For many years, the Greater Victoria Cycling Coalition has expressed concerns about the safety of the Johnson Street Bridge. Despite its heritage value, it is seen as a deterrent to the expansion of cycling as safe and convenient transportation.

From a cyclist's point of view, the bridge's shortcomings are numerous.

The grated metal surface is slippery when wet. Cyclists travelling to and from the Galloping Goose must negotiate tight curves, ride over sidewalk curbs or through hazardous fence gaps. Those cycling on the bridge deck, despite "taking the lane," face intimidating streams of vehicle traffic in close quarters -- a situation that no doubt scares off many novice or occasional riders.

In fact, a recent survey of 120 cyclists conducted by the GVCC during this year's Bike to Work Week reveal-ed that the most common concern cyclists have about the bridge is the discomfort and fear of riding on the bridge with traffic.

With bicycle and pedestrian usage of the bridge increasing by three per cent per year, and even larger increases predicted upon completion of the E&N Rail Trail in late 2010, it is imperative that the bridge be improved -- significantly -- in the near future.

In February, the GVCC met with city staff to evaluate the feasibility of retrofitting the existing Johnson Street Bridge. Options included bike lanes or separate bike/pedestrian structures, replacement of the bridge deck with a wider span or new bridge deck material, and using a non-slip coating on the bridge deck.

We learned the following:

- Widening the bridge deck or resurfacing it with concrete would change the weight of the structure, requiring a heavier counterweight or a change in the structural foundations.

- Cantilevering a walkway or bike path off the bridge would affect the balance of the structure. In addition, the extra weight would adversely affect the bearings.

- Using non-slip coating on the steel grated surface would be problematic due to hazardous chemical seepage into the harbour through the grating.

Our conclusion was that these seemingly "simple solutions" would entail additional costs, making the cost of retrofitting the bridge for cycle-friendliness prohibitively expensive, likely exceeding the cost of bridge replacement.

In fact, the Delcan Corp. refurbishment plan (at a cost of $35 million) does not include improved bicycle facilities such as bike lanes or approaches for connectivity to downtown and the trail network.

An alternate refurbishment proposal by Seattle engineer Frank Nelson features a narrow, cantilevered corridor for cyclists and pedestrians -- totally inadequate to accommodate the projected increase in cycling traffic, aside from the aforementioned balance/weight issue, and extra costs involved in installing such a facility.

With the welcome news that the city is planning to replace the bridge, the GVCC recommends the following criteria for a bike-friendly bridge:

- Bike lanes on the roadway.

- Separate facilities for pedestrians.

- Seamless, safe and easy-to-use approaches to the bridge.

- Connectivity to the regional trail system and the future Harbourfront Pathway, including continuation of Trans-Canada Trail over the bridge for recreational users.

- Clear and highly visible directional signage.

- Safe road surfaces for all users.

We feel the city's bridge replacement proposal meets all these criteria, and will go a long way toward supporting and increasing bicycle traffic.

None of the refurbishment options to date would improve the safety, comfort and convenience of cyclists travelling over the bridge. In addition, we do not have any confidence that refurbishment would achieve these objectives for less than the cost of replacement.

If Victoria wishes to continue its claim as the "Cycling Capital of Canada" and realize its vision as a greener, more active and more livable city, then the decision is straightforward: A new bridge is a necessity.

Darren K. Marr is president of the Greater Victoria Cycling Coalition.