Town of Wolfville Sustainable Transportation Study Final Report
Submitted by Gabryel Joseph, MPA October 21, 2011 This page intentionally left blank.
September 21, 2011 TABLE OF CONTENTS
CHAPTER PAGE RECOMMENDATIONS PAGE 1. Executive Summary...... 2 1. Integrated Community Design...... 40 2. Sustainability Overview...... 3 2. Master Active Living Map (Cycling Zones)...... 41-47 3. Transportation Financing...... 4 3. Master Active Living Map (Trails)...... 48-51 4. Current Road Conditions...... 5 4. Downtown Street Designs...... 51-57 5. Study Methodology...... 6 5. Transit...... 58 6. Community Study Circle Discussion Topics 6. Pedestrian & Cycling Infrastructure...... 59 6.1 Community Development Components...... 7 7. Street Fairs...... 60 6.2 Safe Communities...... 8 8. Taxis...... 61 6.3 Healthy Communities...... 9-11 9. Delivery Zones...... 62 6.4 Age-Friendly Communities...... 12 10. Crosswalks...... 63 6.5 Equitable Communities...... 13 11. Community Streets...... 63 6.6 Importance of Cycling Infrastructure...... 14 12. Strategic Pavement Maintenance...... 64 6.7 Community Cycling Designs...... 15-16 6.8 Barriers to Walking & Cycling...... 17 6.9 Walking Trails...... 18 APPENDICES PAGE 6.10 Attitudes to Active Transportation...... 19 Appendix A: Street Designs, Dimensions & Costs...... 66-67 6.11 Community Transit...... 20-26 Appendix B: Recommended Town Parking...... 68 6.12 Alternative Community Transit Model...... 27-28 Appendix C: Recommended Sidewalks & Active Corridors...... 69 6.13 Taxis...... 29 Appendix D: Transit Stops & Benches...... 70 6.14 Downtown Parking...... 29 Appendix E: Strategic Pavement Preservation...... 71 6.15 Street Design Considerations...... 30-33 Appendix F: One-Way Streets in Nova Scotia...... 72-75 6.16 Downtown Signage & Benches...... 34 Bibliography...... 76-82 6.17 Economic Development...... 35 6.18 Pedestrian-Friendly Streets / Traffic Calming...... 36-37 6.19 Cycling Tourism...... 38
Wolfville Sustainable Transportation Study - Final Report 1 EXECUTIVE SUMMARY
Just as in any voyage, in order to embark on the journey to becoming more sustainable, it is imperative to know where you are and where you want to go. This sustainable transportation report outlines the current position where Wolfville finds itself, but more importantly, provides a road map towards a vibrant future. A future that is not only based on fiscal sustainability, but also addresses issues such as accessibility and inclusivity, which, while difficult to quantify, are crucial to community development and good stewardship. Everyone in a community uses some aspect of the transportation infrastructure, so thus in order to be truly sustainable, a successfully planned transportation system must address everyone’s needs. I am confident that this report does just that. Wolfville is a small Nova Scotia town with a reputation for being a wonderful community in which to live, work and play. The essence of community is the level to which those who inhabit that area feel free to and regularly engage and participate. In that way, this report is truly a reflection of the great community involvement that Wolfville is known for, as many of its citizens came together, giving of their free time, to join the study circle process and discuss the community that they are proud to call home. Just as the Annapolis Valley is known for fertile soils, so too have the efforts of Wolfville’s citizens produced a rich harvest of ideas.
This report provides the Town of Wolfville with a comprehensive strategy for sustainable approaches in many aspects of transportation, including: • A Master Active Living Map, with planned routes and infrastructure needs for cycling and walking trails that increase connectivity within the town; • Downtown street design options which increase parking, allow for better traffic flow and create more equity for all street users; • A review of transit service needs and areas to be improved; • Walking infrastructure needs; • Considerations to make the downtown core more walkable and user-friendly; • Recommendations for taxi services in Wolfville; • Possible downtown delivery zone locations; • Crosswalk recommendations; • A discussion of strategic pavement maintenance planning; and • Designs for all Wolfville streets (including recommended locations of sidewalks and parking) with long-term projected capital savings of $4.5 million.
The staff of the Town of Wolfville are to be commended for their unequalled professionalism and the citizens of Wolfville for their love of their community and dedication to improving it. It was my pleasure to work with so many wonderful people throughout this process, and it is my hope that this study will contribute to positive changes that will ripple well into Wolfville’s bright future,
Sincerely, Gabryel Joseph, MPA
2 September 21, 2011 WHAT DOES “SUSTAINABILITY” MEAN?
Over the last decade, the discussion of “sustainability” has been occurring more frequently in Canadian communities. From large cities to rural neighbourhoods, local communities are striving to find ways to live more sustainably; finding ways to meet their current needs without passing on problems to future generations. Sustainable development meets the needs of the present without compromising the ability of future generations to meet their own needs.
HEALTHY AND SUSTAINABLE COMMUNITY BASICS
Flourishing Environment • Access to clean air, water and green space is available to everyone, regardless of age, ability or Vibrant & Just Society status Flourishing Environment • Community designs include active transportation options to encourage healthy living and Healthy create a healthier environment & • Communities are designed to have minimal impact on the environment, while making the Sustainable Communities most efficient use of our spaces and natural resources
Vibrant & Just Society • All citizens have equal access and regularly engage in community services and programs, enhancing overall community well-being • Multiple points for interaction are available to residents fostering cultural vitality and Prosperous Economy contributing to the quality of life for all citizens • Community designs facilitate all members of society to freely express themselves
Prosperous Economy • Economic opportunities are maximized, benefiting the entire community with services, jobs and a balanced tax burden • Everyone has equal access to education, job opportunities and training • Community designs take into account the ability of future generations to finance today’s decisions
While all of these three domains contribute to healthy and sustainable communities, differing opinions will always be present as to how much of each domain is included and in what circumstances each should be favoured. Discussion, recognition and resolution of individual perspectives and differences will result in comprehensive decisions that contribute to a more sustainable community and have long-term benefits for everyone.
Wolfville Sustainable Transportation Study - Final Report 3 THE FINANCES OF TRANSPORTATION
Canadian municipalities build, own and maintain most of the infrastructure that supports our economy and quality of life. In 1961, responsibility for infrastructure in Canada was shared “somewhat” equitably between all levels of government, but by 2002, municipalities in Canada had become responsible for a much greater share of the total physical infrastructure (52.4%). This shift in infrastructure management is just one example of how municipalities have seen their responsibilities grow over the last 20 years, while seeing their revenues shrink at the same time. Like anyone in a “financial crunch”, municipalities have had to make tough choices, with most local governments choosing to put off investment in their infrastructure in order to maintain their current level of other services, while keeping tax rates manageable for citizens. The result is that local governments across Canada are now facing the dilemma of being responsible for a large amount of infrastructure that is reaching the end of its lifecycle. The total infrastructure deficit for all of Canada is estimated to be approximately $123 billion.
How do these numbers apply to Wolfville? A recent Fiscal Sustainability Task Force report estimated the current infrastructure deficit in Wolfville to be $13.6 million. The exact figure of any infrastructure defcit is always a moving target because all infrastructure begins to decline the day after it is constructed and lifespan assumptions used for calculations are based on “best guesses”. More important than any deficit estimate is finding ways to manage infrastructure in the most sustainable way, as transportation infrastructure in any municipality represents a significant annual investment. Currently, the Town of Wolfville spends approximately 19.8% of its annual operating budget on transportation-related expenditures. With this statistic in mind, the current study hopes to address the following topics: 1. Are roads in Wolfville curently designed to address the needs of all users? 2. What can be done to make Wolfville’s transportation network more sustainable?
Wolfville Operating Budget 2011-12
4 September 21, 2011 CURRENT ROAD CONDITIONS
• In Wolfville, $1.6 million is required annually in order to maintain existing Infrastructure Condition - Capital Investment Strategy infrastructure. Of the $1.6 million per year, streets make up $1 million of Time the total. In recent years, capital budgets in Wolfville have fallen short of the minimum requirements and the deficit continues to grow while asset Assets Sustained to Appropriate Standard conditions worsen. Today • A Pavement Condition Index (PCI) assessment of town roads was C completed in 2002, with each road assigned a value from 0-100 (where 0 Asset Status From Current Funding Levels equals a road requiring total reconstruction, 100 represents a new road). In 2009, it was estimated that 45% of the streets in Wolfville had a PCI value Increase of $500-600K needed less than 50. just to maintain condition • Normally when the PCI value drops below fifty, the road is in need of major
repairs and the opportunity to prolong the pavement cycle by economical Asset Condition B maintenance measures has passed (seal-coating, micro-surfacing, thin lift overlays). A
Asset Failure
Based on current spending levels, the infrastructure deficit in Wolfville will increase from $13.6 million to $19.0 million by 2019 and the portion of streets that will have a PCI rating below 50 will increase from 45% to 65%!
Wolfville Sustainable Transportation Study - Final Report 5 STUDY METHODOLOGY
COMMUNITY STUDY CIRCLES Community study circles seek to involve members of a local community in a decision-making process. By involving local residents, study circles serve as a more democratic and “bottom-up” approach to public policy and program creation. In this way, residents can feel more involved in the decisions that affect their communities and local elected representatives can have confidence that their decisions are following recommendations that come from the people they represent. In order to facilitate fruitful discussions, background information was prepared for the study circle participants across a broad range of topics and sources, including: • Current international best practices and reasonable parallels to Wolfville for all aspects of transportation-related information • Focus groups and surveys with Wolfville Seniors • Survey of Wolfville foodbank attendees • Survey of Acadia staff, faculty and students • Survey of local business owners • Interviews with Wolfville RCMP • Interviews with Town of Wolfville staff • Interviews with the Nova Scotia Department of Seniors • Interviews with the Nova Scotia Department of Health • Interviews with Kings Transit Authority mangagement & staff • Interviews with Kings Point To Pont Transit management • Interviews with CJ’s Taxi Service ownership • Interviews with Acadia University Department of Recreation faculty and students
Members of the Wolfville community attended a kick-off meeting on April 26th, 2011, to listen to an overview of why the current study was being completed, how it would be run and what topics would be discussed. The members of the community who signed up that evening were placed in groups and returned for the next six weeks to discuss the following topics: • Week 1 (May 3): Complete Streets • Week 2 (May 10): Cycling and Parking • Week 3 (May 17): Transit, Trails and Taxis • Week 4 (May 24): Street Design • Week 5 (May 31): Economic and Community Development • Week 6 (June 7): Study Survey and Evaluation
6 September 21, 2011 COMMUNITY DEVELOPMENT COMPONENTS
Safe Communities The safer people feel in their community, the more likely they are to engage and contribute. Safe communities ensure that everyone, regardless of age or ability can participate to the extent they desire. Safe, well-lit sidewalks and good public transportation help people reach the places they need to go. Street crossings are designed with safety in mind.
Healthy Communities An active, healthy community is a place where everyone can safely get involved in activities they enjoy. People feel connected and are quick to volunteer and help each other out. Everyone has easy access to safe places to be active. The community offers inviting and affordable public parks and playgrounds, trails and sidewalks, swimming pools, arenas, and libraries. Careful design is key to an active community. Communities designed for active living connect people with their environment and with each other, making people want to be active and involved. Networks of trails encourage people to walk or cycle for both business and pleasure, a safe distance from traffic. Streets and walkways are pleasing to stroll along, with activities along the way and interesting places to go.
Age-Friendly Communities Age-friendly communities engage older Canadians by being healthier and safer places for seniors to live and thrive. Policies, services and structures related to the physical and social environment are designed to support and enable older people to "age actively" – that is, to live in security, enjoy good health and continue to participate fully in society.
Equitable Communities Equitable communities are places where everyone can fully access employment, education and cultural engagement, regardless of income, age or ability.
Wolfville Sustainable Transportation Study - Final Report 7 SAFE COMMUNITIES
Vibrant and healthy communities are places where residents live happier and enjoy great public spaces. These communities improve the environment, advance economic development, boost and complement transportation systems, make recreation opportunities available for all and enhance personal and public health. Safe walking and cycling infrastructure and vibrant public places are key symptoms of a more people-oriented community. When roads are built, planners do not build one road for new drivers and a separate road for experienced drivers. Similarly, sidewalks and bikeways cannot be created to only be accessible to experienced cyclists and agile pedestrians. Walk & Bike For Life has created a rule of thumb to help organizations evaluate bicycling and pedestrian infrastructure, it has been dubbed the 8/80 rule. Ask yourself, would you send an 8 year old along with an 80 year old on a walk or bike ride on a piece of infrastructure? If you would, then it is safe enough, if you would not, then it is not safe enough. This rule may seem simple, but it holds many implications. Interestingly, when we are forced to think of the ability of most cycling and pedestrian infrastructure to safely serve all citizens, it often fails. The streets in cities and towns are an important part of the livability of communities, and ought to be for everyone, whether young or old, motorist or bicyclist. Too many streets, however, are designed only for cars. Now, in communities across North America, a movement is growing to make streets more “complete”. “Complete Streets” policies formalize a community’s intent to plan, design, and maintain streets such that they are safe for users of all ages and abilities. Policies direct transportation planners and engineers to consistently design and construct the right-of-way to accommodate all anticipated users, including pedestrians, bicyclists, public transportation users, motorists, and freight vehicles. A Complete Streets approach endeavors to build road networks, and thus communities, that are safer, more livable and welcoming to everyone.
TRAFFIC SPEED AND INJURY Restricting traffic speed reduces the average risk of accidents by more than 50%. Relationship Between Vehicle Speed & Accident Severity Vulnerable road users (i.e. those outside motor vehicles) are at especially high risk of injury from speeding motor vehicles. The higher the speed, the shorter the time a driver has to stop and avoid a crash, and the more severe the impact is when a crash occurs. A beneficial Im pa condition for walking and cycling is widespread use of lower speed limits and slow-speed ct o f th streets. Cities such as Graz, Austria and Munich, Germany have implemented such measures e ac cident to improve conditions for pedestrians and cyclists. In Graz, widespread 30 km/h speed limits were introduced in 1992. Within 3 years, the number of cycle accidents decreased while cycle use had increased. Importantly, motorists as well as other road users broadly support these measures in Graz. The needs of the most vulnerable road users must determine the safety demands on any traffic system. In the United Kingdom, York City Council pioneered a danger reduction approach to speed management and as a result met the first national casualty reduction targets well in advance of target dates. The Council recognized that slowing traffic 60 50 40 30 20 km/h down was the best way to stop accidents and make the roads feel safer for all road users.
8 September 21, 2011 HEALTHY COMMUNITIES: HEALTHY AGING
People are not always aware that age is not an inherent obstacle to physical activity. A healthy individual can engage in most forms of physical activity so long as they are not extreme and do not involve excessive exertion. Participation in regular, moderate physical activity can delay functional decline, and it can reduce the onset of chronic diseases among both healthy and chronically ill older people. Walking and cycling for transport are directly related to improved health in older adults. From age 50 onwards, the benefits of regular physical activity can be most relevant in avoiding, minimizing and/or reversing many of the physical, mental and social hazards that often accompany advancing age. Greater physical activity can help to prevent many of the negative effects aging has on functional ability and health. Regularly active individuals are less likely to withdraw from society and more likely to actively contribute to social life. Walking and cycling improve leg muscle strength, and thus contribute to reducing the risk from falls among older people. Roads are often perceived as barriers to the day-to-day movements of older people. Studies indicate that children and older people are especially delayed in daily activities as traffic volumes rise. Road traffic can lead to a perceived danger of travel, which causes feelings of insecurity, anxiety and stress. Walking is the most common form of physical activity for older people, playing an important function in meeting local travel needs, including enabling participation in economic activities, as well as social networks. In European countries that provide for cyclists and have a positive culture for cycling, many older adults continue to cycle. In Holland, the Dutch Cyclists’ Union runs courses for older cyclists to encourage safe cycling and to improve confidence and the continuity of the cycling habit.
Early Life Adult Life Older Age Growth & Maintaining Highest Maintaining Independence Development Possible Level of Functioning Preventing Injury
Range of function in individuals
Disability Threshold* Functional Capacity
Rehabilitation & ensuring the quality of life
Age Source: Kalache and Kickbusch, 1997
Wolfville Sustainable Transportation Study - Final Report 9 HEALTHY COMMUNITIES: CHILDREN
Children need to be active every day to promote healthy growth and development. Kids who establish healthy lifestyle patterns at a young age will carry them – and their Parents feel benefits – forward for the rest of their lives. the roads are too dangerous Physical activity can help kids cope with stress. It also promotes: Parents drive Traffic children to • Healthy growth and development increases school • Better self-esteem • Stronger bones, muscles and joints • Better posture and balance • A stronger heart Fewer children • A healthier weight range walk & cycle to Traffic • Social interaction with friends school increases • Learning new skills while having fun Roads become • Better focus and concentration during school more dangerous
Walking and cycling are the two forms of transport most readily available to young people. As most children and young people travel to school, the journey is an important opportunity for establishing the routines and habits of walking and cycling.
10 September 21, 2011 HEALTHY COMMUNITIES: ACTIVE TRANSPORTATION
Active transportation (AT) includes many active living modes of travel such as walking, jogging, cycling, in-line skating and skateboarding. AT routes are networks of bikeways and walkways that make travel by foot and bike safe, Active transportation is any human- fast and affordable. They can be made up of a variety of facilities including: trails, bike lanes, sidewalks, bike parking, powered mobility that simultaneously way finding signs and maps, water fountains, benches, lighting and trees. Improving active transportation infrastructure results in improved personal health benefits a region through providing inexpensive travel options and fostering dynamic, mixed-use communities. Active and a greater appreciation and level transportation promotes community and resident health through increased daily outdoor activity. Safe and comfortable of participation in community life. networks support the development of sustainable communities. Cycling is widely considered to be a primary thrust of AT initiatives. Thinking of streets as multi-use corridors rather than cars-only routes creates safer conditions for both cyclists and motorists. Cycling is a popular form of recreation in Canada, and an increasing number of people are realizing the value of cycling as a mode of urban transportation. In fact, cycling is the fastest growing transportation method in North America. A growing body of evidence suggests that differences in the built environment for physical activity (e.g., infrastructure for walking and cycling, availability of public transit, street connectivity) influence the likelihood that people will use active transport for their daily travel. Regardless of previous participation, most areas observe an increase in walking and cycling after safe and suitable facilities and conditions are made available. European countries with high rates of walking and cycling have lower rates of obesity than Australia and countries in North America that are highly car dependent. Walking and cycling, as part of daily activities, are key to increasing levels of physical activity and reducing the risk of coronary heart diseases, diabetes, hypertension, obesity and some forms of cancer. Even 30 minutes of regular, moderate-intensity physical activity provides significant health benefits. There are many ways to be physically active, but most, such as team sports and gym exercise, require special time, skill and expense, which discourage consistent, lifetime participation. Forms of active transportation are the most practical and effective way to improve public fitness.
Rate of Obesity
Annapolis Valley Regional Health Authority
Number of People Physically Active Chronic Disease in Nova Scotia Annapolis Valley District Health Region Annapolis Valley District Health Region Compared to other Canadians, Nova Scotians Obesity rates for the population aged 18 and have particularly high rates of chronic illness, over in the Annapolis Valley District Health including the highest rate of deaths from cancer Region in 2008 were higher than the national and respiratory disease and the second highest average and up from 2007. Only half of the rate of circulatory deaths and diabetes people in the Annapolis Valley District Health Region were physically active in 2008, which was a 10% decrease in reported activity compared to 2007.
Wolfville Sustainable Transportation Study - Final Report 11 AGE-FRIENDLY COMMUNITIES
AGE-FRIENDLY COMMUNITY CHECKLIST
Sidewalks, Pathways and Trails • Sidewalks, pathways and trails are well-maintained, cleared, non–slip and accessible • Sidewalks are continuous, with low curbs and can accommodate wheelchairs and scooters • Snow removal is prompt and considerate of seniors (snow not piled too high for those getting out of car or using wheelchairs or scooters) • Rain shelters are available to support pedestrians
Roads • Streets are well-maintained, well-lit and supported by clearly visible signage • Traffic flow is regulated • Traffic lines on pavement are clear and visible
Parking • Parking lots are well maintained and cleared of snow and ice • Parking regulations enforced to prevent parking in emergency zones and disabled spaces • There are a sufficient number of disabled parking spots
Public Transportation • Accessible, affordable and convenient public transportation available to older adults to conduct their daily activities • Services are available throughout the day and evening • Accessible transport services available to take seniors to and from health appointments
Taxis • Available, accessible and affordable
Information • Information is provided to seniors about the range of transportation services (public and private) available to them, including information on how and where to access them, timetables and cost. • The use of public and alternative transportation is promoted in the community
12 September 21, 2011 EQUITABLE COMMUNITIES: TRANSPORTATION INEQUITY
As with the provision of any service, transportation services must be evaluated from the perspective of those who live on lower incomes. People experiencing poverty, people with disabilities and seniors are disproportionately impacted by burdens of the transportation system. These groups of individuals are referred to as ‘impacted communities’ or ‘impacted persons’. In order to create socially-equitable communities, investments in transportation infrastructure must not only favour personal vehicle-dominated environments, but also provide for safe, reliable, and efficient alternatives that support impacted communities. For impacted persons, these unfair burdens increase transportation costs, increase stress, and create unequal access to economic and educational opportunities, housing and opportunities for physical activity—all of which have direct impacts on mental and physical health. Investments that focus on making active modes of transportation safer for youth and families will make these choices more convenient and accessible - resulting in increased physical activity levels, reduced air pollution and make communities healthier and more equitable.
While there are those in Wolfville who earn properous incomes, the unfortunate reality is that there are a significant number of people who fall in the low income and poverty ranges. The overall poverty rate in Wolfville in 2006 was 26.4%, while the child poverty rate was 20.7% (both figures exceeded provincial and national levels). Wolfville’s 2006 unemployment rate (9.4%) exceeded both the provincial (9.1%) and the national (6.6%) levels. The poverty rate for persons aged 65 and over was 14.1% (higher than the national rate). In 2006, the Wolfville Area Food Bank has experienced a 40% increase in its activity (this was in contrast to a provincial trend which saw Food Bank usage decline during the same period). According to the Canada Mortgage and Housing Corporation, the cost of adequate shelter should not exceed 30% of household income to be considered affordable. In 2006, 34.3% of residents spent 30% or more on housing costs.
Transportation infrastructure choices must always be evaluated from both the financial cost of what is included and the social cost of who is excluded!
Wolfville Sustainable Transportation Study - Final Report 13 IMPORTANCE OF CYCLING INFRASTRUCTURE
“A sense of security is the cyclist’s subjective perception of the risk of being run over. The feeling that ‘biking is dangerous’ may mean that the cycling potential is not fully realized. The fact that most of those who do not cycle at all feel that cycling is unsafe, is a crucial factor in their rejection of cycling as a means of transport.” - City of Copenhagen
Surveys in both Canadian and American cities clearly indicate that more cycling infrastructure (e.g. bike paths and lanes) encourages more people to cycle. Recreational cycling is considered critical to increasing the number of commuting cyclists, as this exposure displays the safety and stress-free nature of cycling in the area. A recent survey in Metro Vancouver targeted adults who identified themselves as regular, frequent, occasional or potential cyclists. The results clearly indicated that the top three preferred routes by all users were: 1. Paved off-street paths 2. Cycle paths next to major streets separated by a barrier 3. Residential streets marked as bike routes with traffic calming
One of the defining issues in the debate between physically-separated and on-road bike lanes is that of equity. If transportation is a key dimension of human rights in Canada, and cars are not accessible for everyone, then it is critical that cycling facilities cater to those who do to not have access to cars. Examples of groups in this category include youth and seniors, both of which prefer physically-separated bike lanes. The number of women cyclists is an indicator of a bike-able community as women tend to be more risk adverse. A comprehensive study in New York indicated that women clearly prefer off-street paths. The average percentage of women cyclists on paths was three times greater than that of women cyclists using on-road or shared traffic cycling lanes. Traffic is a key barrier to the broad participation of society in cycling. In a phone survey of 500 adults in Portland, Oregon, 56% of the riders said they wanted to bike more but did not because of “too much traffic”, while 37% cited a lack of nearby bike lanes and trails as their barrier. Cycling is critical for those who cannot drive or do not have access to a car, whether it be for economic reasons or otherwise. The bicycle is a mode of transport that is within the economic reach of many, and can be used by a large majority of people such as children and seniors. For cycling to become an accepted activity among young people, there is a need to allay the fears of parents through the provision of safe routes to schools and other facilities. Cycling must also become the customary way for young people to travel. Encouraging cycling in youth provides an opportunity to modify travel behaviour and alter the travel habits of the next generation. In order for cycling to be a safe and viable option for youth and seniors, the exposure to motorized traffic must be minimized.
“Cities with higher levels of bicycle commuting have, on average, 70% more bikeways per roadway mile and six times more bike lanes per roadway mile. A 1996 study on the impact of bicycle lanes in Santa Barbara, CA found that “If you want to know if an urban environment supports cycling, streets where bike lanes were added saw the number of bicyclists increase by you can forget about all the detailed ‘bikeability indexes’—just 47% compared to just 1% on streets without bike lanes." measure the proportion of cyclists who are female,” Rails to Trails Conservancy, 1998 - Jan Garrard Researcher (biking and gender differences) Deakin University - Melbourne, Australia
14 September 21, 2011 COMMUNITY CYCLING DESIGNS
There are several different cycling and walking infrastructure options for Wolfville. Based on discussions concerning “Complete Streets”, the notion of what a Complete Street needs to look like will depend on where in Wolfville it is located. The study will use the following terminologies and subsequent definitions:
1. Integrated bikelanes 2. Mixed-use sidewalks 3. Segregated bikelanes 4. Active Corridors
1. Integrated Bike Lanes Integrated bikelanes are designated lanes in roadways that tell cyclists and motorists alike that these specific spaces are for bike traffic only. Cyclists are expected to stay in these lanes and cars are expected not to enter them (in Nova Scotia, it is now illegal to park in a bike lane). Sometimes these lanes are painted a certain color or made of another material to enhance their visibility to motorists. Other designations include drawings of bikes or arrows on the lanes and signage indicating the bikelane location and direction of travel. The advantages of integrated bike lanes is that they make use of current infrastructure and are attractive to avid cyclists who enjoy the freedom of moving with traffic on roads. The disadvantages are that these lanes must be kept free of debrise and potholes in order to encourage use and they are not as attractive to recreational or inexperienced riders, so are less likely to encourage many new cyclists.
2. Mixed-Use Sidewalks Mixed-use sidewalks are sidewalks that are designated to be shared by all users, e.g. pedestrians, cyclists, wheelchairs, skateboards, etc. (currently in Nova Scotia, it is illegal to ride a bikecycle on a regular sidewalk with wheels exceeding 20 inches in diameter). These designs are sometimes implemented when a road is too narrow for integrated bikelanes and construction of a segregated bikelane is not possible or desired. Local by-laws would simply need to be changed to allow cyclists to use current sidewalks. The advantages of mixed-use sidewalks are: they make use of current infrastructure; they separate pedestrians and cyclists from traffic; and they are attractive to recreational and MAY USE inexperienced cyclists. The disadvantage is that regular sidewalks are generally 5 feet wide, and SIDEWALK so have limited space for multiple users. Thus there is a greater chance of accidents with cyclists, pedestrians and other users travelling in both directions in the same space. Mixed-use sidewalks YIELD TO are not ideal where large numbers of users are expected. PEDESTRIANS
Wolfville Sustainable Transportation Study - Final Report 15 COMMUNITY CYCLING DESIGNS
3. Segregated Bike lanes Segregated bike lanes refer to bike lanes that are completely separated from vehicle traffic in some way, e.g. a physical barrier (curb, posts), a marked space away from traffic, or piece of ground or landscaped space. Although these lanes are separated from vehicle traffic, they are for cyclists only. Pedestrians are not allowed to use these spaces, nor should they, due to safety concerns, as cyclists are not expecting them to be there. The advantages of segregated bike lanes are: they separate pedestrians and cyclists from traffic; all users are separated into their own lanes, based on direction of travel, removing any ambiguity regarding use of space, thus reducing the chance of accidents between users; and the increased overall width is well equiped to accomodate large cycling traffic volumes. The main disadvantages are that space must be available to create this form of infrastructure and these routes sometimes veer away from regular traffic routes and destinations in order to follow available space.
“… the perception of safety is essential to attracting more people to cycling … separated bike lanes are perceived to be safer and more satisfying for cyclists than cycling next to traffic." City of Vancouver
4. Active Corridors Active corridors exist in many forms and can be called various names. For the current study, an active corridor will refer to a mixed use space for all physical activity users (cycling, walking, skateboards, etc), wheelchairs and scooters for the physically disabled. While open to all users, an active corridor differs from a mixed-use sidewalk in that it is at least twice as wide, i.e. 10 feet or greater versus 5 feet for a regular sidewalk. Active corridors can be one large lane or route, or they can have lines dividing them along their length with different guidelines for users, e.g. all users keep to the right and pass on the left, cyclists keep left and pedestrians keep right, etc. The advantages are: they separate pedestrians and cyclists from traffic; all users are separated into their own lanes, based on direction of travel or mode, removing any ambiguity regarding use of space, thus reducing the chance of accidents between users; and, their increased overall width is well equiped to accommodate large traffic volumes. The main disadvantages are that space must be available to create this form of infrastructure and these routes sometimes veer away from regular traffic routes and destinations in order to follow available space.
16 September 21, 2011 BARRIERS TO WALKING & CYCLING
Low levels of cycling are often correlated with communities that pay little attention to the safety of pedestrians and cyclists. Pedestrians and cyclists are often overlooked in the design and planning of many transportation systems. Safety concerns are among the most significant barriers preventing people from cycling and walking for transport. A combination of speed, volume of traffic and lack of designed space for people to walk or cycle are significant factors in actual, as well as perceived risk. The real and perceived physical danger posed by motorized traffic is one of the main barriers to engaging in walking and cycling. As a result, many people who would like to walk more or cycle feel intimidated, parents increasingly restrict the independent mobility of children and older adults tend to self-restrict their own travel patterns as a result. Other barriers to walking and cycling include motorist attitudes, lack of secure parking, lack of direct routes and the physical quality of roads. Separate cycle paths have a positive effect on safety for both motorised vehicles and cyclists and also benefit traffic flow.
European cycling policy is focused on cycling for everyone. Cycling infrastructure is designed to be safe, comfortable and convenient for the young and old, women and men, and those with varying levels of cycling ability. Consequently, cycling rates are high in every age group, with the highest rates amongst children and adolescents. Separate paths, in particular, are perceived as being much safer and more pleasant than cycling on the roadway, thus leading to significant growth in cycling volumes when such facilities are expanded. The European Network For Cycling Expertise
Traffic is a key barrier to the broad participation of society in cycling. Most studies indicate that a large percentage of cyclists and potential cyclists prefer physically separated bike lanes. Women, youth and the elderly (groups who typically cycle less) find bike lanes that are physically separated from traffic more attractive and are more likely to use them. Physically separated bike lanes are likely to generate a more significant modal shift due to their broader appeal. Regardless of which type is selected, bicycle lanes are most successful when developed simultaneously with other strategies (e.g. traffic calming, educational & training programs, bicycle storage). While there is debate around the safety of different types of cycling infrastructure, there is consensus that the more people that bicycle, the safer bicycling will be. Cycling is critical for those who cannot drive or do not have access to a car, whether it be for economic reasons or otherwise. The bicycle is a mode of transport that is within the economic reach of many, and can be used by a large majority of people such as children and the elderly. For cycling to become an accepted activity among young people, there is a need to allay the fears of parents through the provision of safe routes to schools and other facilities. In order for cycling to be a safe and viable option for the young and elderly, the exposure to motorized traffic must be minimized. Physically separated bike lanes are accessible to a wider percentage of the population and therefore will result in improved health outcomes for more people. Cycling can improve mental health for the elderly and more generally for those with mental health conditions. The stressful aspects of on-road bike lanes present a barrier to cycling and thus to the benefit of physical activity for those with mental conditions. Surveys in both Canadian and American cities clearly indicate that more cycling infrastructure (bike paths and lanes) encourages more people to cycle. Recently, the City of Vancouver installed a separated bike lane on Dunsmuir Street (a street with traditionally heavy traffic). The street experienced a 400% increase in cyclists.
Wolfville Sustainable Transportation Study - Final Report 17 WOLFVILLE WALKING TRAILS
Trails and paths form an important part of any active living network. As walking and jogging are relatively low cost health alternatives, they can help to bridge the financial divide to healthy living, evident in more expensive exercise options. Trails and paths also form an important component of connecting various parts of a community. Similiar to cycling, walking paths and trails should help connect all residents to the parts of town most used by residents. Trails and walking paths can be combined with cycling infrastructure as part of a comprehensive active living strategy.
Map Features Millennium Trail Railway Town of Path (Unmarked) Watercourses Rail Line Section : Town Boundary Wolfville C Rawding Revine Section o Parks / Open Space Nova Scotia r Kieran Pathways Section n w a r l l i s R i v e Dykes MacKay-Leiter Section Walking Trails Water Resevoir Park Section Town Roads Acadia University Town Properties Woodland Trails
Dykeland St
Braemar
Harris Pl Harris
Chambers Chambers Dr
Marsh Hawk Drive Tufts Robie Cherry Lane Cherry
Balcom Dr Balcom
Close Lynwood W o l f v i l l e Dr H a r b o u r Blue Heron Dr Ct Front St Woodman Rd
Harbourside Dr
Central Woodman Rd LauraMoore Rd Elm Ave Bigelow St Ave Earnscliffe
Main Street Whidden Ave
DeWitt Close Chestnut Ave Chestnut Ave Main St
Wickwire Ave Wickwire Oak Ave
Westwood Ave Westwood Kent Avenue Kent
Summer St Main St University Ave University
Stirling Avenue Stirling Post Rd Hillcrest Avenue Hillcrest
Linden Ave Acadia St
LocustAve Highland Avenue Highland Seaview Ave Olsen Dr Starr St VictoriaAve Willow Avenue Wright Ln Cobblers Ct Prospect Street King St Little Rd Winter St Blomidon Terr Prince St Little
Dale St Carriageway Ct Brook Ln Brook
Minas View Dr View Minas Queen St Wallace Pl Toye
Woodland Dr Stoneybrook C t Bishop Ave Bishop Park St Ln Acadia Dr Sherwood Bay St Ave Parkview
University Kinley Close Beckwith St Maple Ave Fairfield St Avenue Orchard Herbin Gaspereau Ave
Hillside Ave Hillside
Riga Dr Grandview St Cape View Dr Dr
Catherine Ct IonaRd
Fowler St Alline St Skyway Dr
Skyway Dr Pleasant St Pleasant St KencrestAve
Basin Dr Basin Fundy Dr Evangeline Ct Evangeline Riverview Sunset Terr Ave Huron
Ave Sylvan Dr Sylvan Borden Dr Glooscap Terr
John Pryor Basinview Terr Dr Perry Bowles St
Highway 101
0 125 250 500 Metres 18 September 21, 2011
Produced by Information Services 0250 500 1,000 Feet Town of Wolfville August, 2010 WOLFVILLE ACTIVE LIVING ATTITUDES
• 23% of Acadia staff walk to campus regularly
• 66% of Acadia staff use forms of active transportation at least weekly • 88% of Acadia students use forms of active transportation at least weekly Wolfville Seniors' Attitudes Toward Walking • Many Wolfville seniors include walking as a part of their regular routine 80% 67% • Given the number of people in Wolfville who regularly walk, maintaining walking trails and paths makes sense to enable continued health and 49% connectivity in the community. 60%
30% Current Trails 40%
Wolfville has a number of beautiful trails. However, these trails could be Percentage improved in two ways: 1) Ensure designs address gaps in connectivity between the centre of town to 20% the east and west. 2) Increase maintenance to increase year-round useability. 0% Walk Often Walk Occasionally Would Walk More Often With Better Trails
Wolfville Sustainable Transportation Study - Final Report 19 COMMUNITY TRANSPORTATION: KINGS TRANSIT
Kings Transit Authority is a public transit service funded by the Municipality of the County of Kings and the Towns of Berwick, Kentville and Wolfville. Kings Transit provides a valuable service to residents in helping to link communities and mitigating the effects of social inequity in transportation. As a shared municipal entity, the Kings Transit budget is shared between the Municipality of the County of Kings and the Towns of Berwick, Kentville and Wolfville. The budget is allocated on a per capita basis. Municipal contributions for Kings Transit budget for 2011-12 are $493,000 (Wolfville’s portion is $74,000). Counting long-term debt obligations and expected losses, Wolfville’s total cost for Kings Transit for 2011- 2012 is projected to be $118,500.
In order for transit services to be effective, all aspects of the service framework must function for all users. For example: Signage - Can transit stop signs be clearly seen and distinguished from other signs? Are they placed at a consistent height for visibility? Schedules - How easy is it for someone to find out the bus schedule, regardless of whether or not they own a computer? Benches - How many bus stops have benches? Is there a need for more benches? Bus stop accessibility - Can users with wheelchairs and walkers board the bus easily at all stops?
Brooklyn - Wolfville Bus Route Greenwood - Wolfville Bus Route and Wolfville Bus Stops
Route takes passengers from the Wolfville town centre through New Minas, Kentville and Berwick, finally ending at Greenwood Mall. Route takes passengers from the Wolfville town centre through Hantsport, Windsor and the Industrial Park, finally ending in Brooklyn.
20 September 21, 2011 KINGS TRANSIT: STOPS & SIGNAGE
By establishing a clear, desired standard for transit stops in Wolfville, all town bus stops can be assured to meet the needs of all users.
Transit sign not posted high enough to be clearly seen by all users. This sign cannot be seen if someone sits on the bench.
No connection exists from the sidewalk to the street, thus the stop is inaccessible for anyone with a walker or wheelchair! Without a connection, adequate snow removal is doubtful to occur.
Transit signs are posted are varying heights and their color is not easily distinguished from other signs and poles.
Wolfville Sustainable Transportation Study - Final Report 21 COMMUNITY TRANSPORTATION: POINT TO POINT TRANSIT
Point To Point Transit (formerly Kings Para-Transit) is a federally registered charity and has operated under the Nova Scotia Societies Act since 1998. It operates through the support of provincial government grants and donations from the Municipality of County of Kings, the Towns of Wolfville and Kentville and Michelin North America (Canada) Inc.. A Memorandum of Understanding, yet to be signed by all the municipalities, proposes a per capita funding agreement. Point To Point Transit is a community–based accessible transportation service for persons with disabilities, seniors and others in need. Registration is required to use the service, including a one-time membership fee of $10.00. Travel fees start at $6.50 and are calculated according to distance. For example, any trip within Wolfville would cost $6.50, while a trip from Wolfville to New Minas would cost approximately $8.00. All charges are per person and group rates can be arranged in advance. Attendants for those requiring assistance and children under 16 travel for free. All trips require 24 hours notice.
Kings Paratransit Trip Origins (2010)
21%
9% 67%
3%
2010 Kings Kentville Wolfville Berwick • 25% of all ridership was wheelchair clients. • 75% of all trips were for medical, employment and educational purposes. • Ridership increased by over 27% from 2009 to 2010 2010 Trips % Population % Kentville 2,771 21.4% 5,815 11.96% 2011-12 Kings Para-Transit Budget Wolfville 1,102 8.5% 3,772 7.76% • Total municipal funding is $58,000. Berwick 340 2.6% 2,454 5.05% • Wolfville’s contribution is projected to be $6,300. Kings 8,724 67.4% 36,562 75.23%
Totals 12,937 100% 48,603 100%
22 September 21, 2011 COMMUNITY TRANSIT COMPARISONS: SOCIAL EQUITY
One method of evaluating whether the current transit system meets the needs of residents is evaluating how socially- equitable it is, given that a main tenet of public transit systems is to ensure that affordable transportation options exist for “(I) can only go where I can everyone. From the table shown, it is easily observable that the Kings Transit system does not possess a fee structure that walk because I’m on social supports seniors, low income seniors and low income people to the same extent as other jurisdictions. If the municipal partners assistance,... would love to go who fund Kings Transit decided to support seniors and those on low incomes, they could implement a fee structure to more on the bus – would be perfect, accurately address transportation inequity in local communities. If a bus pass was available to those on low incomes (regardless but just can’t afford it” of age), Kings Transit would not realise any losses in revenue, as many people on low incomes can only afford to ride the bus - Foodbank Client sparingly under the current fee structure anyway. Providing a low income pass would simply mean that many people of limited means would have greater access to the community, e.g. employment opportunities, social interaction for seniors, volunteering, etc.
“Even though there is a bus stop very near my house, I can’t afford it. I’m on a CPP disability pesion and many things people on Social Assistance get help with, that increases the amount of Social Assistance they get (allocations for transportation, phone, special food needs) I don’t get. I would like to go for a drive, for example on the bus to Greenwood for something nice to do, not to buy anything. It’s a lonely life. It’s about 15 years since I’ve been on the bus. My health isn’t good but this would be a nice thing. If I was given, 2-3 tickets for a month, it would be better than a pill. On the bus you get to chat with people – it cheers you up.” - Local Resident
Wolfville Sustainable Transportation Study - Final Report 23 COMMUNITY TRANSIT: SOCIAL EQUITY
The lens of social equity encompasses the degree to which children have the opportunity to participate in healthy activities, seniors can engage in their communities (age-friendly communities) and working age people can access employment. The last bus coming to Wolfville from New Minas leaves at approximately 8:40, greatly decreasing employment opportunities in New Minas for any Wolfville resident relying on the bus, as many stores are open until at least 9:00pm. According to Wolfville business owners, 56% of their staff do not live in Wolfville, yet only 5% of staff regularly use the bus to commute to work and many people identify Kings Transit service as being inadequate to meet theis needs (see next page). If transit service is not efficient enough for regular commuters to warrant its use, car owners cannot rationally be expected to shift their modal use toward transit. These inefficiencies cause more people to drive, who use up downtown parking, and more importantly, limit the potential for Kings Transit to attract ridership, grow and increase revenue, to become a more stable entity.
“Getting to programs (e.g. Cold- “Cost: for an individual, $3.50 brook) the times/schedule is too (which is not awful), but if you restrictive – not after 9:00pm. have a family of 3 children - ($3.50 Businesses stay open until 10:00 – + 1.90X3=$8.70 one way; $17.40 how do workers get back home?” “Kings Transit does not take me where I need to go. I need return). Too much money to get to a - Foodbank Client to be able to take my child to daycare – would like to go to doctor or to New Minas to shop.” AppleTree in Canning (where he used to go), transportation - Foodbank Client & Parent makes it impossible. Horton High School daycare would be very good, but there is no affordable transportation. I don’t have a car. If I could use the Transit – it would be $3.30 X4 each day to get back and forth just to daycare.” - Foodbank Client
“I am on a very limited – less than adequate – Provincial disability pension where I’m basically only able to use Kings Paratransit (even at their rates that are about ½ the cost of a taxi) twice per month. Even with that, the $30 community services allots me to travel monthly doesn’t go anywhere, and sometimes has to be absorbed for food – a staple which I’m always short of. Community Services will not allot me – of course – a bus pass, as there’s no bus here in Port Williams – there used to be – they made two trial runs (Kings Transit). Those two monthly “outings” cannot really be considered as such as they’re for necessities for the most part – to get groceries, to go to the Wolfville Food Bank, or any medical appointments. There are few and far between leisure outings where one feels free – any travel has to be planned and be “cost effective” – to a “T” – combining at times, these pre-mentioned necessities with socialization and errands. This long-term isolation has led to a decade bout with insomnia.” - Foodbank Client
24 September 21, 2011 COMMUNITY TRANSIT: SERVICE EFFECTIVENESS
ACADIA STUDENTS • Many local students either walk or drive to Acadia. • Out of town students indicated that they drive because the transit schedule does not get them to campus on time or frequently enough. • Students living in town indicated they do not need transit to get to downtown, and if they need a ride, they either cab, get a ride with someone or walk. • Only 3% of students identified using transit at least once per month.
Top Acadia Student Reasons For NOT Using Kings Transit Student Responses: “What Would Encourage You to Use Kings Transit More Often?” Cost is too expensive - 24% Faster travel times - 35% No bus route near my home - 10% More frequent service - 41% Bus routes take too long (not worth it) - 32% Extended hours of service (morning & evening) - 45% Service to campus is too infrequent - 20% Lower fares - 44% I own my own car and drive - 33% Service on Sundays - 25% I carpool/get rides with someone else - 30% Service that connects to Halifax - 43% A regular shuttle service in Wolfville connecting campus to downtown - 25%
ACADIA STAFF • 68% of Acadia staff drive regularly to work • Less than 3% of Acadia staff use Kings Transit even once per month.
Top Acadia Staff Reasons For NOT Using Kings Transit Staff Responses: “What Would Encourage You to Use Kings Transit More Often?” No bus route near my home – 38% Faster travel times – 26% Routes take too long – 27% More frequent service – 39% I own my own car and drive – 72% Extended service (mornings and evenings) – 25%
Local seniors identified... • having trouble getting to places like Canning and Port Williams due to a lack of service in those areas. • they wished that the bus schedule fit their schedule better, including more frequent service and service on Sundays. • there was no transit service in their area or on their street, which is a problem given some senior’s range of mobility. • when they get the bus to New Minas, there are only a limited number of bus stops, so they are limited where they can go in New Minas.
Seniors’ Quotes; • “Cab outside Wolfville to New Minas or Kentville is too expensive. Helping people with this would be a good idea.” • “Buses shut down too early when there is bad weather. Taxis are very expensive to travel from one township to another.” • “My husband drives me, but my friends don’t have money for cabs or the bus.”
Wolfville Sustainable Transportation Study - Final Report 25 WOLFVILLE SENIORS’ MODAL CHOICES
Wolfville Seniors' Main Mode of Travel Wolfville Seniors' Travel Mode To Medical Appts
46% 50% 50% 44% 45% 45% 40% 32% 40% 35% 35% 30% 26% 30% 25% 16% 25% 20% 20% 15% 8% 20% 10% 10% 15% 5% 10% 4% 2% 0% 5% Cab Get A Ride Drive Transit 0%
Drive Get A Ride Transit Cab Walk Paratransit
What happens as the number of seniors in Wolfville increases? From talking with local seniors, a number of clear trends became evident. A significant number of Wolfville seniors drive as their main mode of travel, while many others get rides with other people. Seniors driving is certainly not an issue, but as people age, their ability, and sometimes desire, to drive goes down or no longer exists. It is important that reliable and accessible transportation options are in place for those who no longer can or wish to drive. This point will become increasingly important as the baby boomers retire and the number of seniors in local communities grows beyond what it has ever been! Of particular note, many of the seniors who get rides as their main mode of travel, get rides with other seniors who drive. Given that many local seniors currently rely on other local seniors for rides, in some cases, for every senior that ceases driving, at least two seniors will be without their current form of transportation. Many seniors indicated that they rarely use Kings Transit or Point-To-Point Transit, many indicated a low level of awareness about each service or how to find out how to use either service.
WolfvilleWolfville Seniors’ Seniors' Transit/Point-To-Point Transit/Para-Transit Transit Use Use
92% 100%
80%
60% 44%
28% 40% 28% Percentage Percentage
8% 20% 0%
0% Never Occasionally Often Transit Paratransit
26 September 21, 2011 COMMUNITY TRANSIT: ALTERNATIVE MODEL
A Public–Private Partnership describes a government service or private business venture that is funded and operated through a partnership of government and one or more private sector companies. The governmental body and private sector firm(s) take on varying levels of financial, technical and operational commitments, depending upon the service to be provided, which are outlined in the contractual agreement. These arrangements are sometimes referred to as a PPP or P3.
Organization: Taxibus (City of Rimouski, QC)
The City of Rimouski bears a number of similarities to Kings County. Rimouski services a population of 42,000 while Kings County has 59,000. The educational sector (including several post-secondary institutions) represents their largest local employer. Each year, an influx of 15,000 students gives Rimouski an economic and social boost. The City of Rimouski’s private public transit service shut down in the late 1980s. After studying ways of restarting the service, it was determined that an annual subsidy of up to $540,000 would be needed to offer a reasonable quality of service using buses. While this subsidization amount was not acceptable to decision makers, the community still needed some kind of public transportation that would be affordable to both users and the local government. Rimouski’s objective was straightforward: offer residents a basic public transit service at an affordable cost. While the city was willing to subsidize public transportation, conventional fixed-route bus systems were not financially viable. Another key objective was to offer a more frequent and convenient service than the former fixed-route bus service. Rimouski responded by working with local taxi operators to develop the Taxibus concept, an innovative public-private partnership. The service was launched in 1993 and has thrived ever since. With Taxibus, all trips are demand-responsive, so they are made only if one or more rides have been booked. The origin, destination and routing of trips depend on the travel needs of each passenger. Taxibus lets users avoid transfers by starting and ending their trips at any of 350 numbered stops (most residents live within 500 metres of a stop). Rural users are picked up and dropped off on the road in front of their home. The region is divided up into a series of zones, and users can travel either within their own service area or between service areas. Most trips are less than 15 minutes long, representing a level of service that could not be matched by a fixed-route transit system. Users must make a reservation at least one hour before their intended trip. To reserve, callers give their user number, departure time, origin and destination stop points. Repeat trips can be reserved with a single reservation. New users must register with Taxibus to receive a numbered user card. Passengers can either pay per trip or buy a monthly pass. Tips are not allowed, and child seats are available if requested when reservations are made.
Operating statistics A 1994 survey that found a 94% satisfaction rate among users. By 1997, annual ridership had grown by 38%, while costs increased by only 6%. The improved performance was due to a substantial increase in productivity (i.e. more efficient sharing of rides). Average taxi occupancy grew from 1.6 passengers per taxi in 1993 to 2.2 in 1994, 2.6 in 1995, and 2.8 in 1996 and subsequent years.
Customer base Profile of 10,200 Taxibus users (1993-2000): • Sex: 68% female, 32% male • Occupation — 47% students, 30% employed, 9% retired • Age: 5% (under 18), 29% (18-24), 46% (25-50), 20% (over 50) • Mobility — 57% had a driver’s license, 78% had no car
Wolfville Sustainable Transportation Study - Final Report 27 COMMUNITY TRANSIT: ALTERNATIVE MODEL
Taxibus service is provided by a cooperative of all local taxi drivers (45 drivers in 2004). The service is managed by a non-profit organization established by the City of Rimouski, which registers riders, takes reservations, groups requests to optimize service routing and forwards to the taxi company a schedule of trips to be made with a list of clients and method of fare payment for each. The cost of each taxi trip (as shown on the taxi’s meter from first passenger pick-up to last passenger drop-off), net of any cash fares, is paid to the non-profit organization set up by the city which has negotiated a discount on taxi meter-readings.
Lessons Learned Rimouski’s decision to join with its taxi industry to offer transit service was sound. The success of Taxibus has made it a model for other communities interested in offering taxi-based public transit services. It offers several important lessons, including: (1) Demand-responsive services can minimize financial risk and offer efficient and affordable operations by directly tying service provision to demand. Trips are not made if no passengers are waiting; (2) The quality of service provided by a taxi-based transit service can easily exceed that of a fixed-route transit system, in terms of travel times and the ability to eliminate transfers. The lack of transfers also enhances safety for seniors and children who are travelling alone; (3) Productive and mutually beneficial cooperation with private taxi operators is more than feasible; and (4) A demand-responsive service requires more hands-on management than a fixed-route transit system. Constant care is required to ensure that every reservation is met with service.
Taxibus Future In the future, perhaps the most significant outcome of Taxibus will not be within Rimouski, but rather in other Canadian communities. Smaller centres in Quebec have proven to be particularly interested in the Taxibus concept. Since 1999, similar services have been launched in Victoriaville (population 40,000), Charlevoix (population 17,000), Sorel-Tracy (population 35,000), Salaberry-de-Valleyfield (population 26,000) and Vaudreuil-Dorion (population 19,000). Sept-Îles (population 24,000) is slated to launch a Taxibus service late in 2005. Even large conventional transit systems like the Société de Transport de Montréal are finding the Taxibus concept useful in outlying areas where feeder bus services are not economically viable, such as between rapid transit or commuter rail stations. Financial notes The numbers below for Taxibus (2004) and Kings Transit (2010) do not allow for an ideal comparison, but different systems are difficult to compare at the best of times. Both sets of data are expressed in that year’s figures, which again is not ideal. However, while Kings Transit numbers would be higher due to inflation, while Taxibus’s numbers may have grown by 2010 due to expected increases in ridership. Taxibus is recognized as a public transit service by the Quebec government, thus it is eligible for provincial aid as a percentage of revenues. This highlights the need for provincial government support for public transit in Nova Scotia. In 1994, Rimouski compared the financial performance of Taxibus to that of several fixed-route bus transit systems in similar Quebec communities. It found that Taxibus required only half the municipal subsidy of the other Rimouski Kings County transit systems on a per-capita basis. The figure for municipal Taxibus (2004) Kings Transit (2010) contributions to Kings Transit does not include long-term debt Population 42,000 59,000 payments for past bus purchases which are still being made. Municipal Subsidy 180,000 371,000 Many features of both systems cannot be quantified or compared Provincial Subsidy 84,600 N/A in a financial manner, such as: rider wait times, attractiveness Total Government Subsidy 264, 600 371,000 to new riders, schedules, etc. Given Kings Transit’s difficulty to # Fares 81,000 176,000 increase ridership under its current fixed-route model, it may be Average Fare $2.64 $2.56 worth exploring alternative Average Cost Per Ride $4.59 $5.91 options. Operating Costs Recovered From Passenger Fares 45% 44%
28 September 21, 2011 COMMUNITY TRANSPORTATION: TAXIS
The Town of Wolfville issues licenses to operate taxi services, which are monitored by the RCMP (Wolfville Bylaw #40). Currently, there is only one taxi service provider in Wolfville (CJ’s Taxi). CJ’s Taxis offer a flat rate of $5 for any trip within Wolfville, and also provide service for Wolfville residents to local areas (as far away as the Standfield International Airport). All taxis in Wolfville are required to park in an official taxi stand or arrange their own parking arrangements, however, there are currently no offficial taxi stands in Wolfville. Given that Wolfville has adopted an anti-idling by-law, it would make sense for the town to enter into a dialogue with local taxi providers to establish official taxi stands where charging stations are present so drivers are not idling their cars in violation of the local by-law, but can still operate their radios and block heaters in winter. As approximately 35% of taxi business in Wolfville is via walkups (clients walking up to a parked cab), then the possibility could be considered to spread taxi stands throughout the downtown in order to given residents multiple locations where they know they can regularly find a taxi. During local focus groups, several seniors indicated a lack of knowledge of knowing where to find taxis.
STREET DESIGN: DOWNTOWN PARKING In Wolfville’s downtown commercial sector, surface parking lots take up about 13% of the total area. Residents and visitors can access a total of 970 public and private parking spaces in the downtown commercial sector, all of which can be used at no direct cost to the driver. A recent planning study in Wolfville identified that progressive cities and towns now aim for a ratio of 1-2 parking spaces per 1,000 square feet of commercial space. Wolfville currently has a parking ratio of 2.26 parking spaces. Local drivers were identified as strongly reluctant to park anywhere other than directly in front of where they wanted to go. The study pointed out the interesting fact that the County Fair Mall in New Minas is actually larger than Wolfville’s entire downtown, meaning that many people are willing to drive to a different location and walk several hundred meters across a large parking lot to a store, but are less willing to park a few blocks away from downtown stores to shop locally. Considering a more efficient use of space, where possible, angled parking could be implemented in a given area, as angled parking provides more spaces than parallel parking. Wolfville’s current amount of parking does not appear to be problematic. Perhaps, alternative approachs could help remedy local concerns, comprised of strategies that provide: (1) better signage for available parking; and (2) more efficient use of current space through a different parking allocation. Parallel Versus Angled Parking Comparison
20 Ft 26 Ft 24 Ft 12Ft - 9”
Wolfville Sustainable Transportation Study - Final Report 29 STREET DESIGN: TRAFFIC CONSIDERATIONS
CONFLICT POINTS Four-Way4-Way Stop Stop Conflicts Conflicts Conflicts points are commonly used to explain the accident potential of a roadway. Traffic management strategies typically attempt to reduce the number of conflict points wherever possible. A conflict point refers to any point where the paths of two vehicles diverge, merge, or cross. Conflict points also refer to any point where the path of a vehicle crosses the path of a pedestrian. For example: A four-way stop contains 32 vehicle-vehicle conflict points and 24 vehicle-pedestrian conflict points. Conflict points are associated with increased levels of accidents, i.e. the more conflict points that exist in an area, the greater the chances of vehicle-vehicle or vehicle-pedestrian accidents. Traffic conflicts can be reduced by limiting the number of conflict points that a vehicle may experience in its travel. By reducing conflict points, roads are made safer for drivers, cyclists and pedestrians.
32 Vehicle to Vehicle conflicts 24 Vehicle to Pedestrian conflicts LEFT HAND TURNS The next time you are out driving, see how far you can go before you have to make a left turn. Better yet, see if you can avoid left turns altogether. If you drive for UPS, that's just what you would be doing. A few years ago, UPS initiated a system where their drivers avoid left turns. The company found that their drivers were wasting lots of time, and therefore burning lots of fuel while waiting for traffic to clear before making left hand turns. So they decided to plan their routes around them. The company found that by reducing the number of left hand turns, they reduced their driving miles by over 28.5 million and saved roughly 3.5 million gallons of gasoline! It is well known that one of the most common types of auto accidents is the left turn collision. It is estimated that 27% of all intersection accidents in the United States are related to left hand turn crashes. Studies of hundreds of accidents in Illinois found that left-turning vehicles were involved in a high percentage of crashes. Left hand turn accidents also tend to cause severe injuries. This is due to the fact that the impacts are virtually head on, or in some cases to the side of the vehicle where there is far less protection. Creating traffic designs that reduce left turns into oncoming traffic is one common strategy for reducing conflict points and thus create safer streets for everyone.
ONE-WAY STREETS Studies were conducted from the 1930's to the 1970's of "before" and "after" conditions as communities switched from two-way to one-way streets. Almost universally, they found that one-way streets had 10-20% lower accident rates than when previously two-way. Most significantly, pedestrian accidents plummeted by 30-60%. When the City of Portland converted most of its downtown street system to one-way in the late 1940's, it found a 50% decline in pedestrian accidents, a decline in auto accidents and better traffic flow. In fact, nothing the City of Portland has done to reduce pedestrian accidents in the past 70 years has been as effective as implementing one-way streets. Many cities that made conversions to one-way streets have seen similar benefits, often with win-win situations, where all forms of transportation benefited: pedestrians the most, but also buses, autos, trucks, and bicycles. As left-turning vehicles are known to cause the most traffic collisions, one way street designs can help to dramatically decrease the occurrence of left turns into oncoming traffic.
30 September 21, 2011 STREET DESIGN: STREET WIDTH / PARKING / SIDEWALKS/OPERATING COSTS
The width of a street influences how it is used, the speed of traffic and safety for all users. In order to become more sustainable, Wolfville needs to examine how wide to build its streets, as wider streets require more capital and maintenance costs, both in the present and future. Finding ways to build streets more economically would benefit the entire community because by reducing infrastructure costs, the savings can then be passed on to the community in the form of reduced taxes, increased programs and services or a combination of both. In a previous session, bike lane alternatives were discussed. Bike lanes are another example of a consideration for street width, as on-street bike lanes require that a street be wide enough to accommodate adequate space for both cyclists and traffic (Note: On-street bike lanes are recommended to be at least 4-5 feet wide in order to protect cyclists). A combination of factors can also influence street design. If active corridors are chosen for streets where it is determined that reduced parking is possible, then the paved section of the street can be reduced, and the space that is taken from the street can be combined with the current sidewalk space to make the active corridor. By doing so, the current space allotment for the street remains the same, but is simply used differently. The last element of street design to be examined is sidewalks. It is not practical to expect the Town of Wolfville to have sidewalks on every street or even on both sides of some streets because of the high costs associated with sidewalks. The cost to build sidewalks is significant, not to mention that once a sidewalk is contructed, it must be maintained. While there are many places where sidewalks are important, in the interest of fiscal sustainability, it must be decided where they are a priority and where walking on the street is prefectly acceptable and safe. The table below illustrates the cost differences for the re-construction of two roads of different lengths: 1020 feet (such as Hillcrest Ave.) and 2090 feet (such as Hillside Ave.). The costs are compared for completing both roads at two different widths, each with and without a sidewalk on one side. Street Cost Calculation Examples Sidewalks continue to incur costs after initial Street Length Street Width Concrete Sidewalk Total Cost construction, such as operational costs throughout the winter in (feet) (feet) One side $ the form of snow removal. It is important to note that currently there is only one employee position in Wolfville that is dedicated 1020’ 28’ Yes (No) 635,300 (519,700) Sidewalk Savings (e.g. Hillcrest) 22’ Yes (No) 556,750 (441,100) to operating the sidewalk snowplow. Based on the current number ($115,650) of sidewalks to be cleared, the town is approaching the limit of Street Reduction Savings ($78,600) sidewalks that can be cleared by one position. Thus, any increase in the number of sidewalks would necessitate hiring another 2090’ 28’ Yes (No) 1,301,800 (1,064,900) Sidewalk Savings employee (representing an additional expense). Street design will (e.g. Hillside) 22’ Yes (No) 1,140,800 (903,900) ($236,650) also influence snow clearnance. For example, if active corridors Street Reduction are chosen to be constructed on particular streets, which are 10 Savings ($161,000) feet wide rather than regular sidewalks that are 5 feet wide, then a truck plow could be used to clear them rather than a sidewalk plow which is narrower. Using a truck plow would be a more efficient method of plowing the corridors and would free up the sidewalk plow to spend more time in other areas.
Sidewalk Plow Truck Plow
Wolfville Sustainable Transportation Study - Final Report 31 STREET DESIGN EXAMPLES
A major determining factor in calculating street width is on-street parking, i.e. as more parking is opted for, then the street must be wide enough to accomodate both the parked cars and traffic flow. By determining which streets do NOT require parking on one or both sides, streets can be built more economically when they are redone in the future. Significant savings can be realised by reducing the total amount of infrastructure, both via smaller street widths and being selective where sidewalks are placed. The following diagrams illustrate three basic examples of how parking influences street width, i.e. no parking is the narrowest street, one side parking is wider and ultimately parking on both sides is the widest.
32 September 21, 2011 CROSSWALK DESIGN
There are two main types of crosswalk signal designs: active and passive. Active warnings Current Overhead Active Crosswalk Signal (Main Street) include such things as flashing lights to warn drivers, which can be continuous or activated by pedestrians about to cross a street. Passive warnings refer to such things as crosswalk signs that tell drivers that a crosswalk is present, but rely on the pedestrian to make sure they are seen and the driver to be vigilent. While curent active signals on Main Street crosswalks in Wolfville provide a clear warning to drivers, the situation is still not simple. Active controls are only of increased benefit if pedestrians take the responsibility to activate them before crossing the street. When pedestrians do not activate active warnings, which frequently occurs in Wolfville, they put themselves at risk. When active warning devices are in place, many drivers do not look for pedestrians in crosswalks unless they see the warning lights activated. Several residents have expressed concern after seeing people hit or almost hit in crosswalks, after the pedestrian did not activate the warning system and the driver was not attentive near the crosswalk. When a system is set up to protect pedestrians and they do not use it, it can be argued that they are just as much at fault as the drivers who hit or almost hit them. Studies have shown that in most comunities, drivers pay more attention to the presence or absence of pedestrians at the crosswalk rather than to the type of warning. So the question must be asked if the current crosswalk warning systems on Main Street are the best option to ensure safety. This question is especially relevant given that many people jay-walk across Main Street. If Wolfville drivers have become complacent to only look for people when they see flashing lights, then those who jay-walk are in even greater danger than under normal roadway conditions. A number of options exist: 1. Create an education campaign designed to increase pedestrian knowledge about the importance of using the current warning system, i.e. Always push the button to activate the warning lights when crossing the street. 2. Increase the number of fines given for jay-walking. 3. Make the current active warning systems continuous, to encourage drivers to slow down at all crosswalks and remove the sole onus from pedestrians to activate warning lights. 4. Remove the current warning lights, leaving only the crosswalk signs, to encourage both pedestrians and drivers to be more attentive to each other.
Several residents and workers from the L’Arche Community, as well as a number of seniors identified the four-way stop at Main Street and Gaspereau Avenue as being very dangerous for pedestrians. Other residents have identifed their displeasure with the current traffic arrangement from the perspective of motorists. First-hand observation identifies that community education is an important consideration as there is a significant proportion of users who either are not aware of the rules or choose not to follow the rules at this intersection.
“I never had a near hit until they put in that four-way stop, and since, I have had two (incidents) that if I didn’t stop, I would have been hit. It’s dangerous!” Wolfville Resident Speaking about the 4-way stop at Main & Gaspereau
Wolfville Sustainable Transportation Study - Final Report 33 DOWNTOWN SIGNAGE
From discussions with various residents, a common concern was an improvement in clear signage and markings in the downtown, including: • Signs indicating where parking of all types can be found. • Disabled parking must be clearly marked and enforced.
Rather than create several different types of signs, a standard sign could be created that visually represents the town and points out where numerous points of interest are located, e.g. different types of parking (including disabled), major landmarks, parks, taxi stands, transit stops, bike routes, walking paths, etc.
BENCHES
Benches are an important component of sustainable transportation, active living and community development that can be easily overlooked in discussions about transportation. Numerous, well-maintained and safe outdoor seating areas are identified by the World Health Organization as a key consideration to building age-friendly and accessible communities. It is an all-too-frequent oversight by able-bodied decision makers that many members of society cannot walk long distances and need to periodically sit down to rest. By providing benches at regular intervals throughout a community, where people can opt to rest, the distance people can travel on foot is increased. This increased distance opportunity can allow more people to reach the commercial district in Wolfville on foot and make the downtown more attractive to anyone with mobility issues. Increased foot traffic can make the downtown safer, more vibrant and more economically sustainable. Benches not only benefit those with mobility issues, but also children. Regular physical exercise is crucial for healthy childhood development, not to mention the social-developmental and educational benefits that come from parents taking their children for walks. Young children need to rest more often, given that due to their size, they are essentially walking further with each step than their parents! Benches thus form a crucial component of ensuring that communities meet the 8-8 Rule and are accessible to all. Benches are also an important part of any transit system. People are more likely to use transit if facilities exist for them to rest while they wait for a bus. This point is especially important for seniors or others who have trouble standing for longer periods of time.
34 September 21, 2011 IMPORTANCE OF ECONOMIC DEVELOPMENT
The strength of a local economy is of paramount importance to local residents, as local businesses provide jobs and services to the community, but also help to balance the tax burden. If the number of local businesses decline, commercial taxes will decline as a result, and force local governments to either cut services or raise residential tax rates. Therefore, it is in everyone’s best interest to support and promote the success of local businesses. Between 2001-06, the local economic growth rate was 1.9%, far below the national (9%) and provincial (7.5%) levels. An easy illustration of the effect of commercial activity on residential tax rates is between the towns of Wolville and Antigonish. Both are small, university towns in Nova Scotia, with similar size universities. In comparison, Wolfville’s average residential tax burden is more than twice that of Antigonish (Wolfville: $1543, Antigonish: $746). Commercial assessment in Wolfville represents 10% of the total assessment, while in Antigonish it makes up 26% of the total assessment value. Because commercial tax rates are generally twice that of residential tax rates, the impact on tax revenues is even more significant. In the Town of Antigonish, the commercial sector contributes approximately 47% of the tax revenue of the town, while Wolfville’s commercial sector provides only 22% of its tax revenue. As residential taxes must make up the remaining portion of budget revenues, a stronger commercial sector in Wolfville would help relieve residential taxes. The chart below shows a basic breakdown of how local economies can grow from attracting two groups of cusomters: local patrons and tourists. Interesting enough, these two groups of patrons share many of the same requirements pertaining to transportation infrastructure.
ECONOMIC DEVELOPMENT INFRASTRUCTURE
Infrastructure - Available parking - Accessible parking & sidewalks (e.g. wheelchair parking, outdoor seating, bike locks) Local Patrons - Clear & comprehensible signage - Pedestrian-friendly streets - Healthy mixture of businesses Services - Gathering areas & green space
Economic
Development - Available parking Infrastructure - Accessible parking & sidewalks (e.g. wheelchair Vehicle parking, outdoor seating, bike locks) Bus - Clear & comprehensible signage Tourism Attractions - Pedestrian-friendly streets - Attractions (why do people want to get out of Walking their cars?) Cycling - Connections within the community (people can Infrastructure park once & walk around) - Healthy mixture of businesses - Gathering areas & green space
Wolfville Sustainable Transportation Study - Final Report 35 PEDESTRIAN-FRIENDLY STREETS
Walkability is a measure of how friendly an area is to walking. Walkability has many health, environmental, and economic benefits. Factors influencing walkability include the presence or absence and quality of footpaths, sidewalks or other pedestrian right-of-ways, traffic and road conditions, building accessibility, and safety, among others. One proposed definition for walkability is, “the extent to which the built environment is friendly to the presence of people living, shopping, visiting, enjoying or spending time in an area.” If you go to the best neighborhoods and downtown areas in the world, you’ll find pedestrian-friendly streets. If you visit economically-depressed downtowns or neighborhoods, you’ll often encounter environments that are hostile to the pedestrian. Pedestrian- friendly streets help foster economic growth. Since streets often occupy up to 40% of the downtown land area, they play an important role in the financial health of an urban area. Pedestrian-friendly streets create places where people want to meet, shop and stroll.
“Atlanta’s economic future is inextricably tied to having a vibrant, pedestrian-friendly core that attracts college-educated professionals. So while the image of the “white picket fence” is hardwired into... politics, it is inconsistent with what young, educated people say they want. Overwhelmingly, they want compact, mixed-use, walkable neighborhoods that substitute local businesses, arts & culture, recreation and vibrancy for the previous generations’ sprawling yards, three-car garages and in-home entertainment centers. Mostly, what young adults are seeking in downtown neighborhoods is vibrancy.” Julia Klaiber, Director of External Affairs (CEOs for Cities)
Pedestrian-friendly streets follow one simple rule—the pedestrian is the priority. These streets tend to share the following physical characteristics: • Pedestrians are effectively separated from moving traffic. Separation is provided through the use of wide sidewalks, on-street parking, and landscaping. • Pedestrians can cross the street safely and easily. Intersections are designed to reduce pedestrian crossing distances, crosswalks are clearly marked and aligned with sidewalks, and pedestrian crosswalk signals are clearly marked for understanding. • The streets are full of life. Storefronts and buildings are continuous and contain many openings that create visual interest and activity. • On-street parking is available to support healthy retail. Well-designed street furniture and lighting make the street a place where people want to be.
STREET FAIRS A street fair is a fair that celebrates the character of a neighborhood and is usually held on the main street of a neighborhood. The principal component of street fairs are booths used to sell goods (particularly food) or convey information; many have arts and crafts by local artisans, parades, live music and dance demonstrations. They are usually no more than a few blocks long, although some fairs in New York City (such as the Ninth Avenue International Food Festival) stretch more than a mile. Street fairs vary greatly in character, sometimes even within one city and can be organized around a particular theme. Street fairs offer patrons the opportunity to meet the artist who created the works being sold, which seldom occurs in galleries (Note: People are four times more likely to buy art when they meet the artist). They also can provide a sense of community pride by bringing people together in a large space normally reserved for traffic. When marketed well, especially if organized on a regular basis, the potential exists to draw customers to Wolfville from a larger area because people can plan it into their travel plans, i.e. even if they cannot make it on one particular day, they can make it the next week. Local farmers’ markets are, in reality, the same idea on a smaller scale, as they draw people from the surrounding area to purchase goods that are made and grown by local producers.
36 September 21, 2011 TRAFFIC CALMING & ECONOMIC DEVELOPMENT
Traffic flows on one-way streets can be significantly higher than on two-way streets, so it is no surprise that numerous studies have shown that businesses actually do better on one-way streets than two-way. Portland found 51% fewer accidents at intersections and 37% fewer between intersections. Sacramento found 14% fewer accidents on streets converted to one-way operation despite a 17% increase in accidents in the city as a whole. Pedestrians particularly benefit from one-way streets. Two-way streets produced 163% more pedestrian accidents in Sacramento and 100% more pedestrian accidents in Portland, OR, Hollywood, FL, and Raleigh, NC. One-way streets have been called, “ the most effective urban counter-measure” to pedestrian accidents. In Portland, many downtown businesses initially resisted one-way streets, worrying that customers going in the other direction would miss them or not bother to drive around the block to shop. But after some streets were converted, most businesses saw the benefits of increased traffic meaning more customers and became believers .“Of course, there were some retailers who opposed one-way streets”, wrote the director of the Portland Retail Trade Bureau, “today, those very same people would not go back to two-way traffic.” Around the same time, the director of the Retail Merchants Association of Sacramento wrote that, while there was some initial scepticism, Sacramento businesses “are now almost 100% in favor of one-way streets. Business has improved in this area and property values have risen substantially.” Engineers in Sacramento and Olympia, Washington actually compared retail sales before and after one-way streets. Olympia found that businesses on one-way streets were doing better than comparable businesses on two-way streets. Sacramento also found that businesses grew faster than similar businesses in the city as whole.
Traffic calming is the combination of mainly physical measures that reduce the negative effects of motor use, alter driver behavior and improve conditions for non-motorized street users. Traffic calming is part of a new movement in transportation engineering that is more multi-modal in focus (buses, bikes, pedestrians, etc.) and less auto-centric than previous engineering trends. Common traffic calming techniques and tools include speed bumps, crosswalk narrowing for pedestrians, better signals or signs, new street trees or landscaping, bike lanes, removing a lane of auto traffic and reconfiguring or narrowing streets.
Small Businesses and Traffic Calming Small business owners can be the most vocal opponents of traffic calming projects because they fear losing revenue due to changes to the streetscape. Some research suggests that traffic calming projects can actually improve business conditions and raise revenues for small businesses. In fact, business owners in areas that have previously received traffic calming measures can become some of the most vocal champions of this work. However, business owners in areas being studied for traffic calming are often not aware of how well these measures have worked for their counterparts across town and in other jurisdictions.
Walkability Is A Tourist Magnet Tourists coming to Vermont to walk and bicycle in the scenic, human-scale towns and compact, pedestrian-friendly town centers have proved to be an economic boon. In 1992, an estimated 32,500 visiting cyclists spent $13.1 million in Vermont – about twice the amount of money generated by Vermont’s maple syrup producers in a good year.
Walkability – It’s Good for Retail Sales There are many models around the country that show clear economic benefits to improving the environment for walking in residential and commercial districts. The city of Lodi, California offers an example of a successful strategy for making communities simultaneously more walkable, livable, and prosperous. Downtown Lodi launched a $4.5 million public-private pedestrian-oriented project, including a retrofit of five main street blocks. On the main school street, sidewalks were widened, curbs bulbed out at intersections and colored paving stones laid in the new sidewalks and street. A striking gateway was installed, as well as 140 street trees, lighting, benches, and other streetscape amenities. The city credits the pedestrian improvements, as well as economic development incentives, with the 60 new businesses, the drop in the vacancy rate from 18% to 6% and the 30% increase in downtown sales tax revenues since work was completed.
Wolfville Sustainable Transportation Study - Final Report 37 CYCLING TOURISM
Cycling tourism is a tourism component that continues to grow around the world, driven both by young people and retiring baby boomers, all looking for healthy vacation options. Within this tourism sector, there are two groups: (1) those who cycle to your area; and (2) those who arrive in your area and wish to cycle around and see local attractions.
Charleston South Carolina The map (right) shows the city bike route that Charleston recommends to all tourists who want to see the city while cycling. The route focuses on a combination of one-way streets and right turns to make it as safe and enjoyable as possible, and avoids heavy traffic areas. Investing in bicycle infrastructure and promoting cycling can draw new money to a local economy by attracting visitors who may otherwise spend their vacation dollars elsewhere. Maine, which since 1991 has made a concerted effort to improve its bicycle infrastructure by widening shoulders and creating shared-use paths, generates $66 million a year in bicycle tourism. One of the most celebrated examples is North Carolina’s Outer Banks, which, by a conservative estimate, generates $60 million in economic activity through bicycle tourism. They spent $6.7 million on bicycle infrastructure and have seen an annual 9:1 return on that one-time investment. The types of visitors drawn to bike on the Outer Banks add a boost to the economy with their ability to spend money. A study in that area showed that their bicycle tourists tended to be affluent (half earn more than $100,000 a year and 87% earn more than $50,000) and educated (40% have a masters or doctoral degree). Expenditures by the 680,000 annual visiting bicyclists support 1,400 jobs in the area. The study shows that the quality of bicycling in the Outer Banks influenced vacation planning. Over half of survey respondents said bicycling had a strong influence on their decision to return to the area. The facilities themselves were well-received. Two-thirds of respondents said that riding on bike facilities made them feel safer and three quarters said that more paths, shoulders and lanes should be built. Québec has also seen a measurable impact of bicycle tourism on its economy. In 2000, Province-wide spending by bicyclists totaled $166 million. The Québec bicycle industry generated sales over $181 million, while supporting 2,800 jobs. To draw tourists and encourage cycling, Quebec developed a network of 2,702 miles of bicycle paths and roadway routes called La Route Verte, which is promoted as the “best bicycle route in the world.” In 2000, when only part of the route was complete, La Route Verte cyclists spent a total of $95.4 million, corresponding to approximately 2,000 jobs.
In 2005, bicycle tourists spent $83 a day, while other tourists averaged $66!
Some locations focus more on quality of life for their residents than on tourism. Portland, Oregon, which has been designated a Platinum-level Bicycle Friendly Community by the League of American Bicyclists, in part for its investments in infrastructure, saw $90 million in bicycle-related activity in 2008. Nearly 60% of that activity came from retail, rental, repair and bicycle events. Recognizing the importance of bicycling to Portland, Mayor Sam Adams has proposed setting aside $500,000 specifically for bicycle programs and projects to “provide more Portlanders an affordable option for getting around the city.” As a result of policies to encourage bicycling and maintain urban density, which reduce auto-dependency, Portland residents save on transportation costs and have more money to spend on things they value. Compared to the distance and time spent commuting to work in the median American city, Portlanders travel 2.9 billion fewer miles and spend 100 million fewer hours, saving $2.6 billion a year. These communities show the impact that relatively modest investments in paths, expanded shoulders, and trails can have on the local economies by attracting visitors, residents, and businesses.
38 September 21, 2011 RECOMMENDATIONS
Wolfville Sustainable Transportation Study - Final Report 39 INTEGRATED COMMUNITY DESIGN
The first step in designing bike lanes for Wolfville is assessing where people need and want to go, and then ensuring that no matter where residents live, that they can access common locations via one of the master route connections. While there are many places in Wolfville that residents travel to, there are four common destination areas accessed in higher frequency than others: 1. Acadia University Campus 2. Acadia University Gymnasium 3. Commercial Centre (Downtown) 4. Wolfville School
With these common community destination areas in mind, an overall Master Bike Lane Map (red lines) is proposed to connect all residents to these destination areas, to all other parts of the community and to surrounding communities as well.
Master Active Living Map (Bike Lanes)
40 September 21, 2011 MASTER ACTIVE LIVING MAP (BIKE LANE ZONES)
After establishing the routes needed to connect the community, the next step is to assess what types of bike lanes are needed on these streets, as not all streets require the same approach. The map below breaks the bike lane routes of the Master Active Living Map into zones with an explanation of each zone and the treatment recommendations for each zone in the following sections.
Master Active Living Map (Bike Lane Zones)
Zone 1: Main Street (east of Locust Ave./west of Highland Ave.) Zone 4: Gaspereau Avenue & Highland Avenue
Zone 2: Main Street Downtown (Locust Ave. to Highland Ave.) Zone 5: Pleasant Street & Skyway Drive
Zone 3: Acadia Street Zone 6: Sherwood Drive & Kent Avenue
Wolfville Sustainable Transportation Study - Final Report 41 ACTIVE LIVING: BIKE LANE ZONES
Zone 1: Main Street (east of Locust Ave./west of Highland Ave.)
Zone #1 refers to the parts of Main Street that fall outside the downtown commercial sector, i.e. east of Locust Avenue and west of Highland Avenue. Main Street is designated as an Arterial road due to its status as a connector within town and to other communities. It consistently experiences high amounts of traffic, is considerable in width (34-36 feet) and much of its length has no parking on either side. The study circles took into account Main Street’s high traffic volume and noted the importance that any long-term cycling infrastructure must meet the needs to all users (i.e. experienced and beginners of all ages) if cycling is to be encouraged in the community. An active corridor was identified as an ideal way to meet the needs of all active transportation users. Space would be realised by encorporating the current south sidewalk, View of Main St. east from Victoria Ave. as well as space garnered from a street width reduction. While not receiving as strong support as the active corridor, the notion of integrated bike lanes was something that many participants indicated they could “live with”, while acknowledging that this idea would not meet the needs of most users in the long term. Given the secondary support for integrated bike lanes, it is further recommended that until an active corridor can be constructed, that lines for integrated bike lanes be painted on Zone #1 of Main Street. It is important to note that the recommended width for bike lanes is 4-5 feet to ensure safety for cyclings. Given the subsequent recommendation to narrow the width of Main Street, ample space exists along the majority of the length of Main Street for integrated bike lanes.
RECOMMENDATIONS: Active Corridor • Reduce the width of Main Street to 26 feet with limited on-street parking near downtown only. • Maintain the north sidewalk. • Create a two-lane, bi-directional active corridor running along the south side, utilizing the current sidewalk and space garnered from the street reduction. • Until the active corridor is created, paint integrated bike lane lines on each side of the street, providing a space for cyclists 4-5 feet wide. • Through a collaborative effort with Kings County, the active corridor could be eventually continued to New Minas, along the north side of Route 1, by encorporating space from the street and the partial sidewalk that currently exists. Integrated Bikelanes
42 September 21, 2011 ACTIVE LIVING: BIKE LANE ZONES
Zone 2: Main Street Downtown (Locust Ave. to Highland Ave.)
Zone #2 refers to the commercial sector of Main Street that falls between Locust Avenue and Highland Avenue. As mentioned in the discussion of Zone #1, Main Street is designated as an Arterial road and consistently experiences high amounts of traffic. There is currently no cycling space designation of any kind on this section of Main Street, which requires cyclists to be very assertive when using this section of the street. The result is that only very experienced cyclists cycle with traffic in the downtown commercial sector, while most cyclists opt to cycle on the sidewalks. Despite the fact that for most cyclists this option is illegal, it is also quite dangerous for them to share the sidewalks with pedestrians in the spring, summer and fall months when pedestrian traffic is heavier. The recommended treatment for Zone #2 builds on Zone #1 and adds a seasonal treatment to the downtown core. In the months encompassing spring, summer and fall (when pedestrian and Main St: Spring-Fall cycling traffic are at their peak), cyclists will travel along a bi-directional, segregated bike lane, created along the south side of Zone #2. This segregated bike lane will have two lanes, with arrows indicating direction of travel, and be separated by temporary posts from traffic. During the winter months (when pedestrian and cycling traffic descrease significantly), cyclists using Zone #2 will be directed to use the sidewalks, with the understanding they are to yield to pedestrians (signs should be posted to this effect). During the winter period, the temporary posts will be removed to facilitate snow clearing, and parallel parking will be permitted on the south side of the street in the same way it currently exists.
RECOMMENDATIONS: Spring-Fall • Create a 10-foot, two-lane, bi-directional bike lane running along the south side of the street for cyclists only. • Bike lane is separated from traffic by temporary posts.
Winter • Cyclists travel on sidewalks, yielding right-of-way to pedestrians. • Temporary posts are removed to facilitate snow clearing with vehicles allowed to park in that space. Main St: Winter
Wolfville Sustainable Transportation Study - Final Report 43 ACTIVE LIVING: BIKE LANE ZONES
Zone 3: Acadia Street
Zone 3 comprises the length of Acadia Street. This road experiences a high amount of traffic at specifc peak periods during the day, i.e. morning drop-off and afternoon pickup of children. The high amount of traffic is also mixed, comprised of school staff vehicles, parents’ vehicles, school buses, students and parents walking, as well as students walking to Acadia University and local traffic. Despite the fact that most of Acadia Street is a one-way street, it can still be dangerous for children given the volume of traffic that exists at peak periods of the day. Interestingly, if more children, parents and staff cycled to school, not only could health benefits be realised, but it would also make for a safer environment in front of the school by reducing the number of vehicles that are present during peak traffic periods. Acadia Street is a spacious one-way street, having been converted from a former a two-way street. Any reduction in street width would serve as a traffic- calming measure, while providing extra space for the walking and cycling infrastructure without interfering with traffic flow.
RECOMMENDATIONS: • Make Acadia Street one-way for its entire length (west to east from Gaspereau Ave. to Highland Ave.). • Reduce the width of the street to 22 feet with parking on the south side of the street only. • Maintain the north sidewalk. • Create a 10-foot, two-lane, bi-directional active corridor running along the south side in front of the school, utilizing the current sidewalk and space garnered from the street reduction. • Student cycling programs should be enhanced to not only teach safe cycling, but also to encourage higher cycling rates among students.
44 September 21, 2011 ACTIVE LIVING: BIKE LANE ZONES
Zone 4: Gaspereau Avenue & Highland Avenue Zone 4 comprises Highland and Gaspereau Avenues between Main Street and Pleasant Street. Both of these streets experience significant traffic volume and are major connector routes within Wolfville (see Master Active Living Map). As important connectors to Wolfville School, Acadia University and the downtown commercial sector, it is reasonable to expect significant active transportation traffic. The treatment of both streets is the same manner, with each a mirror of the other. RECOMMENDATIONS: • Reduce the width of both streets to 24 feet with no on-street parking allowed. • Maintain one sidewalk on each street between Main Street and Prospect Avenue (east side of Highland Avenue, west side of Gaspereau Avenue) • Create a 10-foot, two-lane, bi-directional, active corridor running the length of the east side of Gaspereau and the west side of Highland, utilizing the current sidewalk and space garnered from the street reduction. Notes: * The active corridor is displayed on the east side of Gaspereau Avenue due to the construction that would be required to navigate the narrow space around the Toye Lane exit. The active corridor could be placed Gaspereau Avenue (view south from Acadia Street) Highland Avenue (view south from Acadia Street) on the east side if sufficient engineering was done. *The active corridor was placed on the west side of Highland Ave. due to the topography on that side of the street being much flatter. A west side active corridor would also allow a number of mature trees to remain along the east side of Highland Avenue.
Wolfville Sustainable Transportation Study - Final Report 45 ACTIVE LIVING: BIKE LANE ZONES
Zone 5: Pleasant Street & Skyway Drive
Zone 5 comprises Pleasant Street and Skyway Drive. These streets also experience significant traffic volume and speed, and are major connector routes within Wolfville (see Master Active Living Map). As important connectors to Wolfville School, Acadia University and the downtown commercial sector, it is reasonable to expect significant active transportation traffic.
RECOMMENDATIONS: • Reduce the width of both streets to 24 feet with parking allowed on one side of the street only. • Create a 10-foot, two-lane, bi-directional, active corridor running the length of the north side of the streets, utilizing the current sidewalk and space garnered from the street reduction. • Street lighting along this section is currently on the south side of the street where no sidewalks exist. Investigate ways to either alter or move current Pleasant Street lighting to provide lighting for the north side. • While on-street, one-sided parking could be located on either side of the street, if parking was located on the north side of the street, pedestrians would not have to cross the road from the active corridor to get to their cars. Locating parking on the same side of the street as the active corridor would simplify lighting requirements by creating the need to only illuminate one side of the street.
46 September 21, 2011 ACTIVE LIVING: BIKE LANE ZONES
Zone 6: Sherwood Drive & Kent Avenue
Zone 6 refers to Sherwood Drive and Kent Avenue. Whereas the previous five zones would be considered primary active transportation conectors, these two streets could be considered secondary connectors, as they do not experience high volumes of traffic, but provide important connection routes for the edges of Wolfville to the primary connection routes. Notes • Sherwood Drive was recently reconstructed, so major renovations would not be expected on this street in the near future. • It is illegal to park in a bike lane in Nova Scotia, so decisions for these roads were made with the understanding that if integrated bike lanes were placed on both sides of the street, there could be Sherwood Drive no on-street parking! RECOMMENDATIONS: Sherwood Drive: (Immediate future) • Designate parking on one side only, paint a bi-directional bike lane on the opposite side for bike traffic in both directions (approximately 6 feet wide).
Sherwood Drive (when eventually reconstructed) & Kent Avenue • Reduce the width of both streets to 24 feet with parking allowed on one side only. • Create a 10-foot, two-lane, bi-directional, active corridor running the length of the opposite side of the street. • The active corridor will replace any need for a sidewalk on these streets and be more economical Kent Avenue to construct, while providing a more useful and safe space for residents.
Active Corridor Integrated Bi-directional Bike Lane
Wolfville Sustainable Transportation Study - Final Report 47 ACTIVE LIVING: TRAILS
Trails and walking paths form an important part of any active living network. As walking and jogging are relatively low cost health alternatives, they can help to bridge the financial divide to healthy living, evident in more expensive exercise options. Trails and paths also form an important component of connecting various parts of a community. Similiar to the cycling routes of the Master Active Living Map, routes for walking and jogging should help connect all residents to the parts of town most used by residents. Trails and paths can be combined with cycling infrastructure as part of a comprehensive active living strategy.
Master Active Living Map (Walking Trails) Map Features Millennium Trail Railway Town of Path (Unmarked) Watercourses Rail Line Section : Town Boundary Wolfville C Rawding Revine Section o Parks / Open Space Nova Scotia r Kieran Pathways Section n w a r l l i s R i v e Dykes MacKay-Leiter Section Walking Trails Water Resevoir Park Section Town Roads Acadia University Town Properties Woodland Trails Gaps in Walking Infrastructure
Dykeland St
Braemar
Harris Pl Harris
Chambers Chambers Dr
Marsh Hawk Drive Tufts Robie Cherry Lane Cherry
Balcom Dr Balcom
Close Lynwood W o l f v i l l e Dr H a r b o u r Blue Heron Dr Ct Front St Woodman Rd
Harbourside Dr
Central Woodman Rd LauraMoore Rd Elm Ave Bigelow St Ave Earnscliffe
Main Street Whidden Ave
DeWitt Close Chestnut Ave Chestnut Ave Main St
Wickwire Ave Wickwire Oak Ave
Westwood Ave Westwood Kent Avenue Kent
Summer St Main St University Ave University
Stirling Avenue Stirling Post Rd Hillcrest Avenue Hillcrest
Linden Ave Acadia St
LocustAve Highland Avenue Highland Seaview Ave Olsen Dr Starr St VictoriaAve Willow Avenue Wright Ln Cobblers Ct Prospect Street King St Little Rd Winter St Blomidon Terr Prince St Little
Dale St Carriageway Ct Brook Ln Brook
Minas View Dr View Minas Queen St Wallace Pl Toye
Woodland Dr Stoneybrook C t Bishop Ave Bishop Park St Ln Acadia Dr Sherwood Bay St Ave Parkview
University Kinley Close Beckwith St Maple Ave Fairfield St Avenue Orchard Herbin Gaspereau Ave
Hillside Ave Hillside
Riga Dr Grandview St Cape View Dr Dr
Catherine Ct IonaRd
Fowler St Alline St Skyway Dr
Skyway Dr Pleasant St Pleasant St KencrestAve
Basin Dr Basin Fundy Dr Evangeline Ct Evangeline Riverview Sunset Terr Ave Huron
Ave Sylvan Dr Sylvan Borden Dr Glooscap Terr
John Pryor Basinview Terr Dr Perry Bowles St
Highway 101
48 0 125 250September500 Metres 21, 2011
Produced by Information Services 0250 500 1,000 Feet Town of Wolfville August, 2010 ACTIVE LIVING: WOODLAND TRAILS
Photo #1 - The stepped entrance of the Woodland Trail off Westwood Avenue needs maintenance and a better design to ensure safety and increased accessibility for users.
RECOMMENDATION:
• The stone steps are not practical or safe; these should be removed. Map Features Millennium Trail Railway Town of• The trail bed should be upgraded and a railing added down the initial grade of the trail after the Path (Unmarked) Watercourses entrance. Rail Line Section : Town Boundary Wolfville C Rawding Revine Section Nova Scotia o r Parks / Open Space n w Kieran Pathways Section a l e r Dykes Walking Trails l i s R i v MacKay-Leiter Section 1 Water Resevoir Park Section Town Roads Acadia University Town Properties Woodland Trails Photo #2 - Due to minimal maintenance over the years, the trail bed becomes impassible during periods of wet weather.
RECOMMENDATION: Dykeland St Braemar • ThePl Harris trail bed needs to be upgraded to ensure proper drainage and encourage year round use.
Chambers Chambers Dr
Marsh Hawk Drive Tufts Robie Cherry Lane Cherry
Balcom Dr Balcom
Close Lynwood W o l f v i l l e Dr H a r b o u r Blue Heron Dr Ct Front St Woodman Rd
Harbourside Dr
Central Woodman Rd LauraMoore Rd Elm Ave Bigelow St Ave Earnscliffe
Main Street Whidden Ave
DeWitt Close Chestnut A Chestnut Ave Main St
Wickwire Wickwire Oak Ave
Westwo Kent A Kent
Summer St Main St Uni
Stirling Avenue Stirling Post Rd H
Linden Ave
versity Ave versity
ve
Ave
venue od Ave od illcrest Avenue illcrest Acadia St
LocustAve Highland Avenue Highland Seaview Ave Olsen Dr Starr St VictoriaAve 2 Willow Avenue Wright Ln Cobblers Ct Prospect Street King St Little Rd Winter St Blomidon Terr Prince St Little
Dale St Carriageway Ct Brook Ln Brook
Minas View Dr View Minas Photo #3 - A connection between the current trail and Queen St Wallace Pl Toye Woodland Dr Stoneybrook C t Beckwith Street would provice a direct connection from Ave Bishop Park St Ln Acadia Dr Sherwood streets to the west of the trail to the centre of town and Bay St Ave Parkview University Kinley Close Beckwith St Maple Ave Fairfield St Avenue Orchard the Acadia campus. Herbin Gaspereau Ave
Hillside Ave Hillside
Riga Dr Grandview St Cape View Dr Dr RECOMMENDATION: Catherine Ct
• Establish a connection between Beckwith Street and IonaRd Fowler St Alline St the Woodland Trail. Skyway Dr
Skyway Dr Pleasant St Pleasant St KencrestAve
Basin Dr Basin Fundy Dr Evangeline Ct Evangeline Riverview Sunset Terr Ave Huron
Ave Sylvan Borden Dr Glooscap Terr
Dr 3 John Pryor Basinview Terr Dr Perry Bowles St
Wolfville Sustainable Transportation Study - Final Report Highway 101 49
0 125 250 500 Metres
Produced by Information Services 0250 500 1,000 Feet Town of Wolfville August, 2010 Map Features Millennium Trail Railway Town of Path (Unmarked) Watercourses Rail Line Section : Town Boundary Wolfville C Rawding Revine Section o Parks / Open Space Nova Scotia r Kieran Pathways Section n w a r l l i s R i v e Dykes MacKay-Leiter Section Walking Trails Water Resevoir Park Section Town Roads Acadia University Town Properties Woodland Trails
Dykeland St ACTIVE LIVING: MILLENIUM TRAILS Braemar
Harris Pl Harris
Chambers Chambers Dr
Marsh Hawk Drive Tufts Robie Cherry Lane Cherry
Balcom Dr Balcom
Close Lynwood W o l f v i l l e Dr H a r b o u r Blue Heron Dr Ct Front St Woodman Rd
Harbourside Dr
Central Woodman Rd LauraMooreRd Elm Ave Bigelow St Ave Earnscliffe
Main Street Whidden Ave
DeWitt Close Chestnut Ave Chestnut Ave Main St
Wickwire Ave Wickwire Oak Ave
Westwood Ave Westwood Kent Avenue Kent
Summer St Main St University Ave University
Stirling Avenue Stirling Post Rd Hillcrest Avenue Hillcrest Linden Ave 2 Acadia St 2 3 3
LocustAve Highland Avenue Highland Seaview Ave Olsen Dr Starr St VictoriaAve RECOMMENDATIONS: Willow Avenue Wright Ln Cobblers Ct Prospect Street King St 1. Like the Woodland Trails, the Millennium Trail could also use better Little Rd Winter St Blomidon Terr Prince St Little 2 maintenance to aid proper drainage to ensure year-round use and better
Dale St connectivityCarriageway to the Ct centre of town. Currently, Cape View Drive and Kinley Brook Ln Brook
Minas View Dr View Minas Queen St Close provide parts of a corridor, but gaps exist. Wallace Pl Toye
Woodland Dr 2. The steps going downStoneybrook the hill C t on the north side of a townhouse development Bishop Ave Bishop Park St Ln are in great disrepair and their location is not ideal as part of an active Acadia Dr Sherwood Bay St Ave Parkview living network, due to the fact that anyone wishing to access them would
University Kinley Close have to either walk behind the private residence or part-way down Beckwith St Maple Ave Fairfield St Avenue Orchard Blomidon Terrace. If any sort of treatment is going to occur on Herbin Gaspereau Ave Blomidon Terrace, it would make more sense, both financially and safety-
Hillside Ave Hillside
Riga Dr Grandview St Cape View wise to simply apply the treatment for the length of Bloomidon Terrace and Dr Dr forgo replacing the steps. If a railing was placed along one side of the street, Catherine Ct 3 a walker could use the railing to descend the hill, while being able to walk on
the road asphalt (a dependable year-round surface). A railing placed on the IonaRd side of the road would also not interfere with snow clearance, making this Fowler St Alline St 4 section accessible year round, unlike the steps, if they were replaced. Skyway Dr 3. A small path currently exists from Orchard Avenue to the top of a hill which connects to the Millennium Trail. The path from Orchard Avenue should be Skyway Dr Pleasant St Pleasant St KencrestAve upgraded and the section heading down over the hill to the Millenium Trail
Basin Dr Basin Fundy Dr Evangeline Ct Evangeline Riverview Sunset Terr Ave Huron constructed so people could navigate the slope of the hill leading down to the
Ave Sylvan Dr Sylvan Borden Dr Millennium Trail. 4. Currently, there is no public connection between the Millennium Trail and Glooscap Terr either Parkview Avenue or Bishop Avenue. The town should explore any John Pryor arrangements which can be made with property owners near the end of Basinview Terr Dr Perry Bowles St these cul-de-sacs in order to connect to the Millenuim Trail. Highway 101 50 September 21, 2011
0 125 250 500 Metres
Produced by Information Services 0250 500 1,000 Feet Town of Wolfville August, 2010 Map Features
Town of Trails : Railway Wolfville C o Watercourses Nova Scotia r n Town Boundary w a e r l l i s R i v Parks / Open Space Walking Trails Dykes Water Town Roads ACTIVE LIVING: TRAILS Town Properties
MMMaster Active Living Map (Walking Trails) Dykeland St Braemar
Harris Pl Harris
Chambers Dr
Marsh Hawk Drive TuftsRobie Cherry Lane Cherry
Balcom Dr Balcom
Close Lynwood W o l f v i l l e The black lines represent Dr H a r b o u r Blue Heron Dr Ct Front St Woodmancurrent Rd paths of access; the
Harbourside Dr
Central Woodman Rd La ElmAve Bigelow St Ave Earnscliffe red lines on the map indicate
Main Street Ave ura Moore Rd Whidden
DeWitt Close Chestnut Ave Chestnut Ave Main St where the current system
Wickwire Ave Wickwire Oak Ave Westwood Ave Westwood
Kent Avenue Kent of trails could be expanded
Summer St Main St University Ave University Stirling Avenue Stirling Post Rd
Hillcrest Avenue Hillcrest and/or improved to increase
LindenAve
Acadia St LocustAve Highland Avenue Highland Seaview Ave Olsen Dr Starr St VictoriaAve connections within the town Willow Avenue Wright Ln Prospect Street King St Cobblers Ct Winter St from east to west. Little Rd Blomidon Terr Prince St Little
Dale St Carriageway Ct Brook Ln Brook
Minas View Dr Minas View Queen St Wallace Pl Toye
Woodland Dr Stoneybrook Ct Bishop Bishop Ave Ln Park St Acadia Dr Sherwood RECOMMENDATIONS: Bay St Parkview Ave
University Kinley Close • Trails should be Beckwith St Mapl Fairfield St Orchard Avenue Herbin maintained to a higher Gaspereau Ave e Ave
Hillside Hillside Ave
Riga Dr Grandview St Cape View standard. Dr Dr Catherine Ct • Efforts to extend the Rail
Iona Rd Iona Trail through to New Fowler St Alline St Minas should be pursued Skyway Dr whenever possible in Skyway Dr Pleasant St Pleasant St KencrestAve
Basin Dr Basin Fundy Dr Evangeline Ct Evangeline Riverview future. Sunset Terr Huron Ave
Ave Sylvan Dr Sylvan Borden Dr Glooscap Terr
John Pryor Basinview Terr Dr Perry Bowles St Highway 101
STREET DESIGNS: DOWNTOWN TRAFFIC & PARKING 0 125 250 500 Metres Several designs were discussed for the downtown commercial sector. All ideas were examined with consideration of how to best address the needs of all
Produced by Information Services 0250 500 1,000 Feet Town of Wolfville users, specifically, to achieve the following outcomes: February, 2011 1) Examine the most efficient use of space for parking 3) Create better traffic flow in the downtown 2) Allocate space for cyclists along Main Street 4) Make downtown a safer place for all users
Two options were supported for recommendation by the study circles. While both options received substantial support, option #2 received the most support for consideration. 1) One-way Front Street/Two-way Main Street 2) One-way street configuration in downtown
Wolfville Sustainable Transportation Study - Final Report 51 DOWNTOWN STREET DESIGNS
DOWNTOWN TRAFFIC & PARKING OPTION #1 Proposed SaveEasy Parking Lot Allocation Option #1 would see Front Street made into a one-way street from Harbourside Avenue to Elm Street. This configuration achieves several improvements: • Front Street would realise 24 additional on-street parking spaces via a change to back-in angle parking. Due to their location in the downtown commercial sector, these parking spaces should be highly attractive to busi- ness owners, patrons and residents. • Via a new configuration, the SaveEasy parking lot would realise improved traffic flow for patrons and delivery vehicles, as well as add 10 additional parking spaces (including 2 additional handicapped spaces). • As a one-way street, Front Street would be safer for both pedestrians and vehicular traffic due to reductions in the number of left turns into oncoming traffic and the number of conflict points. • The one-way street configuration and revamped SaveEasy parking lot design was reported to be easier for delivery drivers, decreasing the amount of time delivery trucks would tie up traffic on Front Street.
Proposed Front Street Parking Allocation
52 September 21, 2011 DOWNTOWN STREET DESIGNS
DOWNTOWN TRAFFIC & PARKING OPTION #1
Option #1 would see no changes made to Main Street, except for the addition of the dual bike lane mentioned in the previous Active Living section recommendations. Traffic would continue to be two-way, with parallel parking on the north side of the street. Parallel parking would also be allowed on the south side of the street during the winter months when the temporary posts separating the dual bike lane are removed for snow clearance.
Option #1 realises the total overall additon of 34 downtown parking spaces.
Option #1: Main Street (Spring-Fall)
Option #1: Main Street (Winter)
Wolfville Sustainable Transportation Study - Final Report 53 DOWNTOWN STREET DESIGNS
DOWNTOWN TRAFFIC & PARKING OPTION #2
• Option #2 would create a two-block, one-way traffic square in Wolfville’s downtown commercial sector with Main Street, Front Street, Harbourside Avenue and Elm Avenue. Option #2 maintains the dual bike lane on Main Street and the one-way Front Street designs previously mentioned. Central Avenue would be for deliveries and local traffic only (no through traffic). • While the creation of the dual bike lane along Main Street reduces on-street parking on Main Street in the downtown commercial sector, one-way traffic along Main Street permits the creation of back-in angle parking which would recoup the spaces lost from the creation of the bike lane. (Note: With the creation of the dual bike lane, angled parking can only be created on Main Street if traffic is one-way, due to parking space requirements) • As previously mentioned for the dual bike lane, during the winter months, cyclists would be directed to cycle on the sidewalk, the bike lane posts would be removed to permit snow clearing and motorists would be allowed to parallel park in the bikelane, just as they currently do all year round. • The arrangement of one-way streets in the downtown commercial sector would greatly reduce left turns and vehicle-vehicle and vehicle-pedestrian conflict points, thus making streets in the downtown much safer for all users. • Counting the parking increases on Front Street, angled parking on Main Street would realise an overall increase in downtown on-street parking of 34 parking spaces in spring-summer-fall and 57 parking spaces in winter!
Option #2: Downtown One-Way Traffic Configuration NOTE: * While the creation of a number of one-way streets would be new to Wolfville’s downtown core, many communities in Nova Scotia currently have one-way streets (see Appendix F). * As a nearby example, the proposed one-way street design for Wolfville’s downtown would be much simpler and easier to navigate that Kentville, due to the fact that Wolfville would only have one lane of traffic on all one- way streets. Part of the confusion in Kentville’s downtown core owes to the multiple one-way lanes and poor signage.
54 September 21, 2011 DOWNTOWN STREET DESIGNS Option #2: One-Way Front Street (view west)
Option #2: Main Street Spring-Summer-Fall Design (view west) Option #2: Main Street Winter Design (view west)
Wolfville Sustainable Transportation Study - Final Report 55 DOWNTOWN STREET DESIGNS: HARBOURSIDE AVENUE
Harbourside Delivery Zone In Option #2, the only available space for parking on Harbourside Avenue would be in front of The Anvil. There are a number of possibilities for this space: 1) on-street parallel parking; 2) a taxi stand; 3) a delivery zone; or 4) a combination of these options.
Harbourside Avenue On-Street Parking Harbourside Taxi Zone
56 September 21, 2011 DOWNTOWN STREET DESIGNS: ELM AVENVUE In Option #2, Elm Avenue also becomes a one-way street fron Front Street to Main Street. Currently, some on-street parking exists next to Clock Park. This space could be used for: 1) continued on-street parallel parking; 2) a taxi stand; 3) a delivery zone; or 4) a combination of these options.
Elm Avenue Taxi & Delivery Zones
Elm Avenue On-Street Parking
Elm Avenue Taxi & Delivery Zones
Wolfville Sustainable Transportation Study - Final Report 57 TRANSIT
TRANSIT RECOMMENDATIONS: • Council should make transit service a priority, even if a larger financial investment is required. • Council should explore alternatives to the current method of transit service delivery, as a fixed-route transit system may not provide the best value-for-money. • Council should lobby the provincial government to develop a subsidization program for transit services across Nova Scotia. • There should be a more substantial discount for seniors on Kings Transit. • There should be a low income discount for riders of Kings Transit. • There should be low income assistance for riders of Point-To-Point Transit. Main Street Transit Stop • Regularly review how easy it is for residents to access transit information within regular town destinations (e.g. local businesses, public information boards), with emphasis on seniors and low income residents.
TRANSIT STOP RECOMMENDATIONS: • ALL transit stops should include the following: 1. Displayed map of the transit route 2. Displayed transit schedule or minimally, bus arrival times at that stop 3. Displayed current bus fare 4. Large, clear bus stop sign, distinguishable from other signs, located at a consistent height (at least 7 feet high) 5. Accessible connection to the bus from the sidewalk for wheelchairs and walkers 6. Curb painted red to indicate the bus stop space 7. Benches • SELECT bus stops should be reviewed for shelters • Council should allow “tasteful” advertising to pay for bus shelters • All bus stops require better snow removal. Snow banks cannot be left between the curb and where riders board a bus as they present significant barriers to anyone with mobility issues and increase the likelihood of safety concerns through ice build-up. • The present transit stop on Main Street would conflict with the recommended two-lane, bi-directional bike lane, so in order to facilitate both the bike lane and transit stop, it is recommended that the curb be cut back to allow the buses to cross the bike lane and stop on the south side in a cutout to pick up passengers.
58 September 21, 2011 PEDESTRIAN & CYCLING INFRASTRUCTURE
BENCH RECOMMENDATIONS: Main Street Transit Stop Planters With Bench Additions • The number of benches in Wolfville should be increased at all transit stops, throughout the downtown commercial sector and along active living routes (e.g. trails, active corridors) • Given that curb space on Main Street would be reduced due to a recommended transit cutout, additional seating could be gained by adding seating on the cemment planters (see illustration right). This seating addition would greatly increase the functionality of current transit stop for transit users and downtown pedestrians. • Current transit stops and bench locations are illustrated in Appendix D.
CYCLING RECOMMENDATIONS: • It is impractical to improve the cycling connections in Wolfville without improving infrastructure for cycling security. Bike racks and places to lock up multiple bikes should be placed through the downtown commercial sector, at Willow and Clock Parks and at Wolfville School. While not the jurisdiction of the town, Acadia University should be encouraged to also ensure that there are ad- equate bike lock facilities on campus, especially at the gymnasium where many local residents go.
Wolfville Sustainable Transportation Study - Final Report 59 COMMUNITY DESIGNS
DOWNTOWN RECOMMENDATIONS: • Efforts should be made to ensure traffic calming in the downtown commercial sector • Advertising that is sensitive to Wolfville’s image should be allowed to pay for infrastructure (e.g. benches, transit shelters) • Making the downtown more vibrant should be a Council priority • No major changes need to be made to the four-way stop at Gaspereau Avenue and Main Street. However, community education should be continued regarding traffic rules for this type of intersection and signs indicating that pedestrians have the right-of-way should be added. • While the community circles were comfortable leaving the four-way stop as it currently exists, they were equally as comfortable with the idea of making Harbouside Drive a one-way street from Main Street to Front Street. If downtown traffic option #2 is adopted, then this change would happen automatically, but if downtown traffic option #1 is adopted, then Harbourside could be changed as well, to reduce the amount of traffic apporaching the current four-way stop, essentially making it into a three-way stop. • Three-hour parking in downtown was supported above all other timed parking options • Left turns on to Main Street from certain places could be eliminated during high traffic periods to improve traffic flow, e.g. Post Office, Shopper’s Drug Mart • Wolfville should examine hosting street fairs 3-4 times per year, primarily in the summer on Saturday or Sunday afternoons. Proposed Street Fair Traffic Configuration If either downtown traffic option is adopted, then it would be easy to convert Main Street into a venue for a street fair whenever desired. Main Street traffic travelling west could travel via Front Street and traffic travelling east could be diverted up Highland Avenue, across Acadia Street and down Gaspereau Avenue to Main Street. This design would also allow traffic to take advantage of the parking lot at Wolfville School. Street fairs in the downtown area would provide an ideal setting, as there many places that already serve food and ample space in the street for other vendors. This location is also near clock park, which given its recent upgrade, would serve as a central meeting place. If bikelanes are adopted on Main Street, they would provide cyclists with a direct route to the fair.
Street Fair Additional Parking 60 September 21, 2011 COMMUNITY DESIGNS
Possible Downtown Taxi Stand Locations TAXI RECOMMENDATIONS: • Appearance standards should be established for taxi cabs. • Appearance standards should be established for taxi cab drivers. • All fares should be clearly posted in taxi cabs. • Explore subsidies for seniors and those on low incomes, either as a stand alone policy or as part of a comprehensive transit strategy. • Designated taxi stands should be established in the downtown area that are clearly marked. These locations would thus be easily found by customers and ensure that the location of taxis is consistent and predictable. Stands should include charging stations so taxis can still operate their radios and block heaters while observing the anti-idling by-law.
Possible Taxi Stand Next To Clock Park Possible Taxi Stand on Harbourside Avenue
Wolfville Sustainable Transportation Study - Final Report 61 COMMUNITY DESIGNS Downtown Wolfville currently only has a few Current & Possible Downtown Delivery Zones clearly marked loading zones. In order to simplify matters for businesses and residents alike, loading zones should be established and clearly marked. The areas on the map (right) were identifed after talking with local business owners as being spread out enough to cover the needs to the downtown commercial sector. Besides the areas marked below as possibilities, any on-street parking could be designated as a loading zone before 8am and after 6pm, when timed parking laws are not in effect in Wolfville.
RECOMMENDATION: • Establish loading zones in the downtown commercial sector that are clearly marked for all motorists, businesses and their suppliers to be aware of.
Possible Delivery Zone Examples
Linden Avenue Harbourside Avenue Elm Avenue
62 September 21, 2011 COMMUNITY DESIGNS
CROSSWALK RECOMMENDATIONS: Alternative Crosswalk Signal Designs • The current active push button system should be maintained. • Signs should be placed at both edges of downtown to indicate to motorists to expect a high number of pedestrians in downtown (Pedestrian Zone). • Explore alternatives to the current crosswalk signal system, where the crossing lights flash closer to the height of the crosswalk sign and head of pedestrians rather than above the street, and thus are more in the motorists’ line of sight.
* As the current crosswalk signals have already been purchased, these could be used on other streets in town, and due to their design and height, they could be particularly effective on streets where motorists may not expect crosswalks (e.g. Highland, Gaspereau).
COMMUNITY STREET DESIGNS Community study circle members indicated, in the interest of being more fiscally sustainable, they were comfortable with narrower streets in Wolfville, having parking on only one side of most streets and eliminating sidewalks on some streets in favour of paved shoulders for walking (streets with low traffic volumes).
COMMUNITY STREET RECOMMENDATIONS: • All streets have been reviewed according to current width, available parking and presence of sidewalks. Where possible, new designs have been proposed with the cost of both designs shown. (See Appendix A) In general, a street with no parking is recommended at 22 feet wide, a street with parking on one side was recommended at 24 feet and a street with parking on both sides was recommended at 26 feet. The cost savings by constructing all streets in Wolfville according to the recommended dimensions would be in the order of $4.5 million! * All “Current” and “Proposed” street calculations in Appendix A include the cost of concrete curbs on both sides of the street. • All street widths should be reviewed, with a set standard of 3-4 widths developed, depending on usage. Each street’s needs should be reviewed prior to any capital project to reflect updated changes in street usage. • A major influential factor in street design is the presence of parking. In the interest of reducing street width, a plan for parking on all streets in Wolfville has been developed and is illustrated in Appendix B. Parking on most streets has been reduced to one side only. • Appendix C illustrates where sidewalks should be maintained, where they should be replaced with active corridors and where they should be eliminated completely. Sidewalks were prioritized on streets with higher traffic volumes and main connector routes for walking traffic within the town. • Appendix D illustrates current bus stops in Wolfville, as well as current and proposed benches. Benches are proposed to be included at all transit stops, along active living routes and throughout the downtown core.
Wolfville Sustainable Transportation Study - Final Report 63 STRATEGIC PAVEMENT MAINTENANCE
STREET MAINTENANCE GRAPH EXAMPLE
Street Year Year Constructed ‘11 ‘12 ‘13 ‘14 ‘15 ‘16 ‘17 ‘18 ‘19 ‘20 ‘21 ‘22 ‘23 ‘24 ‘25 ‘26 ‘27 ‘28 ‘29 ‘30 ‘31 ‘32 ‘33 ‘34 ‘35
Street A 2015 ------X Crack Seal Patch & Pave Mill & Pave
Street B 2010 Crack Seal Patch & Pave Mill & Pave R
Street C 1998 Mill & Pave R
Capital Cost Per Year 0 0 $ $ $ $ $ $ $ $ $ 0 $ $ $ $ $ $ $ $ $ $ $ $ $
DevelopingCrack Seal a (strategicfirst 3-5 yearspavement) preservation Patch plan & p aveextends (10-12 the years life) of previous pavement Mill & Pave investments, (15- 20 years maximizes) the Complete lifecycle reconstruction of future paving (25 projects,years+) provides predictable costing for each year of future capital budgeting and significantly lowers overall lifecycle costs. In the interest of fiscal sustainability, Wolfville should develop a strategic pavement maintenance plan in order to facilitate long-term planning for all street maintenance. The previous PCI rating for Wolfville streets did not include all current streets and was completed in 2002. As this rating is almost ten years old, an updated rating of all streets would be beneficial for long-term planning. The table above is an example of how future capital budgeting would be made easier by having a future maintenance schedule (and subsequent costs) clearly laid out for each year. A table such as the one above should be completed for all streets in Wolfville, and would provide an excellent capital planning tool. Appendix E illustrates several graphs showing the difference beween standard pavement rehabilitation and pavement preservation, and the benefits of ongoing pavement preservation efforts.
STRATEGIC PAVEMENT MAINTENANCE RECOMMENDATIONS: • Complete a new PCI rating for all streets in Wolfville. • Based on the new PCI rating, a Strategic Pavement Maintenance Schedule (as part of an overall long-term capital plan) can be developed for all streets in Wolfville, i.e. what maintenace can be done on streets in their current state, what maintenane is needed (and at what point) in the future and when is their life cycle estimated to end.
64 September 21, 2011 APPENDICES
Wolfville Sustainable Transportation Study - Final Report 65 APPENDIX A: STREET DESIGNS, DIMENSIONS & COSTS
74,526 57,520 210,754 210,754 124,074 534,673 534,673 320,558 211,903 461,718 453,120 238,243 826,605 826,605 339,955 199,758 222,666 212,586 181,890 518,179 127,515 109,958 117,289 184,638 243,741 411,428 178,682 495,729 137,881 257,887 275,284 624,660 484,126 342,906 373,859 738,962 243,741 981,379 179,604 155,574 483,359 243,741 125,078 580,947 269,398
1,447,327 1,447,327 2,683,631 2,517,253 1,236,176
Proposed $ Proposed $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ 1,682,254
ctive Yes Yes Yes Yes orridor A C
k
ft ft
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 2 1 2 1 0 0 0.5 392 836 idewal (sides) S
ing
1 1 0 1 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1
1A PROPOSED DESIGNS STREET (sides) Park
24 1 20 0 0 24 0 1 24 0 1 0 24 1 20 0 0 18 0 0 20 0 0 0 22 24 24 22 24 24 24 24 24 24 14 24 24 24 24 24 23 26 21 24 24 24 26 24 24 24 32 24 24 24 24 24 20 24 24 24 24 1 0 22/24 34/24 Width
97,305 74,526 76,011 564,641 300,323 171,337 520,012 918,347 306,609 233,347 260,107 224,502 1 652,536 134,693 125,366 104,141 182,051 299,262 547,807 243,239 243,239 147,571 271,627 223,751 523,515 161,344 298,949 275,284 276,814 501,649 396,834 310,994 746,788 348,444 179,604 175,958 483,359 223,248 149,615 659,345 303,373 440,421 440,421
1,886,523 3,067,187 1,132,647 2,939,710 1,108,206
Cost ($) Cost $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ 1,830,964 $ $
k
al
ft
w 2 0 0 0 0 1 0 0 0 0 0 0 1 1 1 0 0 1 0 0 1 2 1 0 1 0 1 1 0 1 0 1 0 1 0 e 1.5 1.5 392 d i (sides) S
ing
1 1 2 2 2 2 2 1 2 1 2 0 2 2 2 2 2 2 1 0 2 1 2 2 2 2 1 2 0 1 1 1 2 2 2 2 2 2 (sides) Park CURRENT STREET DESIGNS
2 0
29 26 30 2 30 18 26 0 24 2 24 0 29 2 20 24 0 14 2 27 26 0 33 26 23 32 21 27 31 18 23 31 2 32 0 32 28 26 32 24 2 25 29 21 0 24 2 31 26 0 2 1.5 20.5 26.5 23.5 23.3 30.5 29.5 29.5 28.5 22/37 34/26 16,24 Width
Street Acadia Street Alline Drive Balcom Drive Basin Terrace Basinview Street Bay Street Beckwith Street Bigelow Avenue Bishop Terrace Blomidon Court. Heron Blue Drive. Borden Drive Braemar Court Catherine Drive Capeview Avenue Central Close Chambers Lane Cherry Avenue Chestnut Court Cobblers Street Dale Dewitt Close Street Dykeland (Old) Street Dykeland Avenue Earnscliffe Elm Avenue Court Evangeline Street Fairfield Street Fowler Street Front Drive Fundy Avenue Gaspereau Terrace Gloosecap Drive Grandview Drive. Harbourside Place Harris Street Herbin Avenue Highland Avenue Hillcrest Avenue Hillside Avenue Huron Road Iona Drive Prior John Avenue Kencrest Avenue Kent Street King Close Kinley
66 September 21, 2011 APPENDIX A: STREET DESIGNS, DIMENSIONS & COSTS
69,576 69,576 22,908 795,366 795,366 502,486 344,446 344,446 406,714 138,360 263,380 117,747 678,535 329,101 157,432 410,511 141,113 265,733 148,889 653,359 151,330 363,321 104,954 265,733 233,369 684,669 487,620 198,383 249,697 184,638 954,805 999,375 200,865 497,562 239,160 239,160 341,763 655,445 381, 029 4,536,389 4,536,389 3,295,630 1,265,960 1,355,695 1,410,216 2,495,226 2,495,226 1,638,849 2,045,921 2,045,921 1,124,732
1,
56,055,805
Proposed $ Proposed $ $ $ $ $ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $ $ $ $ 125,078 $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $
ctive Yes Yes Yes Yes Yes Yes orridor A C
k
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 1 1 1 2 1 1 1 2 1 1 0 0 2083ft idewal
(sides) S
ing
4,517,388
0 0 0 0 0 0 0 0 1 0
1 1 1 0 0 2 1 1 1 1 1 1 1 0 1 1 1 1 1 1 1 1 1 1 1 1
.25 1, 2 PROPOSED DESIGNS STREET $ $ (sides) Park
42
-
24 1 24 0 1 1 24 1 0 24 1 1 24 1 0 24 1 1 22 20 22 24 26 26 26 24 24 20 24 20 24 24 24 24 20 22 20 24 20 24 24 15 24 24 24 24 24 24 24 22 24 24 24.5 22 24/15 24/26 Width
18/22/24 1 1
92,414 22,908 265,969 341,763 672,306 156,932 295,522 158,288 591,881 156,106 363,321 104,954 331,476 257,226 707,742 170,967 524,189 226,182 284,686 169,115 142,615 525,450 855,101 855,101 560,651 344,446 436,423 158,853 328,443 100,423 754,599 308,326 177,308 473,787
2,172,571 1,087,850 5,084,502 3,868,785 1,265,960 1,279,708 1,607,824 2,371,009 1,668,549 1,119,968 1,014,221
Cost ($) Cost 1, 771, 990 771, 1, 60,573,192 $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $
k
al ft
w 1 2 1 1 0 2 2 2 0 0 0 1 0 0 0 0 1 0 0 1 0 0 0 1 1 1 0 1 2 0 0 0 1 0 1 0 0 e 343 d 2083ft i (sides) S
ing
2 1 1 0 1 0 0 2 2 2 2 2 0 2 2 2 2 2 1 2 0 2 2 2 2 0 1 1 1 2 2 1 1 1 1 2 0 2 (sides) Park CURRENT STREET DESIGNS
42
- 1 0 26 22 34 37 36 22 26 28 18 2 29 29 24 1 28 29 28 22 18 21 24 20 28 24 2 26 28 16 0 2 26 28 29 1 29 24 21 2 27 1 24 26 24.5 29.5 25.5 25.5 18.5 22 25.75 18.75 Width
20/15.5 24.5/29 2 1
East
West
-
-
Downtown
Drive
Street
Hawk Drive Highland Highland Gaspereau Gaspereau
Moore Laura Road Avenue Linden Road Little Avenue Locust Drive Lynwood Street. Main Avenue Maple Marsh Drive View Minas Oak Avenue Olsen Drive Avenue Orchard Street Park Avenue Parkview Street Bowles Perry Street Pleasant Post Road Street Prince St. Prospect Street Queen Railtown Riga Drive Avenue Riverview Drive Tufts Robie Avenue Seaview Sherwood Drive Skyway Street Starr Avenue Stirling Court Stoneybrook Street Summer Terrace Sunset Sylvan Drive Avenue University Avenue Victoria Place Wallace Avenue Westwood Avenue Wickwire Avenue Willow Street Winter Avenue Whidden Drive Woodland Road Woodman
Wolfville Sustainable Transportation Study - Final Report 67 APPENDIX B: RECOMMENDED TOWN PARKING
68 September 21, 2011 APPENDIX C: RECOMMENDED TOWN SIDEWALKS & ACTIVE CORRIDORS
Note: * The benches shown are only those currently existing, but are illustrated as they form an integral role in an active living network. As per the study recommendations, more benches should be added.
Wolfville Sustainable Transportation Study - Final Report 69 APPENDIX D: CURRENT TRANSIT STOPS & BENCHES
70 September 21, 2011 APPENDIX E: STRATEGIC PAVEMENT PRESERVATION
Wolfville Sustainable Transportation Study - Final Report 71 APPENDIX F: ONE-WAY STREETS IN NOVA SCOTIA
New Glasgow, NS AMHERST - King Street, which is wide enough for three lanes, serves as a one way through traffic to allow for more parking on both sides. This separates pedestrians from street traffic and can lead to further development for pedestrian friendlier streets. Princess Street, unlike King Street, was not wide enough for two lanes of traffic. However parking is possible on some areas of this narrow street.
Amherst, NS
NEW GLASGOW - Provost and Archimedes Streets are both three‐lane streets, which have been converted to one way in opposite directions to provide more Kentville, NS parking and allow for wider sidewalks. This creates an excellent pedestrian area separate from the vehicular traffic. Both streets consist of one lane of moving traffic. Dalhousie, MacLean, Forbes, James and George Streets are all two‐l ane streets that were converted to one way in order to allow more parking in New Glasgow.
KENTVILLE - Webster, Cornwallis, Aberdeen, and Main Streets are all four-lane streets. Kentville is known for confusing one‐way streets because of two lanes of one‐wa y traffic cutting through the town. Because of these streets, traffic follows a lot faster than it should in the downtown. At a number of intersections, two lanes of traffic have to merge into one, which can be confusing for those unfamiliar with the area.
72 September 21, 2011 APPENDIX F: ONE-WAY STREETS IN NOVA SCOTIA
Truro, NS TRURO - Prince Street – Similar to Kentville, the town of Truro’s main street is a four lane, one-way street. Prince Street, however, commences as a two way and turns into a two lane, one-way street as it gets closer to the downtown. Once through the downtown, the one-way prince street branches off at a set of lights with Water Street. Avoiding any confusion similar to that in Kentville. Pedestrian traffic is high on this street, and pedestrians feel safer due to cars parked on both sides of the road. Inglis Place is Truro’s only one-way shop district. Widening sidewalks and additional park- ing have allowed this area to flourish with new businesses. Inglis Place is a narrow three lane, one- way street. Parking on both sides of the road causes drivers to use discretion and thus, creates traffic calming.
ANNAPOLIS ROYAL - St. George and St. James Streets are both three-lane streets, which have been converted to one-way to provide more parking. Both streets consist of one lane of moving traffic. Similar to Inglis Place in Truro, St. George Street allows pedestrians to feel separate from the vehicular traffic due to calmer traffic. In 2008, PICTOU - Water Street, which is wide enough for three the town considered whether or not to convert one-way streets back to two-way lanes, maintains only one lane of through traffic to allow streets for purposes of energy conservation and climate protection. The town invited for more parking. Due to parking on both sides of the public comments and the response was overwhelmingly in favour of maintaining the street, pedestrians are separated from the vehicular traffic, one-way street in question. creating a safer pedestrian zone. Annapolis Royal, NS Pictou, NS
Wolfville Sustainable Transportation Study - Final Report 73 APPENDIX F: ONE-WAY STREETS IN NOVA SCOTIA
Bridgetown, NS BRIDGETOWN - Queen Street consists of a three lane one-way street. There is only one lane for through traffic, this allows for parking on both sides of the street and aides with traffic calming.
Liverpool, NS
LIVERPOOL - Jubilee and Gorham Streets both have two lanes of one-way traffic. These streets were most likely changed from a two way street with no parking to a one way to allow for parking where possible. Old Bridge and Water Streets are both one-lane, one-way streets. Similar to those in Shelburne and Yarmouth, these streets are used as connector streets for local residents, shops and industry.
Lunenburg, NS
LUNENBURG - Lincoln and Pelham Streets are both narrow two lane, one-way streets. Though it is possible these were two way at one point it seams very likely they have been one-way for quite a long time. Without these two one-way streets, parking in this area would be very hard to find.
74 September 21, 2011 APPENDIX F: ONE-WAY STREETS IN NOVA SCOTIA
Sydney, NS SYDNEY - Prince Street is one of the narrowest downtown routes in Sydney. With two lanes in some parts and one lane in others, this street allows for parking where possible. Bentinck Street consists of a three lane, one-way street. Through traffic speed on this street is limited by two sides of on-street parking. Due to parking on both sides of the street, pedestrians are separated from the vehicular traffic, creating a safer pedestrian zone. Falmouth, Charlotte and Townsend Streets are all four lane, one-way streets with two lanes allotted for on-street parking. Though the traffic on these streets moves quickly through the downtown, each one-way street comes to an end at a traffic light (unlike the four lane, one-way streets of Kentville).
Dartmouth, NS
DARTMOUTH - Victoria Road is a two lane one-way street with one lane allow- ance for through traffic. This is done to allow for parking and a sidewalk on this narrow street. Glace Bay, NS
GLACE BAY - Commercial Street in Glace Bay consists of a three lane, one-way street. This allows traffic to flow on one of Glace Bay’s busiest streets and allows for one lane of parking. Similar to the one-way streets of Kentville, Commercial Street continues into a single lane, two-way street, which can cause some confusion at intersections. Brodie Avenue is a two lane, one-way street that was converted to create a loop of the Commercial Street area.
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Wolfville Sustainable Transportation Study - Final Report 81 BIBLIOGRAPHY
Websites: (Continued) 9. Infohub: Nova Scotia, Annapolis and Fundy Hike - www.infohub.com/vacation_packages/30155.html 10. Gordon’s Travel Guide: Nova Scotia’s Coast and Villages - www.gordonsguide.com/suppliers/2772/package.cfm?packageID=17468 11. Mountain Bike Accommodation & Cyclist Friendly Accommodation in the United Kingdom: England, Wales, Scotland & Northern Ireland - www.travel-quest.co.uk/blue/bd-cycling.htm 12. Cycling On One-Way Streets - www.ctc.org.uk/DesktopDefault.aspx?TabID=5088 13. Cycling in Charleston ,South Carolina - www.bikenewengland.com/charleston.html 14. Cycle Tourism: An Exciting New Market Emerges in Western Australia - www.mundabiddi.org.au/cycle_tourism/main.html 15. Tourism, Eco-Tourism and Bicycle Tourism - www.ibike.org/encouragement/travel/eco-tourism.htm 16. Cycling Events & Their Tourism Benefits - www.cyclingpromotion.com/images/newsandevents.htm 17. The Social, Health and Heritage Benefits of Trails - www.trailpaq.com/english/03_builders_e/03_builders_e.cfm 18. Cycle Tourism Fact Sheet - www.cycletourism.com/cycle_tourism_fact_sheet.htm 19. Developing Bicycle Tourism - www.bikeontours.on.ca/tourism.htm 20. Bicycle Tourism in Maine: Economic Impacts and Marketing Recommendations - www.state.me.us/mdot/opt/current-projects.php 21. 2000 National Study of the Vermont Visitor: Outdoor Recreation Supplement - www.uvm.edu/~snrvtdc/publications/ Under ‘Research Areas’ 22. Bicycling in Quebec in 2000 - www.routeverte.com/ang/facts/publications.html 23. Vancouver Island Cycle Tourism Alliance - www.cycletourism.com 24. Vancouver Island Cycling Guide - www.cycletourism.com/profiles_cycling_population.htm 25. Cycling Tourism: Greater Victoria and South Vancouver Island: A Case for Support - www.cyclingvictoria.com/pdfs/cycle_victoria_support.pdf 26. Cycle Tourism The Perfect Niche Market for Australia - www.cyclingpromotion.com/network.htm 27. Outside magazine, March 2004 - outside.away.com/outside/gear/200403/road_bike_review_1.html 28. Taxibus: Public Transportation for Smaller Cities - http://www.tc.gc.ca/eng/programs/environment-utsp-taxibus-257.htm
82 September 21, 2011