Iron Workers Memorial (Second Narrows) Bridge

From HUB - Cycling Advocacy - North Shore
(Difference between revisions)
Jump to: navigation, search
(Improvements made by BC MOTI)
(Difficult switchbacks on path at SW end of bridge)
Line 117: Line 117:
 
   
 
   
 
   
 
   
 
 
 
 
=== Difficult switchbacks on path at SW end of bridge ===
 
 
The switchbacks are dangerous, especially in winter when covered with slippery decaying leaves and a cyclist is coming up the path.
 
 
[http://northshore.vacc.bc.ca/large_uploads/IWMB_Switchbacks.3GP Video]
 
 
* Which party is responsible for the switchback? MOTI is responsible for the pathway from the south bridge abutment to the intersection with Bridgeway/Skeena Streets. COV is responsible for the roadways and pathways thereafter.
 
 
 
   
 
   
 
   
 
   

Revision as of 13:42, 17 March 2017

North End
South End
Existing sidewalk is cantilevered off main structure
Middle Span - Train Lift Bridge in Distance
Middle Span - Temporary Maintenance deck - hung underneath the bridge deck

Contents

Background

In 1992, the Cassiar Connector was constructed and the Ironworkers Memorial Bridge was modestly refurbished (lighting changed, median installed and barriers/railings installed between the traffic and the sidewalks, narrowing the sidewalks but making it less heart-stoppingly perilous to ride in a stiff crosswind). At the time, cycling advocates asked for wider sidewalks and better access to the bridge. The result was somewhat better access on the north side of the bridge and the situation we have now on the south side.

About 8 or 10 years ago cycling advocates, municipal staff and provincial staff got together to determine the best way to regulate the bridge sidewalks. The consensus result was the arrangement now in place – cyclists can use either side but “wrong-way” cyclists must yield.

As part of the Gateway Project consultation, advocates asked the province to upgrade cycling and pedestrian access on the south side by, among other things, providing a connection between the east and west sidewalks. This could be either under the bridge (as at the south end of Lion’s Gate) or over the highway, connecting to the elevated sidewalk/bike path on the east side and therefore needing a ramp structure only on the west side. This request was deemed “beyond the scope of the project”, which apparently ends just short of the bridge head.

Crossing times

Approximate times taken for a cyclist to cross the bridge in the 'correct' lane (concurrent with traffic flow) without delays to pass other bikes or pedestrians:

  • Southbound on the west lane >>> 6:45 min
  • Northbound on the east lane >>> 3:40 min (maximum speed over 35km/hr)

Additional time taken, distance & altitude gain/loss to use the 'correct' (concurrent with traffic flow) lane

Summary

  • From Vancouver Portside route to the bridge east lane to go north >>> less than 1 minute extra with about 500m more to ride (through the Skeena tunnel up to the connector to the east lane and onto the bridge - including the minimal extra climbing) (Scenario 3 below)
  • From North Vancouver coming off the bridge west lane to go south >>> less than 1.5 minutes extra with about 600m more to ride(down the switchback and through the Skeena tunnel up to the connector to the east lane to turn left to the south e.g. E Hastings Street) (Scenario 1 below)

Details of complete routes from starting point to destination bike route (i.e. access + bridge + egress)

  • Scenario 1: North to South Coming from east of the bridge in North Vancouver (i.e. Dollarton Highway) going to Cassiar bike route in Vancouver
    • Elevation difference +6m
    • Distance difference +0.58km
  • Scenario 2: North to South Coming from east of the bridge in North Vancouver (i.e. Dollarton Highway) going back to path (near east bridge abutment) that connects to Boundary Rd in Burnaby
    • Elevation difference +27m
    • Distance difference +1.44km
  • Scenario 3: South to North Coming from Portside bike route in Vancouver going to west of the bridge in North Vancouver
    • Elevation difference +3m
    • Distance difference 0.52km

For the total elevation gain and distances, not just the difference between the "right" and the "wrong" way across the bridge, here are more figures:

  • Scenario 1 "Right" way: +67m elevation, 2.50km "Wrong" way: +61m elevation, 1.92km
  • Scenario 2 "Right" way: +85m elevation, 2.93km "Wrong" way: +58m elevation, 1.49km
  • Scenario 3 "Right" way: +38m elevation, 1.95km "Wrong" way: +41m elevation, 2.47km

Translink IWMB inset connections.JPG

Action

On October 25 2010 a joint committee was formed between the North Shore, Vancouver and Burnaby committees to formulate a plan for moving forward. All VACC members are welcome to attend the monthly meetings - bring your feedback and opinions and help represent the IWMB riders community.

  • MEETING MINUTES

Media:2nd Narrows Bridge Minutes Oct 25 2010.pdf

Media:2nd Narrows Bridge Minutes Nov 22 2010.pdf

Media:2nd Narrows Bridge Minutes Jan 24 2011.pdf

Media:2nd Narrows Bridge Minutes Feb 28 2011.pdf

Media:2nd Narrows Bridge Minutes Mar 28 2011.pdf

Media:2nd Narrows Bridge Minutes 09 May 2011.pdf

Media:IWMB minutes May 30 2011.pdf

Media:2nd Narrows Bridge Minutes 27 June 2011.pdf

Media:2nd Narrows Bridge Minutes 08 Aug 2011.pdf

Media:Second Narrows Bridge Minutes Oct 3 2011.pdf

Media:2nd Narrows Bridge Minutes 07 Nov 2011.pdf

Bridge lane safety hazards

Pedestrian handrail
Concrete support post at entry point
Concrete support posts
Expansion gap cover

Significant risks of accidents and injuries arise from the current design of the bridge lane railings, entry/exit points, concrete railing supports and expansion gap covers. See photos at right of some examples.









Actual measurements of the pinch points created by bridge railing supports are documented here:

NE end:

  • 120 cm between round green outside top railing and steel rub railing separating cyclists from traffic
  • 124 cm between vertical green rails and bracket (support) of steel rub railing (handle bar height)
  • bracket (support) of steel rub railing is 102 cm from surface of sidewalk
  • 110 cm between steel railing and concrete post (narrowest point)

NW end:

  • 103 cm between steel railing and concrete post (narrowest point)

SE end:

  • 123 cm between the steel railing and the 1st concrete post (travelling north)
  • 115 cm between steel railing and 2nd concrete post (disused passing bay)
  • 107.5 cm between steel railing and 3rd concrete post (other end of disused passing bay) (narrowest point)

SW end:

  • 100.5 cm between steel railing and first concrete post (travelling south) (narrowest point)
  • 102 cm between steel railing and second concrete post
  • 120 cm at south end of fence separating cyclists from traffic and concrete post







Skeena & Bridgeway Tunnels

Skeena tunnel from north end
Bridgeway tunnel from north end
  • These tunnels both provide crossings of the highway in close proximity. Skeena tunnel crosses the entire TCH just south of the IWMB providing cyclists with a means to access either side of the bridge. Bridgeway tunnel crosses under the McGill on/off ramps providing cyclists with a means to ride to and from the Portside bicycle route and E Hastings Street for points east, south or west. The Bridgeway tunnel is a great example of a cyling facility which is rider friendly.
  • Consider removal of the current elevated shared pathway in the Skeena tunnel with replacement at grade alongside traffic as per Bridgeway tunnel example. This may require widening of the tunnel and may significantly alter the perception of the tunnel for cyclists.
  • Which party is responsible for the Skeena and Bridgeway tunnels? MOTI is responsible for the structure which supports the highway and COV is responsible for the roadway and pathways.

Ongoing rider survey and suggestions

Details of the issues and improvements suggested to date are available on this page.

Personal tools