June 26, 2015

The Daily Scot: Road Diet in North Van

Scot finds something cheap and stealthy:
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I came across this intersection where the City of North Vancouver is using temporary barriers to delineate the new traffic lane width helping to slow traffic and allow for easier pedestrian passage.

This is a great Road Diet technique that allows traffic engineers the ability to test the new intersection configuration and tweak the design prior to any major construction commitment.  Its also a cheap and stealthy way to reduce road capacity without the anger and suspicion of motorists.

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North Van

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Comments

  1. “Its also a cheap and stealthy way to reduce road capacity without the anger and suspicion of motorists.”

    I don’t know that the bulges and traffic circles reduce road capacity. The number of lanes remains the same (2). There is isn’t that much traffic, although some drivers speed because the streets are quite wide.

    1. True, I was referring in general to using temporary barriers to take away or narrow lanes. What I don’t understand is how CNV can be so progressive on a traffic calming test like this as you pointed out with the link, yet can get it so wrong with the over capacity design for Esplanade with its 4 lanes and indented parking. They also missed a huge opportunity on Esplanade to run the cycle lanes curbside and use the parking as a buffer like Union Street in Vancouver between main and Gore. This opportunity is lost with the construction of the indented parking curbs and channels and related utilities. Sad.

      1. There are so many things the city could have built better with the federal port’s Low Level Road project. The new Low Level Road itself looks more like something from the 1960s. Not even a sidewalk and the bike lanes are really shoulders for a 60km/h road.

      2. There is also the same issue on Nancy Green up to Grouse … the new bike path is still in the middle of the street, so anyone climbing up to Grouse by bike (I do with some frequency) and traveling at some variant of SLOW is at an even greater than normal speed differential to traffic going by at 50-80, and people parking down the street to avoid $ parking and unloading gear while standing in that exposed bike lane.

        I’m also not sure what one is supposed to do at Capilano Suspension Bridge – the bike path just disappears at the crosswalk without any indication to cars that bikes will be joining them in the car lane.

        I consider this as a problem which is solved. Others have studied it. NOTE TO CITIES: CAN WE PLEASE JUST COPY THINGS THAT WE CAN SEE WORK! There are books of best practices … please read one.