But creating protected lanes has resulted in removal of auto parking space, already in short supply in the Downtown core much of each day. The rationale behind the protected lanes-as opposed to cyclists sharing the existing infrastructure with automobiles-is to increase the safety of cyclists. At the cost per kilometre of the Pandora corridor, the 5.3-kilometre-long Phase 1 would cost about $16 million-and depends almost entirely on the availability of grants from the Gas Tax Fund. ![]() The City plans to expand these corridors to Wharf, Humboldt and Cook. Construction is scheduled to begin in September. That timeframe, and the numbers, included Victoria’s Bike to Work Week, an annual outpouring of temporary enthusiasm.Ī second protected bicycle corridor-1.2 kilometres of Fort from Cook to Wharf-was approved by City of Victoria councillors on June 8. By mid-June the City’s PR team announced “the number of cyclists using the new bike lanes is very encouraging” with “nearly 40,000 bicycle trips” made along the corridor in its first month of operation. The first component of the strategy-a $3.5-million, 1.2-kilometre-long corridor on Pandora between Cook and Store-became operational in May. ![]() IS THE CITY OF VICTORIA’S STRATEGY to create protected bike lanes in the Downtown core a well-thought-out strategy to make bicycling safer, relieve vehicle congestion and move Victoria in the direction of a low-carbon future? Or is it another case-like the Johnson Street Bridge Replacement Project-of the City unintentionally displaying its proven tendency toward decision-based evidence-making? ![]() Local government’s response to reducing transportation emissions may be wishful thinking.
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