Cycling Plans & Projects

CONCERN: Although most people are now familiar with how to park next to the protected bike lanes, those encountering the bike lanes for the first time may require additional instruction.

CHANGE: Additional signs have been installed on bike lane delineator poles, which have been effective in marking “No Parking” areas.

CONCERN: Signs reminding drivers making right-turns to yield to people riding in the bike lanes are hard for drivers to see.

CHANGE: The signs were originally placed on the curb on the sidewalk. To improve visibility of these signs for drivers on 4^th Avenue, these signs were moved in the buffer between the bike lane and the driving lane. These changes were not made to 23^rd Street because transit bus stops near the corner do not allow for this adjustment.

CONCERN: After installation, the driving lane lines at some intersections on 4^th Avenue did not line up perfectly.

CHANGE: The driving lane widths were adjusted to improve the traffic lane transitions. 

CONCERN: Right turning drivers have found it difficult to see people on bikes approaching intersections, especially if there are several parked cars.

CHANGE: To improve visibility, the bike lanes on 4^th Avenue have been reconfigured. A “bend-in” design at the intersection moves the people on bikes in line with the traffic lanes and provides better sight-lines for all users. The “bend-in” design was not applied to 23^rd Street as the current conditions of the street facilitate visibility at intersections.

CONCERN: Drivers and people on bikes had safety and visibility concerns at driveways.

CHANGE: The painted buffers at driveways were changed from a 20 degree angle to a 90 degree angle to promote a slower turn and improve visibility. This change encourages drivers to approach the driving lane at a right angle, improving sight lines and reducing right turn speeds.

CONCERN: This restriction was put in place on cross-streets to prevent drivers from entering the bike boxes where people on bikes may be waiting. Drivers found this restriction unnecessarily increased delay, especially when the bike box was unoccupied.

CHANGE: The restriction was removed. Drivers are now permitted to turn right at a red light. A “Turning Vehicles Yield to Bikes” sign has been put up instead. This sign still requires drivers turning right at a red light to yield to people on bikes in the bike box. If there are no people on bikes present, drivers may proceed with their right turn. 

CONCERN: The two-way left-turn lane on 4th Ave was causing confusion. People driving were not sure if the lane was available for all purposes (left turns, passing, driving) or designated for specific functions.

POTENTIAL CHANGE: Overhead signs can be added to clearly mark the lane designations.

CONCERN: Two-stage left turn bike boxes are complicated and inconvenient for both people on bikes and drivers.

POTENTIAL CHANGE: One-stage left turns in bike boxes may be considered to reduce delay to people on bikes in the bike boxes. However, these would require people on bikes to move into the traffic stream, thereby reducing safety.

CONCERN: The installation of the bike lane prevents people with disabilities from being able to park adjacent to the curb in the protected bike lane locations.

POTENTIAL CHANGE: Accessible parking can be provided next to a raised platform that connects to the sidewalk. This would include a highly visible crosswalk with warning signs for people on bikes to slow down. 

CONCERN: The paint used for the demonstration project wore away quickly. 

POTENTIAL CHANGE: Durable pavement markings can be used.

CONCERN: 4th Avenue – Although the bike lane connects to the shared pathway at the bottom of the Broadway Bridge at the south end, it ends abruptly at 19th and 24th streets. 23rd Street – At the east end, the bike lanes connect to Spadina Crescent’s on-street bike lanes. At the west end, the bike lanes end abruptly at Idylwyld Drive. 

POTENTIAL CHANGES: Planning for a downtown All Ages and Ability network was identified as a high priority in the Active Transportation Plan. Intersection improvements at 19th Street and 3rd Avenue and 4th  Avenue are being developed and will include cycling accommodation. The Imagine Idylwyld project is redesigning the intersection at 23rd Street to provide cycling facilities to connect to the Blairmore Bikeway (23rd Street bike boulevard).

• Monitoring of traffic flow has shown that travel times increased about 20 seconds for the average trip along 4th Avenue during a peak period. Queuing time for drivers at intersections has not increased beyond an average of 25 seconds per vehicle during the afternoon peak hour.
• Although the amount of road space devoted to motor vehicles is reduced, the assignment of left-turn lanes increases traffic predictability throughout the corridor.
• Turning in and out of driveways during the evening rush hour may take longer for drivers to find a gap in traffic.

The City’s goal is to have the bike lanes cleared 48 hours after the end of a major snowfall event. The lanes are cleared and treated with sand as needed between snow events.

• Businesses pushing snow into bike lanes

In the downtown, snow removal is timed to allow properties to push their snow onto roadways - parking or bike lane - up to 24 hours after a snow event. The City then removes this snow during clean-up. Most downtown businesses are able to comply. Notices were issued to several businesses this winter who were repeatedly piling snow into the lanes that had already been cleared by the City. The City relies on calls to Public Works Dispatch to identify these locations and proceed with getting them cleared.

• Water/ice accumulating in the bike lane

This is a function of the bike lane placement adjacent to curb as well as pavement condition. Water drains to gutters and catch basins on either side of the street and are the lowest points on the road. Typically, accumulated water and ice is covered by parked vehicles. During the spring thaw, some accumulation is natural although catch basins may become obstructed and need City intervention.

Pavement deterioration on 23rd Street has definitely contributed to drainage issues. Resurfacing is planned for 2018 between 4th Avenue and Spadina Crescent. 

The gutters will naturally accumulate natural debris including grass clipping and leaves. The City is pleased to partner with the Downtown Saskatoon Business Improvement District (DTN YXE) in sweeping the bike lanes in 2017. 

Poles near bus stops and some corners were being hit repeatedly and were removed. The City relies on notification of damaged poles so that they can be repaired quickly.

Every block of the bike lanes cannot be inspected daily. The City requests that people call Public Works Dispatch to identify hazardous conditions and their specific location in order to get the problem fixed quickly. This includes:

• Snow pushed into the bike lanes after they have been cleared
• Clogged catch basins
• Dangerous glass or debris in the bike lanes
• Poles damaged or knocked down

White “delineator” poles along with a painted buffer were used to physically separate and protect people cycling in the bike lanes. Since this is a demonstration project, this separation treatment was selected as it was the quickest and least expensive.

If the protected bike lanes become permanent, different separation options will be considered. Different types of barriers that can be used between the parking and bike lane include: planters, raised concrete curbs and different pole or bollard designs. 

While protected bike lanes separate people on bikes from motor vehicles, conflict points will remain as people need access to back lanes and parkades in a busy downtown centre. Everyone needs to remain alert.

Drivers, people on bikes, pedestrians and transit users are still adjusting to the introduction of the protected bike lanes. Flyers/pamphlets or other communications can be considered to further educate road users.

People on bikes are required to dismount and walk their bike across the transit terminal. However, the transit terminal is expected to be relocated in the not too distant future with the implementation of Bus Rapid Transit.

People on bikes are required to wait behind a bus that is stopped in the bike lane to load/unload passengers. Transit platforms could be installed outside the bike lanes so that buses would no longer block the bike lane.

People may find that the bike lanes offer a smoother path. The City will look into the bylaw ramifications and how best to accommodate all users

It is important that proper work zones are set up when there is construction in the protected bike lane. Guidelines will be developed to ensure proper work zones are barricaded and signed appropriately.