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Brunswick Street Roadway Assessment

For the purposes of analysis, the inspections and inventories were performed on sections of Brunswick Street defined by major cross streets, beginning at its southern terminal at Spring Garden Road and ending at the Angus L. Macdonald Bridge.

The roadway assessment is modeled on procedures developed by Davis & Horowitz (1992)[1] ; and practices recommended by Velo Quebec[2] (1992); Oregon Bicycle Plan [3] (1992) and where applicable AASHTO Guidelines for Bicycle Facilities Development (1991)[4]. The assessment, when combined with an assessment of traffic conditions, can be used to quantify bike route suitability using the Davis & Horowitz suitability rating index (SRI). Five segments of the Brunswick Street Route were assessed:

• Spring Garden Road to Sackville Street
• Sackville Street to Duke Street
• Duke Street to Cogswell Street
• Cogswell Street to Cornwallis Street
• Cornwallis Street to the Macdonald Bridge Head Area

The assessment of conditions along the Brunswick Street route indicated that the route is straight and flat and follows a main artery into the downtown. In some areas, the roadway needs resurfacing and existing parallel drain covers need to be replaced with diagonal ones.

The roadway conditions along the route suggest that the segments of Brunswick Street north of Duke Street and south of Sackville Street can be shared by cyclists and motorists without realignment, or other reconfiguration of roadway markings. The primary reason is that traffic conditions do not pose a threat to cyclists. Traffic is primarily local traveling at speeds more compatible with bicycle traffic. Residential land use from the bridge head to Cogswell Street make the road section a primarily low traffic volume area and the remaining sections north and south of the Duke to Sackville segment are not heavily traveled most of the time.

In addition, space limitation along the full route does not allow for dedicated bicycle lanes. In order to create a dedicated lane it would be necessary to prohibit parking in several areas along the route, needlessly inconveniencing residents, business operators and downtown patrons.

It may be desirable, however, to create one way bicycle lanes on Brunswick Street between Sackville Street and Duke Street, which is the most heavily traveled segment of the street over the course of the day. The roadway assessment shows that the proposed bikeway on this segment crosses four intersections. In addition, delivery trucks and transit buses, as well as auto traffic, create conditions which may pose threats to cyclists. The proposed cycle route on this segment begins and ends at major intersections with turning lanes and metered parking.Dedicated bike lanes will facilitate the crossing of these special obstacles.

[1]Davis, J. and Horowitz, M. (1992). Assessing Roadway Conditions for Bicycle Suitability. Proceedings of the Conference Velo Mondiale, Montreal: Sept.13-17.

[2] ----- (1992). Technical Handbook of Bikeway Design. R.Boivin and J.F. Pronovist, Eds. Montreal: Velo Quebec.

[3]----- (1992). Oregon Bicycle Plan. Oregon: Oregon Department of Transportation.

[4] ----- (1991). Guidelines for the Development of Bicycle Facilities.Washington, D.C.: American Association of State Highway Transportation Officials.