Cycling and Bike Route News:
Bike Route - Lane Development
The only on road bike lanes of any real significance established in Sudbury in the past are on the Howey, Bellevue, Bancroft Corridor created as an initiative of the Minnow Lake CAN and Restoration Group and through the efforts of then councillors Gasparini and Reynolds shown above as lanes are "opened". A council motion to establish passed by only one vote. Staff was opposed.
This was in 2005, although since 1973 bike routes had been proposed for the entire community. For early report click here. An updated report was prepared by the Bicycle advisory committee, following several years work, to city council in March of 2011 see pic below and for report click here.
Despite a favorable reception by councillors and words of support little action came about as the result of the recommendations. The city has proceeded with traffic calming measures on a number of streets with more planned and at considerable expense and making it more dangerous for cyclists - see picture below. Note how curbs extend out into traffic creating less space to "share the road". In 2016 Edge Lines and Bike Lanes were established on Lansing Avenue. An "active transportation co-ordinator was hired also in 2016 and has been able to influence bike route creation in the city.
Bike lanes would be a more effective and less costly alternative. Reports from Thunder Bay indicate bike lanes have actually reduced bike and motor vehicle accidents. For full report click here.
What are the differences between bike lanes, cycle tracks, edge lines and other cycle infrastructures .. Click on the link below for all of this information:
Sudbury is far behind other communities in establishing safer cycling alternatives such as Thunder Bay. Click on the link below to see how Bike Lanes in Thunder Bay have improved cycle and vehicle safety
A major obstacle is the city traffic dept. To see how this attitude has not changed see the news article here showing city position "money needed for roads not paths" An editorial in Northern Life expresses these concerns here.
Proposed reconstruction work on Second Avenue again makes no provision for bike lanes. The CAN has asked councillor Terry Kett to have council direct traffic staff to reconsider their plans (see news release and attachment here). As a response to public pressure bike lanes will now be established .. see front page NL story here.
The Sudbury Cylists Union (made up of active and supportive cyclists) issued a report which was submitted to all city councillors and the Mayor and which you can view by clicking here.
The Minnow Lake CAN chair appears in this video supporting three lanes plus bike lanes for Second Avenue: click on link below:
and read the report to go the road and traffic dept special consultation meeting prior to public meeting on April 22nd at Adamsdale Playground building.
The Minnow Lake Community Action Network (CAN) is pleased to be able to contribute to the consultation meeting on Second Ave reconstruction to take place on Wed. April 16th and this is in response to your invitation for input prior to this meeting.
While the CAN is indeed interested in the provision of bicycle accommodation in the plan (we instigated the implementation of bike lanes on the Howey, Bellevue, Bancroft corridor) we are also concerned with the broader active transportation issues as it effects the community.
We believe that had prior consultation taken place the various issues now under consideration and debate could have been resolved. However, better late than never, and we appreciate the opportunity.
The CAN does not purport to represent the option of all residents, however a significant number in the community and throughout the city have requested that the following considerations be brought forward.
The main areas include: Cost, Need, Safety, and Accommodation. A short (approx three minute video) has been prepared and is attached that illustrates some of these concerns.
In the first segment of the video it is suggested that to satisfy all users of the roadway that three lanes (one in each direction) with a centre turning lane and bike lanes on each road side) would be adequate for the entire roadway from Donna Drive to eventually Bancroft Drive. This design would be compatible with the present bike infrastructure in the Minnow Lake area and is relatively low cost to implement and maintain.
In the second section of the video it is suggested that the short three lane section just south past Donna Drive be continued through to Scarlet and beyond. The “berm” separating the roadway from the dog park would be able to remain to provide a sound, appearance and safety barrier.
The third section of the video shows Second Avenue from the Kingway to Donna Drive (about 200 metres) and suggests that the “storage” capacity of this section could be likely “absorbed” in the 500 metre suggested three lane section between Donna and Scarlet, particularly with proper traffic light timing of these intersections. Although future development is anticipated for the Minnow Lake area, most would be east of Second Avenue and likely to be also accessed from Third Avenue, Leveque Street and Moonlight Avenue from the Kingsway at signaled intersections as well as Bancroft Drive. The need for a five lane Kingway type roadway down Second Avenue to become eventually three lanes is definitely questionable, especially taking into consideration other factors such as the highly residential character of the street including the playground and school areas and local retail establishments. In addition five lane roadways are inherently less pedestrian friendly and certainly less aesthetically pleasing, especially for a secondary artery.
The fourth section of the video illustrates the Donna to Scarlet section and reveals that the proposed five lanes would require a full kilometer of extra roadway over three lanes, actually more as the five lanes are proposed to extend further than Scarlet. The saving realized by implementing three lanes rather than five would be substantial and could be used for extending the three lanes further down Second Avenue and/or stormwater treatment.
In taking a holistic approach it is evident that compromise is most likely necessary to accommodate all concerned, and indeed necessary to achieve satisfaction for the greater good as we strive to create a more livable community for all our citizens and not just for motorists, as seems to be too often the case with respect to transportation issues.. We trust that in this spirit we can move forward to resolution.
back to: Community Action Network Page