| Form and Function: A Bridge for Everyone |
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| Monday, 26 July 2010 18:36 |
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By Susanna Grimes and Felicity Perryman Form ever follows function. Louis Sullivan, 1898
The Johnson Street Bridge has for 86 years been an excellent example of form stripped down to pure function. Opened in January of 1924, it was designed to do what was needed, with one span to carry the Esquimalt & Nanaimo rail line, and another to move the ever-increasing number of cars between downtown Victoria and points west. It is also raised and lowered approximately 1000 times per year to let marine traffic pass through the narrow channel underneath. Read the article in the new Cycle Therapy HERE Some find the structure ugly, while for many others the modernist and industrial design of the bridge has earned it a place in their hearts. It was nicknamed the “Blue Bridge” after being painted sky blue instead of its original black, in 1979. The function of the Johnson Street Bridge and the twinning of the road and rail lines have influenced the form of Victoria on both sides of the water. The rail line originally continued from the west into downtown and turned north onto Store Street, to bring goods to businesses there. Vehicles, on the other hand, were mostly bound for the south, towards the legislature and the Empress, so the road was routed under the railway line in an "S-curve", so they could switch sides safely without having traffic cross the rail line on a level crossing. The two routes were kept separate, but at the cost of a blind corner in a tunnel on one side, and a tangle of feeder streets on the other.The result is a veritable obstacle course for those travelling on foot and bicycle in the ‘bridgehead’ area. Cyclists are disadvantaged in particular. Access to and from the bridge is awkward at best and dangerous at worst. Crossing entails either braving the slippery metal latticework deck on the road surface with intimidating traffic in close quarters, or mingling with pedestrians on the rail bridge path or narrow sidewalk to the south. Pedestrians tolerate sharing the 2.5 metre path with cyclists, and also face unworkable and inconvenient walkway connections to various destinations. Faced with a crossing that does not get them conveniently where they want to go, pedestrians, cyclists and drivers can be seen making startlingly unsafe manoeuvres from time to time. These traffic design flaws have been tolerated for decades, but with an increasing share of trips made by active transportation (peds and bikes), these problems have become magnified. While rail is used less, of the 30,000 daily trips over the bridge, 4000+ are made on foot and 3000+ by bicycle.(Up-to-date traffic counts by the GVCC estimate these numbers at 4400 and 3500 respectively; July 2010). Cyclists and pedestrians make up one third of all users during fair-weather months. Aside from bicycle traffic from the Galloping Goose and the new residential developments in Victoria West, the E&N Trail, when completed, will add even more pressure to the need for a bike-friendly bridge. Space limitations of the bridge deck, however, prevent the addition of bike lanes — a safety feature often cited as key to the decision for would-be-cyclists to leave their cars at home. (Note: Vancouver’s Burrard Street Bridge has seen an increase of 25% in bicycle trips since bike lanes were installed a year ago). The E&N rail corridor also holds vast potential to bring commuters in from the western communities and up-island by train, though is currently used only twice a day by the tourism-oriented Via Rail Dayliner. In April of 2009, a condition assessment of the bridge by Delcan Engineering revealed that the structural elements, mechanical and electrical systems of the bridge are nearing the end of their life span. In light of this, and with the modern awareness of seismic vulnerability that was not a design consideration in the 1920’s, the bridge needs to be completely overhauled or replaced. This leaves Victorians at a crossroads: how can we best create a bridge with the greatest functionality for all users? Whichever option the City chooses - rehabilitation or replacement – we look forward to Victoria's opportunity to design a crossing that provides equitable and safe function for all users, particularly those who choose to cycle.
To help cyclists sort out the issues, we present a comparison of the bridge features with respect to rehabilitation and replacement (based on the City of Victoria’s ‘apples to apples’ information) and how they compare to the GVCC’s priorities for increasing cycling in the Greater Victoria region. The rail option is also included, given that (at time of publication) there is still the possibility that funding will be secured to maintain the train station on the downtown side of the bridge. As well, the presence or absence of train service does affect the space for cyclists (& pedestrians). The three primary differences between the options, as they relate to the bicycle travel, are:
On-road bike lanes: are only possible with a new bridge, due to the limited width of the vehicle bridge deck (9.14m/30 ft). The standard width for bike lanes in Canada is 1.8 metres, though under certain circumstances, they can be narrowed somewhat. However, in confined areas (e.g. tunnels, bridges) with narrow car lanes, bike lanes of less than 1.8 metres are considered unsafe (see photo depiction). Approaches to the bridge and connections between the roadway and the off-road pathways: Construction of a new bridge includes the reconfiguration of adjacent roadways, including elimination of the ‘S curve’, options that are not available in the rehabilitation proposal. Multi-use path width: All options provide for a 5 metre wide multi-use path, though it should be noted that in the case of a rehabilitated bridge with rail service maintained, a third bridge for cyclists and pedestrians is proposed which adds $25 million to the cost (for a total of $103 million). Another feature of the project that will affect bicycle travel – albeit temporarily – is the disruption created during the 4 or 5-year construction period. Building a new bridge would necessitate removal of the current train bridge, and eliminate the attractive off-road option of getting across the bridge - for two years. On the other hand, if the bridge is rehabilitated, the entire bridge will be closed for a full year. Susanna Grimes has been a dedicated Victoria cycling advocate since 1998. Felicity Perryman is a local photographer, teacher and graphic designer.
MORE INFORMATION ABOUT THE BRIDGE Greater Victoria Cycling Coalition The GVCC is also on Facebook
Cyclists for a Better Bridge Facebook Page & Twitter account: @CyclistsBB
The official website for the City of Victoria’s Johnson Street Bridge Project contains the project’s engineering and consultant reports, history of the Bridge, plans for public engagement and more.
Information and criticism of the City’s JSB Project; a website created by initiators of the petition forcing a referendum on borrowing money for the project.
Victoria’s “Cycling Councillor” John Luton, provides extensive information and opinions on the JSB Project. |
| Last Updated on Sunday, 08 August 2010 16:47 |
