.
Hough Elementary – Comprehensive pedestrian system in residential area with six zebra
crosswalks near school. Sidewalks on both sides and in front of school.
Hudson’s Bay High School -- Comprehensive pedestrian system including marked
crosswalks, textured ADA ramps, and pedestrian signals at intersections. Some intermittent
sidewalks on Reserve Street. Medians on Reserve Street and Mill Plain Boulevard.
Image Elementary – No sidewalks in front of school or on adjacent access roads (however,
striped bike lanes). Several speed humps and zebra crosswalks. Relatively low-traffic area.
Martin Luther King Elementary – Fairly comprehensive pedestrian system, no sidewalk on
Boise, narrow sidewalk on Mill Plain approach (with relatively heavy vehicular traffic).
Lincoln Elementary – Speed humps on Daniels, several zebra crosswalks, some textured
ADA ramps, no sidewalk on 44th, Franklin, or Lincoln. Missing some key ADA ramps,
located in residential area.
Marrion Elementary – Sidewalks on 14th and asphalt path on 104th, minimal sidewalks on
cross streets, three zebra crosswalks on speed humps with signs. On low-traffic street.
Marshall Elementary – Fair pedestrian system with one pedestrian crossing. Lack of ADA
ramps and median landscaping. Crossing road in front of school somewhat dangerous due to
lack of crossings and lack of landscaped median.
McLoughlin Middle School – Sidewalks good, but crossing street in front of school is
dangerous. No adequate pedestrian crossings, dangerous median, and lack of ADA.
Mill Plain Elementary – No sidewalks and no pedestrian crossings. Located on relatively
busy street linking with Mill Plain Road.
Minnehaha Elementary – Sidewalk directly in front of school but not on access streets or
across from school. Zebra crosswalks in front of school with signage. Residential area with
relatively low traffic volumes. 3’ sidewalk on east approach.
Mountain View High School – Comprehensive pedestrian system in residential area. No
crossings on street in front of school.
Ogden Elementary – No sidewalks, but worn dirt path indicating pedestrian traffic. One zebra
crosswalk. Residential area with little traffic.
Riverview Elementary – Sidewalk on one side of street in front of school, but not on other
side. Has curb extensions, but one side of curb extension leads to no sidewalk.
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Eleanor Roosevelt Elementary – Relatively comprehensive pedestrian system; residential
area. No ADA access to one zebra crosswalk in front of school.
Shumway Campus, School of Arts and Sciences – Relatively comprehensive pedestrian
system in downtown location. Lack of ADA compliance behind school, Main Street access
has no buffer on busy street and high traffic volumes. Lack of crossing on Main Street in
front of school, but crossings at intersections on Main.
State School for the Blind – Relatively comprehensive pedestrian system. Sidewalk surface
maintenance could be better in light of proximity to School for Blind. Raised zebra crosswalk
on speed hump with flashing light, sign, and curb extensions. Sidewalk narrow on side of
street opposite school.
State School for the Deaf – Fairly comprehensive pedestrian system, poor sidewalk
maintenance. Textured ADA ramps, marked crosswalks at intersections. Street narrow on
side of street opposite school.
Vancouver Alternative School – Comprehensive pedestrian system, one marked crosswalk at
corner. In strip mall/residential location.
Washington Elementary – Comprehensive pedestrian system with zebra crosswalks on all
corners of school. ADA poor in back of school. Higher density residential area.
Wy’east Junior High School – Fairly comprehensive pedestrian system with two zebra
crosswalks. Sidewalks somewhat narrow on busy street. Median, but no pedestrian crossing
to median.
Page 16
City of Vancouver
Map 8
Page 17
City of Vancouver
Pedestrian Facilities and Major Business Districts
Pedestrians are widely recognized as a key to successful business districts. According to the
AASHTO Green Book, “In general, the most successful shopping sections are those that provide
the most comfort and pleasure for pedestrians.” Vancouver has several local business districts
located within neighborhoods or along arterials. In addition, Vancouver has two major business
districts, the downtown area and the Vancouver Mall.
Downtown Vancouver
Downtown Vancouver is located on the north shore of the Columbia River west of Interstate 5.
The downtown area is in the process of redevelopment and revitalization, with the conversion of
the Lucky Lager Brewery to Esther Short Park, the Mill Plain Extension, which improves access
to the Port of Vancouver, and new investments approaching $1 billion in new housing, offices,
retail space, and civic amenities. The pedestrian system in downtown Vancouver recently was
detailed and examined in the Downtown Vancouver Transportation System Plan.
Overall, the downtown pedestrian system has a fairly comprehensive pedestrian system. Streets
are relatively well-connected and most streets are fairly safe. Some notable exceptions include the
lack of safety and connectivity of the I-5 overcrossings and undercrossings (except Evergreen
Boulevard), the lack of walkability on Fourth Plain, and the lack of connectivity and a pleasant
pedestrian environment on streets near the industrial district. In addition, many of the
intersections lack ADA ramps and are in need of sidewalk repairs. The Downtown Vancouver
TSP identified the potential need for increased pedestrian amenities (benches, water fountains,
trash receptacles, street trees, etc.) and pedestrian-oriented activity due to the nature of a central
business district; attracting pedestrians is good for downtown business.
Vancouver Mall
The Vancouver Mall is located near the I-205/Fourth Plain junction. Many driveways leading to
restaurants/services and parking lots characterize the region around the mall. Most streets
surrounding the Vancouver Mall lack sidewalks or other pedestrian features, and the area is
almost entirely oriented toward automobiles. There is a pedestrian crossing with signage near the
Vancouver Mall Transit Center area that connects the Vancouver Mall parking area to the
apartments and condominiums across Vancouver Mall Way. The loop road around the mall lacks
sidewalks, making travel from the apartment complexes to the mall difficult. Much of the
Vancouver Mall neighborhood to the west of the mall is well-connected with high quality
pedestrian systems, but areas to the
north lack an adequate system of sidewalks.
Pedestrian Facilities and Multimodal Connections
C-TRAN, the regional transit system that provides services to
the Clark County area and the city of Vancouver, recently
revised and rerouted its bus system to take effect in July 2000.
There are three major transit centers in Vancouver: 7th Street
Transit Center, Vancouver Mall Transit Center, and Fisher’s
Landing Transit Center. The Evergreen Park-and-Ride and
Transit Center at 136th and 18th become solely a park-and-ride
in 2000, and service to the facility has been substantially cut
Fourth Plain Bus Shelter
Page 18
City of Vancouver
back. The pedestrian systems adjacent to the 7th Street and Fisher’s Landing Transit Centers are
fairly comprehensive. The pedestrian system adjacent to the Vancouver Mall Transit Center lacks
elements of a sound pedestrian system, although there are some pedestrian crossings and
pedestrian signage in the vicinity. Many streets in the Vancouver Mall vicinity lack sidewalks.
Access to individual transit stops is adequate in certain areas of the city and inadequate in others.
The Downtown Vancouver TSP recommended improvements near the 7th Street Transit Center
to accommodate the expected growth in transit use that should accompany new downtown
development. The Downtown Vancouver TSP recommended increased pedestrian-scale signage
along the Main Street Transit Corridor and near the 7th Street Transit Center. The Downtown
Vancouver TSP also recommended the addition of pedestrian lights at Washington Street and 7th
(to connect Esther Short Park with the transit center), Columbia Street between 6th and 8th
Streets, 6th Street between Esther Street and Columbia Street to connect Esther Short Park to the
planned special events facility.
The Fisher’s Landing Transit Center is surrounded by a recently constructed pedestrian system
near Fred Meyer and Hewitt Packard at SE 34th and NE 164th. The Fisher’s Landing Transit
Center serves a relatively newly developed area of the city, and as such, the pedestrian system
tends to be fairly adequate. Travel to and from the transit center by foot or bicycle is hindered by
164th Avenue and lack of connecting facilities from surrounding neighborhoods.
Pedestrian Facilities and Intersections
Many pedestrian facilities at intersections in Vancouver are
generally well-designed and safe. Some arterial streets, such
as 136th Avenue, Mill Plain, and Andresen Road have long
stretches without intersections or designated crossings – these
conditions may cause pedestrians to cross mid-block,
increasing the likelihood of pedestrian/vehicle conflict.
Intersection treatments in the downtown area and at major
intersections primarily consist of striped crosswalks and
pedestrian light signals. Intersection treatments on streets
with less traffic than principal arterials often consist of
traditional striped crosswalks or zebra-stripe crosswalks.
Some intersections in relatively low traffic areas are not
marked at all.
Crossing Mill Plain Blvd.
Intersection treatments near schools vary from highly visible
to nonexistent. Fruit Valley Elementary School connects with
Fruit Valley Park with a mid-block crosswalk (in front of the
school) with curb extensions, flashing warning lights and
speed limit signs, pedestrian signal lights, and zebra stripe
markings. Although the pedestrian signal is inadequate in
terms of ADA access, this crossing is one of the best-marked
Fruit Valley Elementary
in the city. Burnt Bridge Elementary School has several midPedestrian Crossing
block crossings in front of the school with raised zebra stripe
crosswalks. These crossings also include curb extensions, warning signs, and warning
demarcation on the street leading up to the speed hump/pedestrian crossing. Other schools have
Page 19
City of Vancouver
crossings that are not ADA accessible (for example, the crosswalk leads to a curb rather than a
pedestrian ramp). Some schools lack crossings altogether.
Bicycle Facilities
Terminology
The AASHTO Guide for the Development of Bicycle Facilities (1999) notes bicyclists tend to fall
into three categories of users:

Advanced or experienced riders are riding for convenience and speed and want direct
access to destinations with a minimum of detour or delay.

Basic or less confident adult riders may also be using their bicycles for transportation
purposes but prefer to rider on neighborhood routes, bike lanes, or wide shoulders.

Children, riding on their own or with their parents, require access to destinations like
schools and parks. Children ideally should be provided with residential street routes,
shared use paths, and bicycle lanes.
The vast majority of streets in Vancouver will not have any bikeway facility designations because
they are residential, low volume streets where facilities are unnecessary. Cyclists can comfortably
mix with traffic on streets with 3,000 or fewer cars per day.
The three types of bikeways described by AASHTO are as follows (see Exhibit 8).
Shared Use Path
Shared use paths are also called bike paths or multi-use trails. The required width is 10
feet, with 12 to 14 feet preferred. Shared use paths provide for bicycle travel on a paved
right of way completely separated from any street or highway. The most common uses of
shared use paths are along rivers, utility rights-of-way, former or active railroad rights-ofway, or within and between parks. They also are used to close gaps in bicycle travel
caused by barriers such as cul-de-sacs, bridges, overpasses, etc . . . They can provide
recreational opportunities, learning ground for new cyclists, and utilitarian routes,
depending on their locations.
Bicycle Lane
A bicycle lane is the portion of the roadway designated by striping and bicycle pavement
markings for the one-way, exclusive or preferential use of bicycles. Bike lanes should be
provided on most collectors and arterials with traffic greater than 3,000 vehicles per day.
Bike lanes can help increase the total capacity of the roadway by removing bicycles from
the vehicle lanes, provide for more predictable movements, and encourage cycling.
Reducing travel and parking lane widths, removing a travel lane, removing parking, or
widening the road can accommodate bicycle lanes on existing streets. Bike lanes are
Page 20
City of Vancouver
typically five feet wide (four foot minimum allowed in certain cases, six foot preferred on
new streets.)
Shared Roadway
When designated by appropriate signing and stenciling, shared roadways are referred to
as bike routes. Shared roadways provide for shared use with pedestrian or motor vehicle
traffic, preferably on lower volume roadways. On higher volume roadways, an extra wide
(12 to 14 feet) curb lane is recommended.
In some communities, these routes are called bicycle boulevards, defined as shared
roadways where the through movement of bicycles is given priority over motor vehicle
travel on a local street. Traffic calming devices are used to control traffic speeds and
discourage through trips by motor vehicles. Traffic control devices are designed to limit
conflicts between automobiles and bicycles and favor bicycle movement on the street.
Another type of shared roadway has a shoulder bikeway, upon which the paved shoulder,
separated by a four-inch stripe and no bicycle lane markings, is usable by bicycles.
Although bicyclists can use the shoulder, auto parking can be allowed on the shoulder.
Through movement of bicycles is prioritized over motor vehicle travel on a local street.
Traffic calming devices are used to control traffic speeds and discourage through trips by
motor vehicles. Traffic control devices are designed to limit conflicts between
automobiles and bicycles and favor bicycle movement on the street.
Page 21
City of Vancouver
Exhibit 8: Types of Bikeway Facilities
Existing Bikeways
The existing Vancouver bikeway system consists of an incomplete system of approximately
65.81 miles of bikeways, including 21.2 miles of multi-use pathways and 44.61 miles of bicycle
lanes. There are 6.6 miles of shoulder bikeway, and no standard signed bicycle routes or other
informal routes (see Table 14). A map of existing bikeways, trails, and bicycle parking is shown
in Map 5.
A substantial number of Vancouver’s bike lanes do not meet the standard guidelines set forth in
the AASHTO Guide for the Development of Bicycle Facilities and the Manual on Uniform
Traffic Control Devices (MUTCD).
Bicycles are allowed on all paved public roadways in Vancouver, including freeways. On I-5 at
the Columbia River/Mill Plain Boulevard exit (Exit 1C), bicyclists must exit on the off-ramp and
Page 22
City of Vancouver
enter I-5 again on the southbound on-ramp. Bicyclists must walk their bicycles across the
Columbia River Bridge (signs indicate access to the bridge). Bicyclists are also able to use a
separated path in the middle of the I-205 Bridge into Portland. Access from Vancouver can be
confusing and the signing is inadequate on I-205.
Major existing bikeways in Vancouver include:
Waterfront Trail
A scenic, four mile paved pathway along the Waterfront that
traverses wetland areas, connects to downtown, and serves
several present and future activity centers. The total vision
includes a path from the eastern to the western borders of
Vancouver, including the eastern segment along Evergreen
Highway. Once complete, it will become an important
recreational and commuting route.
Columbia Waterfront Trail
Discovery Trail
A 12.1-mile paved pathway in several segments, with a total
vision of 14.6 miles. Starting at Fruit Valley Road, it follows
Stewart Glen to I-5. Currently a crossing of I-5 exists at 39th,
leading into Leverich Park via a narrow sidewalk on the north
side of 39th. An I-5 overpass at the Burnt Bridge Creek Trail is
being built to cross more directly into Leverich Park and connect
to the Ellen Davis Walking Trail. The eastern portion of the
Discovery Trail goes from Leverich Park to Bagley Park. The
segment to Fourth Plain is in the planning stages, while the
segment from Devine exists.
Discovery Trail – Stewart Glen
Discovery Historic Loop
This Loop is a partially complete 5.2 mile loop connecting the Columbia River Waterfront with
Fort Vancouver National Historic Site, Pearson Airpark, and Columbia Shores Village. It
includes a railroad undercrossing and at-grade SR-14 crossing at Columbia House Boulevard.
St. Johns/St. James, Fort Vancouver Bike Lanes
This 6.38 mile route is the only complete north-south route in Vancouver, providing bike lanes
the entire length, connecting to a bike lane west on Minnehaha, then north onto Highway 99 out
into unincorporated Clark County.
McGillivray Bike Lanes
These bike lanes connect to numerous outer eastside developments and get cyclists close to the
Fishers Landing Transit Center. Although striping improvements are needed to bring several
intersections up to current standards, it provides a pleasant riding environment.
Of the existing bicycle lanes in Vancouver, a substantial number lack proper markings and
signage. For example, McGillivray has the bicycle lane striped on the right side of a right-turn
only lane. Many roads lack consistent MUTCD standard markings and signage. However,
Page 23
City of Vancouver
bicycle lanes more recently installed on streets like 28th, 162nd, and the Mill Plain Extension are
up to current standards.
Obstacles
Bicycle travel in Vancouver is inhibited by the lack of proper bicycle facilities. Additionally,
bicyclists find extreme difficulty in crossing many of the I-5 and I-205 interchanges and many
major street intersections. As most bicycle-motor vehicle crashes occur at intersections, it is
crucial to focus on these for future safety improvements. Examples where attention is needed
include 39th/I-5. A positive example is the Mill Plain Extension overpass, which has both bicycle
lanes and an adjacent shared use path connecting with the Waterfront shared use path system. A
mixed example is Columbia House Boulevard at Columbia Shores, where the Discovery Historic
Loop crosses SR-14 at-grade and the railroad on a narrow underpass sidewalk. Although these
crossings could use improvements, they do show progress being made.
Page 24
City of Vancouver
Table 14
Existing Bikeway Facilities in Vancouver
Segment
Type
Discovery Trail (Stewart Glen)
Path
Discovery Trail (Leverich Park to Bagley Park)
Path
Discovery Trail (Fourth Plain to Devine Road)
Path
Waterfront Trail
Path
Discovery Historic Loop
Path
Ellen Davis Trail (walking trail only – Minnehaha to Leverich Park)
Path
Total Multi-Use Paths
Lower River Road
Shoulder
Fruit Valley Road (Mill Plain to 34th)
Bike lane
Hazel Dell (Newhouse to City limits)
Bike lane
Fort Vancouver (C to Petticoat)
Bike lane
St. Johns (Petticoat to Minnehaha)
Bike lane
St. James (Petticoat to Minnehaha)
Bike lane
39th St (Highway 99 to 15th Ave)
Bike lane
15th Ave ( 45th St to 33rd St)
Bike lane
Andresen ( Minnehaha to 40th St)
Bike lane
86th (Burton to Fourth Plain )
Bike lane
97th Ave (22nd St to 18th St)
Bike lane
136th Ave (18th St to Mill Plain)
Bike lane
138th Ave (7th St to McGillivray)
Bike lane
Ellsworth ( 19th to 2nd )
Bike lane
McGillivray (Chkalov to 20th St)
Bike lane
10th St (Nancy to 105th)
Bike lane
Hearthwood (9th St to Mill Plain)
Bike lane
162nd (Poplar to 39st)
Bike lane
20th St (164th to 192nd)
Bike lane
176th Ave (20th St to 34th St)
Bike lane
22nd/25th (McGillivray to 176th)
Bike lane
29th (165th to 176th)
Bike lane
166th/26th (McGillivray to 25th)
Bike lane
168th (26th to 34th)
Bike lane
Burton Road (86th Street to 40th Street)
Bike lane
97th (16th to Burton)
Bike lane
Tech Center Place (Tech Center Drive to 15th)
Bike lane
Tech Center Drive (Tech Center Place to 164th)
Bike lane
Talton (138th to McGillivray)
Bike lane
Total Bike Lanes
Length (miles)
1.5
2.6
8
4
2.5
2.6
21.2
6.60
1.29
0.23
2.53
2.35
1.50
1.08
1.35
1.36
1.40
0.86
2.62
0.89
0.33
5.27
0.62
1.69
4.19
2.33
1.36
0.77
1.13
0.96
0.71
0.28
0.81
0.19
0.32
1.94
44.61
Page 25
City of Vancouver
Map 5
Page 26
City of Vancouver
Signage
Implementing a well-planned, attractive, and effective system of network signing greatly
enhances bikeway facilities by promoting their presence to both potential and existing users.
Signing helps increase the bicycle mode split by leading people to city bikeways and the safe and
efficient transportation they offer to local residents and visitors to the county.
Currently Vancouver has but a few standard bike route
signs. No local street connections are identified. A few
standard “bicycle route” signs are used. For example,
bicycle route signs are used at the beginning of several
paths (e.g., Discovery Trail). A few random bicycle route
signs appear from time to time, such as at Mill Plain at
92nd, but in this case with no context as no other
improvements indicate that Mill Plain is intended for
bicycle usage.
Random Bike Route Sign
Mill Plain at 92nd
Bikeway Support Facilities
In a nationwide Harris Poll conducted in 1991, almost half the respondents stated that they would
sometimes commute to work by bicycle, or commute by bicycle more often, if there were
showers, lockers, and secure bicycle storage at work.
Cyclists’ needs for bicycle parking range from simply a convenient piece of street furniture, to
storage in a bicycle locker that affords weather, theft and vandalism protection, gear storage
space, and 24-hour personal access. Where a cyclist’s needs falls on this spectrum is determined
by several factors:



Type of trip being made: whether or not the bicycle will be left unattended all day or just for
a few minutes.
Security of area: determined by the cyclist’s perception
Value of the bicycle: the more a cyclist has invested in a bicycle, the more concern she or he
will show for theft protection or how prone a given area is to bicycle theft.
A final need for some potential commuting cyclists are shower, locker, and changing rooms at
trip destinations. For those cyclists needing to dress more formally, travel longer distances, or
cycle during wet or hot weather, the ability to shower and change clothing can be as critical as
bicycle storage.
Types of Bicycle Parking
Bicycle parking facilities are typically classified as either long-term or short-term:
Long-term: Long-term bicycle parking facilities (see Exhibit 9) accommodate employees,
students, residents, commuters, and others expected to park longer than two hours. This parking is
to be provided in a secure, weather-protected manner and location. Long-term bicycle parking
Page 27
City of Vancouver
will be either a bicycle locker, or a secure area like a ‘bike corral’ that may be accessed only by
bicyclists.
Bike lockers are covered storage units that typically accommodate one or two bicycles per locker,
and provide additional security and protection from the elements. These are typically located at
large employment centers, colleges, and transit stations.
Bike corrals can be found at schools, stadiums, special events, and other locations, and typically
involve a movable fencing system that can safely store numerous bicycles. Either locking the
enclosure or locating it near other activities so that it can be supervised provides security.
Short-term: Short-term bicycle parking facilities (see Exhibit 10) are best used to accommodate
visitors, customers, messengers and others expected to depart within two hours. Bicycle racks
provide support for the bicycle but do not have locking mechanisms. Racks are relatively lowcost devices that typically hold between two and eight bicycles, allow bicyclists to securely lock
their frames and wheels, are secured to the ground, and are located in highly visible areas. They
are usually located at schools, commercial locations, and activity centers such as parks, libraries,
retail locations, and civic centers.
Vancouver Bicycle Parking
A field review of Vancouver revealed the following observations:
 Transit centers (see Table 2) have a combination of bicycle lockers and “bike banks” (high
security racks with helmet and gear storage capability).
 Most employers do not provide bicycle parking. However, one employer - Hewlett-Packard has 200 bicycle parking spaces, and several others, including SW Washington Medical
Center, the Columbian, and S.E.H. America, have 10 to 30 spaces.
 There is a general lack of bike racks in public places throughout the community. In
downtown Vancouver, there are six locations with space for three to five bicycles each, and
on the Waterfront/Columbia Shores area, there are two racks accommodating four bicycles
each.
 Public buildings, such as the City of Vancouver, Clark County, Washington Department of
Transportation, and Clark Community College generally provide good bicycle parking
facilities.
A bicycle parking survey was conducted in mid-June 2000 and mid-September 2000 (while
school was in session) at 40 Vancouver public and private elementary, middle, and high schools
(see Table 3). Of these, 80 percent had bicycle parking available. 38 percent of the bicycle
parking would be considered acceptable as standard short-term quality racks. The rest (62
percent) were “wheelbender” racks. Four schools did not have bicycle racks, but bicycles were
locked to fences or enclosed areas at these locations. At Hearthwood Elementary School 12
bicycles were locked to a fence in an enclosed area. At Burnt Bridge Elementary School there
were 5 bicycles locked to a fence, at Cascade Middle School there were 19 bicycles locked to
fences, and at Mountain View High School there were 13 bicycles locked to fences. Mountain
View High School has requested that a bicycle rack be installed.
Page 28
City of Vancouver
There was an average of 9.4 bicycles parked at the 33 schools (including Hearthwood) that
provided bicycle parking. The highest numbers were at McLoughlin Middle School (30 bicycles),
Discovery Middle School (25 bicycles), Crestline Elementary School (20 bicycles), Lincoln
Elementary School (15 bicycles), Marrion Elementary School (15 bicycles), Hudson’s Bay High
School (15 bicycles), Washington Elementary School (15 bicycles) and Fisher’s Landing
Elementary School (15 bicycles). Three of these schools (Discovery, Fisher’s Landing, and
Lincoln) have good-quality racks while the rest have wheelbender (poorer quality) racks.
Most schools (22) have provided their racks in good locations; the locations of the rest are either
fair (seven schools) or poor (two schools). This suggests that location and parent and teacher
acceptance of bicycling to school are more important than quality of rack for Vancouver
residents.
Beaches Restaurant on the
Waterfront
For the rest of Vancouver, bicyclists visiting stores,
restaurants, places of employment, and community
facilities are largely left to their own devices to
temporarily store their bicycles. The lack of secure
parking has become a major consideration in Vancouver
and around the country, due to the increased value of
bicycles. Most bicycles today cost $350 dollars to over
$2,000 dollars. Bicycles are one of the top stolen items in
all communities, and components are stolen even when a
bicycle is securely locked.
No official shower or locker facility for bicycle
commuters is known to exist in Vancouver. It is likely that some employers provide these
facilities, and that some bicycle commuters use facilities in local health clubs.
The locations of Vancouver’s existing bicycle parking facilities are shown on the existing
bikeway facilities maps (Map 5). Table 15 shows the amount of bicycle parking at transit centers
and park-and-rides. Table 16 shows the school bicycle rack inventory.
Page 29
City of Vancouver
Table 15: C-Tran Transit Center and Park and Ride Lot Bicycle Parking
Location
Number of bicycle
parking spaces
7th Street Transit Center (Between Broadway and
Washington)
19
Vancouver Mall
20
Fisher's Landing Transit Center (SE 164th Avenue
and SR 14)
12
Evergreen Park & Ride (NE 138th Avenue and NE
18th Street)
18
Salmon Creek Park & Ride (NE 134th Street and I-5)
18
Camas at Burgerville
4
Page 30
City of Vancouver
Table 16: School Bicycle Rack Inventory
Location
Benjamin Franklin Elementary School
Burnt Bridge Elementary School
Burton Elementary School
Cascade Middle School
Clark Community College
Clark County Christian Campus
Crestline Elementary School
Discovery Middle School
Education Center
Eleanor Roosevelt Elementary School
Ellsworth Elementary School
Evergreen High School
Fir Grove Children's Center (private)
Fircrest Elementary School
Fishers Landing Elementary School
Fort Vancouver High School
Fruit Valley Elementary School
Harney Elementary School
Hearthwood Elementary School
Hough Elementary School
Hudson's Bay High School
Image Elementary School
Lincoln Elementary School
M.L. King Elementary School
Marrion Elementary School
Marshall Elementary School
McLoughlin Middle School
Mill Plain Elementary School
Minnehaha Elementary School
Montessori School
Mt. View High School
Our Lady of Lourdes Catholic School (priv)
Peter Ogden Elementary School
Riverview Elementary School
School of Arts and Sciences High School (Shumway)
St. Joseph Elementary School (priv)
Vancouver Alternative School
Vocational Skills Center
Washington Elementary School
Wy'east Junior High School
Bike
Racks? Type
Yes
No
Yes
Yes
Yes
No
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
No
Yes
No
Yes
Yes
Location
of Racks
# Bikes
Parked
Poor
Good
Poor
Poor
Good
Good
Poor
Good
Poor
Good
Good
Good
Good
Poor
Good
Poor
Poor
Good
Poor
Poor
Good
Good
Good
Fair
Fair
Good
Good
Good
Good
Good
Good
Poor
Poor
Good
Poor
Poor
Good
Poor
Poor
Good
Good
Fair
Good
Good
Good
Good
Good
Good
Fair
Good
Poor
Poor
Poor
Poor
Good
Fair
Good
Poor
Good
Fair
Poor
Poor
Fair
Good
4
5
10
19
10+
0
20
25
0
13
12
4
0
25
15
4
6
2
12
1
15
0
15
3
15
4
30
6
0
0
13
2
8
12
1
0
2
0
15
12
Page 31
City of Vancouver
Exhibit 9: Long-Term Bike Lockers
Page 32
City of Vancouver
Exhibit 10: Short-term Racks
Page 33
City of Vancouver
Bicycle Safety Education Programs
Education is an important element in increasing bicycling while also improving safety. People
often assume that as cycling increases, so will the numbers of crashes. This need not be the case
as has been demonstrated in other communities. Probably the most effective way to improve the
safety of cycling is simply to improve the quality of Vancouver’s bikeway facilities. However,
bikeways cannot do it alone. There is also a need for proper education of youth and adult cyclists
and motorists.
The City of Vancouver’s Police Department offers safety assemblies and rodeos for Vancouver’s
youth upon request. For elementary schools, the whole student body attends a one-hour assembly
on the rules of the road. Mostly these are conducted by three volunteers. Rodeos are conducted on
a request basis, and involve a road course, safety instruction and helmet giveaways thanks to
grant money from groups like the Vancouver Bike Club and Washington Traffic Safety
Commission. The City conducted 16 rodeos and nine safety assemblies in 2000, reaching 2700
Vancouver children.
Multi-Modal Connections
Improving the bicycle-transit link is an important part of making bicycling a part of daily life in
Vancouver. Linking bicycles with bus transit overcomes such barriers as crossing the I-5 and I205 Bridges, lengthy trips, personal security concerns, and riding at night, in poor weather, or up
hills. This link also enables bicyclists to reach more distant areas and increases transit ridership
on weekends and midday.
Bicycling to transit instead of driving benefits communities by reducing taxpayer costs, air
pollution, demand for park-and-ride land, energy consumption and traffic congestion with
relatively low cost investments.
There are four main components of bicycle-transit integration:
 allowing bicycles on transit;
 offering bicycle parking at transit locations;
 improving bikeways to transit; and
 encouraging usage of bicycle and transit programs.
About six million residents annually use public transit in Vancouver, provided by C-Tran and TriMet. There are bike racks on all of C-Tran’s and Tri-Met’s buses. They can be used day and night
and at the same fare as a regular passenger. The racks each hold two bicycles.
As described earlier (see Table 15), some bicycle parking exists at the transit centers and parkand-ride lots. However, bikeways to these stations are not comprehensive. Potential
improvements to Vancouver’s multi-modal services are described in other sections.
Encouragement and Support Programs
Page 34
City of Vancouver
Support Groups
Vancouver is home to three bicycle repair, supply and rental shops: Chain Reaction Cyclery,
Schroders’ Schwinn Cyclery, and Vancouver Cyclery. It is also home to several bicycle support,
advocacy and riding groups, including:

The Bicycle Alliance of Washington, until recently called NowBike. In the fall of 1994 The
Northwest Bicycle Federation (NowBike) and the Bicycle Federation of Washington (BFW)
merged to become the Northwest Bicycle Federation (NowBike). The BFW, a statewide
lobbying organization, incorporated in 1982. NowBike, a regional non-profit advocacy group,
was incorporated in 1987. The merger combines the talents and memberships of these two
successful groups to form a single statewide voice for Washington bicyclists. In the summer
of 1998, the Board of Directors voted to change the name to The Bicycle Alliance of
Washington.

Vancouver Bicycle Club (VBC), a non-profit organization founded by cyclists in 1998 to
unify bicyclists in Vancouver.

The Clark County Bicycle Advisory Committee was established in June of 1994 to provide
direction on bicycle policy and to identify facilities that would promote bicycle riding as a
transportation alternative in Clark County.

The Vancouver Bicycle and Pedestrian Advisory Committee began meeting in June 2000 to
provide recommendations to the City on bicycle policies and practices in Vancouver. Contact
information is available through the City.

The Bicycle Transportation Alliance, based in Portland, OR, promotes bicycling for safer
streets, cleaner air, and energy independence.
Events
Bike-to-Work Week takes place every year in May (National Bike Month). Bike-to-Work Week
events have taken place at some worksites in Vancouver. Generally, the Washington Department
of Transportation (WSDOT) participates annually at locations around the state. Many rides also
take place in the Vancouver area through the efforts of the Vancouver Bicycle Club and Bicycle
Transportation Alliance.
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City of Vancouver
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City of Vancouver
Needs Evaluation: Pedestrians & Bicycles
This section addresses the needs of pedestrians and bicyclists in the City of Vancouver.
Pedestrian and bicycle and needs are analyzed separately. The purposes of the needs analysis for
both modes are to:
Evaluate where and what types of pedestrian and bicycle system improvements are
needed; and
Provide a basis for development of a preferred pedestrian and bicycle network.
Pedestrian Needs
The purpose of this section is to evaluate and identify the need improvements to the pedestrian
network in Vancouver related to collector and arterial streets. The first part lists the elements of
the pedestrian network and examines the general attributes of these elements as they relate to
defining improvement needs. The second part details the specific needs in Vancouver and
describes how they have been identified by integrating the general attributes of pedestrian
improvements with data on existing conditions, pedestrian fatality and injury data, performance
measures for pedestrian facilities, and community input.
Types of Pedestrian Improvements
A safe and functional pedestrian environment that services demand and attracts people to walk
consists of several elements. At a minimum, to function, there must be a connected network of
continuous pedestrian ways. These continuous ways, in turn, are made up of linear elements, such
as sidewalks along streets or multi-use trails, linked by pedestrian street crossings.
The connected network must provide access to the uses that attract pedestrian travel, such as
schools and parks, neighborhood shopping, transit stops, and public uses such as libraries and
post offices. To be safe and attractive, pedestrian facilities must be adequately illuminated, and
they may buffer pedestrians from adjacent traffic and provide streetscape amenities for walkers’
comfort.
This section discusses the types of improvements that can be made to enhance each of these
elements of the pedestrian environment.
Sidewalk Improvements
The sidewalk is the most obvious element of the pedestrian network. The sidewalk must have a
clear width wide enough to accommodate the widest mobility device and wide enough for the
expected volume of pedestrian traffic. Further, the sidewalk “clear zone” must be free of street
furniture, sign posts, sandwich boards, and any other obstructions.
In most parts of Vancouver, this would be satisfied by having a sidewalk wide enough for two
people to walk together comfortably, about 1.9 m. or six feet wide. In areas where there are
businesses or other pedestrian attractors, the sidewalk should accommodate two wheelchairs
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City of Vancouver
traveling together, or two people walking together passing a third person comfortably, a
minimum clear width of about 2.2 m or seven feet. Where high pedestrian use is expected, such
as in downtown, on shared-use paths, around schools, community centers, and parks 10-12 feet is
preferable.
It is essential that sidewalk improvements provide accessibility to all users. For pedestrians who
use wheelchairs, this means having a minimal cross slope along the sidewalk, especially at
driveway crossings, and having appropriate ramps to the street at every crosswalk. Ramps must
have level landings. For pedestrians who are blind or have low vision, accessibility is enhanced
by having a clear path of travel and tactile warnings at curb ramps. Guidelines for accessibility
are developed and maintained by the federal Architectural and Transportation Barriers
Compliance Board, better known as the Access Board, and are enforced as standards by the
Department of Justice.
Furthermore, maintenance of the sidewalk system is crucial for safety and functionality.
Residents need a pathway clear of obstacles such as poles and signs, holes, broken cement, tree
roots, overgrown landscaping or weeds, etc…
Pedestrian Crossing Improvements
Street crossings are the critical links in a connected pedestrian network, yet crossing the street is
the most dangerous aspect of pedestrian travel, and is where practically all pedestrian-motorist
collisions occur. Based on data from 1997-2000, 53% of the Vancouver pedestrian-motorist
collisions occurred at intersections, and 47% at mid-block locations.
Washington law defines a crosswalk as the extension of a curb, sidewalk or shoulder across an
intersection, whether it is marked or not. Outside of intersections, crosswalks are created by
markings on the road. Under Washington law, motorists have a duty to stop and yield to
pedestrians in the crosswalk. Pedestrians are permitted to cross at other locations, but must yield
to motorists.
In addition to the danger factor for pedestrians, crossing the street often adds delay to a pedestrian
trip. Signals may provide a greater degree of safety for pedestrians at the intersection of multilane roadways, but may result in significant waiting or out-of-direction travel. It is essential for
the function of the pedestrian network that adequate crossing opportunities be provided. The
desire to move traffic without impediment must be balanced against the fact that pedestrians will
tend to take the shortest route if they can.
The most straightforward approach to increasing pedestrian safety and convenience at crossings is
to shorten the crossing distance, slow the speed of approaching traffic and increase the extent to
which the pedestrian can see and be seen. Installing curb extensions, adding median islands, or
reducing the number of travel lanes (requiring trade-off evaluation for a multi-modal system?)
may accomplish these goals. These would require trade-off evaluation for a multi-modal system.
Streetscape Improvements
In some areas, a higher level of attention to the details of the pedestrian environment is justified
by expected high pedestrian use and to encourage pedestrian use. Streetscape improvements have
the potential to change the relationship between automobiles and pedestrians by allocating more
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City of Vancouver
space to pedestrian travel. Streetscapes where the elements are scaled to human size rather than
vehicle size are attractive to pedestrians. Amenities such as public art, benches, drinking
fountains, trash receptacles, special transit shelters and pedestrian-scaled lighting fixtures can all
be incorporated into coordinated streetscape improvements. Discussion of streetscape elements
can also be found in the Washington State Pedestrian Facilities Guidebook.
Illumination of Pedestrian Path of Travel
Good street lighting is one key to pedestrian safety when the sun is down. Based on data from
1997-2000, 60% of the pedestrian-vehicle collisions in Vancouver occurred at night. Both
personal safety and safety with respect to traffic are improved when proper lighting is provided.
Good lighting of pedestrian facilities also increases the comfort and perception of personal safety
of pedestrian travelers when it is dark out, and these factors can influence their choice of route or
their decision whether or not to walk.
Accessibility to Transit
In 1999, C-TRAN prepared a Pedestrian Accessibility Program Report with the objective of
providing C-TRAN customers with the safest and most reliable pathways to access bus stops
regardless of personal handicap or injury.” This report reflects the understanding that all C-TRAN
customers are pedestrians for some portion of their trip, whether to or from their home or
destination to a transit stop, or just from their car in a transit station area. The report identifies a
series of needed pedestrian accessibility improvements along eight major bus routes in
Vancouver:
3 Rosemere-Brandt
4 Fourth Plain
6 Hazel Dell
25 St. Johns
30 Burton
32 Evergreen
27 Mill Plain
71 Hwy 99
Maps of needed improvements are shown at the end of this section [maps to be added]. Narrative
text is available in the C-TRAN report.
Analysis of Pedestrian Needs in Vancouver
The specific pedestrian needs in the City of Vancouver were analyzed using a combination of::
Community input gathered through neighborhood plans, Bicycle and Pedestrian Advisory
Committee input, and other public outreach efforts,
Inventory of sidewalks, and analysis of pedestrian conditions incorporating safety, access, and
conditions of the sidewalk system.
Much of this information, as well as other information (ie. census data, location of parks,
schools), is illustrated in Maps 3-5.
Community Input
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City of Vancouver
The following recommendations for sidewalk and crosswalk improvements were taken from 25
City of Vancouver Neighborhood Action Plans and other input.
Requests for Sidewalks
N Nicholson Rd. between Falk and Stapleton
NE 57th Ave
NE 62nd Ave.
NE 66th Ave.
NE 18th
NE 126th/124th
NE 137th
NE 97th Ave. between 14th and 16th St.
N 12th St.
W 33rd St from Main to I-5
NE 49th St.
SE Bella Vista Rd
Requests for Painted Crosswalks
Falk and Nicholson Rd.
Ashley Terrace on Nicholson Rd.
Stapleton and Plomondon Ave.
W 29th St. and Main St.
Louisiana (in Evergreen Highlands Neigh.)
W Fourth Plain at F St.
SE Macarthur Blvd. near Charleston Blvd.
East Reserve
W 6th St.
W Davis
Evergreen Blvd. at W 5th St.
NE 28th
NE 112th
NE 14th St. (97th to Marion E.S.)
N 9th St.
St. James
St. Johns
NE 54th St.
NE 97th Ave. and 10th St.
Garrison Rd.
Woodridge and 91st Ave
W 33rd St. at F and H Streets
W 29th St. at F and H Streets
SE 98 th Ave/10th St./St. Helens
Residents also expressed an interest in reducing traffic speeds, adding proper lighting, and
installing accessibility ramps in numerous locations throughout the city. Citizens also expressed a
need for safer neighborhood connections to schools.
Inventory of Sidewalk Conditions
City of Vancouver staff collected data pertaining to existing sidewalk conditions. The presence of
sidewalks on arterials and major collector streets as well as a walkability rating is presented on
Map 3. The walkability rating incorporates factors such as sidewalk presence and width, presence
of a buffer, and ADA compliance.
Pedestrian-Motorist Collision Analysis
The City of Vancouver Police Department reported 151 pedestrian-motorist collisions from 1997
to 2000 (see Map 2 and Figure 2.) While these reports do not represent all the pedestrian-motorist
collisions in Vancouver, they represent the more serious occurrences and often involve injuries.
Of the 151 reported incidents, 4 resulted in fatalities.
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City of Vancouver
It should be noted that from 1993 – 2000 Clark County had the highest pedestrian fatality rate in
the state of Washington. Even when pedestrian fatalities are compared to total county population,
Clark County still has the highest pedestrian fatality rate per capita in the state.
Enforcement
Over half the crashes were caused by motorists failing to
yield at an intersection. About one-third involved a
pedestrian crossing mid-block (in between intersections)
(see Figure 3.) Although motorists failed to yield in at
least 70 crashes, Vancouver Police wrote only 18
citations to motorists. This suggests that better police
education and enforcement may be needed. It also
suggests that better driver education may be needed.
60
54
50
# of Collisions
Time of Day/Lighting
Sixty seven percent of the reported accidents occurred
during daylight hours. It also should be noted that 40 of
the 51 accidents that occurred at night occurred where
there was lighting. It is unknown whether the lighting at
these locations meets appropriate standards with regards
to illumination and glare.
40
34
30
33
30
20
10
0
1997
1998
1999
2000
Year
Figure 2: Motorist-Pedestrian Collisions, City
of Vancouver, 1997-2000
Demand and Supply Analysis
Staff analyzed and prioritized demand and supply of
pedestrian infrastructure using GIS (geographic
information systems) software.
As can be seen on Map 1, sidewalks exist in older
neighborhoods of Vancouver such as the downtown core
area. Sidewalks also exist in newer developments in the
outer east section of the city. However, these newer
neighborhoods provide low connectivity due to the
predominance of cul-de-sac patterns of development.
From I-5 to I-205, the sidewalk network is discontinuous
or lacking.
Pedestrian
fails to Unclear
blame
yield
7%
8%
Ped
Crossing
mid-block
Motorist
32%
fails to
yield
53%
Figure 3: Cause of Motorist-Pedestrian
Collisions, City of Vancouver, 1997-2000
Map 1 also shows the locations of the pedestrian-motorist
collisions, including the locations of the four collisions
that resulted in fatalities. The highest number of collisions occurred on Mill Plain (29 collisions)
and Fourth Plain (32 collisions). A relatively high number of crashes also occurred on Andresen
Rd., 18th St., and Grand Blvd.
Map 2 shows where parks and public schools are located. These areas serve as attractors for
walking trips. A buffer zone of ¼ mile around attractors such as these is commonly used to
determine high-demand walking areas. Map 2 also shows where a relatively higher proportion of
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City of Vancouver
Vancouver residents walk. This is based on US Census (Journey to Work) data from 1990, so
updated data (when made available) should be used to represent current walking patterns.
In Map 3, multiple criteria were combined and represented as three categories: School Area
Needs, Demand-Based Needs, and Safety-Based Needs.
The highlighted lines labeled “School-Area Needs” were selected based on their proximity within
a quarter-mile of a school and the lack of or poor condition of sidewalks. Some of the street
segments included:
The “Demand Based Needs” graphic represents areas with high population and a relatively higher
number of residents that walk to work (as reported by census tract in the 1990 Census). These
lines highlight areas with no sidewalks or sidewalks in poor condition. These lines correspond
with “School Area Needs”.
The “Safety-Based Needs” incorporated locations of accidents as well as areas with a lack of or
poor sidewalks. This graphic representation also takes into account high traffic speeds.
According to the overall analysis of existing supply, demand, and safety factors, the
neighborhoods with the greatest needs for sidewalk improvements are listed below:
Arnada
Ellsworth Springs
Esther Short
Fircrest
Harney Heights
Hough
Riveridge
Rosemere
West Minnehaha
This does not mean that other neighborhoods do not need improvements. Many of the
neighborhoods in Vancouver did not have demand and safety problems because relatively few
people choose to walk in these areas (based on the 1990 Census).
Bicycle Needs in Vancouver
The primary need of bicyclists is a safe bikeway network. This includes signed bike routes, bike
lanes, and off-street (shared-use) paths, as outlined in the Existing Conditions section. Bicyclists
also need secure parking at destinations.
A recent survey conducted for the City of Vancouver demonstrates clear support for the creation
of new bicycle facilities. As part of the Transportation System Plan, the City conducted a
scientific random sample survey of Vancouver's residents. The survey showed that nearly 60% of
Vancouver residents believe there is no easy solution to Vancouver's growing traffic problems,
yet 29% believe that building more sidewalks and bicycle paths is part of the solution to
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City of Vancouver
Vancouver's traffic congestion. Congestion relief will result from many factors, and important
among them is the fact that 40 % of Vancouver residents surveyed believe that more walking and
biking for shopping trips is desirable and 19% believe that it is very probable.
Citizen responses in the survey also indicated how bicycle transportation should be improved.
16% of residents feel that bicycle paths are the most important transportation improvements for
Vancouver, and a strong majority believes that bicycle paths are important to the community.
Furthermore, residents feel that streets should be built to accommodate pedestrians, bicycles and
automobiles (30% of respondents feel that equal priority should be given to all three modes).
Finally, citizens are willing to spend money to build better bicycle infrastructure. According to
the survey results, 12% of Vancouver’s future transportation budgets should be dedicated to
development of bicycle paths.
It should be noted that the TSP process, City’s Strategic and Growth Management Plan, and other
outreach efforts have shown significant support for investments in bicycling and walking. The
outcomes and goals of these planning efforts are described in the Recommendations section of
this Plan.
Vancouver has a diverse population and a complex land use pattern, meaning that the city is
home to many different types of bicyclists with a variety of needs. A brief geographic
characterization of Vancouver reveals some of this potential variation in bicycle use and demand.
In the west, Vancouver remains largely rural in character. In the central city, in-fill housing and
increased urban activity are resulting in a large latent demand for bicycle facilities. East of I-205,
the city is shaped by primarily by large volume arterial streets and suburban density housing and
commercial corridors. As revealed by citizen comments, these areas have different bicycle facility
needs These needs are discussed in greater detail below.
Bicycle commuting is an important component to address in the Transportation System Plan.
Access to the C-Tran bus system helps extend the commute range of cyclists, but C-Tran also
faces an increasingly dispersed live-work pattern that is difficult to serve. Despite these facts,
Vancouver has a great potential to increase bicycle commuting because of its:








diverse population and land-uses,
increasing residential neighborhood density near employment centers and
recreational access points,
mild, albeit rainy climate,
favorable topography in many areas of Vancouver,
available land for trail corridors along the Columbia, Burnt Bridge Creek,
Bonneville Power Administration corridor, and in other areas
rapidly expanding bikeway options, including bike lanes and shared-use
paths,
increasing traffic congestion, such that bicycle commuting is as fast as some
car commutes, and
tremendous public interest in bicycle use.
There are also challenges in the integration of bikeway facilities in Vancouver. These include:
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City of Vancouver



lack of a connected pattern of streets in many parts of the City (particularly
the eastside) means few options other than high volume arterial streets
available,
difficulty and cost in retrofitting existing urban streets with bicycle lanes, and
long distances between residential and work areas.
Demand for recreational bicycle facilities is also growing. Based on interviews with cyclists,
there is a clear demand for bicycle connections to existing developed parks and shared- use paths
like the Columbia Waterfront, Discovery, and Burnt Bridge Trails. Vancouver residents are aware
of existing parks and frequently drive to access these facilities for bicycling. Many residents
desire direct bicycle connections between neighborhoods and parks and recent education and
outreach efforts by Vancouver/Clark County Parks are resulting in an increase in this desire.
Expanding the Vancouver bicycle network could potentially produce an increase in bicycle use
and decrease in automobile use for these trips
Types of Bicyclists
Each type of bicyclist has slightly different needs. The three most important bicyclist groups in
Vancouver – utilitarian bicyclists, recreational bicyclists and youth bicyclists  are described
here.
Utilitarian Bicyclists
Utilitarian bicyclists include cyclists that use their bicycle primarily for transportation to and from
work, shopping, and/or other errands. These cyclists typically seek the most direct and fastest
route available, with regular adult utilitarian bicyclists often preferring to ride on arterial streets
rather than side streets or off-street facilities. Commute periods typically coincide with peak
automobile traffic volumes and congestion, increasing the exposure to potential conflicts with
vehicles. Finding a place to safely park bicycles is of paramount importance to many bicycle
utilitarian bicyclists. Major concerns include traffic congestion, changes in weather (rain), riding
in darkness, personal safety and security.
Rather than be directed to side streets, most utilitarian adult cyclists would prefer to be given bike
lanes or wider curb lanes on direct routes, however, unprotected crosswalks and intersections (no
stop sign or signal control) in general are the primary concerns of utilitarian bicyclists. Utilitarian
bicyclists generally prefer routes where they are required to stop as few times as possible, thereby
minimizing delay.
Recreational Bicyclists
The preferences of recreational bicyclists are often different from those of utilitarian bicyclists.
The following points summarize recreational characteristics and preferences:

Recreational bicycling typically falls into one of three categories; (1)
exercise, (2) non-work destinations such as parks (3) touring, long distance
treks or events.
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City of Vancouver



Recreational users range from healthy adults to children to senior citizens.
Each group has their own abilities, interests and needs.
Directness of the route is typically less important than routes with less traffic
conflict. Visual interest, shade, protection from weather elements, moderate
gradients and other features are also important.
People exercising or touring often prefer a loop route rather than having to
backtrack.
Youth Bicyclists
Many younger students (ages seven to 11) use sidewalks for riding to schools or parks, which is
acceptable in areas where pedestrian volumes are low and driveway visibility is high. Where on
street parking and/or landscaping obscures visibility, sidewalk riders may be exposed to a higher
incidence of accidents.
Older students (12 years or older) who consistently ride at speeds over 10 miles per hour (mph)
should be directed to riding on street wherever possible. Students riding the wrong-way on streets
are common and account for a large number of recorded accidents, pointing to the need for safety
education. Many youth ride on local residential streets, but are at most risk when crossing or
riding along major arterials.
Bicycle System Criteria
This section addresses three criteria for selecting new bicycle facility projects. Public input,
analysis of gaps in the existing system, and analysis of recent crash data involving bicyclists will
all guide the selection of future improvements to the City of Vancouver bicycle transportation
infrastructure. Together, these three criteria help identify the type and location of new bicycle
facilities and improvements.
Public Input
The needs listed below were developed based on a review of the 25 City of Vancouver
Neighborhood Action Plans, comments by members of the Vancouver Bicycle/Pedestrian
Advisory Committee, and citizen comments made as part of the City of Vancouver
Transportation System Plan Visioning process.
Surveying current and potential users offers information about types of users and trips, as well as
user input on needs and problems. Surveys can be approached in a scientific or non-scientific
manner. Scientific surveys can range from the random household survey to the field surveys of
users stopped along a given route or area of town. For the City of Vancouver, a scientific survey
specific to the bicycle needs analysis was deemed unnecessary due to the broad range of public
input already solicited through the Transportation System Planning process and the
Neighborhood Action Plans. This public input is anecdotal in nature but due to the number of
plans and comments reviewed it reflects a citywide perspective.
A summary of the main comments are listed below. It should be noted that the list below is not
comprehensive because there were far too many detailed comments. The following headings
group comments on bicycle facility needs according to interest categories clearly identified
during the review of comments.
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City of Vancouver
Improve Bicycle Connections to Schools
Many residents of Vancouver desire improved bicycle access to local schools. Connections
between existing neighborhoods and schools are emphasized in several neighborhood plans.
Specific locations emphasized include:
–
–
–
–
–
–
Prioritize sidewalk improvements to those streets that children use to walk or
bike to Washington School or Discovery Middle School.
Improve bike access on 29th Street and Daniels Street, provided no on-street
parking spaces are removed. 29th Street crosses Main Street and I-5, which
would allow for a bicycle connection to Shumway School (and playground
area), Shumway Neighborhood and Rosemere Neighborhood.
Improve Bicycle Safety
General bicycle safety is the focus of many public comments in both the
Neighborhood Plans and Transportation System Plan Vision. Specific
locations addressed include:
Improve the safety of Blandford Drive for pedestrians and bicyclists
Make MacArthur Boulevard safer for pedestrians, bicyclists, and automobile
traffic.
On-Street Bikeways
Additional on-street bikeways are widely needed, according to residents of the City. The range of
facilities requested for major streets include bike routes, bike lanes, continuous sidewalks,
monitoring and upgrading of existing city standards, and alternative routes on lower-traffic
streets. Residents have requested improvements for practically every major street in the City.
Many Bicycle and Pedestrian Advisory Committee Members call for bicycle lanes on all major
streets, as well as signed bicycle routes (a.k.a. bicycle boulevards) on local street systems to offer
main street route alternatives. For example, they call for bicycle lanes on Gher and 137th/138th,
and also for a bicycle boulevard in between somewhere in the 122nd/124th area. Specific
recommended segments are laid out in the Recommendations Section.
Vancouver’s neighborhood plans also cite numerous specific routes for bicycle improvements,
including, but not limited to, the following:
–
–
–
–
–
–
–
–
–
–
–
–
–
E 5th
NE 18th
NE 28th
NE 112th
SE 124th
SE 126th
NE 137th
Bella Vista Road
NE Burton Road
W Evergreen Boulevard
Forest Plain Blvd
N Nicholson Road
Plomondon Road
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City of Vancouver
–
–
–
SR 500
St. Helens
Thurston Road
Other streets mentioned through the public process include:
–
–
–
–
–
–
–
–
–
Fruit Valley Road
E/NE Mill Plain
E/NE Fourth Plan
E McArthur
E Andresen
NE 97th/98th
NE 39th
NE 49th
Falk Road
Shared-Use Paths (Extension of Existing and New)
There is a desire for new, dedicated bicycle paths and bicycle path extensions in the following
locations:
–
–
–
Construct pedestrian and bicycle path along Evergreen Boulevard from
Andresen to West of Blandford Drive.
Complete the Burnt Bridge, Columbia Waterfront, and Discovery Trails.
Connections to Existing Parks & Major Trails
Residents throughout the City identified the needs for improved connections to existing park and
bicycle facilities. The most significant identified need is for connections to the Discovery Trail.
Residents of the majority of neighborhoods have stated their desire for direct bicycle access to the
Discovery Trail without the need for other transportation modes.
Connections to Transit and Commuter Facilities
Residents traveling to and from Portland as well as through various parts of the City noted a need
for bikeway facilities connecting to transit stations. For example, many residents working in
Portland would take better advantage of bike-transit options if better bikeways to transit stations
were available. They also noted the need for high quality end-of-trip facilities like bike parking,
lockers, showers, and clothing storage at transit stations and in Downtown and at businesses.
Bikeway Network Gap Evaluation
The National Bicycling and Walking Study identifies schools, shopping, and transit stations as
key destinations for bicyclists, in addition to employment centers. Parks, public facilities, and
retail centers are other destinations likely to attract cyclists. Because most trips start or end at
home, the network must be complete and offer a bikeway within a reasonable distance for
bicyclist comfort and ease of use. This “reasonable” distance varies from jurisdiction to
jurisdiction. Portland, Seattle, and other urban communities use a half-mile spacing between
bikeway network facilities.
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City of Vancouver
Many suburban towns and counties consider a bikeway network spacing of one-mile between
facilities to be reasonable.1 While there is no widely-accepted ideal spacing between bikeways, a
distance of approximately one half to one mile apart, roughly following the arterial system
spacing, is appropriate for Vancouver.
Based on the map of existing bikeways, transit stations, major employment areas, schools, parks,
and other attractors, the following observations can be made about the gaps in the existing
bikeway system.
New east-west connections are needed to enable bicycle access from the eastern neighborhoods
of the City to downtown and its environs. The Mill Plain Extension is the only westward route
out of downtown, while Evergreen provides an incomplete bikeway to the east. Other east-west
routes are largely non-existent at this time, although one is underway on 28th Street.
New north-south bikeways are also needed. Currently, only nly based on the St. James/St. Johns
in the western part of the central city, and 162nd on the eastern edge of town have bike lanes.
Improved bikeway access is needed in the residential neighborhoods in close proximity to
downtown.
Presence of such facilities can greatly facilitate short-distance bicycle commuting to downtown
Vancouver and increase shopping trips by bicycle in the downtown commercial area.
Freeway crossings are a major obstacle. The only on-street bikeway crossing I-5 is at 39th, with
one under construction for the Burnt Bridge Trail. Crossing I-205 is similarly difficult, with
McGillivray the only option. A second I-205 crossing is planned for 28th Ave
Many schools lack bikeway connections, although most provide good bike parking (as showing in
the Existing Conditions).
Bicycle Crash Analysis
Many potential bicyclists cite the fear of traffic as their main objection to riding a bicycle on
urban streets. The City can help alleviate this fear by providing good bikeway facilities,
particularly at intersections, where most bicycle-motor vehicle crashes occur.
However, many concerns about cycling’s level of danger are based on the misconception that
most bicycle crashes involve an automobile. In fact, the vast majority of bicycle crashes do not
involve a motor vehicle; rather, studies of hospital data have shown that the vast majority of
bicycle accidents involve falls or collisions with stationary objects, other cyclists, or pedestrians.
This points to the need for education of cyclists and motorists, enforcement of existing laws, and
encouragement of safe cycling techniques.
In reviewing data for the City of Vancouver available from 1997 to 2000, approximately 38
bicycle-motor vehicle crashes per year are reported in the City of Vancouver (see Map 1.)
Crash Locations
Many of the crashes occured along major roads. Roads with 10 or more crashes are:
1
Examples include: Maricopa County, AZ; Washington, D.C. Council of Governments; North Texas
Council of Governments; Solano County, CA. Seattle, Portland, and other more urbanized jurisdictions use
a .5 mile ideal spacing distance.
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City of Vancouver
–
–
Fourth Plain Boulevard
Mill Plain Boulevard
Along Fourth Plain Boulevard, there are specific intersections with three or more crashes over the
four year period:
–
–
Fourth Plain Blvd. at Andresen Road
Fourth Plain Blvd. at Falk Rd.
In addition, a number of mid-block collisions occurred near intersections. The following
intersections saw 3 or more collisions occur nearby between 1997 and 2000.
–
–
Mill Plain Boulevard at Andresen Road
Fourth Plain Boulevard at Fort Vancouver
Way
Patterns in Types of Crashes
There are four major causes for the majority of bicycle-motorist
accidents in the City of Vancouver over the past four years.
These causes include:
–
–
–
–
bicyclists riding on the sidewalk and
entering street traffic unexpectedly
bicyclists riding against the direction of
vehicular traffic
bicyclists failing to yield at intersections
and traffic signals, and
motorist failing to yield appropriately to
bicyclists.
Misc
Motorist
5%
fails to
yield
26%
Bike fails
to yield
31%
Unclear
(sidew alk
riding)
26%
Riding
against
traffic
12%
Figure 1: Bicycle-Motorist Collisions
Vancouver, WA 1997-2000
These patterns can be addressed through both improved bicycle infrastructure and education for
bicyclists and motorists.
It is important to specifically address some of Vancouver's bicycle accident trends to indicate
potential improvements. Sidewalk riding and riding against the direction of vehicular traffic are
behaviors that may suggest the need for facilities in addition to education. Other behavior, such as
motorists and bicyclists failing to yield properly to one another, requires community-wide
education.
The pattern of bicycle-related crashes resulting from sidewalk riding is an indication that cyclists
are unsure how to navigate many roadways in Vancouver. Cyclists use sidewalks because they
are not comfortable sharing traffic lanes with motor vehicles, yet often sidewalks have obstacles
that cyclists cannot navigate, forcing them into the travel lanes unexpectedly.
Accidents involving sidewalk riding by bicyclists generally result in categorization of the
accident as “bicyclist-at-fault” by local law enforcement agencies. This pattern results in
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negative statistics related to bicycle use, coloring the perception of increased bicycle use by
various parties, including local elected officials, local law enforcement, and motorists. Bicycle
lanes can potentially reduce this trend along such streets as Mill Plain Boulevard and Fourth Plain
Boulevard.
Bicycle Needs Conclusions
Needs for Specific Improvements
Vancouver needs an increased density of north/south and east/west bicycle routes along its major
arterial streets, particularly in connecting residents to transit, business areas, shopping, and other
areas. Bicycle end-of-trip facilities are needed to provide safe bike parking and commuter
incentives. Residents have identified an extensive list of options through the Neighborhood Plans
and comments during the Transportation System Plan visioning process. The specific priorities
will be listed in the Recommended Improvements section.
Needs of Vancouver Families and Children
Vancouver residents have identified several key bicycle transportation needs in their community.
First, they have clearly identified the need for improved bicycle access to neighborhood schools.
Vancouver families, similar to those nationally, have expressed the need for improved bicycle
safety, providing families with a greater range of transportation options for school access.
Second, families also desire recreational bicycle access to local and regional parks and destination
trails. Important family oriented bicycle facilities include:
–
–
Neighborhood bicycle connections to the Discovery Trail and Columbia
River waterfront parks
Safe bicycle crossings near neighborhood schools
Bicycle Education Needs
Because of the number of bicycle accidents in Vancouver related to improper yielding at
intersections, education should be given a strong emphasis. Education is an important element in
increasing bicycling while also improving safety. People often assume that as cycling increases,
so will the numbers of crashes. This need not be the case as has been demonstrated in other
communities. Probably the most effective way to improve the safety of cycling is simply to
improve the quality of Vancouver’s bikeway facilities. However, bikeways cannot do it alone.
There is also a need for proper education of both youth and adult cyclists and motorists.
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Pedestrian and Bicycle Recommendations
Introduction
National and local polls frequently cite the lack of walkways and bikeways as the number one
reason more people do not walk or bicycle more frequently for daily trips. In Vancouver, focus
groups gathered for the Transportation System Plan (TSP) in Summer 2001 suggested allocating
10 to 16 percent of future transportation funding to walkways and bikeways. A 2001 region-wide
survey found a similar result, with a suggested 18 percent allocation to walkways and bikeways.
Respondents to a 1999 Clark County survey ranked the creation of more trails for walking and
bicycling the third most important of 15 possible parks and recreation facilities, projects, and
improvements. These surveys suggest that Vancouver residents support the expenditure of
taxpayer funds to improve walking and bicycling conditions in Vancouver.
Walkways and bikeways bring enormous benefits to all residents. The expansion of walkway and
bikeway facilities and support programs has been found to dramatically increase non-motorized
transportation usage. This has been documented in cities like Seattle, Portland, San Francisco,
and numerous cities in Europe. Improving walkways and bikeways leads to increasing
transportation choices for transit, walking, and bicycling, bringing air, noise, water quality, and
health benefits. Well designed facilities improve safety for all users and lead to an increase in the
carrying capacity of the overall transportation system. Numerous cities have found that as
walking and bicycling increase, the rate and number of pedestrian or bicycle crashes with motor
vehicles declines. Walkways and bikeways help provide a balanced, connected, multi-modal
system.
This section presents the proposed pedestrian and bicycle system and improvements for the City
of Vancouver. The recommended system and improvements consists of the following
components:
–
–
–
Pedestrian improvements, including sidewalk in-fill, bus stop shelters,
benches, trees, and intersection improvements.
Bicycle improvements, including on-street and off-street bikeway system,
signage, parking, and support facilities.
Pedestrian and bicycle support programs, as related to safety, education, and
community and employer outreach.
It should be noted that the TSP focuses on arterial and collector streets rather than neighborhood
street improvements. Neighborhood pedestrian and bicycle routes are shown where appropriate to
make a critical connection.
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Long Term Vision
One of the key aspects of a livable community is the ability of all residents, whether they are
school children or senior citizens, a choice to walk or bicycle for daily trips. The Vancouver
Transportation System Plan includes the following goals and policies intended to enhance this
ability:
Goal: To provide a balanced, multi-modal transportation system for Vancouver that supports the
safe, efficient movement of people and goods.
Policies include:

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The vehicle, transit, bicycle, and pedestrian circulation systems shall be designed
to connect major activity centers in the Vancouver area, increase the overall
accessibility of Vancouver’s transportation system, and provide access to
residential, school, shopping and industrial areas.
The implementation of transportation system and transportation demand
management measures, provision of enhanced transit service, and provision of
bicycle and pedestrian facilities in Vancouver shall be embraced by policy as the
first choice for accommodating travel demand and relieving congestion in a
travel corridor, before road widening projects are undertaken.
The transportation system for Vancouver shall consist of an integrated network
of facilities and services for a variety of motorized and non-motorized travel
modes.
The Vancouver Transportation System Plan shall promote alternative commute
methods that decrease demand on the transportation system, such as using transit,
telecommuting, carpooling, vanpooling, using flexible work schedules, walking,
bicycling, etc.
The Vancouver transportation system shall be designed with consideration of the
needs of persons with disabilities by meeting the requirements set forth in the
Americans with Disabilities Act (ADA).
Transportation facilities in Vancouver shall be designed and constructed to
mitigate noise, energy consumption, neighborhood disruption, economic losses to
the private or public economy, and social, environmental or institutional
disruptions, and to encourage the use of public transit, bikeways, sidewalks, and
walkways.
Provide an affordable transportation system that utilizes all transportation modes
in order to ensure access for all citizens.
Goal: To facilitate provision of an appropriate supply of parking facilities in Vancouver while
reducing reliance on the automobile.
Policies include:
 To define the role of on-street parking as secondary in priority to the needs of the
various transportation modes (vehicular, transit, bicycle, pedestrian) in use of the
street right-of-way.
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Goal: To facilitate the increased use of bicycle transportation in Vancouver by assuring that
convenient, accessible, and safe bicycling facilities are provided.
Goal: To facilitate the increased use of pedestrian transportation in Vancouver by assuring that
convenient, accessible, and safe pedestrian facilities are provided. The Vancouver transportation
system shall be designed with consideration of the needs of persons with disabilities by meeting
the requirements set forth in the American with Disabilities Act (ADA.)
The recommendations described below are intended to meet these goals and help realize the
vision. In addition, the following specific action items are recommended:

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Create and fund a pedestrian and bicycle coordinator position and program to
oversee the implementation of the recommendations in this Plan.
Create a permanent citizens’ Pedestrian and Bicycle Advisory Committee
(PBAC) tasked with advising the City on all matters related to walking and
bicycling.
Make Bicycling Magazine’s “Top Ten Cities for Bicycling” list within the next
10 years.
Host a national walking or bicycling conference such as the bi-annual ProBike/Pro-Walk conference, in the next 10 years; host a state or regional
conference in the next five years.
Implement a comprehensive walking and bicycling system, focusing in particular
on completion of the Discovery Trail system by the 2005 Lewis and Clark
celebration
Develop pedestrian design guidelines for sidewalk width, amenities, and other
items.
Develop a series of support programs, including maintenance, signing, bicycle
parking, education, sidewalk aesthetic enhancements, safe routes to school, and
others.
Update City Street Standards to better incorporate pedestrian and bicycle
facilities.
Update the City’s zoning code to ensure that developments are more pedestrian
and bicycle friendly.
Adopt a bicycle parking ordinance for new and redeveloping buildings.
Benchmarks for achieving these action items are laid out in Table 4.
Creating a Pedestrian and Bicycle System
All streets except limited access highways should be accessible by foot or bicycle. Whenever
streets are reconstructed, resurfaced, or constructed, appropriate walkway and bikeway facilities
should be included to accommodate pedestrian and bicyclist needs.
Pedestrian System
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Sidewalks and safe crossing treatments are necessary for all streets in Vancouver. Compliance
with the American with Disabilities Act is mandatory by Federal law.
Pedestrian improvements by nature are highly localized, and
therefore prototype solutions have been developed that have
widespread applicability in Vancouver. The key necessary
improvements are the provision of sidewalks and safe crossings,
as well a system that is accessible by all pedestrians, including
those with disabilities. Sidewalks preferably should be located on
both sides of the street, while intersection treatments involve:
–
–
–
–
–
–
–
reducing crossing distance;
Beaten walking path on
reducing automobile speeds at crossings;
Andresen shows
pedestrian demand
providing as straightforward and obvious a
crossing path as possible;
ensuring disabled access at curb cuts and medians;
providing well marked crosswalks and accessible push buttons;
ensuring sight distance and safety;
ensuring orientation for blind and sight-impaired pedestrians.
Other treatments that enhance pedestrian travel include sidewalk amenities like street trees,
benches, bus shelters, guide signing, and street lighting.
Recommendations for sidewalk in-fill and intersection improvements are listed in Table 2 and on
Figure 2. Cost estimates shown are derived from a typical five-foot wide sidewalk at $35 a lineal
foot, or $190,000 per mile. Crossing improvements include a placeholder program item for future
needed improvements for various intersections. In addition, mid-block crossing locations should
be considered. Shared use paths, which are used by pedestrians, bicyclists, and other nonmotorized users, are listed under bikeway improvements.
Bicycle System
In general, local streets with fewer than 3,000 motor vehicles per day require no special bicycle
improvements, although traffic calming may be necessary if volumes or speeds increase to an
unacceptable level. Some local streets are recommended for bicycle boulevard modifications on
the bikeway network.
For streets with more than 3,000 vehicles per day, the preferred treatment is bicycle lanes. Where
bicycle lanes cannot be included, the alternative treatments are traffic calming or wider than
normal outside lanes. Where the appropriate bikeway and acceptable alternatives cannot be
included in a project, bikeway facilities may be constructed on a nearby (within a quarter mile)
parallel street.
The recommended bicycle circulation strategy consists of a comprehensive network of utilitarian
bikeways connecting Vancouver’s agrarian west section, the central city’s urban housing and
commercial uses, and the eastern residential neighborhoods and commercial corridors with
schools, parks, community centers, and other destinations. A bikeway ‘system’ is a network of
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bicycle routes that, for a variety of reasons including safety and convenience, provide a superior
level of service for bicyclists. It is important to state that, by law, bicyclists are allowed on all
streets and roads (except where specifically prohibited) regardless of whether they are a part of
the bikeway system. The bikeway network is a tool that allows the City to focus and prioritize
implementation efforts to provide the greatest community benefit. The network uses a
combination of shared use paths, bicycle lanes, and signed shared roadways (also known as
bicycle boulevards), as have been discussed in the Existing Conditions section of this report.
There are numerous ways to implement the bikeways in this plan. Shared
use paths typically involve developing an off-street corridor, while a
bicycle boulevard involves development of a local street through traffic
calming elements. For bicycle lanes, the City may widen a street, pave
soft shoulders, reduce travel or parking lane widths, or removing travel or
parking lanes in order to reallocate space. The City has to consider
whether such projects’ potential impacts, such as on-street parking
removal or traffic congestion, are more harmful than the benefits gained
from the bikeway.
Crossing enhancement
and traffic calming
These circumstances are to be evaluated very carefully before a decision
improvements added to
is made to implement an alternative treatment such as traffic calming
Evergreen in lieu of
improvements, a wider outside lane, or alternative parallel bikeway route.
bicycle lanes
Guidelines for bikeway development are laid out in AASHTO’s Guide to
the Development of Bicycle Facilities (1999) and the City’s Bicycle Facility Design
Implementation Practices (July, 2000.)
The proposed bikeway system is shown in Figure 1. Projects are listed in Table 1. Cost estimates
shown have been developed by unit costs only:
–
–
–
Bike routes: $10,000 to $100,000 per mile, depending on whether the project
is a simple signing project or may entail intersection improvements, traffic
calming, and other changes.
Bike lanes: $20,000 to $100,000 per mile, depending on whether the project
entails simple restriping, or is more complex and may entail significant
public process or right-of-way acquisition. Projects assumed to be part of an
overall road construction or reconstruction project are assumed to be $20,000
a mile.
Shared use paths: $1,000,000 per mile. Again, this may vary considerably
depending on right-of-way needs, intersection treatments, environmental
considerations, needed structures, and other issues.
Detailed cost estimates should be developed as the projects become eligible for funding.
Walkway and Bikeway System Criteria and Ranking
Both walkway and bikeway projects have been broken down between short, medium, and longterm projects, based on the following criteria:
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–
–
–
–
–
Connectivity to desired destinations, such as employment centers,
commercial districts, schools, parks, institutions, and recreational
destinations;
Potential bicyclist and pedestrian usage (population served);
Connectivity to existing and proposed bikeways and walkways;
Ease of implementation; and
Connectivity to transit.
Pedestrian and bikeway improvements were developed based on:
–
–
–
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Field evaluation of missing system gaps, with a target of providing the most
direct and convenient routes possible, a parallel bikeway approximately
every half mile, and sidewalks and safe crossings on all arterials and
collectors;
Needs evaluation of safety, demand, and supply of pedestrian and bicycle
facilities;
Input from the public throughout the TSP process;
A review of the 25 City of Vancouver Neighborhood Action Plans; and
Staff input and knowledge.
To identify the best opportunities for walking and bicycling routes, the consultant team
considered the following information:
 Existing walking and bicycling patterns based on counts and observations, census and
other data
 Current walking and bicycling volumes
 Existing walkway and bikeway facility inventory
 Traffic volumes and travel speeds on streets
 Amount of side friction (driveways, side streets)
 Curb-to-curb width
 Destinations served
 Schools
 Parks
 Employment Centers
 Transit stations
 Topography and gradients
 Integration into the regional bikeway system
 Presence of reasonable alternatives
 Directness and connectivity to destinations
 Accident data and safety concerns
In addition, public input was sought throughout the TSP process from those familiar with walking
and bicycling opportunities and constraints in Vancouver, as well as those desiring to increase
walking and bicycling opportunities. Staff also provided extensive review of the proposed
facilities.
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The proposed walkway and bikeway systems serve to guide those responsible for
implementation. The system and segments will evolve over time as a result of changing walking
and bicycling patterns and implementation constraints and opportunities.
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Walking and Bicycling Support Programs
The following programs are intended to support the installation of walking and bicycling in
Vancouver:
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Walkway and bikeway maintenance program
ADA compliance program
Bicycle end-of-trip facilities
Signing program
Sidewalk aesthetic enhancement program
Neighborhood traffic management program
Safe routes to school program
Education
Enforcement
Transit Coordination
Employer incentives
Bicycle rejuvenation, parts, and repair program
Events
Staff training
Pedestrian and bicycle count program
Maintenance Program
Responsible parties: City of Vancouver, potentially volunteers
While implementing walkway and bikeway facilities is important, keeping them in good
condition is equally important. When a bicycle lane becomes filled with debris, for example,
cyclists are forced into the motor vehicle lane. Poor bikeway maintenance can contribute to
accidents and deter potential cyclists unwilling to risk flat tires and skidding on city streets. Poor
walkway maintenance can lead to dangerous conditions, particularly for vulnerable populations
like youth, elderly, and disabled residents.
The City recommends development, over time, of a comprehensive, integrated approach to
walkway and bikeway maintenance. This program would
consist of:
A “quick response” mechanism for routine items like
sweeping, filling potholes, sidewalk repairs, signing/striping,
and grate repair. This would include the creation of a City
sidewalk repair crew.
Preservation and expansion of the “Safe Walkways” program
for sidewalk gap in-fill and safety improvements, such as
removal of obstructions.
Pole in sidewalk,
Mill Plain Blvd.
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Preservation and expansion of the “Safe Bikeways” program for longer-term items such as
adjusting signal timing, adding signal detector loops and/or push buttons, smoothing railroad
crossings, bike lane gap in-fill, and innovative treatments for trouble spots.
Enhancement of routine maintenance activities. Examples include:
– extending the overlay over the entire surface of the roadway to avoid leaving
an abrupt edge;
– after overlays, raising inlet grates, manhole and utility covers to within 1/40
in (6 mm) of the pavement;
– encouraging private property owners with gravel
driveways along a shoulder to pave the driveway 5-10 feet
(1.5-3 m) back from the edge of pavement, or to right-ofway, to prevent gravel from spilling onto the shoulders or
bike lanes;
– working to trim vegetation from bike lanes and shared use
paths;
– replacing or repairing sidewalks and shared use paths
broken by tree roots;
Asphalt path
– inspecting and maintaining bikeway signs, lines, and
cracking
legends regularly;
– modifying or replacing non-standard drainage grates with bicycle-safe grates;
– repairing or relocating faulty drains at intersections where the water backs up
onto the curb cut or into the crosswalk;
– avoiding use of chip seal or other rough materials on bikeways and
walkways;
– sweeping fresh loose materials off the road before they have a chance to
adhere to the pavement;
– back-filling utility cuts in bike lanes to the level of the roadway:
– back-filling cuts in sidewalks with concrete, flush with the surrounding
sidewalk grade.
Community adoption program to allow local businesses and organizations to ‘adopt’ a shared use
path. This effort would be similar to the adoption of segments of the Interstate Highway system.
Small signs located along the pathway would identify supporters, acknowledging their
contribution. Support would be in the form of an annual commitment to pay for the routine
maintenance of the pathway, which in general costs about $8,500 per mile. The Parks &
Recreation Department or other groups may administer this program.
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ADA Compliance Program
Responsible parties: City of Vancouver
The American with Disabilities Act requires the City of
Vancouver to bring all public space and buildings into
compliance. The City has been slowly replacing curb ramps, for
example, to meet the requirements. The City should develop an
aggressive program in coordination with other improvement
projects and programs, such as the Maintenance Program
described above to add and/or replace non-compliant curb ramps
city-wide; remove obstructions; train staff about ADA standards;
retrofit public buildings and open space (e.g. parks) with ADAcompliant restrooms, elevators, and other facilities; ensure
pedestrian-activated signals are accessible to those with
disabilities; and review building codes.
ADA compliant curb
ramps needed for many
users
Bicycle End-of-Trip Facilities
Responsible parties: local businesses, City of Vancouver, C-Tran
As discussed in the Existing Conditions section of this report, end-of-trip facilities (bicycle
parking, showers, lockers) for bicycle riders are as important to bicycling as motor vehicle
parking is to auto drivers. The end-of-trip facilities program should be multi-pronged and
designed as a public-private partnership. It should consist of:
Development and adoption of bicycle parking zoning code requirements for installation by
private developers during construction or reconstruction of buildings throughout the City. A
recommended code is shown in Table 3. Once adopted, this code should be reviewed every five
years to determine needed changes.
Installation of bike racks at parks, public buildings, transit
centers and stops, park and ride lots and trailheads. This would
be City–funded and managed.
Development of a “business bicycle parking program” to
provide racks on request of the local businesses in retail
districts citywide. The program could be either funded by the
City for racks provided in public rights-of-way, or funded
jointly by the City and businesses through a subsidy program
(e.g. the business pays for the rack, the City installs and
maintains it.)
Bicycle locker at park-andride lot
Shower and locker encouragement program. The City should encourage businesses to provide
showers and lockers for commuting cyclists by zoning code or fee incentives.
Downtown bicycle commuter station. Several Seattle-area,
California, and Colorado communities are developing a “Bike
Station” facility provides commuting cyclists with bicycling
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City of Vancouver
parking, showers, changing rooms, clothing storage, bicycle repair, and information. Some
provide dry cleaning service, coffee shops, and other amenities. Most are located in conjunction
with transit stations. Downtown Vancouver is an ideal location for such a station, connecting CTRAN into Portland.
Signing Program
Signs help bicyclists find and travel appropriate routes and to
reach specified destinations. The signs also provide a safety
measure for both bicyclists and motorists. Signage can be
implemented as part of new bikeway creation, and added to
existing on and off-street bikeways. This program consists of
bicycle route identification signs, safety signs (including etiquette
signs on shared use paths), informational kiosks, and downtown
pedestrian way-finding signs.
Randomly-placed bike
Bicycle route identification signs should be posted along the
route
sign on Mill Plain
primary north-south and east-west corridors. This type of sign
helps direct travel by having a consistent bicycle symbology, Currently Vancouver uses the
standard AASHTO “bike route” sign. However, this sign has been used inconsistently around the
City, and does not assist cyclists in identifying appropriate bikeway routes. A sample bike route
identification sign for Vancouver is shown below. Such signs may include a destination plate to
direct cyclists to transit stations, bridges, schools, parks, and other key locations. The City should
work with the Pedestrian and Bicycle Advisory Committee to develop a signage system with a
common identifying theme (such as Ft. Vancouver, shown in sample sign below), destinations,
and implementation funding sources and schedule.
Safety signs, such as trail etiquette signs, can help improve user behavior on shared use paths and
in specific roadway situations.
Informational kiosks help lay out a specific route with supplemental information. An example is
the Discovery Trail Historic Walking Loop, for which an informational kiosk with a map of the
route should be placed in two to three locations along the loop, such as Esther Short Park.
Installation of way-finding signs for downtown pedestrians. Such signs are a common element in
successful downtowns. They typically use international symbols for common destinations like
parks, libraries, and municipal buildings. The creation of such a program for downtown,
particularly in coordination with the Discovery Trail Historic Walking Loop and other significant
downtown development would be a major enhancement.
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Trail etiquette sign
Sample bike route sign
The implementation phasing of a signing program would:
–
–
–
–
–
Develop a protocol for bikeway signing, including sign design, locations,
destination plates, and potential items such as mileage.
Improve or replace signs on existing bikeways.
Develop and install safety signs on shared use paths and other locations as
needed.
Develop and install informational kiosks as part of Discovery Trail
implementation.
Develop and install way-finding signs in downtown for pedestrians.
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Sidewalk Aesthetic Enhancement Program
Responsible parties: City of Vancouver, local businesses
This program would develop a public-private partnership for improving the public façade of
buildings throughout Vancouver. Building owners would apply for grant funding to enhance their
façade. Enhancement may include redesign of the building façade and addition of overhangs,
landscaping, artwork, and bicycle parking. The City would offer guidance, funding, and design
review, while the owner would be responsible for design
and implementation. While the details would have to be
worked out, this program could potentially lead to
tremendous investment in the beauty and walkability of
Vancouver’s neighborhood and downtown commercial
activity areas.
Neighborhood Traffic Management Program
Trees, awnings, and decorative
sidewalk items enhance
pedestrian-oriented businesses
The goal of this existing City program is to make
Vancouver a better place to live through improvements to
the transportation system. The City should continue this
program, as it clearly benefits pedestrians and bicyclists in Vancouver. To address this goal the
following prioritized tasks make up the bulk of staff time.
Priority 1: Neighborhood Traffic Management Plans
Neighborhood Traffic Management Planning (NTMP) is intended to provide Vancouver’s
neighborhood associations with a process to enhance and maintain the livability of their
neighborhood by improving the transportation system. NTMP Transportation Services provides
the planning and engineering assistance to plan why, what, where and when transportation
changes will be made.
Priority 2: Neighborhood Transportation Improvements
Program
The Neighborhood Transportation Improvement Program (NTIP)
is intended to provide a method of funding and constructing
traffic calming (speed control) and traffic management (volume
control) requests. This may include installing speed humps or
other traffic calming devices. It may include traffic management
projects or pedestrian safety projects near schools that require
more development or public process. Projects are typically
submitted through the City’s Neighborhood Consolidated Grant
Request process.
Speed bump on
residential street
Priority 3: Citizen Request
This work item involves responding to requests for information and service from the public. The
Transportation Services’ engineering technicians take the lead role in processing the citizen
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requests but the program provides assistance with speeding complaints and other neighborhood
traffic issues.
Priority 4: Neighborhood Action Plan Review and Follow-up
The existing Neighborhood Action Plan (NAP) all have a Mobility Management section with a
list of Action Steps. Staff assist neighborhood associations with follow-up on these Action Steps
where appropriate. They then implement some Action Steps, dismiss some as not appropriate, and
set aside others for further study. This work also includes assistance with the review of new
Neighborhood Action Plans.
Priority 5: Bicycle/Pedestrian Support
This work item involves making the City of Vancouver as pedestrian and bicycle friendly as
possible by providing traffic engineering assistance to the various projects underway. This may
include cost estimating, safety evaluation, and assistance with signing and striping issues and
grant application preparation.
Safe Routes to School Program
Responsible parties: City of Vancouver, schools, parents, teachers, community groups
School districts are required by state regulations to have suggested walk route plans for every
elementary school. The basic regulation is quoted in full from the Washington Administrative
Code (WAC) (WAC 392-151-025 Route plans).
“Suggested route plans shall be developed for each elementary school that has students who walk
to and from school. It shall recommend school routes based on considerations of traffic patterns,
existing traffic controls and other crossing protection aids such as school patrols. These route
plans shall limit the number of school crossings so that students move through the crossings in
groups, allowing only one entrance-exit from each block to and from school. The safe route to
school map shall be distributed to all students with instructions that it be taken home and
discussed with the parents.”
Funding is available through the State and is based on the number of students in kindergarten
through grade five living within one radius mile of school. In
addition, funds allocated to school districts for students living
within one mile of school can be spent to alleviate pedestrian safety
deficiencies along school walk routes. Potential actions eligible for
such funding include the use of warning signs, sidewalks,
overpasses, crossing guards and bus transportation. Priority must be
given to students in kindergarten through fifth grade.
RCW 46.61.385 and its associated regulations encourage the use of
school patrols to help students safely cross roadways adjacent to the
school and other crossings identified in the suggested safe route to
school plans. School patrols and adult crossing guards are key
elements of a safe walk route, especially for younger children who
lack the cognitive abilities necessary to cross a busy street. State
49th St. raised, marked
school crossing with curb
extensions
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regulations also recommend forming a Safety Advisory Committee to aid districts in developing
walk routes and overseeing a school patrol program.
Vancouver proposes to build on the State program by developing a local safe routes to school
program. This also would build upon the City’s neighborhood traffic enhancement program. The
toolbox of potential solutions includes:
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–
–
–
–
–
–
–
–
–
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signal timing modifications
curb extensions and median islands
traffic calming
markings and signage
bicycle lanes
crosswalks
crossing guard programs
safe routes to school maps
escorted bike and walk groups
educational safety curriculums (described in detail below)
outreach programs to encourage safe driving.
Education
Responsible parties: City of Vancouver, schools, parents, teachers, community groups
Pedestrian education programs are rare, but important as well. Usually theses programs are taught
to second, third, and fourth graders prior to them going through a bicycle education course. It is
essential that school children understand such items as how to safely cross the road (e.g. scanning
for cars), where the best places to cross are, and never to cross behind a bus or car before they are
allowed to travel out on their own. Pedestrian education should be taught as early as first grade,
and continue through third grade.
The lack of education for bicyclists, especially younger students, continues to be a leading cause
of accidents. For example, Vancouver’s accident history includes a number of wrong-way and
sidewalk riding crashes. Motorist education on the rights of bicyclists and pedestrians is virtually
non-existent. Many motorists mistakenly believe, for example, that bicyclists do not have a right
to ride in travel lanes and that they should be riding on sidewalks. Many motorists do not
understand the concept of ‘sharing the road’ with bicyclists, or why a bicyclist may need to ride
in a travel lane if there is no shoulder or it is full of gravel or potholes.
Bicycle education programs in schools are typically taught to fourth through eighth graders.
Curriculum is generally derived from established programs developed by groups such as the
League of American Bicyclists, Bicycle Alliance of Washington, Oregon’s Bicycle
Transportation Alliance. In Vancouver, the Police Department teaches bicycle education at
selected schools annually, but the program is far from comprehensive. Formal adult bicycle
education is virtually non-existent in Vancouver.
These programs should be seen as an integral part of the Safe Routes to School Program
described above.
Page 78
City of Vancouver
Expand Current Education Programs
Existing educational programs at Vancouver schools should be expanded in a cooperative effort
between the City and the School District, and supported by a secure, regular funding source. A
Safety Committee should be formed consisting of appointed parents, teachers, administrators,
police, an active bicyclist, and public works staff whose task it is to identify problems and
solutions, ensure implementation, and submit recommendations to the School Board or City
Council.
Develop New Educational Program Materials and Curriculum.
Education materials should be expanded to promote the benefits
of walking and bicycling, the need for education and safety
improvements, the most recent educational tools available in
the country (including the use of low-cost safety videos), and
directives to parents on the proper school drop-off procedure
for their children. Educational pamphlets for children should be
made more readable. Incentive programs to reward good
behavior should be developed. Educational programs, and
especially on-bike and on-street pedestrian training, should be
expanded to more grades and for more hours per year.
Education curriculum should, at a minimum, cover the
following lessons:
–
–
–
–
–
–
–
–
–
–
Teaching children handling
skills
on-bike training or bicycle ‘rodeos’
the use and importance of bicycle helmets
how to adjust and maintain a bicycle
night riding (clothes, lights)
rules of the road
riding on sidewalks
how to negotiate intersections
riding and walking defensively
use of hand signals
seatbelt safety
A standard safety handbook format should be developed
Helmeted riders going
incorporating the best elements of those currently in use, and
with the flow of traffic
made available to each school on disk so they may be customized
as needed. Vancouver schools should develop a circulation map of the campus and immediate
environs to include in the handbooks, clearly showing the preferred circulation and parking
patterns and explaining in text the reason behind the recommendations. This circulation map
should also be a permanent feature in all school newsletters. Bicycle helmet subsidy-programs are
available already in Vancouver, and should be used to provide low-cost approved helmets for all
school children bicyclists.
Develop an Adult Education Program
Page 79
City of Vancouver
Establish an adult bicycle education program through organizations such as the Vancouver
Bicycle Club, in cooperation with the Parks and Recreation Department and/or other City
departments. This program should (a) teach adults how to ride defensively, (b) teach adults how
to ride on a variety of City streets, and (c) encourage adults to feel more confident to ride to work
or for utilitarian and recreational trips. The program should coordinate with local bicycling
groups who could provide the training expertise, and possibly lead organized bicycle-training
sessions, tours and rides. The City should partner with local, State and national health
organizations to promote bicycling and walking.
Educate Motorists
Educate motorists about the rights and characteristics of pedestrians and bicyclists through a
variety of means including:
making pedestrian and bicycle safety a part of traffic school curriculum in Vancouver,
producing a brochure on pedestrian and bicycle safety and laws for public distribution,
enforcing existing traffic laws for motorists, pedestrians, and bicyclists,
working to improve the DMV manual’s treatment of pedestrians and bicyclists
sending an official letter to the Department of Motor Vehicles recommending the inclusion of
bicycle laws in the drivers license exam.
Enforcement
Responsible parties: Police Department, City of Vancouver
Pedestrians, bicyclists, and motorists all must behave consistently and according to established
laws in order for all to enjoy a safe system. The City should work with the Police Department to
develop a consistent enforcement program for pedestrian and bicycle-related laws. Such programs
have been very effective, in combination with increased walkway and bikeway facilities, at
increasing public awareness of pedestrian and bicycle safety issues. Suggested components of a
program for Vancouver include:
Police training: work with the Police department
to ensure officers are trained in Washington State
laws and local ordinances related to safe
motoring, walking, and bicycling. Invite a police
department liaison to participate in the PBAC.
Hold regular meetings with traffic enforcement
officers to discuss issues and solutions.
Develop and distribute Informational brochures
to pedestrians, bicyclists, and motorists.
Design periodic traffic enforcement “sting”
operations targeting violations like failing to
yield to pedestrians in crosswalks, speeding in
school zones, driving in bicycle lanes, and bicyclists and motorists running red lights. Publicize to
ensure maximum benefit.
Consider increased enforcement and fees for traffic violations
that endanger pedestrians and bicyclists.
Page 80
C-Tran bike racks
City of Vancouver
Develop and continue a Police on Bikes Program to establish police presence at a community
level.
Transit Coordination
Responsible parties: City of Vancouver, C-Tran, Tri-Met
Enhancing the multi-modal capabilities of the local transportation system is a major Federal,
state, and regional policy goal. The term “multi-modal” refers to the ability to maximize the
number of transportation modes that can be effectively served in one corridor or linked together
to provide a high quality level of service to the public. Transit options can extend the effective
range of a bicycle trip considerably; bicycle riders can help increase transit use. Walking is
essential to the success of transit; the most successful transit systems are completely integrated
with local pedestrian travel through close neighborhoods easily accessible and convenient to
transit. The list of projects in Tables 1 and 2 includes many projects focused on maximizing the
bike and pedestrian-transit connection.
The main multi-modal elements for bicycles are access, parking and secure storage, on-board
storage, and information, as shown in Figure 4.
Fund and develop high quality bikeways
and walkways to transit stations.
Promote bike and walk-transit options.
Provide regional web-based bike-transit
route finding system.
Provide bike racks on buses. Allow bikes
on buses if necessary. Allow flexible dropoff locations for pedestrians in low light
conditions.
Provide high capacity short-term and
long-term bike parking at transit stations.
Provide additional bicycle services, e.g.
Bike Stations, free/rental bicycles, repairs.
Figure 4 Bike/Pedestrian to Transit Coordination Opportunities
Page 81
City of Vancouver
Old Bicycle Renovation, Parts, and Repair Program
Responsible parties: Community groups, bicycle-related businesses
This program, which exists in Vancouver as the Cycle of
Blessings and in Portland as the Community Cycling Center,
ties directly into the previous program by obtaining broken,
stolen, or other bicycles and restoring them to working
condition. Similar programs exist in Vancouver, B.C., Marin
County, CA, St. Louis, MO, Washington, D.C., and other
cities.
These programs’ mission is also to train young people (ages
Portland’s Community
12 to 18) how to repair bicycles as part of a jobs training
Cycling
Center serves area
effort. Bicycles are an excellent medium to teach young
kids
in need
people the fundamentals of mechanics, safety, and operation.
Young people can use these skills to maintain their own
bicycles, or to build on related interests. Such a program is often staffed by volunteers from local
cycling organizations and bicycle shops, who can help build an interest in bicycling as an
alternative to driving. The seed money to begin this program often comes from a local private
funding source. The bicycles themselves could be derived from unclaimed stolen bicycles from
the police department, or from donated bicycles.
Bike Fairs, Rides, Walks, and Races
Responsible parties: Community groups, City of Vancouver, health organizations
To encourage increased bicycling, bicycle interest groups are well
positioned to capitalize on the growing interest in on-road and
off-road bicycle races and criteriums. The Mayor’s Bike Rides,
held during the summers in Vancouver, are very popular. Rides
sponsored by the Vancouver Bicycle Club and Portland
Wheelmen Touring Club are also popular, as are walks sponsored
by VolksWalk. The potential for walks and rides to draw
enormous crowds in Vancouver exists; the Portland Bridge Pedal
and Bridge Walk, for example, draws over 15,000 participants
annually. The annual Discovery Walk Festival is one such
example, composed of numerous walks each April. Such events
could be an economic draw for Vancouver. Ideas include:



The annual Mayor’s
bike rides
Columbia Bridge Pedal: As the Columbia Waterfront is completed and connected
to Portland’s developing Marine Drive system, a route drawing riders and
walkers over both the I-5 and I-205 bridges would be popular.
Vancouver Lake/Frenchman’s Bar Ride.
Lewis and Clark Discovery Ride, following the Lewis and Clark Trail into the
Vancouver-Portland area.
Page 82
City of Vancouver
Events usually are sponsored by local businesses, and involve some promotion, insurance, and
development of adequate circuits for all levels of riders. Vancouver can assist in developing these
events by acting as a co-sponsor, and expediting and possibly underwriting some of the expense
of, for example, police time. Vancouver should encourage these events to have races, walks, and
tours that appeal to the less experienced cyclist.
Employer Incentives
Responsible parties: Community groups, City of Vancouver, health organizations, local
businesses, State of Washington
Employer incentives to encourage employees to try walking or bicycling to work include
sponsoring bike fairs and races, providing bicycle lockers and shower facilities, and offering
incentives to employees who commute by walk or bicycle by allowing for more flexible arrival
and departure times, and possibly paying for transit or taxis during inclement weather. The City
may offer incentives to employers to institute these improvements through air quality credits,
lowered parking requirements, reduced traffic mitigation fees, or other means. This program
should be developed in compliance with Washington State’s Commute-Trip Reduction
(CTR)program.
A fleet of lender bicycles available to employees to use as a commute alternative has proved
successful in Portland and other U.S. cities. Appropriate employers include government agencies
(such as parking enforcement deputies), utility companies (such as electric company meter
readers), industrial campuses, and downtown employers for short trips. The bicycle may be
purchased new or obtained from police auctions, repaired, painted and engraved with ID
numbers, and made available free of charge to employees. Depending on demand, bicycles may
be made available through reservations or on a rotating basis.
The bicycles themselves should be lower-end heavy-duty bicycles that have minimal resale value.
Employer’s responsibilities would be limited to an annual maintenance inspection and repairs as
necessary. The objective of the program is to encourage employees to try bicycling to work as an
alternative, without making a major investment. Employers may wish to allow bicycle commuters
to leave 15 minutes early from work, or some other type of incentive to encourage use of the
bicycles. Vancouver may consider such a program and may wish to encourage private employers
to follow suit by offering the subsidized purchases of bicycles.
Walk-to-School and Bike-Commute Days
Responsible parties: Community groups, City of Vancouver, health organizations, local
businesses, State of Washington
In conjunction with the national walk-your-child-to-school days and Bike Commute Day in May
Vancouver should help promote a local bike-commute day. The bike/walk-to-school days could
be jointly sponsored with the School District, possibly in conjunction with pedestrian and bicycle
education programs.
Other support ideas include:
Page 83
City of Vancouver

Develop, promote and publicize bicycle commuter services, such as bike shops
selling commute gear and regular escorted commute rides.

Create an annual commuter challenge for area businesses.

Create events such as “bicycle to the grocery store” days, when cyclists get
vouchers for, or coupons off items in the store, or “walk to the movies” days,
when pedestrians and receive free popcorn or a discount on a movie or
refreshments.

Create public service announcements on radio and TV to promote the health and
livability benefits of walking and bicycling, as well as the detrimental effects of
excessive motor vehicle use (e.g. pollution, traffic noise, congestion, loss of life
and mobility).

Develop and implement a public education campaign to encourage walking and
bicycling, such as ads on movie screens, city bench, bicycle locker and billboard
advertising, and videos on cable access television.

Develop measures to reduce bicycle theft such as a registration program,
subsidized locks, and training for proper locking techniques.
Training
As Vancouver works to improve bicycling and walking conditions, staff from all departments
need training to understand the standards and guidelines for planning and implementation of
walkways, bikeways, and accessibility improvements. Engineering and maintenance staff may be
unfamiliar with new AASHTO bikeway guidelines and Manual on Uniform Traffic Control
Devices standards. Parking enforcement staff may be unfamiliar with laws related to parking in
bike lanes, while building code enforcement staff may know nothing about the new code
requirements for bicycle parking as part of building construction. Vancouver should sponsor an
on-going series of trainings about topics of utility. This series could include such topics as:
–
–
–
–
–
–
–
Safe routes to school techniques
ADA requirements
Incorporating pedestrian enhancement features into bikeway development
Current guidelines and standards in bikeway development
Bike parking: what works, what doesn’t work, code adoption and
enforcement, bike locker programs, new rack options, etc…
Maintenance practices to undertake, successful team-building with
maintenance staff
Cutting edge techniques and research (bike boxes, shared lane stencils,
colored pavement, roundabouts, etc…)
Page 84
City of Vancouver
This list is by no means exhaustive. Vancouver City staff and the Pedestrian and Bicycle
Advisory Committee should brainstorm a list of topics, develop a schedule, and host these
important trainings.
Pedestrian and Bicycle Counts
A basic part of all transportation analysis is an understanding of usage and activity. Traffic
counts are conducted as part of almost all traffic studies, while transit and rail ridership are basic
analytical components to studying those modes of transport. In contrast, little information is
available on walking trends and bicycle ridership. Most projections of pedestrian and bicycle
usage are based on U.S. Census Journey to Work data, which is adequate for planning level areawide analysis but not for specific corridor usage. Without this basic information, it is difficult for
Vancouver to understand trends in walking and bicycle usage, or to analyze whether investments
are resulting in higher levels of usage. As part of this Plan, the consultant team undertook
pedestrian and bicycle counts at select locations, as shown in Table 3.
It is recommended that Vancouver conduct annual counts using interns or volunteers, to track
pedestrian and bicycle usage. Vancouver should assume a leading role in collecting, analyzing,
and disseminating this information, as part of the ‘Measuring Success” effort detailed below.
There are four primary reasons why pedestrian and bicycle counts should be an essential and
regular activity:
Conditions and trend analysis: a consistent count effort would help to show the number of
people currently walking and bicycling, how this number is changing over time, and the
characteristics of the cyclists (especially helmet usage.) This would help understand the need for
walkway and bikeway improvements along with appropriate design and capacity of those
improvements.
Network planning: consistent counts would help to prioritize improvements, justify the inclusion
of walkways and bikeways as part of new development, as mitigations to impacts, and as part of
transportation projects.
Crash analysis – consistent counts would help to develop base usage information so that collision
information could be correlated to walking and bicycling trends.
Demand forecasting – consistent counts would help to calibrate regional projection models on
future pedestrian and bicycle usage and needs.
Location Criteria
Table 3 shows the initial 20 locations selected for counts. They were selected based on the
following criteria:
1.
Counts should be conducted on existing or future segments of the walkway and bikeway
network.
Page 85
City of Vancouver
2.
Count locations should represent a geographic diversity within the City, along with a
sampling of urban, suburban, and rural areas, and commuter, student, and utilitarian trip
making.
3.
All count locations should be in an area where a counter can conduct counts in a safe
manner.
Additionally, Vancouver should consider conducting user surveys at select count locations.
Survey questions could include, among other things, trip purpose, trip length, and timeframe in
which the rider began cycling. It would also be very useful to derive information on whether a
walkway or bikeway improvement affected a user’s decision to walk or ride, or whether the
pedestrian/bicyclist previously drove a car, used transit, etc. Portland conducted such surveys in
recent years, for example, and learned that a significant percentage of survey respondents had
begun cycling in the past two years, in direct response to the physical improvements being made.
Work Zone Planning
Responsible parties: City of Vancouver, WSDOT
Construction zones can create a significant impediment to pedestrian and bicycle travel and
should be planned out carefully. Guidelines and standards should be adopted to make certain that
there is consistency between all construction projects in Vancouver with which both the City of
Vancouver and WSDOT are involved. This can include directional or informational signage
directed toward pedestrians and bicyclists, access through construction sites, and other measures.
Page 86
City of Vancouver
Table 3: Vancouver Pedestrian and Bicycle Counts
Location
Date
Tim e
Pedestrians
m ale fem ale total
Colum bia St & W 8th St
Colum bia St & W 8th St
M cGillivray & 136th St
M cGillivray & 136th St
NE 112th & NE 28th St
NE 112th & NE 28th St
M cLoughlin & Ft Vanc.
M cLoughlin & Ft Vanc.
Evergreen & G rand
Evergreen & G rand
Andresen & 18th St
Andresen & 18th St
W aterfront Path
W aterfront Path
I-5 Bridge southbound
W 44th St & Lincoln Av
W 44th St & Lincoln Av
09/27/2000
09/27/2000
09/28/2000
09/28/2000
10/02/2000
10/02/2000
10/03/2000
10/03/2000
10/04/2000
10/04/2000
10/05/2000
10/05/2000
10/18/2000
10/18/2000
10/18/2000
10/18/2000
10/23/2000
10/23/2000
10/24/2000
10/24/2000
4-5
5-6
4-5
5-6
4-5
5-6
4-5
5-6
4-5
5-6
4-5
5-6
4-5
5-6
4-5
5-6
4-5
5-6
4-5
5-6
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
pm
24
15
12
18
1
2
14
9
6
7
7
2
11
9
9
9
2
0
3
4
11
14
4
11
1
0
5
5
7
15
2
3
6
7
0
2
0
0
1
3
35
29
16
29
2
2
19
14
13
22
9
5
17
16
9
11
2
0
4
7
m ale
helm et
5
9
16
10
1
0
5
3
5
7
5
3
3
8
6
5
4
6
0
1
m ale
no helm et
7
6
5
2
2
2
9
5
2
1
1
0
1
3
5
9
1
2
1
0
Bicyclists
Total
fem ale
fem ale
total
helm et no helm et
0
0
12
47
3
2
20
49
1
1
23
39
2
2
16
45
0
0
3
5
0
0
2
4
1
4
19
38
1
4
13
27
0
0
7
20
0
0
8
30
0
0
6
15
2
1
6
11
0
0
4
21
1
1
13
29
0
0
11
20
2
0
16
27
0
1
6
8
0
0
8
8
0
1
2
6
0
0
1
8
Page 87
City of Vancouver
Measuring Success
The success of this Plan depends on both City and community support. To measure its success, a
series of benchmarks are recommended below. The City’s Transportation Department should
report to City Council annually on the progress in meeting these benchmarks. The benchmarks
selected are those things that can be quantified and are thus simply markers of success. Other
more subjective criteria may be useful to discuss over time as well.
Table 4: Vancouver TSP Pedestrian and Bicycle Success Benchmarks
By 5 Years
By 10 Years
Walkway Network
Walkway Network
25% Complete Approximately 21
75% Complete
new walkway miles (cumulative)
Approximately 60 new walkway
miles (cumulative)
Bikeway Network
45% Complete Approximately 60
new bikeway miles
Bikeway Network
75% Complete
APPROXIMATELY 100 NEW
By 20 Years
Walkway Network
100% Complete
Approximately 78 Walkway miles
(cumulative)
Bikeway Network
100% Complete
Approximately 130 new bikeway
miles (cumulative)
BIKEWAY MILES
(CUMULATIVE)
Walk/bike counts
Up 100% from current levels
Pedestrian/bike-motor vehicle
crashes
Numbers of crashes remain steady
Walk/bike counts
crashes
Crash rates relative to bike use
reduced 10%, overall number of
crashes reduced 10%
Make Bicycling Magazine’s Top 10
Cities for bicycling list
Host state or regional pedestrian/bike Host national Pro-Bike/Pro-Walk
conference
conference
Walk/bike counts
crashes
Crash rates relative to bike use
reduced 50%, overall number of
crashes reduced 50%
Page 88

Bicycle System section of the TSP

Transcription

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