DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC. Prepared by Boulevard Transportation Group November 2013

Transcription

1 DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC Prepared by Boulevard Transportation Group November 2013 # Goldstream Ave Victoria BC CANADA V9B 2X

2 CONTENTS 1. Introduction Study Area + Jurisdiction 1.2 Plan Organization 2. Community Profile Population 2.2 Land Use 2.3 Plans, Studies 2.4 Climate, Geography 2.5 Travel Behaviour 3. Community Consultation Consultation Process 3.2 Consultation Feedback 4. Plan Framework Vision 4.2 Directions 5. Active Transportation Sidewalks 5.2 Crosswalks 5.3 Multi-Use Trails 5.4 Bicycles 5.5 Accessibility 5.6 Snow Clearing + Maintenance 6. Public Transit Service Planning 6.2 Bus Stops 7. Streets + Traffic Road Standards 7.2 Long-Term Road Network 7.3 Traffi c Calming 7.4 Trucks 7.5 Downtown Parking

3 CONTENTS, continued 8. Demand Management Staff Responsibility + Resources 8.2 Promotion + Events 8.3 Active Transportation 8.4 Regulations + Policies 9. Implementation Strategy Big Steps 9.2 Action Plan Maps Long-Term Pedestrian Network Long-Term Cycling Network Long-Term Road Network Appendices A. Official Community Plan, Section 7 (Transportation) B. Summary of Public Feedback C. Sidewalk Inventory D. Bus Stop Inventory E. Summary of Land Use + Future Development Areas F. Traffi c Calming Policy (Draft) G. Summary of Downtown Parking Conditions H. Site Planning for Sustainable Transportation Checklist (Draft)

4 1. INTRODUCTION The City of Dawson Creek Transportation Master Plan ( TMP ) is a long-term plan for a multi-modal transportation network that achieves the Offi cial Community Plan ( OCP ) vision, realizes greenhouse gas ( GHG ) reduction targets, and enhances active transportation opportunities while maintaining vehicle mobility. The Plan was an initiative of the City of Dawson Creek s Infrastructure + Development department and prepared by Boulevard Transportation Group. Plan direction and recommended actions were developed in close cooperation with stakeholder groups, service providers, City staff from various departments, Council, and Dawson Creek residents (described in Section 3). Transportation is an integral component of a city and is strongly linked to land use, the economy and economic development, the environment, and the health and safety of the community. To ensure informed decision making by the City staff, an update to the 1987 Transportation Study for the City of Dawson Creek has been completed. A Transportation Master Plan is a blueprint document used by City staff to guide development of appropriate transportation facilities within the City and to answer enquiries from residents and road users. The Transportation Master Plan will also be used by City staff to guide growth and new development 1.1 STUDY AREA + JURISDICTION The Plan is concerned with all areas within the City of Dawson Creek boundary, as shown below. City of Dawson Creek, BC 1DAWSON CREEK TRANSPORTATION MASTER PLAN

5 Dawson Creek is located in the Peace River region approximately 75-km southeast of Fort St John, 100-km east of Chetwynd, and 130-km northwest of Grande Prairie, AB. To Yukon Territory Fort St John Taylor 75 km Chetwynd 100 km Dawson Creek Pouce Coupe Spirit River To Prince George 130 km Beaverlodge Wembley To Edmonton Grande Prairie There are agencies other than the City that infl uence transportation provisions within City boundaries. The Ministry of Transportation + Infastructure ( MoTI ) has jurisdiction over highways in the City - Highway 97, Highway 2, Highway 49, and the Dangerous Goods Route ( DGR ). MoTI is responsible for planning, design, construction, and maintenance on these routes. Public transit is cost-shared between BC Transit and the City. System planning is undertaken by BC Transit and decisions about fares, routes, and schedules are approved by the City prior to change. BC Transit contracts transit operations to an operating company (Diversifi ed Transportation). The City is responsible for infrastructure related to transit, including bus stops and exchanges. The Peace River Regional District ( PRRD ) is responsible for all lands outside the City s boundary and, as such, contribute greatly to transportation and land use in the City. The Plan contains strategies and actions for the City to pursue within its jurisdiction, as well as highlights opportunities to work with the PRRD, MoTI, and BC Transit to enhance travel options for Dawson Creek residents. City of Dawson Creek, BC 2DAWSON CREEK TRANSPORTATION MASTER PLAN

6 1.2 PLAN ORGANIZATION Section 2: Community Profile highlights the community characteristics that influence transportation conditions, identifi es previous plans and studies to form an understanding of existing policies and pertinent information, and describes existing travel behaviours; Section 3: Community Consultation describes the process that was undertaken with residents, stakeholder groups, and Council to gain input into this plan; Section 4: Transportation Framework describes the vision and directions that guide this plan; Section 5: Active Transportation describes the envisioned long-term active transportation network, infrastructure improvements, and supporting policies and initiatives to enhance active transportation conditions; Section 6: Public Transit describes the envisioned long-term public transit system, improvements to the City s public transit infrastructure, and supporting policies and initiatives to enhance transit and increase ridership; Section 7: Road Network + Parking describes the envisioned long-term road network, road and intersection safety improvements, commercial vehicle accomodation, and downtown parking management options; Section 8: Demand Management describes a range of parking management and transportation demand management ( TDM ) strategies to make better use of available system capacities and encourage more sustainable travel behaviour; and Section 9: Implementation Plan is a road map to realize the objectives of this plan, which includes an itemized action plan in order of priority, cost estimates, communication and partnership opportunities, and a follow-up monitoring plan to track progress. City of Dawson Creek, BC 3DAWSON CREEK TRANSPORTATION MASTER PLAN

7 2. COMMUNITY PROFILE A Background Report was prepared as part of the Transportation Master Plan process that provides a summary of existing conditions and shared knowledge base for the development of the Transportation Master Plan. The following information is a summary of the population, climate/geography, existing plans/policies, and resident travel behaviour from the Background Report. For additional details, readers are encouraged to reference the Background Report - Chapter 2: Community Profi le, Chapter 3: Existing Plans + Studies, and Chapter 4: Travel Behaviour. 2.1 POPULATION The City of Dawson Creek had a total population of 11,583 in Actual fi gures are likely higher due to impermanent residents drawn to employment opportunities in the oil and gas industry. Population increased by 5.4% from 2006 to 2011, which is similar to the provincial average (7%). Dawson Creek has a median age of 36.2, almost 6-years below the provincial average median age of The younger median age in Dawson Creek suggests a higher propensity for walking and cycling. This also suggests a larger portion of residents in the work force and commuting on a regular basis. Dawson Creek has a lower proportion of residents under 60 years of age as compared to other communities in the Peace Region, but is comparable to other northern communities and higher than the provincial average. See Figure 1. Dawson Creek has a relatively small population years of age at present, suggesting a lesser need for Seniors-oriented travel options. Although this segment of the population will expand in future as residents age. FIGURE POPULATION, BY AGE 100% 90% 80% 70% 60% 50% 40% 30% BC Average 80 yrs yrs yrs yrs 0-19 yrs 20% 10% 0% Dawson Creek Fort St John Chetwynd Prince George Terrace Smithers Williams Lake Prince Rupert City of Dawson Creek, BC 1 Based on 2011 Canadian Census 4DAWSON CREEK TRANSPORTATION MASTER PLAN

8 2.2 LAND USE Dawson Creek comprises approximately 24.4 km 2 land area. This is a relatively small land area for a community of its size and results in a higher overall population density. The advantage of this compact settlement area is that travel distances are generally less and public transit can more effectively serve a larger portion of the population. The downtown area is located southwest of the 8th Street / Alaska Avenue intersection and is comprised of predominantly commercial land use. See Land Use + Future Development Map. Industrial land use is concentrated in the east adjacent the airport, immediately north of Alaska Avenue focused on the rail line, and in the northwest portion of the City. The remaining land use north of Alaska Avenue and south of the downtown area are predominantly single-family residential. Future growth areas are concentrated along the City boundary. Sunset Ridge is an approximately 3,000-unit residential development on a 124 hectare site at the City s northern edge, bound by Imperial Road to the north, 17th Street to the west, and 8th Street to the east. The majority of the City s future residential demand will be met at this site. Lands southeast of the Highway 97 / Dangerous Goods Route ( DGR ) intersection are likely to be rezoned Industrial in future and accommodate light industrial uses, similar to other sites in the area. Lands southwest of the Highway 97 / Dangerous Goods Route ( DGR ) intersection are likely to be acquired by the City from the Peace River Regional District in future and zoned for light industrial uses, similar to other sites in the area. Attention must be given to the impacts of these future development areas on the existing transportation network. 2.3 PLANS, STUDIES The City adopted a new Offi cial Community Plan (OCP) in The updated OCP is centred around creating a compact, complete community and a community-oriented transportation system. Future development will be consistent with the Sustainable Development Concept, shown in Figure 2, which prioritizes the Dawson Creek corridor as a green ribbon, a compact urban centre, and neighbourhood commercial areas, a regional commercial area, and a light industrial district. Land use policies describe the location, type, and form of future development in Dawson Creek. The OCP encourages mixed-use development with access to a variety of travel options. A variety of housing options, densities, and tenures are encouraged to promote neighbourhood diversity, preferably within 5-10 minutes walk from commercial services. Commercial land uses are to be concentrated on existing commercial corridors and industrial uses will be concentrated in existing areas and so that they do not negatively impact residential neighbourhoods. The City will ensure that adequate reserve lands are available to accommodate future development. City of Dawson Creek, BC 5DAWSON CREEK TRANSPORTATION MASTER PLAN

9 Sustainable Development Concept FIGURE 2. DAWSON CREEK SUSTAINABLE DEVELOPMENT CONCEPT 2 Section 7 describes the City s objectives in achieving the community oriented transportation vision. The OCP states that the City will expand residents options for transportation, including pedestrian, cycling, transit and vehicle use. Key green streets will be identifi ed to complement the trail network and prioritize improvements to the streetscape/public realm. Five objectives are identifi ed, each with policies, as follows: Objective 1. Promote active modes of transportation over motorized modes; Objective 2. Ensure delivery of transit infrastructure and facilities; Objective 3. Ensure adequate accessibility for those residents with mobility challenges; Objective 4. Ensure effi cient cost effective delivery of road infrastructure that accommodates multi-modal users and commercial goods movement; and Objective 5. Implement parking strategies that discourage unnecessary vehicle usage. City of Dawson Creek, BC 2 Dawson Creek Offi cial Community Plan, pg DAWSON CREEK TRANSPORTATION MASTER PLAN

10 FIGURE 3. TRANSPORTATION INFRASTRUCTURE HIERARCHY, OCP PEDESTRIANS CYCLISTS PUBLIC TRANSIT COMMERCIAL VEHICLES MULTI-PASSENGER VEHICLES SINGLE-OCCUPANT VEHICLES Policy in the OCP states that transportation infrastructure requirements and access priorty for new development will be assessed and required to prioritize pedestrians, cyclists, and transit. See Figure 3. Section 7 of the OCP has been included in full as Appendix A. Greenhouse gas emissions reduction is also featured in the OCP. The City has committed to reduce GHG emissions caused by buildings, infrastructure, and transportation by 85% by Transportation is currently the largest contributor to greenhouse gas emissions in Dawson Creek at 44%. 2.4 CLIMATE, GEOGRAPHY Dawson Creek s climate is characterized by long, usually very cold winters, and short, cool to mild summers. Temperatures are low in the winter, with approximately 18 days of 30 C ( 22 F) lows per year. The heaviest snowfalls occur between November and March. Winter weather is a signifi cant barrier to walking and cycling. The City is relatively flat overall, with a gentle slope north of Alaska Avenue into the residential areas to the north. 2.5 TRAVEL BEHAVIOUR Travel mode split refers to the proportion of all trips made by each travel mode, typically considering single-occupant vehicles, multi-occupant vehicles, transit, bicycle, walking, and other modes (presumably taxis, wheelchairs, skateboards, etc). Travel mode split is based on the 2011 National Household Survey (NHS). The 2011 travel mode split is 80% single-occupant vehicles ( SOV ), 8% multi-occupant vehicles, 1% public transit, 1% bicycle, 8% walking, and 1% other modes. See Figure 4. City of Dawson Creek, BC 7DAWSON CREEK TRANSPORTATION MASTER PLAN

11 FIGURE 4. DAWSON CREEK MODE SPLIT, 2011 Bicycle (1%) Other Modes (1%) Walking Public Transit (1%) 8% Multi-occupant Vehicle 8% 80% Single-occupant Vehicle Historical trends indicate that there has been a slight increase in SOV travel, and small decreases in multi-occupant vehicle travel, walking and cycling. See Table 1. TABLE 1. DAWSON CREEK MODE SPLIT, Single-occupant Vehicle 76% 78% 78% 80% Multi-occupant Vehicle 11% 9% 10% 8% Public Transit 1% 1% 1% 1% Walking 9% 8% 8% 11%* Bicycle 2% 1% 1% Other Modes 2% 1% 1% 1% * Note: Walking and cycling data were combined in 2001 Dawson Creek has a lower proportion of SOV travel as compared to adjacent communities of Fort St. John and Grande Prairie. However, Smithers, Quesnel, and Terrace all have less SOV travel and signifi cantly higher walking, cycling, and/or public transit mode shares. See Table 2. TABLE 2. MODE SPLIT IN PEER COMMUNITIES, 2011 Vehicle, single Vehicle, multi Public Transit Bicycle Walking Other Dawson Creek 80% 8% 1% 1% 8% 1% Smithers 69% 8% 0% 4% 16% 3% Quesnel 80% 7% 2% 1% 9% 1% Terrace 74% 8% 1% 4% 12% 2% Williams Lake 75% 11% 3% 1% 7% 2% Fort St. John 81% 8% 0% 1% 9% 1% Grande Prairie 85% 7% 2% 1% 4% 1% BC Average 71% 6% 13% 2% 7% 2% City of Dawson Creek, BC 8DAWSON CREEK TRANSPORTATION MASTER PLAN

12 Commute Duration Commute duration is a product of the distance between an individual s home and their place of employment. The 2011 Household Travel Survey indicates that the median commute duration is 10 minutes, which is comparable to peer communities. See Table 3. TABLE 3. MEDIAN COMMUTE DURATION IN PEER COMMUNITIES, 2011 Community Commute Duration (in minutes) Dawson Creek 10.0 Fort St John 10.5 Smithers 6.3 Quesnel 15 Williams Lake 10.3 Terrace 5.6 Vanderhoof 7.6 Average 9.3 Time Leaving for Work The 2011 Household Travel Survey indicates that 53% of the commute trips made by Dawson Creek residents occur between 7:00 and 9:00am. The remaining trips occur prior to 7:00am (30% of trips) and after 9:00am (18%). City of Dawson Creek, BC 9DAWSON CREEK TRANSPORTATION MASTER PLAN

13 3. COMMUNITY CONSULTATION The Transportation Master Plan process involved an extensive and on-going consultation program that sought to ensure existing transportation challenges were understood and future actions are supported by the community. The consultation process included two open houses, walking and cycling tours, a resident travel survey, on-going stakeholder communication, and workshops with City Council. A summary of feedback is provided below. 3.1 CONSULTATION PROCESS Resident Survey An eight-question survey was administered to determine travel habits and rate resident satisfaction with transportation services. The survey was distributed to residents in the June and July utility bill mailout, as well as available digitally on the City s website. Open Houses An open house was held Wednesday, June 5th 2013 from 4:30 to 7:30pm at the Seniors Hall. The purpose of the open house was to provide residents with information and seek input on existing transportation challenges. Approximately 40 people attended. The same information was presented Thursday, June 6th 2013 from 10:30 to 11:30am at the Library and approximately 10 people attended. A second open house was held Monday, October 21st 2013 from 6:30 to 9:00pm at the Northern Lights College. The purpose of the open house was to present the draft Transportation Master Plan to residents, gather feedback on the proposed long-term networks and supporting initiatives, and begin to prioritize actions based on resident support. Approximately 30 people attended. Images from the June 5th open house with residents reviewing storey boards (left) and sticky note feedback on existing transportation challenges (right). DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 10

14 Walking/Cycling Tours Community tours were hosted so that residents and the project team could meet in-fi eld to experience walking and cycling conditions fi rst-hand. Two walking tours and one cycling tour were hosted, all on Thursday, June 6th Residents gathered at 10th Street / 104 Avenue on the downtown walking tour (left) and a sign promoting the evening cycling tour (right). Stakeholders Stakeholder groups were contacted throughout the Transportation Master Plan process to acquire background information, clarify policies and procedures, and to identify and refi ne recommended actions of the Plan. Stakeholders were also relied on to help publicize the process and encourage attendance at consultation events as many stakeholders represent broader Dawson Creek resident groups. Council An initial council workshop was held Friday, June 7th 2013 from 9:00 to 11:00am to discuss preliminary findings, determine priorities, and establish determine big picture directions. A second council workshop was held Monday, October 21st 2013 from 1:00 to 3:00pm to discuss preliminary recommendations and assess priority items. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 11

15 3.2 CONSULTATION FEEDBACK The following is a summary of the most signifi cant feedback received through the consultation process. A detailed overview of feedback is included in Appendix B. Many roads are in poor condition and potholes are a hazard to vehicles and cyclists. 8th Street immediately south of Alaska Avenue was identifi ed as being an area of concern with northbound left turns onto 102 Avenue causing queues on 8th Street while northbound vehicles in the curb lane attempt to merge as they approach the roundabout. Sidewalks are in poor condition, particularly the area around Tremblay Elementary School. Transit schedule times do not meet resident travel demand in evenings for many residents. Attention should also be given to coordinating transit schedules with school bell times to accommodate students. The crosswalk on 8th Street at 112 Avenue is diffi cult to cross because of poor signage / paint markings and a lack of vehicle recognition. Driver enforcement is needed to reduce speeding and unsafe driving, and prevent motorists from using cell phones while driving. Sidewalks are diffi cult to use in winter because too few residents clear snow from their property frontage. Large trucks travel through town on small, residential streets. There is a preference to keep trucks to major streets. 8th Street and Alaska Avenue are barriers to walking and cycling because residents do not feel safe crossing these streets due to high vehicle volumes and speeding. Open House Feedback Have you walked or cycled on the Dawson Trail in the last year? No 5% 95% Yes Have you used transit in Dawson Creek in the last year? 89% No Yes 11% DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 12

16 4. PLAN FRAMEWORK The project team and members of Council discussed the high-level direction that the Transportation Master Plan will take. Upon discussion, a vision and directions were confi rmed, as follows. 4.1 VISION MOBILITY 2035 Dawson Creek is a highly mobile community with a safe, connected multi-modal transportation system that facilitates efficient vehicle travel and goods movement, and provides enhanced and accessible conditions for residents to walk, bicycle, or ride transit. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 13

17 4.2 MODE SHARE The City is seeking to achieve a 15% reduction in single-occupant vehicle ( SOV ) mode split by The reduction in SOV mode split is expected to be offset by increases in walking, public transit, and cycling. See Table 4. TABLE 4. DAWSON CREEK MODE SPLIT TARGET Single-occupant Vehicle 76% 80% 65% Multi-occupant Vehicle 11% 8% 10% Public Transit 1% 1% 5% Walking 9% 8% 15% Bicycle 2% 1% 5% Other Modes 2% 1% 0% 4.3 DIRECTIONS The directions describe the strategies the Transportation Master Plan uses to achieve the Mobility 2035 vision and realize the City s 2036 mode split targets. Plan directions are as follows: 1. Link transportation planning and infrastructure investments with land use and development; 2. Facilitate efficient vehicle travel and goods movement on a coordinated highway and road network; 3. Provide active transportation facilities to encourage walking and cycling as alternatives to single-occupant vehicle travel; 4. Improve bus service and facilities to enhance public transit as an alternative to single-occupant vehicle travel; 5. Invest in infrastructure to improve multi-modal safety and ensure universal accessibility; 6. Develop demand management programs that encourage alternative travel modes and reduce greenhouse gas emissions; and 7. Identify a multi-modal network and prioritize investments in transportation infrastructure. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 14

18 5. ACTIVE TRANSPORTATION Active transportation refers to all human-powered forms of transportation, in particular walking and cycling, but also mobility aids such as wheelchairs, winter activities (i.e. skiing), and options to combine active travel with public transit 1. The directions in the OCP provide clear direction that the City wishes to encourage walking and cycling among Dawson Creek residents and is willing to increase infrastructure spending to create highqualty sidewalk, trail, and cycling networks. 5.1 SIDEWALKS Dawson Creek consists of approximately 47-km of sidewalks. The majority are concrete and range in width from under 1.0 to 2.0m. A brick paver treatment was installed on many downtown sidewalks as part of a revitalization strategy in the 1980s. Downtown sidewalks are as wide as 2.5m. All sidewalks were inventoried and assessed. Results determined that approximately 67% (32-km) of sidewalks are in good condition, 22% (10-km) are in fair condition, and 10% (5-km) are in poor condition. See Appendix C. Sidewalk condition is based on criteria in the box below. EXISTING SIDEWALK CONDITION Poor 10% Fair 22% 68% Good SIDEWALK CONDITION Good Sidewalk surface is even, free of cracks, and has not been overgrown. Improvements are not required. Fair Sidewalk surface may be uneven, include small cracks and/or debris. Sidewalk condition should be monitored in future and may require improvements. 108th Avenue between St 14th Street between Ave 14th Street between Ave 1 Defi nition from Transport Canada, Active Transportation in Canada Poor Sidewalk surface is uneven, has large cracks, and/or is overgrown. Improvements are required to bring sidewalk to acceptable condition. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 15

19 5.1.1 Sidewalk Improvements Sidewalks have been identifi ed that are in poor condition and require improvement in future, as shown on the Long-Term Pedestrian Network map. See Table 5. Priority is placed on routes in the downtown area, leading to parks and schools, and along bus routes. All sidewalk improvements are to be built to sidewalks design standards identifi ed in Section TABLE 5. SUMMARY OF SIDEWALK IMPROVEMENTS Street Segment Side Length (m) Existing Condition 14a Street 111 Avenue Avenue E+W 180 Poor 111 Avenue 13th Street - 15th Street N 430 Poor 115 Avenue 13a Street - 14 Street N 110 Poor 13th Street Alaska Avenue - Arena E 500 Poor/Fair 12th Street 104 Avenue - Arena E+W 130 Poor 95 Avenue 13th Street - 17th Street N+S 780 Poor 93 Avenue 13th Street - 14th Street N 220 Poor 94 Avenue Ravine Park - 17th Street N 880 Poor/Fair 96 Avenue 13a Street - 17th Street N 640 Fair 102 Avenue 12a Street - 13th Street N 150 Fair 15th Street 111 Avenue Avenue E 240 Fair 14th Street 93 Avenue - 95 Avenue E 210 Poor/Fair 14th Street 111 Avenue Avenue E+W 160 Fair 13a Street 111 Avenue Avenue E+W 160 Fair 113 Avenue 13a Street - 15th Street N 230 Fair 93 Avenue 19th Street - 90 Avenue N 270 Fair 19th Street 91 Avenue - 93 Avenue E 100 Fair DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC Sidewalks on 14a Street (left) and 102 Avenue south of City Hall (right) both require improvement so that they are safe, comfortable routes. 16

20 5.1.2 Sidewalk Expansion Locations are identifi ed where there are gaps in the existing sidewalk network and new sidewalks are required, as shown on the Long-Term Pedestrian Network map. See Table 6. Emphasis is placed on sidewalk connections between existing routes and missing routes in the downtown area, connecting parks and schools, and links along bus routes. All new sidewalks are to be built to sidewalk design standards identifi ed in Section TABLE 6. SUMMARY OF SIDEWALK EXPANSION Sidewalk Segment Side Length (m) 116 Avenue 8th Street - 17th Street N 1,600 17th Street 102 Avenue - Alaska Avenue W Avenue 13th Street - 17th Street N th Street Alaska Avenue - 13th Street E th Street 105 Avenue - 10th Street E th Street 94 Avenue - 97 Avenue W 370 8th Street Alaska Avenue - 92 Avenue E 1,370 97a Street 3rd Street - 8th Street N th Street 95 Avenue - 96 Avenue W 80 11th Street 93 Avenue - 94 Avenue W 90 3rd Street 96 Avenue - 6th Street W 1, Avenue 14th Street - 16th Street S th Street 113 Avenue Avenue W Avenue 6th Street - 8th Street N Avenue 3rd Street - 13th Street N 1,240 20th Street 89 Avenue - 90 Avenue E 70 10th Street 90 Avenue - 91a Avenue W th Street 101 Avenue Avenue E Avenue 15th Street - 17th Street N Mid-block Walkways Mid-block walkways are public rights-of-way. Some are road dedications that were never built and others appear to be narrower rights-of-way that parallel utility corridors. It is recommended that the City retain all mid-block walkways identifi ed on the Long- Term Pedestrian Network map. Consideration may be given to selling other mid-block walkways and should only be done where a mid-block walkway does not help the City achieve one of the following: 1. Provides a continuous walking link or completes/extends an existing link 2. Provides a neighbourhood short-cut or enhances neighbourhood access 3. Parallels a utility corrdidor and is required in order to access utilities A policy should be developed and adopted that clarifi es the City s approach to mid-block walkways, including those that are to be preserved and those that may be acquired by private interests. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 17

21 Mid-block walkways like this one between 92 Avenue and 93 Avenue are important for the City to maintain Sidewalk Design All new and retrofi t sidewalks should be designed consistent with the following criteria: Sidewalks should be a minimum of 1.5m wide and width may increase to 2.0m where pedestrian volumes are high; Curb ramps designed to CSA specifi cations should be included where a sidewalk terminates at a street or crosswalk; Sidewalks should be separated from the roadway with a boulevard where suffi cient right-of-way width exists; and Sidewalks should be constructed of concrete. The City has experimented with a rubberized sidewalk and rubberized surface may be pursued if the experimental application is successful Maintenance / Operations Snow clearing is important to ensure that pedestrians can navigate sidewalks during winter months. The City s Maintenance Bylaw no.2793 requires that all property owners clear snow from sidewalks adjacent their property no later than 7:00pm on the day the snow began to fall and on each subsequent day the snow continues to fall. Community feedback indicated that many residents and business owners fail to clear their sidewalks on a regular basis, resulting in sidewalk segments that cannot be used. The City should take steps to increase compliance by, fi rst, increasing awareness of sidewalk clearing requirements through social media, website reminders, and mailouts. The City should increase enforcement if compliance does not improve, fi rst by issuing warnings to offenders and fi nally by issuing citations for repeat offenders. In the winter, on several occasions, I have seen people using scooters and wheelchairs travel along the side of the road because the road is clear of snow and debris, while the sidewalk is not. These folks have a hard enough time getting around as it is, I would love to see more attention paid to keeping sidewalks cleared. - DC resident DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 18

22 5.2 CROSSWALKS Survey responses suggest that residents are generally pleased with the frequency of pedestrian crossings, but that they don t feel safe because they are poorly marked. Field inventory also identifi ed that crosswalk signs are improperly located, improper crosswalk signs are used in some locations, crosswalk paint markings are in poor condition, and certain crosswalks have poor visibility due to location. See Appendix C Crosswalk Locations Existing and proposed crosswalks are considered in the following sections. Locations are identifi ed where new crosswalks are proposed, existing crosswalks should be altered, and existing crosswalks should be removed. Proposed Crosswalks Crosswalks have been proposed to be added in locations where there is an existing (or future) demand for pedestrians to cross the street. These crossings include extension of bicycle/pedestrian routes and trails. Identifi ed locations are as follows: Crosswalks at the 96 Avenue / 13th Street intersection and on 92 Avenue east of 13th Street as the Ravine Trail is constructed Rail trail crossings at 8th Street, 13th Street, and 17th Street as the rail trail is constructed Crosswalk at the 116 Avenue / 4th Street intersection once the Dawson Trail is extended as far south as the soccer fi elds Crosswalk across 13th Street at 107 Avenue intersection as sidewalks are developed on 107 Avenue and 13th Street Crosswalk across 17th Street at 102 Avenue as 102 Avenue sidewalks are developed to connect to the Dawson Trail on the west side of 17th Street Crosswalk Improvements The City should take action to retrofi t existing crossing locations consistent with design criteria identifi ed on the following pages. 1. The crosswalk on 10th Street south of 107 Avenue has poor sightlines, wide travel lanes, and is adjacent the middle school. It is recommended that the City relocate this crosswalk approximately 20m to the north and provide curb extensions and pedestrian-activiated fl ashers. See Figure The crosswalk on 102 Avenue at 14th Street should be upgraded to improve pedestrian and wheelchair access, improve pavement markings, and fi x the pedestrian activation function on the south side of the crossing. 3. The crosswalks on 10th Street at 104/105 Avenue currently have poor sightlines. The City should extend curb extensions further into the roadway to improve visibility. 4. Retrofi t signage type and placement at all crosswalks to conform to design standards on the following pages. Priority should be given to crosswalk adjacent to schools and any locations identifi ed as part of a Safe Routes to School exercise. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 19

23 There are two specifi c issues that the City should pursue with MoTI regarding pedestrian crossings along highway routes: 1. 8th Street crosswalks at 112 Avenue, 114 Avenue, and 116 Avenue have poor visibility and vehicles consistently do not stop for pedestrians. Consideration should be given to improving signage and paint markings in these locations (as a minimum), as well as pedestrian activated fl ashers as are used at 105 Avenue. 2. Current pedestrian crossing time at 10th Street is estimated at 8 to 10 seconds and should be extended to approximately 16 seconds. Crossing times at 15th Street and 17th Street should also be reviewed to ensure suffi cient time is given. FIGURE 5. CONCEPT DESIGN FOR 10th STREET / 107 AVENUE CROSSWALK DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 20

24 Crosswalk Removals Crosswalks in close proximity create driver frustration and the potential to not stop. The following crosswalks should be removed because they are too close together or traffi c volumes are too low and marked crosswalks are unnecessary. In each case, the most direct / well-used crossing location should be maintained and the other should be removed. The crosswalk on 17th Street at 115 Avenue should be removed One of the crosswalks on 13th Street adjacent the arena should be removed One of the crosswalks on 92 Avenue south of Ecole Frank Ross should be removed Crosswalk Design Criteria All intersections are legal crossing points where vehicles are to yield to pedestrians whether there is a marked crosswalk or not. The addition of signage and paint markings are used where there is increased demand. The more demand the higher the level of signage and paint until grade separation is achieved. The following section provides design criteria for crosswalk pavement markings, signage, and supplemental devices based on the MoTI Sign Manual and the Manual for Uniform Traffi c Control Devices ( MUTCD ) that the City should reference when altering existing crosswalks and creating new crosswalks. Crosswalk Markings Two types of crosswalks should be used - Zebra crossings and Parallel Line crossings. See Table 7. In both options, the centerline should be solid for 30m prior to a crosswalk and 15m following a crosswalk and there should be no stopping (parking) within this area. TABLE 7. SUMMARY OF CROSSWALK MARKING OPTIONS Description Zebra Paint Marking are installed where there is no traffi c control (uncontrolled locations) and at roundabouts Design Criteria 0.6m width stripe 0.6m spacing between stripes 3.0m width crosswalk, with increase to 4.0m in high pedestrian areas (near schools) Twin Parallel Lines are installed at controlled locations (signals, stop signs) 0.2 to 0.3m line width 2.5m width between lines DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 21

25 Crosswalk Signage Standard signs exist for typical crosswalks and crosswalks in school zones, as well as warning signs for each. See Table 8. Crosswalk and School Crosswalk signs should be placed at the crosswalk location, and Warning Signs placed in advance of the crosswalk at minimum stopping sight distance as illustrated in Figure 6. TABLE 8. SUMMARY OF CROSSWALK SIGNAGE Description The Crosswalk Sign is used to indicate the location of a pedestrian crosswalk. The sign is black imagery on a white background. Design Reference: BC MoTI PS-003-L/R, MUTCD RA-4L/R The School Crosswalk Sign is used to indicate the location of a crosswalk in proximity to a school. The sign is black imagery on a white background. Design Reference: BC MoTI PS-005-L/R, MUTCD sign RA-3L/R The Crosswalk Warning Sign is used where there is limited visibility of the crosswalk area. The sign is black imagery on a fl ourescent yellow background. Design Reference: BC MoTI PS-002, MUTCD sign WC-2R The School Crosswalk Warning Sign is used in advance of a crosswalk in proximity to a school. The sign is black imagery on a fl ourescent yellow-green background. Design Reference: BC MoTI PS-004, MUTCD sign WC-16R DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 22

26 FIGURE 6. TYPICAL CROSSWALK SIGN PLACEMENT DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 23

27 Supplemental Crosswalk Devices Supplemental crosswalk devices may be provided to enhance visibility and safety at pedestrian crossing locations. See Table 9. TABLE 9. SUMMARY OF SUPPLEMENTAL CROSSWALK DEVICES Description Overhead Flashers Flashing yellow beacons located on either side of an overhead pedestrian crossing sign. Flashers may be on steady or pedestrian activated. Usage: Roads with three lanes of traffi c or more Roads with crossing distance greater than 10.5m Side Mounted Flashers Flashing yellow beacons located above side mounted pedestrian crossing signs on each side of the road. Flashers are typically pedestrian activated. Usage: At school crossing Where visibility is limited Median Refuge A raised island along the road centreline that provides a place for pedestrians to stop safely between two directions of traffi c. Usage: Near schools Where crossing distance is greater than 10m Curb Extensions / Parking Delineation Curb extensions delineate the start/end of on-street parking, improve pedestrian visibility to drivers, and improve pedestrian ability to assess gaps in traffi c. Usage: Downtown where on-street parking limits pedestrian sight lines DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 24

28 5.3 MULTI-USE TRAILS Dawson Trail The Dawson Trail is the most signifi cant element of the City s active transportation network. The trail is asphalt surface and approximately 2.25m wide along much of its length. While this is suffi cient width in the lower volume areas, the portion between 8th Street and 17th Street could stand to be widened to 3.0m. It is also recommended that the City widen the trail to 3.0m where any resurfacing is required in future. Travel on the Dawson Trail is constrained on the 10th Street bridge. A sidewalk is only provided on the west side of the bridge and is approximately 1.25m wide, which is insuffi cient width for pedestrians or cyclists to pass side-by-side. It is recommended that the sidewalk is widened to 3.0m. Further study is required to determine whether a full bridge replacement is required or if a widened sidewalk structure can be appended to the existing bridge. Cyclist riding northbound on the 10th Street bridge. An interim option may be considered until the 10th Street bridge widening occurs where trail users are re-routed north to the crosswalk on 10th Street at 107 Avenue and eastward to the bridge crossing in the middle of the park. The crosswalk will be moved northward to improve visibility and reduce crossing distance. A trail link through the park is required and sidewalk widening may also be considered along 10th Street to better accommodate trail users. See Figure 7. Sign should also be installed adjacent the library communicating the two routing options. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 25

29 FIGURE 7. PROPOSED ALTERNATE 10TH STREET TRAIL CROSSING Proposed new 10th Street crosswalk location, see Figure 5 10th Street Library 107 Avenue Proposed 10th Street bridge widening Existing trail route Existing trail route Proposed alternate trail route Rail-Trail Rail corridors provide an excellent opportunity to provide continuous trail routes. In some instances these trails occupy abandoned rail corridors ( rails-to-trails ) and in others they are located within the right-of-way of an active rail line ( rails-with-trails ). Rails-with-trails projects have been successful in other British Columbia communities, most notably in Terrace, Kelowna, and on Vancouver Island. The City should pursue a rail-trail along the CN rail line to create a continuous eastwest route north of Alaska Avenue, something that is currently lacking. This should be approached as a long-term undertaking that will require short-term exploratory steps. The City must establish contact with CN Rail to express an interest in developing a rail-trail long-term and determine their design criteria so that land development and road building in the area is mindful of maintaining the requisite width adjacent the rail line. A minimum setback from the rail line will likely be required by CN Rail, as well as fencing or a physical barrier to prevent pedestrian crossing. A rail-trail has been developed along Clement Avenue in Kelowna. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 26

30 5.3.3 Ravine Trail A trail is proposed along Ravine Park that connects the Sunset Ridge - Harvest View nieghbourhood in the north with the 13th Street to the south. The trail should follow the rear laneway at the west of Ravine Park and include a new crosswalk on 92 Avenue. The trail would route north of 92 Avenue to connect with the proposed future road connection and into the future Sunset Ridge - Harvest View area. At the south, the trail will tie-in with the proposed 12th Street cycletrack and sidewalks, which connect to the Dawson Trail adjacent the library at the south. Once completed, this route will provide a highquality, separated route for residents in the north of Dawson Creek to walk or bicycle to access downtown and the Dawson Trail. FIGURE 8. PROPOSED RAVINE TRAIL / 13TH STREET CORRIDOR 92 Ave Rotary Manor Trail connection to Sunset Ridge - Harvest View neighbourhood New crosswalk 93 Ave Proposed Ravine Trail 94 Ave 95 Ave 96 Ave Proposed cycletrack 97 Ave Alaska Ave Proposed Sidewalks + cycletrack Proposed cycletrack DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 27

31 57% of survey respondents indicated they never bicycle in summer months 5.4 CYCLING FACILITIES A comprehensive bicycle network is required to facilitate cycling of safe, comfortable, and convenient cycling routes. Cyclists feel most comfortable on trails and off-road facilities, but on-road facilities must also be identifi ed where off-street routes cannot be provided. Resident satisfaction with cycling is noticably lower than satisfaction rates for roads, sidewalks, and public transit, as noted through the resident survey. The City s OCP, policy notes that the City will identify locations for bicycle lanes and develop a 5-year implementation plan Bicycle Network The existing bicycle network consists of the Dawson Trail from Highway 97 to behind the Dawson Mall, as well as a single bike lane on the south side of 116 Avenue between 17th Street and 8th Street. A broader, long-term bicycle network is envisioned with continuous, high-quality cycling routes that connect cycling origins and destinations. The cycling routes and facility types that comprise the long-term bicycle network are identifi ed on the Long-Term Cycling Network map. The network is comprised of six routes, as identifi ed in Table 10, and includes four different facility types. See Table 11. TABLE 10. SUMMARY OF BICYCLE ROUTES Route Orient. Facility Type Key Destinations 1 Dawson Trail, Highway 97 to Multiplex 2 13th Street Cycletrack, 92 Avenue to 116 Avenue Avenue Bike Lanes, 17th Street to 4th Street 4 17th Street Bike Lanes, 89 Avenue to 116 Avenue 5 102/103 Ave - Parkhill Drive, 17th Street to 96 Avenue 6 95 Avenue Bikeway, 17th Street to 3rd Street East - West North - South East - West North - South East - West East - West 7 Dawson Creek Rail Trail East - West Multi-use Trail (A) Cycletrack (B) + Bikeway (D) Bike Lanes (C) + Multi-use Trail (A) Pioneer Village Kin Park Library Multiplex / Fields City Hall / Downtown Library Dawson Creek Sec. + Tremblay Schools Tremblay School Northern Lights College Multiplex / Fields Bike Lanes (C) Crescent Park + Canalta Schools Dawson Trail Bike Lanes (C) + Bikeway (D) Bikeway (D) Multi-Use Trail (A) City Hall / Downtown Co-op Mall Residential areas Kiwanis Centre Crescent Park School Residential areas Pioneer Village Tourist Centre Downtown DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 28

32 TABLE 11. BICYCLE FACILITY TYPES Description Design Features A Multi-Use Trails are physically separated from roads and provide suffi cient width and supporting facilities to be used by cyclists, pedestrians, and other nonmotorized users. The Dawson Trail is an example of a multi-use trail. 3.0m+ width desirable, minimum 2.5m Trail signage and marked crosswalks Amenities such as benches, fountains, and bicycle parking B Cycletracks are located within the road right-of-way, but physically separated from traffi c by parked cars, bollards, or a physical barrier. Cycletracks combine the experience of an off-street pathway and a conventional bike lane. Cycling space is physically separated from the roadway May be two-way cycle route on one-side of the road or two oneway cycle routes on opposite side of the road Typically each bike lane is at least 1.5m wide Reserve lane paint markings C Bicycle Lanes are designated exclusively for bicycle travel and separated from motor vehicle lanes. They are indicated with a bicycle stencil and diamond paint markings, and are marked with dedicated signs. Typically 1.5 wide or wider where suffi cient space Both sides of the street Bike stencil and diamond paint marking Bike lane signs D Bikeways are routes on urban or neighbourhood streets with low traffi c volumes and reasonable grades. Bikeways are marked with pavement markings or sharrows, specifi c route signage, and wayfinding signs that indicate connecting routes. Traffi c calming treatments improve the cycling environment. Sharrow paint markings Bike Route signs Bicycle wayfi nding signs and/or paint markings Traffi c calming and traffi c diversion where possible DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 29

33 5.4.2 Bicycle Route Design Features Design criteria for the most frequently used bikeway design features are provided below. All design of future cycling routes should be consistent with the MUTCD and the Bikeway Traffi c Control Guidelines for Canada, both available through the Transportation Association of Canada. Bike Lane Paint Marking Reserved bike lane markings should be used in all bike lanes. Markings include both a bicycle stencil and diamond, which indicates that the lane is reserved for bicycles. Bike Lane Sign The reserved bike lane sign indicates that a lane is reserved for exclusive use by bicycles. These signs should be provided at the beginning, end, and mid-way along a bicycle lane. Alternatively, a Bike Route sign may be used in place of bike lane signs. Sharrow Paint Marking Shared-lane markings ( sharrows ) indicate the location in the lane where cyclists are intended to travel. Sharrows should be used on bikeway routes, and placed at the edge of the lane where suffi cient width exists for vehicles and cyclists side-by-side and in the centre of the lane where width is insuffi cient for side-by-side travel. Wayfinding Cycling route wayfinding should be considered along all cycling routes to provide cyclists with directional information and reinforce the route as a cycling corridor to motorists. Signs should include directional information and distances to key cycling destinations (ie. downtown, schools, multiplex). Paint markings should be simple and indicate intersecting cycling routes or turns required to remain on the cycling route. Example bicycle directional sign used in Vancouver that provides cyclists with directions and distances to key cycling destinations. Example bicycle wayfinding pavement marking used in Seattle that is used to confirm cyclists are on a cycling route and indicate where a turn is required to continue on the cycling route. DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 30

34 5.4.3 Bike Parking Incentive Program A lack of bicycle parking was identifi ed as a barrier to cycling for employment and shopping trips, particularly in the downtown area. The City should consider developing a program to encourage businesses and property owners to provide bicycle parking at existing sites by offering a subsidy program. As examples, both Kelowna and Vernon have created bike rack cost share programs that offer a 50% subsidy to encourage businesses to provide bicycle parking ACCESSIBILITY Accessibility refers to the level to which the built environment can be navigated by all community members, including those with physical, sensory, or cognitive disabilities. Public facilities should be designed in accordance with the Canadian Standards Association ( CSA ) Accessible Design for the Built Environment, which describes appropriate sidewalk widths, sidewalk grades, and curb ramps. Some of the most visible accessibility issues in Dawson Creek include crossing locations that lack curb ramps, sidewalks with signifi cant cracking and upheave, and utilities in the middle of the sidewalk that block wheelchair travel. Building entrances were also noted as an accessibility issues, as described in the Age Friendly Zoning Progress Report (2010) Accessibility Retrofit Program The City should undertake an accessibility audit of it s public infrastructure to identify locations where public infrastructure and buildings are inaccessible. Consideration should be given to working with the Dawson Creek Society for Community Living to help identify challenges. Once the audit has been completed, an annual budget should be established to undertake accessibility improvements Accessibility Policy The City should consider adopting an accessibility policy to ensure that all future public buildings and infrastructure are designed for universal access. This will be a statement or policy brief endorsed by Council that informs all future facility design by the City s Development Services and Community Services departments. 5.6 SNOW CLEARING + MAINTENANCE It is critical that cycling routes receive proper snow clearing in winter months so that safe, useful facilities are provided year-round. Multi-use pathway and cycletrack routes will require specialized clearing separate of road clearing, similar to snow clearing practices currently used on the Dawson Trail. Bike lane and bikeway routes can be cleared using conventional road clearing practices, although these routes should be become priority snow clearing routes. Consideration should also be given to increasing road maintenance and pothole repair priority on cycling routes as roads in poor condition are a signifi cant hazard for cyclists. More on road maintenance and pothole repair in Section Additional information about the Kelowna program available at: DAWSON CREEK TRANSPORTATION MASTER PLAN City of Dawson Creek, BC 31