WALKABILITY AND PEDESTRIAN SAFETY IN THUNDER BAY
Reference:
Thunder Bay District Health Unit. (2017) Walkability and Pedestrian Safety in Thunder Bay. Prepared by:
Joanna Carastathis, Health Promotion Planner, Thunder Bay District Health Unit Adam Krupper, Mobility Coordinator, City of Thunder Bay Erica Sawula, Epidemiologist, Thunder Bay District Health Unit Dr. Lindsay Galway, Assistant Professor, Lakehead University Acknowledgements
We gratefully acknowledge the following individuals for their contributions to this report:
Cory Halvorson, Manager, Parks and Open Spaces, City of Thunder Bay Ryan Love, Traffic Technologist, City of Thunder Bay Peyman Sharifi-Tehran, Master of Public Health student, Lakehead University Preet Grewal, Master of Public Health student, Lakehead University Silva Sawula, Manager, Healthy Living, Thunder Bay District Health Unit
WALKING IS ONE OF THE MOST ACCESSIBLE & AFFORDABLE MODES BY WHICH WE TRAVEL. Healthy community design and pedestrian safety can promote walking and encourage people to incorporate physical activity into their daily lives.
Introduction 1 Purpose 3 Thunder Bay in Context 5 Transportation trends 5 Demographics and population health 6 Walkability and pedestrian safety initiatives in Thunder Bay 9 Steps in the right direction 11 Planning 11 Engineering 12 Education and encouragement 14 Enforcement 15 Evaluation 16 Pedestrian-Vehicle Collision Analysis 17 Data 17 Key findings 18 When are collisions happening? 18 Where are collisions happening? 21 Who is involved in collisions? 25 Why and how are collisions happening? 26 Community Perceptions of Walkability and Pedestrian Safety 33 Data 33 Key findings 35 Respondent demographics and walking behaviour 35 Perceived neighbhourhood walkability 37 A closer look at access to amenities 39 Satisfaction with walkability and safety 40 Priority municipal government action 41 Conclusions 43 Recommendations 45 Closing Remarks 48 Appendices 49 References 51 INTRODUCTION
Walking is a healthy, inclusive, and the built environment and creating sustainable mode of transportation. more opportunities for walking Almost every trip begins and ends is one of the most cost-effective with a walk, and walking is an interventions to increase physical accessible mode of transport for activity at a population level and an children, youth, seniors, and people opportunity to improve population with a low socioeconomic status. health overall. When members of Choosing to walk for transportation a community walk instead of drive or recreation is an effective way to a motor vehicle, there are also incorporate physical activity into environmental and economic benefits a daily routine. Walking can help such as reductions in greenhouse community members meet minimum gas emissions, lower levels of air and physical activity recommendations, noise pollution, reduced healthcare thereby reducing the risk of chronic costs, reduced road maintenance, diseases such as type 2 diabetes, and lower infrastructure costs.5,6,7 heart disease, and some cancers.1 Walking can also improve mental health outcomes by reducing stress levels, anxiety, and depression, in addition to providing opportunities for enhanced social interaction and cohesion.2,3 Modifying
1 Walkability and Pedestrian Safety in Thunder Bay Walkability, a measure of how easy, safe, and enjoyable it is to walk in a neighbourhood, can have a large impact on walking behaviour and willingness to use walking for transport and recreation. Public health, planning, and WALKABILITY IS transportation researchers have identified key factors that influence walkability and promote A MEASURE OF walking. These important factors include access to amenities and destinations, residential HOW EASY, SAFE, density, positive walking experiences, street and sidewalk connectivity, and safety.8,9,10,11 AND ENJOYABLE Walkable communities encourage walking by investing in appropriate and safe infrastructure, IT IS TO WALK IN A which increases comfort and convenience of a route while also reducing the risk of NEIGHBOURHOOD. collisions.12,13,14 Research consistently shows that people who live in neighbourhoods that are walkable are more physically active than those Collisions are not accidents. living in neighbourhoods that do not support Collisions are predictable and avoidable… walking. A recent study in Ontario showed that Every traffic ‘accident’ is in fact not an neighbourhoods with higher walkability were accident at all, but more precisely a associated with a decrease in obesity and a collision that would not happen without decreased incidence of diabetes.16 Providing cause. appropriate infrastructure for walking also takes into account the needs of those with - Thunder Bay Police Service. 2016 Traffic mobility issues or visible/non-visible disabilities. Management Plan Appropriate, well-maintained sidewalks and walking infrastructure are essential to provide A community that supports access to transit stops, especially for those using walking as a primary means of mobility devices. A walkable community offers a safe and enjoyable walking experience for transportation reaps all sorts of benefits citizens of all ages and abilities. – for health, safety, the environment, the economy, and community life. Despite the numerous benefits of walking - Canada Walks and walkable environments, pedestrians are vulnerable road users and are at greater risk of injury or fatality due to collisions with motor Ontarians not only need to walk, 17 vehicles. A pedestrian is a person moving they need to walk safely. from place to place by foot, or using an assistive - Pedestrian Death Review, 2012. Office of the mobility device or other small-wheeled devices Chief Coroner for Ontario that provide personal mobility (e.g., skateboard, skates, segways, strollers, or scooter).18 Safety and related concerns caused by vehicle traffic (e.g., traffic speed, volume, road crossing
Introduction 2 conditions, etc.) have been identified as primary modes other than motor vehicles, modify the influencers on mode choice in walkability built environment to enhance walkability, and studies,19 and actual and perceived pedestrian prioritize the safety of vulnerable road users, safety can have a large impact on residents’ communities become vibrant, safe, healthy, and desire and willingness to walk in and around connected. their neighbourhood.20 The safety of pedestrians should take Purpose precedence over all other modes of Cities need an evidence-based understanding transportation. Pedestrian-vehicle collisions of walkability and pedestrian safety issues to can have major consequences for those support policy and programming aimed at individuals involved in a collision as well as their promoting walking and reducing collisions. families, employers, and the community as a In Thunder Bay, this evidence is currently whole. Safe pedestrian routes are particularly limited. The Walkability and Pedestrian Safety important to support citizens who do not have in Thunder Bay report aims to address this the option of driving, such as older adults gap. The purpose of this report is to examine without a drivers license, children, youth, walkability and pedestrian safety in the context and individuals who cannot afford a car. of Thunder Bay and to identify key issues Promoting safety for pedestrians also promotes and opportunities to improve walkability and other modes of transportation, including pedestrian safety in our community. First an in- cycling and taking transit, with benefits for all depth analysis of pedestrian-vehicle collisions citizens.21,22,23 Transport Canada estimates that that occurred in Thunder Bay between 2004 annual cost of road collisions to the Canadian and 2013 was conducted. The collision analysis economy, including health care, environmental examines who was involved in reported damage, lost productivity, and induced traffic pedestrian-vehicle collisions, when and where congestion, is $CDN 62.7 billion.24 With collisions occurred, and explores factors that appropriate policy and programming, the vast could explain why and how collisions occur. majority of collisions are preventable. Second, a survey examining community When it comes to pedestrian safety, the old walkability and perceptions of safety issues saying of “safety in numbers” rings true: in cities was conducted to capture the perspective where there are more people walking and of pedestrians and to provide a more in- biking, collision frequencies decline and walking depth understanding of priority issues and rates increase.25,26,27 Increasing the total number opportunities to improve walkability. Together, of people walking for transport or recreation can key findings from the collision analysis and be an effective strategy to improve pedestrian the community perception survey provide a safety. Safety is a central aspect of walkability comprehensive overview of walkability and and strategies aimed at improving pedestrian pedestrian safety issues in the City of Thunder safety must be prioritized as communities aim to Bay and a foundation for identifying strategies 28 improve overall walkability. to promote walking and prevent future To encourage more people to walk and reap the collisions. associated health, economic, and social benefits, communities must be walkable and safe for pedestrians. When cities plan for transportation
3 Walkability and Pedestrian Safety in Thunder Bay Evidence-based analysis of traffic collision data… helps to identify the real issues affecting road safety as seen through long-term trends and location mapping. — Vision Zero: Toronto’s Road Safety Plan, 2017-2021
VISION: THUNDER BAY: HEALTHY, VIBRANT, CONNECTED, STRONG — Becoming our Best, Thunder Bay 2015-2018 Strategic Plan
Introduction 4 THUNDER BAY IN CONTEXT
Bay’s pattern of infrastructure development Transportation can be attributed to the plans laid out in the municipality’s Transportation Master Plan trends (TMP). The TMP is a major planning and policy Despite the numerous benefits of walking - such document that guides infrastructure investments as improved health outcomes and positive for the entire transportation system. A TMP environmental effects - driving motor vehicles typically has a horizon of 20 years; however, until remains the primary mode of transportation 2017 the City relied on a document that was in cities across Canada, including the northern first written in 1987, with an update in 1989. The City of Thunder Bay. A result of the 1970 1987 TMP was largely car-centric, overlooked the amalgamation of two cities, Port Arthur and Fort safety of pedestrians and other active modes, William, Thunder Bay is a long, sprawling city and operated under the prediction that Thunder with a population of 107,909 spread out over Bay’s population would increase by between 328.24 km2.30 The population density of Thunder 0.23% and 0.37% each year over a 25-year Bay is 328.6 people per square kilometre. By horizon. It also predicted a large growth in the comparison, the Ontario City of London has labour force population, a continued decrease a population of 383,822, a total land area of in household size, and ongoing urban sprawl. 420.8km2, and a population density of 913.1 It determined that roads would be widened people per square kilometre.31 Thunder Bay has and the network expanded to accommodate one of the lowest population densities of any the increase in automobile traffic created by Canadian city, and faces the challenge of limited these changes. Contrary to these predictions, funding available to maintain the current walking Thunder Bay’s population has been decreasing, infrastructure. The 2016 Asset Management and between 2011 and 2016 the City saw a -0.4 33 Plan32 of the City of Thunder Bay analyzed population percentage change. existing sidewalk network and identified an Due to a low population density and an annual funding requirement of $4.8 million to automobile-oriented transportation system, repair and maintain sidewalks. However, the Thunder Bay residents continue to rely heavily average funding made available for sidewalks upon personal motor vehicles; the use of active was only $1.3 million. The same plan identified transportation such as cycling and walking are that 70% of the City’s sidewalks are in poor low compared to other cities across Canada. condition and in need of replacement in the In 2011, only 5% of workers in Thunder Bay short-term. reported commuting to work by foot. In the Historically, Thunder Bay has been an same year, the Ontario cities of Kingston and automobile centric city with a transportation Peterborough saw 8.5% and 7% of workers system oriented towards automobiles. Thunder commuting by foot, respectively (see Figure
5 Walkability and Pedestrian Safety in Thunder Bay 1). Also during that year, Victoria, BC had the reduction in physical activity levels.36 Being highest proportion of workers commuting by physically active is one of the most important foot at 10%. In 2011, the majority of workers in modifiable lifestyle behaviours that can help Thunder Bay (88.5%) commuted by car, truck, or prevent the onset of many chronic diseases. van.34 Active modes of transportation accounted In 2013-2014, 41.3% of Thunder Bay residents for less than 10% of the total trips to work,35 reported they were physically inactive during further confirming that Thunder Bay is a car- leisure time.37 In addition, 35.9% of Thunder centric city. Bay residents reported being overweight, and 24.5% reported being obese.38 Demographics and Thunder Bay residents typically present health indicators of concern when compared to population health provincial averages.39 In 2012, the leading cause Across Canada, increased dependency on of death in Thunder Bay was cardiovascular motorized vehicles has contributed to a disease (223.8 deaths per 100,000 people). This mortality rate is higher than the Ontario
Figure 1: Proportion of workers commuting to work on foot by census metropolitan areas (2011) Victoria (BC) 10.0 Halifax (NS) 8.5 Kingston (ON) 8.5 Peterborough (ON) 7.0 Sherbrooke (QC) 6.6 Ottawa - Gatineau (ON/QC) 6.3 Vancouver (BC) 6.3 Quebec City (QC) 6.2 Moncton (NB) 6.1 London (ON) 5.4 St. John's (NL) 5.4 Greater Sudbury (ON) 5.3 Montreal (QC) 5.3 Guelph (ON) 5.1 Saint John (NB) 5.1 Saskatoon (SK) 5.1 Trois-Rivieres (QC) 5.1 Winnipeg (MB) 5.1 Thunder Bay (ON) 5.0 Calgary (AB) 4.9 Kelowna (BC) 4.9 St. Catharines - Niagara (ON) 4.8 Regina (SK) 4.7 Toronto (ON) 4.6 Hamilton (ON) 4.5 Kitchener - Cambridge - Waterloo (ON) 4.3 Saquenay (QC) 4.3 Brantford (ON) 4.1 Edmonton (AB) 4.1 Barrie (ON) 3.7 Windsor (ON) 3.7 Oshawa (ON) 3.2 Abbotsford - Mission (BC) 2.6 0 2 4 6 8 10
Thunder Bay in Context 6 average of 180.7 deaths per 100,000 people. Cancer was the second leading cause of death Figure 2: Proportion of Thunder Bay (222.7 deaths per 100,000 people), and this workers commuting to work by car, truck or mortality rate is also higher than the provincial van, by public transit, on foot, or by bicycle, average of 201.8 deaths per 100,000 people.40 2011 In the same year, Thunder Bay had the second highest rate of diabetes mortality (37.1 deaths per 100,000 people) in the province. This is higher than the average Ontario rate of 20.4 deaths per 100,000 people.41
88.5% As of July 1, 2015, estimates showed that for the Car, Truck or Van first time ever, there were more people aged 65 years and older in Canada than children aged 0 to 14 years. Nearly one in six Canadians, or 16.1%, was at least 65 years old.42 Thunder Bay is a part of this trend; in 2016, 20% of Thunder Bay’s population was 65 and older.43 This proportion will likely increase, as the cohort of baby boomers becomes senior citizens. In light of an aging population and associated health 5.0% 3.6% 1.3% issues, the number of licensed drivers can be Walking Public Transit Bicycle expected to decline.
Given the demographic trends and population health outcomes in Thunder Bay, encouraging Figure 3: Diabetes prevalence in Thunder walking and modifying the built environment Bay compared to Ontario. Canadian to enhance walkability and pedestrian safety is Community Health Survey (2013/2014). more important than ever. 35.9% of Thunder Bay residents are overweight and 24.5% are obese. — Canadian Community Health Survey 8.1% 7.4% (2013/2014) Thunder Bay Ontario In Thunder Bay, 41.3% of the population are physically DIABETES PREVALENCE inactive during leisure time. — Canadian Community Health Survey (2013/2014)
7 Walkability and Pedestrian Safety in Thunder Bay RESEARCH SHOWS THAT INCREASING WALKING CAN DECREASE THE INCIDENCE OF CHRONIC DISEASES
Using a validated population health model called the Diabetes Population Risk Tool, we can predict how many new cases of type 2 diabetes could be prevented in Thunder Bay by increasing the level of walking activity in the adult population. LOW SCENARIO Preventing 120 new cases of type 2 diabetes +30 min
10% of walking over outcome adults each week ten years
HIGH SCENARIO Preventing 1080 new cases of +150 min type 2 diabetes
30% of walking over outcome adults each week ten years
Sawula, E. 2017. Application of the Diabetes Population Risk Tool (DPoRT). Active Transportation Intervention Scenario. To view the full report, visit the Thunder Bay District Health Unit website www.tbdhu.com.
Thunder Bay in Context 8 Walkability and FEEDBACK pedestrian safety initiatives in FROM CANADA Thunder Bay WALKS 2015: In 2015, the municipality of Thunder Bay, in WALK FRIENDLY partnership with the Thunder Bay District Health Unit, applied for a WALK Friendly COMMUNITIES Community designation through Canada Walks. WALK Friendly Communities is a recognition DESIGNATION program that encourages municipalities to create and improve the conditions for walking PROGRAM by awarding Bronze, Silver, Gold or Platinum designations.44 The program uses a framework to assess 5 dimensions of a community’s Strengths walk friendliness, including: planning, • Mobility Coordinator position is in place engineering, education and encouragement, at the City enforcement and evaluation. This program • Committed community partners “allows municipalities to benchmark their level of walkability, give walking a prominent • Active Living Corridors profile in community planning and design, • Multi-use trails for recreational walking and encourage municipal governments to set • Opens Streets events and other street targets for ongoing improvements.”45 As a result festivals of the 2015 application, Thunder Bay received • Snow clearing policy an Honourable Mention from Canada Walks, indicating that there is still a great deal of work Priorities for improving walkability to be done to transform the City into a walkable • Develop a Pedestrian Mobility Plan community. Canada Walks provided a feedback • Develop land use policies that require report including strengths and top priorities for improving walkability. infrastructure to support walking • Reduce speed limits on neighbourhood streets and in the downtown areas ONTARIO CITIES WITH A WALK • Develop a well-resourced Transportation FRIENDLY DESIGNATION Demand Management program • Invest in continuous and connected Silver sidewalks to better accommodate Hamilton, Kitchener, Mississauga walkers of all ages and abilities • Implement Complete Streets policy Bronze • Invest in School Travel Planning Ottawa, London, Minto, Pelham, To view the complete feedback report from Canada Walks, visit Richmond Hill, Smith Falls, Wasaga the Thunder Bay District Health Unit website www.tbdhu.com. Beach
9 Walkability and Pedestrian Safety in Thunder Bay The following vignettes describe several PEDESTRIAN EXPERIENCES typical walking experiences based on the perspective and experiences of the City of IN THUNDER BAY Thunder Bay Mobility Coordinator.
Christie really enjoys her evening walks Matthew lives in Parkdale and drives at Prince Arthur’s Landing. During most of the to work as a personal support worker at year she walks down to the waterfront from her Hogarth Riverview Manor. Sometimes he takes house on Peter Street a few times a week. There Arthur Street and other times Victoria Avenue are sidewalks the whole way there and, although to get to work. At one time or another, he’s access to Prince Arthur’s Landing is limited, she contemplated walking to work but it seems too has figured out a route to get there that is fairly far. Taking Arthur Street it’s nearly 5kms to work direct. Because of the hills, in the wintertime, and taking the multi-trails is about 3kms but the sidewalks can be slippery – scary when going trails are confusing and dark, plus he has to pick downhill and challenging getting back up. When up his kids from school. Even though he would she used to live in Ottawa, she regularly walked enjoy taking a walk after work and this would to work; she has found that it is hard to get into relieve a lot of the stress that builds throughout this same habit in Thunder Bay. Working in an the day, it’s just not a practical choice. office off Balmoral Street, the lack of sidewalks prohibits her from walking to her place of work. With the speed of traffic and rather desolate Shari works at the Northwest walk, it is not worth the stress so she drives, even Community Health Centre on Simpson Street. though it’s only an 8-minute drive. She doesn’t mind the walk on the residential streets in her neighbourhood, as there are plenty of sidewalks and lots of yards and Eileen has thoroughly enjoyed houses to see. As long as it is light out, she retirement since leaving the workforce in 1994. She likes having the freedom to spend time feels pretty safe during the walk. But come with her friends, be active, and cook. Living at fall, she wishes that there was better lighting Patterson Court, on May Street has been ideal on the sidewalk. She enjoys working at the because of the short walk to both Patterson Health Centre because of the area: a quick Park and a nearby grocery store. The grocery walk to the corner store for some groceries store wasn’t always in that location, and getting or across the street for a bite to eat at lunch. groceries was very difficult, especially in the The only problem is, Simpson Street has only wintertime. Since she doesn’t drive, Eileen had two crossings on its entire length; one at each to wait outside in all weather conditions to take end. That means that she has to ‘j-walk’ to get a bus - sometimes waiting up to 30 minutes across. Drivers don’t appreciate this and often for a bus to arrive. Thankfully, the new store speed up when they see her or inch towards opened up and groceries are only a 10-minute her aggressively; she’s glad she’s not the one walk away, for now. Since entering her 80’s, with kids trying to cross. She’s really relieved Eileen has noticed a definite decrease in her that a new pedestrian crossover is going in at walking pace and often finds it hard to cross the Simpson Street and Ogden Street It should 5 lanes of traffic on May Street, even with the make the whole area safer and more accessible pedestrian signal. This is especially an issue in the wintertime, with slippery sidewalks and piles of snow. If there was more walking time and more salt and sand, she would feel much safer. Thunder Bay in Context 10 B. Citizens of all ages and abilities are Steps in the inspired to adopt more active modes of transportation, leading to a higher right direction quality of life.
Although the City of Thunder is not measuring C. Thunder Bay is a leader in developing up to other cities across Ontario or Canada policies to support sustainable modes of when it comes to promoting walkability and transportation in order to be recognized ensuring pedestrian safety, positive progress as a best-run City. has been made. Recognizing that walkable and safe streets are key to Thunder Bay’s • The 2015-2018 Corporate Strategic vision of becoming a vibrant, healthy, safe, Plan48 identifies several supportive goals, and connected community; the City, with the including: support of organizations like the Thunder Goal 7.1: Give priority to integration of Bay District Health Unit, Thunder Bay Police ‘Complete Streets’ guidelines on key Services, and EcoSuperior Environmental corridors. Programs, has taken steps to create an environment that promotes walking and is Goal 10.3: Expand the quality of the safe for pedestrians. Below, recent progress pedestrian environment in order to towards improving walkability and pedestrian improve the City’s walkability and safety is summarized in terms of planning, connectivity. engineering, education and encouragement, • Many City policy documents, guidelines, enforcement and evaluation. and plans reference a Complete Streets philosophy as a recommended action, Planning including: Planning-related strategies focus on §§ The EarthCare Sustainability Plan community plans, land-use planning, 2014-202049 and zoning policies that create §§ The 2018 Official Plan safer, more walkable communities. Examples of planning and policy developments §§ The 2012 Image Route Guidelines that have been adopted by the City of Thunder and Detailed Streetscape Designs Bay are listed below: • The Active Transportation Plan is currently • The City Council-approved the EarthCare under revision and will be complete by the 47 Sustainability Plan 2014-2020 which end of 2017. includes the following objectives under its Mobility section: • An active transportation (pedestrian and cyclist) Wayfinding Plan is in consultation A. Public and private infrastructure are both stages as of Fall of 2017. strategically used to create seamless, barrier-free options for bicycling, • The Image Route Guidelines and Detailed walking, and transit use in order to Streetscape Designs and Urban Design create a cleaner, greener, more beautiful Guidelines Thunder Bay.
11 Walkability and Pedestrian Safety in Thunder Bay COMMUNITY HIGHLIGHT: TRANSPORTATION MASTER PLAN
A Transportation Master Plan (TMP) is a major planning and policy document that guides all transportation infrastructure investments based on a municipality’s population forecast. Modern TMPs consider all modes of travel, including automobile, pedestrian, cyclist, transit, and goods movement.
Typically, a TMP has a 20-year horizon, but in 2017, Thunder Bay’s TMP was approaching its 30th year. This policy document was completed in 1987 with an update in 1989, and had a very strong focus on the movement of automobiles within Thunder Bay with little attention to active transportation and safety. An updated TMP, including, Active Transportation Planning, collision prevention strategies, and a shift in focus to the environment, social determinants of health, and equity, was long overdue.
In early 2017, the City of Thunder Bay hired a consulting firm to develop the new TMP. The TMP is scheduled to be completed by the end of 2017.
• A strong snow clearing policy and • Efforts to improve connectivity of the multi- substantial budget allocated to plowing all use trail system. sidewalks during the winter months • Filling gaps in the sidewalk network (e.g., Edward Street, High Street) Engineering Engineering strategies improve the built environment through infrastructure enhancements such as improvements to the roadway, traffic signals, crosswalks, etc. Thunder Bay has made investments in numerous built environment initiatives in the past several years: • Arundel & Hudson and Bay Street Active Living Corridors. • Traffic calming measures, such as curb extensions on Algoma Street South. • Installation of three pedestrian crossovers on Algoma Street (2016), Walsh Street (2017), and Simpson Street (2017), with a plan for more to be installed each year.
Thunder Bay in Context 12 B. Citizens of all ages and abilities are StepsCOMMUNITY in the HIGHLIGHT: inspired to adopt more active modes of transportation, leading to a higher rightARUNDEL/HUDSON direction ACTIVEquality of life. Although the City of Thunder is not measuring C. Thunder Bay is a leader in developing upLIVING to other cities acrossCORRIDOR Ontario or Canada policies to support sustainable modes of when it comes to promoting walkability and transportation in order to be recognized An active living corridor enhances pedestrian and cyclist safety and comfort and reduces barriers ensuring pedestrian safety, positive progress as a best-run City. hasto beenphysical made. activity Recognizing through variousthat walkable engineering treatments, such as installing dedicated pedestrian andand safe cyclist streets facilities, are key road to Thunderreconfiguration, Bay’s and traffic• The calming. 2015-2018 In 2012, Corporate the City ofStrategic Thunder Bay visiondecided of becoming to use the a plannedvibrant, healthy,reconstruction safe, of ArundelPlan Avenue48 identifies as an opportunity several supportive to re-design goals, the andcorridor connected and Lyon community; Boulevard the West City, intersection with the to improveincluding: the accessibility, utility, and connectivity supportof the corridorof organizations for pedestrians like the andThunder cyclists. As a result, the Arundel/Hudson Active Living Corridor Goal 7.1: Give priority to integration of Baywas District created. Health The Unit,updated Thunder corridor Bay includedPolice features such as a 2-way multi-use trail, a bike lane, a ‘Complete Streets’ guidelines on key Services,painted andbuffer EcoSuperior between automobile Environmental lanes and the trail, new connections to existing multi-trails, and corridors. Programs,a much smaller has taken intersection steps to createat Lyon an Boulevard West for improved safety. environment that promotes walking and is safe Goal 10.3: Expand the quality of the Over the years, as usage has increased, so has the demand for more safety features. In 2015, for pedestrians. Below, recent progress towards pedestrian environment in order to flexible bollards were installed in the buffer zone to improve separation between cars and people. improving walkability and pedestrian safety is improve the City’s walkability and Also in 2015, the corridor was extended 1.5kms down Hudson Avenue. In 2016, new, high-visibility summarized in terms of planning, engineering, connectivity cross-rides were painted at all intersections to improve the visibility of trail users. What was once a education and encouragement, enforcement Many City policy documents, guidelines, rural two-lane corridor with gravel shoulders has turned into a major activity hub linking residents and evaluation. and plans reference a Complete Streets to active living, transit, city parks, and trails. This is an example of how changes in the layout of philosophy as a recommended action, a roadway can cascade into a long-term commitment to improving the vitality and activity in a including: Planningcommunity. §§ The EarthCare Sustainability Plan Planning-related strategies focus on community 2014-2020:49 plans, land-use planning, and zoning policiesARUNDEL/HUDSON that create more walkable and safe §§ The 2018 Official Plan communities. Examples of planning and policy §§ The 2012 Image Route Guidelines developmentsACTIVE that have LIVING been adopted by the and Detailed Streetscape Designs: City of Thunder Bay are listed below: CORRIDOR • The Active Transportation Plan are • The City Council-approved the EarthCare currently under revision and will be
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Chippewa Rd group to encourage and build support for Education and walkability. Some of the activities of the encouragement Committee include: §§ Pedestrian Wayfinding Sign Education and encouragement campaign related strategies improve awareness §§ Community meetings and and understanding. This may be workshops achieved through signage, media, §§ Presentations to City Council safety campaigns, classes, and advocacy. §§ 2015 tour of walkable Current educational and encouragement infrastructure with City Council focused initiatives include: • The Thunder Bay District Health Unit plays • Yearly participation in the national a key role in education and encouragement Commuter Challenge. around walkability. The TBDHU chairs the • Annual Open Streets Program. Thunder Bay Walkability Committee, • Pedestrian crossover education campaign. which is a multi-disciplinary advocacy • Yearly participation in Jane’s Walk program
COMMUNITY HIGHLIGHT: PEDESTRIAN CROSSOVER EDUCATION CAMPAIGN Thunder Bay has seen a high demand was to increase community awareness of this among residents for mid-block crossings, new type of facility; to increase understanding or pedestrian crossovers, however, the of the physical appearance of pedestrian City of Thunder Bay was initially hesitant to crossovers; and to instruct citizens on how to implement pedestrian crossovers without properly and safety interact with pedestrian supportive legislation. The 2016 amendments crossovers as both drivers and pedestrians. to the Highway Traffic Act created a Education components included: educational supportive legal environment in which the City brochures, promotional magnets, print and could install pedestrian crossovers. radio ads, news articles, television interviews, a media launch, presentations to community The intersection of Algoma Street and groups, community events, educational Cornwall Avenue was selected as the videos, social media material, interactive location for the pilot crossover site in 2016. website, and demo equipment. Before the crossovers could be installed, a partnership was established between the Additional crossovers will be installed in City of Thunder Bay, the Thunder Bay District Thunder Bay each year from a list of 34 Heath Unit, and Community Traffic Awareness potential sites. To date, three crossovers have Committee, with funding from the Ministry been installed. Two more crossovers were of Transportation to launch a pedestrian installed in September and October of 2017, crossover education campaign. The intent on Walsh Street, and Simpson Street.
Thunder Bay in Context 1416 Engineers as they plan and implement Enforcement infrastructure changes to accommodate greater safety for alternate forms of Enforcement refers to initiatives that transportation. Efforts towards greater reinforce existing laws or policies walkability include: and reduce negative behaviours such as speeding, or disobeying §§ Education campaigns, such as traffic signals in collaboration with local law “Traffic Tuesday” educational videos enforcement. Enforcement activities are most on traffic safety and strong social effective when implemented in conjunction media engagement. with education. Enforcement efforts in Thunder §§ Zone Watch focus on pedestrian Bay include: safety. • The Thunder Bay Police Service has §§ Representation on the Community committed to working closely with City Traffic Awareness Committee.
COMMUNITY HIGHLIGHT: ZONE WATCH
The Thunder Bay Police Service has developed a community based online forum which identifies current neighbourhood crime and safety issues and allows for practical solutions. The Zone Watch program creates a partnership between police and citizens of Thunder Bay and Oliver Paipoonge. The heart of the program is a series of online forums, providing the opportunity for Zone Watch members to dialogue with police on a variety of subjects including crime trends, crime prevention and enforcement efforts to make our neighbourhoods safe.50 In 2016, Zone Watch members chose pedestrian safety as one of their priority issues in Thunder Bay. As part of this initiative, Zone Watch members raised awareness about being visible as a pedestrian at night, distributed reflective materials, and also handed out “good tickets” (tickets to the Thunder Bay Border Cats baseball games) to pedestrians who were observed correctly using crossing facilities.
15 Walkability and Pedestrian Safety in Thunder Bay • In 2016 the City Parks and Open Spaces Evaluation division purchased a mobile pedestrian counter to be used on the multi-use trails. Data, surveillance, and monitoring are essential to produce an evidence- • In 2018 the construction of a multi-use trail based understanding of walkability at Attikokan drive (Confederation College) and safety issues and to evaluate will include the installation of a pedestrian/ the impacts of existing initiatives. Evaluation cyclist counter. activities include: • In partnership with the Thunder Bay Police Services, the City of Thunder Bay has maintained a Collision Database of collisions that have occurred in Thunder Bay since 2004.
While the City of Thunder Bay has made advances in each of the areas of planning, engineering, education and encouragement, enforcement, and evaluation, there are many opportunities to improve the pedestrian environment and pedestrian safety in our community. This report investigates the current state of pedestrian safety and walkability and provides recommendations for improving walkability in Thunder Bay.
Thunder Bay in Context 16 PEDESTRIAN-VEHICLE COLLISION ANALYSIS
In the following section, the data that procedures during the study period, records in the dataset were compared to paper records were used for the pedestrian-vehicle for 2009-2012 to identify any missing data. collision analysis are described. Key Any pedestrian-vehicle collisions that were findings are summarized in terms of identified from the paper records but were not when and where pedestrian-vehicle included in the original data extraction were added to the database prior to analysis. collisions occurred, who was involved in the collisions, and why and how ArcGIS software and the collision address variable were used to geocode each collision the collisions may have occurred. (i.e., converting addresses into geographic coordinates) enabling collision mapping and Data a more in-depth spatial analysis. Additional spatial datasets were also gathered and The pedestrian-vehicle collision data used utilized in the collision analysis including: a) a for this report were obtained from the City dataset of city wards, b) a dataset indicating of Thunder Bay collision records database. the location of schools, and c) a road network Collision data were originally collected using file (all provided by the City of Thunder Bay). Motor Vehicle Accident report forms and Information on estimated ward-level population entered into the database by the Thunder Bay was also acquired from the City of Thunder Police Services. All reported collisions involving Bay Archives. Prior to analyzing the collision at least one pedestrian and one motor vehicle, dataset, data were cleaned in an effort to resulting in property damage, injury or fatality amend incorrect, incomplete or duplicated that occurred between January 1st 2004 and information. December 31st 2013 were extracted from the collision records database by the City of There are limitations of the collision data Thunder Bay Traffic Technologist. The collision and analyses that should be acknowledged records dataset included numerous attributes when interpreting the findings presented in describing the collision itself, environmental this report. First, some of the variables in the conditions at the time of the collision, and collision dataset had large amounts of missing driver and pedestrian characteristics. Although data. Some variables (e.g., traffic control collision data were available for 2014, 2015, and function) were excluded due to high amounts 2016, a third party completed data input at this of missing data. Second, although the collision time and there were concerns about missing dataset included a large number of variables, data. As such, these years were not included in certain important attributes were not available. the analysis. Also, due to changes in reporting In particular, age and gender of the pedestrian
17 Walkability and Pedestrian Safety in Thunder Bay involved in each collision were not available. Third, detailed information on typical number When are collisions of walking trips and pedestrian traffic volume are not available in the context of Thunder happening? Bay. To accurately capture the underlying population at risk of being involved in a This section summarizes temporal pedestrian-vehicle collision, additional data on trends in reported pedestrian- walking trips and traffic volumes are needed. vehicle collisions in Thunder Finally, the collision data obtained from the Bay at various time scales. Thunder Bay Police Services only capture reported collisions. The data presented in this Annual trends report may not capture all pedestrian collisions On average, 63 reported pedestrian-vehicle that have occurred in Thunder Bay from 2004- collisions occurred each year between 2004 2013. and 2013. Figure 5 depicts the number of collisions that occurred each year and illustrates Key findings that there is no consistent increasing or decreasing trend over the ten-year period. The From 2004 to 2013, a total of 634 reported largest number of collisions occurred in 2011 pedestrian-vehicle collisions occurred in (n=76) while the fewest number of collisions Thunder Bay; 8 pedestrians were fatally injured occurred in 2013 (n=45). as a result of a collision with a motor vehicle. The majority of collisions (81.5%) resulted in Figure 5: Total number of reported pedestrian- non-fatal injuries. vehicle collisions by year (2004-2013)
80 Figure 5: Thunder Bay reported pedestrian- 76 vehicle collisions from 2004-2013 74 69 70 68 66 66 63 61 60
50 634 46 45 collisions involving 40 pedestrians were reported between 2004-2013 in Thunder 30
Bay Number of Pedestrian-Vehicle Collisions 20
of those collisions 10 resulted in a fatal injury 8 0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Collision Year pedestrian-vehicle collision which resulted in a pedestrian fatality
Pedestrian-Vehicle Collision Analysis 18 Seasonal and monthly trends Figure 7: Total number of reported pedestrian- vehicle collisions by month (2004-2013) Reported pedestrian-vehicle collisions were most common during the fall (29.0%) as depicted in Figure 6. There was an average of approximately 5 reported pedestrian- vehicle collisions per month over the ten year study period. As shown in Figure 7, collisions occurred more frequently in October (70 collisions), followed by March (68 collisions). It might be expected to see a greater number of collisions in the summer months due to higher volumes of pedestrian traffic when weather conditions are more favourable, for walking, however, this was not observed in Thunder Bay. Number of Collisions There may be lower vehicular traffic volumes in summer months but unfortunately, this cannot be determined without representative pedestrian counts and traffic volume data.