Calgary Transportation Plan
Adopted by Council September 2009
calgary.ca | call 3-1-1 PUBLISHING INFORMATION
TITLE: CALGARY TRANSPORTATION PLAN
AUTHOR: THE CITY OF CALGARY
STATUS: ADOPTED BY CALGARY CITY COUNCIL - 2009 SEPTEMBER
PRINTING DATE: 2009 NOVEMBER
ADDITIONAL COPIES: THE CITY OF CALGARY RECORDS & INFORMATION MANAGEMENT (RIM) DEVELOPMENT & BUSINESS APPROVALS P.O. BOX 2100, STN "M", #8115 CALGARY, ALBERTA T2P 2M5
PHONE: 3-1-1 OR OUTSIDE OF CALGARY 403-268-2489 FAX: 403-268-4615
WEB: www.calgary.ca/transportation/ CLICK ON: Publications Table of Contents
Part 1 – Contributing to the Plan It Appendices Calgary vision ...... 1-1 APPENDIX A – Transit system phasing The City of Calgary Transportation Plan 1.1 Purpose of the Calgary Transportation Plan .1-2 and design ...... A-2
1.2 Linking to the Municipal Development Plan ..1-3 APPENDIX B – Principles and design considerations for river crossings ...... B-1 1.3 Aligning with the Calgary Metropolitan Plan .1-4 APPENDIX C – Glossary of terms ...... C-1 1.4 The Sustainability Principles and Key Directions for Land Use Mobility ...... 1-5 APPENDIX D – Transportation maps ...... D-1
1.5 Transportation goals ...... 1-6
1.6 Public and community engagement ...... 1-8
1.7 Amending the CTP ...... 1-9
1.8 Implementation...... 1-10
Part 2 – Implementation through strategic investment ...... 2-1
Part 3 – Transportation policies ...... 3-1
3.1 Transportation choice ...... 3-2
3.2 Walking and cycling ...... 3-6
3.3 Transit ...... 3-10
3.4 Goods movement ...... 3-16
3.5 High Occupancy Vehicles (HOV) ...... 3-20
3.6 Quality of service ...... 3-22 TOC
3.7 Complete Streets ...... 3-27
3.8 Local transportation connectivity ...... 3-38 September | 2009
3.9 Parking ...... 3-40
3.10 Transportation safety ...... 3-42
3.11 Universal access ...... 3-45
3.12 Environment and Transportation ...... 3-46
3.13 Infrastructure management ...... 3-47
Part 4 – Monitoring and reporting ...... 4-1
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN i
Part One Contributing to the Plan It Calgary vision Part 1 – Contributing to the Plan It Calgary vision
1.1 Purpose of the Calgary The Calgary Transportation Plan (CTP) provides policy Transportation Plan direction on multiple aspects of the city’s transportation system. To make the application of these policies as clear as possible, they are broken down into two categories: The design of the transportation system has a signifi cant Requirements impact on the urban form of the city. It contributes to
the shape of our communities and employment centres, • contain the word “must” and it determines how we move within and among these places. It supports the economy by facilitating the timely • these policies apply in all situations, without exception movement of goods, services and people within the Recommendations city and to regional or international destinations. It can either enhance or degrade the environment depending • contain the word “should” on how well it is integrated with its surroundings and the • these policies are to be applied in all situations, unless degree to which we depend on fossil fuels to reach our it can be clearly demonstrated to the satisfaction of destinations. The decisions made today about where and The City that the policy is not reasonable, practical or what to build will affect Calgarians for 100 years or more – feasible in a given situation just as decisions made in the past affect us today. • proposed alternatives must be to the satisfaction Going forward, the transportation system must perform of The City with regards to design and performance a wide variety of roles and consider the context of standards surrounding land uses, be they natural or manufactured. It must provide more choice for Calgarians – realistic choices In each section, words shown in italics (with the exception of sub-section titles) are defi ned in the glossary located in Part 1 Contributing to the Plan It Calgary vision that are convenient, affordable and attractive. These choices include walking, cycling, transit, high occupancy Appendix C. vehicles (HOV or carpooling) and single-occupant vehicles (SOV). The needs of commercial vehicles (goods and services) and emergency services (police, fi re, EMS and emergency management) must be considered in context. 1.1 Successful application of the CTP policies will move Calgary towards a more sustainable future – for our economy, our environment and our citizens. September | 2009
1-2 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 1.2 Linking to the Municipal Development Plan
The policies contained in the CTP are linked directly to the Part 1 Contributing to the Plan It Calgary vision Municipal Development Plan (MDP). In order to meet the statutory requirements of the Municipal Government Act, and provide additional context for the land use policies, the MDP contains a summary of the transportation objectives from section 3 of the CTP. It also contains the Primary Transit Network and Road and Street Network maps. Some of the policy sections in the CTP also contain references to sections in the MDP that need to be considered when planning transportation infrastructure in Calgary.
The MDP provides detailed policies for multiple land use areas known as typologies. The Typology section of the MDP contains detailed descriptions of each typology, along with land use, urban design and mobility policies. While the CTP provides a comprehensive policy framework for transportation in Calgary, transportation professionals should also familiarize themselves with each of the typology areas in the MDP to understand fully the differences in transportation priorities. The maps contained in the CTP show the key typologies, such as Activity Centres, Corridors and industrial areas, related to each transportation network. 1.2 September | 2009
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 1-3 1.3 Aligning with the Calgary Metropolitan Plan
The policies contained in the CTP align with the goals and policy direction of the Calgary Metropolitan Plan. The transportation networks identifi ed in the CTP accommodate connections for multiple modes of transportation to adjacent municipalities (Rocky View County, MD of Foothills, Town of Chestermere) and the Tsuu T’ina Nation that will enhance the region’s competitive advantage regionally, nationally and globally.
Investment decisions for Calgary’s transportation infrastructure will consider the needs and impact on adjacent municipalities, and support long-range plans for regional transportation systems. Calgary will also participate in regional transit planning to provide effective transportation options that support long-range land use objectives in Calgary and the region. Part 1 Contributing to the Plan It Calgary vision
1.3 September | 2009
1-4 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 1.4 The Sustainability In November of 2008, City Council also approved Principles and Key Directions the Key Directions for Land Use and Mobility for use in the development of the MDP and CTP. The Key for Land Use Mobility Directions represent the strategic moves that need to
be accomplished in order to guide Calgary towards the Part 1 Contributing to the Plan It Calgary vision In January of 2007, City Council adopted the Sustainability imagineCALGARY vision and the Sustainability Principles Principles for Land Use and Mobility. The Principles were for Land Use and Mobility. The Key Directions for Land derived from current City of Calgary policy direction, well Use and Mobility are: recognized Smart Growth principles, and the direction 1. Achieve a balance of growth between established of the Long Range Urban Sustainability Plan for Calgary and greenfi eld communities (imagineCALGARY). The Sustainability Principles for Land Use and Mobility are: 2. Provide more choice within complete communities
1. Create a range of housing opportunities and choices. 3. Direct land use change within a framework of nodes and corridors 2. Create walkable environments. 4. Link land use decisions to transit 3. Foster distinctive, attractive communities with a strong sense of place. 5. Increase mobility choices
4. Provide a variety of transportation options. 6. Develop a Primary Transit Network
5. Preserve open space, agricultural land, natural 7. Create Complete Streets beauty and critical environmental areas. 8. Optimize infrastructure 6. Mix land uses.
7. Strategically direct and manage redevelopment opportunities within existing areas.
8. Support compact development. 1.4 9. Connect people, goods and services locally, regionally and globally.
10. Provide transportation services in a safe, effective, September | 2009 affordable and effi cient manner that ensures reasonable accessibility to all areas of the city for all citizens.
11. Utilize green infrastructure and buildings.
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 1-5 1.5 Transportation goals Transportation Goal #3: Provide affordable mobility and universal access for all.
Each section in the CTP indicates support for a Citizens must be provided with a range of affordable travel combination of Council-approved Key Directions for Land options regardless of income or ability, including walking, Use and Mobility and the following transportation goals. cycling, public transit, and taxis. The built environment The seven transportation goals give additional direction and transportation infrastructure should incorporate to all aspects of transportation in Calgary and provide principles of universal access. more detail to the overall transportation goal contained in Transportation Goal #4: Enable public transit, walking the MDP, which is: and cycling as the preferred mobility choices for more To develop an integrated, multi-modal transportation people. system that supports land use, provides increased An integrated strategy is required that includes substantial mobility choices for citizens, promotes vibrant, connected transit expansion, investment in new pedestrian and communities, protects the natural environment, and cycling infrastructure, transit-oriented land use and supports a prosperous and competitive economy. supportive street and parking policies. These strategies Transportation Goal #1: Align transportation planning will reduce demands on the transportation system by and infrastructure investment with city and regional land reducing vehicle trip distances and making public transit, use directions and implementation strategies. walking and cycling more appealing mobility choices for more people. City and regional land use directions are designed to reduce our ecological footprint and promote the Transportation Goal #5: Promote economic develop-
Part 1 Contributing to the Plan It Calgary vision conservation and responsible consumption of natural ment by ensuring the effi cient movement of workers and resources including land, energy and water. Commitment goods. to these directions will achieve greater use of more The transportation system must foster economic sustainable travel modes such as walking, cycling and development by facilitating the effi cient movement of public transit, while also reducing the average distance workers and goods by roadway, rail and air. Transportation travelled by automobiles. facilities must provide access to major industrial and 1.5 Transportation Goal #2: Promote safety for all trans- employment locations. portation system users. Transportation Goal #6: Advance environmental sus- The City should ensure that all aspects of the tainability. transportation system are safe and secure, and enable The transportation system should be planned, designed, prompt and effective emergency response. These operated and maintained to reduce the impact of travel on objectives will be achieved through ongoing operations, the environment by curbing land consumption, protecting maintenance and public education programs, as well as air and water quality and reducing energy consumption mobility management and land use strategies that will and greenhouse gas emissions. reduce vehicular travel and improve public safety and
September | 2009 health.
1-6 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN Transportation Goal #7: Ensure transportation infra- structure is well managed.
Sound management of all transportation infrastructure will promote effi ciency, infrastructure preservation and Part 1 Contributing to the Plan It Calgary vision value, safety and a healthy environment.
1.5 September | 2009
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 1-7 1.6 Public and community engagement
The increasing complexity of issues faced by “city builders” requires that all disciplines work together to achieve outcomes that would not be possible for any one discipline acting alone. Involvement of broad stakeholder groups will also be important in the planning, design and operation of the transportation system.
Collaborative processes should be undertaken when planning new transportation infrastructure, upgrading existing infrastructure, or evaluating the impacts of new developments. Impacted stakeholder groups, including but not limited to community residents and associations, local businesses and the development industry should be engaged early in planning processes to build understanding of transportation issues, and ensure that infrastructure meets the needs of all users and adjacent properties. Part 1 Contributing to the Plan It Calgary vision
1.6 September | 2009
1-8 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 1.7 Amending the CTP
Like the MDP, the CTP is a living document and will be kept current by reviewing, updating and amending it as Part 1 Contributing to the Plan It Calgary vision required. Any changes to policies, maps or appendices in the CTP as proposed by Administration will require approval by resolution of Council. Amendments to the CTP may also be triggered by amendments to the MDP.
1.7 September | 2009
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 1-9 1.8 Implementation
All policies contained in the CTP are in effect immediately upon the date specifi ed through approval by resolution of Council. Over time, updates to existing transportation plans and guidelines would align to the contents of the CTP (such as Street classifi cations and nomenclature).
A companion implementation plan will contain the 10-year actions necessary to achieve the policies contained in the CTP, and will indicate the phasing and resource requirements associated with the actions. The implementation plan should be updated with each three-year business cycle to maintain alignment with the growth, planning and investment objectives contained in the MDP and CTP. Where and when investments are made in transportation infrastructure is a critical component of the overall CTP implementation strategy. Part 2 of the CTP contains implementation policies to align infrastructure investment with the goals and objectives of the CTP and MDP. Part 1 Contributing to the Plan It Calgary vision
1.8 September | 2009
1-10 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN Part Two Implementation through strategic investment Part 2 – Implementation through strategic investment
Objective Align transportation planning iii. Supporting the development of Future Greenfi eld and investment decisions with strategic Areas.
corporate growth policies in order to • Align The City’s capital planning programs, such as increase municipal fi scal sustainability. the Transportation Infrastructure Investment Program, the Emergency Response Infrastructure Investment Discussion Program, the Culture, Parks and Recreation Infrastructure Investment Program, etc., to support the The MDP contains a process and policies to guide growth direction of the MDP and CTP. decisions in Calgary, called the Strategic Framework for Growth and Change (referred to as the MDP Framework • Upon adoption of a new Local Area Plan (as defi ned in for Growth and Change in this document). The MDP the MDP), all relevant maps in the MDP and CTP must Framework for Growth and Change contains a variety be updated. of policies to address key growth challenges in Calgary, Future transportation planning and investment activities and ensures the best possible social, environmental and need to align with the MDP Framework for Growth and economic outcomes for citizens both now and in the Change in order to achieve the goals of the MDP and CTP. future. However, transportation investments must also take into
The decision making process described in the MDP account the ongoing infrastructure management needs of Framework for Growth and Change contains criteria for existing facilities and additional priorities in the CTP that selecting growth areas in both developed and greenfi eld are beyond the scope of the MDP Framework for Growth areas of the city. It also more clearly links land use planning and Change (such as improvements to the Primary and infrastructure investment decisions back to the Goods Movement Network described in section 3.4). The long-range plan contained in the MDP, and consequently following transportation policies address these issues. Implementation through strategic investment Part 2 Implementation through the CTP as well. Policies This new process has several policy implications for the a. Transportation planning priorities and investment provision of transportation infrastructure in Calgary: decisions must be aligned and co-ordinated with the • Infrastructure management programs will be designed 2.0 MDP Framework for Growth and Change, and the CTP to support the objectives of the MDP; transportation goals.
• Municipal capital investment in infrastructure (includ- b. The highest priority for transportation capital and ing new and maintenance/refurbished) should be operating investment should be the Primary Transit prioritized in the following manner: Network and supporting infrastructure (including walking and cycling infrastructure and Complete i. Support intensifi cation of Developed Areas of the Streets) in Activity Centres and Corridors. city;
c. Transportation capital and operating investments ii. Expedite the completion of communities in Planned that will enhance the reliability and safety of goods Greenfi eld Areas of the city (as defi ned on the MDP movement should be given increasing priority. September | 2009 Urban Structure Map).
2-2 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN d. Ongoing operating and maintenance costs must be considered in the approval process for transportation infrastructure projects.
e. New funding sources should be identifi ed and pursued Part 2 Implementation through strategic investment to fund both transportation capital and operating costs. f. The capacity and life-cycle of existing transportation infrastructure should be optimized before investing in new infrastructure in existing areas. g. The infrastructure and implementation strategies identifi ed in the CTP should be reviewed and prioritized within the context of The City’s current and future fi nancial capacities.
2.0 September | 2009
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 2-3
Part Three Transportation policies Part 3 – Transportation policies
The following sections outline the transportation policies Transportation Goal #5: Promote economic develop- that work in conjunction with the land use policies of ment by ensuring effi cient goods movement and labour the MDP. The CTP policy areas that contribute most to force mobility. achieving the Key Directions for Land Use and Mobility Discussion and the transportation goals are:
Calgary’s current transportation system is focused • Transit primarily on roadways and the effi cient movement of • Complete Streets motorized vehicles. With the exception of transit service to the downtown, other modes of transportation (such as Given their importance, these two sections contain more walking and cycling) have been given less priority. This has extensive background information and policies to aid happened largely out of necessity. Over the last 50 years, implementers in achieving the desired outcomes. land uses have been increasingly segregated, with homes All maps referred to in the following sections are located located further and further away from jobs and amenities. in Appendix D. Population growth has gone almost entirely to the edges of the city, while employment continues to cluster in the downtown and east industrial areas. With trip distances increasing each year, the private automobile has naturally 3.1 Transportation choice become the preferred travel choice. Transportation policies Part 3 Transportation The CTP and MDP represent a new direction for Objective Maintain automobile, com- transportation in Calgary. The more compact form of mercial goods and emergency vehicle development envisioned in the MDP will bring homes, jobs, services and amenities closer together. This will mobility in Calgary while placing increased make non-automobile modes of travel more convenient, emphasis on sustainable modes of and therefore give Calgarians choices when travelling transportation (walking, cycling and transit). around the city. More choice means that Calgary’s transportation system will: Supports 3.1 • improve overall mobility; Key Direction #5: Increase mobility choices. • better withstand rising energy costs or other economic Key Direction #7: Create Complete Streets. shocks; Transportation Goal #3: Provide affordable mobility • reduce energy use and emissions; and universal access for all. Transportation Goal #4: Enable public transit, walking • provide travel options for all Calgarians, regardless of and cycling as the preferred mobility choices for more age or income; and people. • increase Calgary’s competitive advantage in the global marketplace. September | 2009
3-2 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN In most cases, it will not be practical to accommodate all Commercial vehicles are also a critical element of modes of travel equally in every part of Calgary. Decisions Calgary’s economy, and must be accommodated in most will need to be made on which modes should be parts of the city, with emphasis on several key areas (such emphasized in each part of the city. Sustainable modes as the airport, industrial areas, intermodal rail terminals, of transportation should be emphasized where they and on heavily used goods movement corridors such as can provide convenient and realistic travel choices. The Deerfoot Trail and the Ring Road). Transportation Sustainability Triangle in Figure 1 shows Emergency services (police, fi re, ambulances) are not the relative sustainability of each transportation mode, explicitly shown in Figure 1 because they are unique users Part 3 Transportation policies with walking being the most sustainable. of the transportation system and operate in all parts of the Walking, cycling and transit are all more sustainable city. Access to emergency services must be considered in modes because: the planning, design and operation of the transportation system. • they require less energy;
• need less infrastructure and typically cost less to build; and
• are available to almost all Calgarians.
Walking
Cycling
Degree Public transit of Sustainability Carpooling (HOV) 3.1 Automobiles (SOV) September | 2009
Figure 1 – The Transportation Sustainability Triangle
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 3-3 Although walking, cycling and transit are more sustainable Transit service will offer the most convenient choices modes of transportation, the majority of daily trips are to people travelling between Activity Centres and along expected to continue to be made by private vehicles. the Corridors that connect them. Priority measures will Figure 2 shows the travel choices for all trips today enhance the reliability of transit services within and between compared to projected travel choices 60 years in the these strategic locations, making transit competitive and future based on the recommended land use patterns and an attractive option to private automobiles. transportation systems contained in the MDP and CTP. The increasing variety of transportation choices made by It is clear that private vehicles will continue to be the most Calgarians in the future can be effectively accommodated common travel choice, particularly in outlying areas of by putting the right type of infrastructure in the right the city where most destinations are too far to reach by place. Figure 3 in section 3.7 of the CTP shows how the walking and cycling, and where transit service is not as new Road and Street Palette provides a range of road frequent or effi cient as a vehicle. Transportation networks and street types that emphasize different transportation will be designed to manage the demand for vehicle use, modes. The CTP recommends that the majority of the and will be optimized using a wide range of tools and roads and streets built in Calgary be types that emphasize technologies. private vehicles and goods movement. This refl ects both the existing infrastructure that has been built in Calgary, Increased walking and cycling activity will occur primarily and the transportation needs for much of the city in in the Activity Centres and Corridors located across the the future.
Transportation policies Part 3 Transportation city. Homes, jobs, services and amenities will be located in close proximity to each other in these locations. The Specialty streets that emphasize walking, cycling needs of pedestrians and cyclists should therefore be and transit will comprise a lesser amount of the Road given the highest priority in Activity Centres and Corridors. and Street Network. However, these streets will be Well designed infrastructure and direct connections strategically located in Activity Centres and Corridors between destinations will allow walking and cycling to be where the majority of walking, cycling and transit activity the most convenient way to travel in these locations. is expected to occur.
3.1 Per cent of all daily trips Mode of Transportation Current Recommended Direction
Walk/Cycle 14% 20% - 25%
Transit 9% 15% - 20%
Vehicles (SOV & HOV) 77% 65% - 55%
Figure 2 – Current and future travel choices September | 2009
3-4 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN In conjunction with other transit and cycling infrastructure, h. On facilities where multiple users compete for priority, this combination of road and street designs will make it a balanced approach should be used to address the possible to meet the increasingly diverse travel needs of trade-offs and risks of various design decisions. Calgarians now and in the future.
Policies a. The needs of sustainable modes of transportation
(walking, cycling and transit) should be considered in Part 3 Transportation policies all transportation planning projects. b. Pedestrians and cyclists should be given the highest priority in the planning, design, operation and maintenance of transportation infrastructure in Activity Centres and Corridors. c. Along the Primary Transit Network, priority should be given to transit in the planning, design, operation and maintenance of the transportation system, with the goal of minimizing person delay rather than vehicle delay. d. Emphasis should be placed on the effi cient movement of commercial vehicles in industrial areas, along corridors defi ned as part of the Primary Goods Movement Network, and to access the airport or intermodal rail facilities. e. In areas where walking, cycling and transit cannot provide convenient and reliable travel choices, 3.1 emphasis should be placed on mitigating congestion and improving capacity for private vehicles. f. The needs of emergency vehicles and large-scale September | 2009 evacuation equipment must be considered in the planning and design of all transportation infrastructure. g. The needs of emerging modes of transportation (meaning modes not commonly used today) should continue to be monitored, and planned for as necessary.
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 3-5 3.2 3-6 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN social interaction.Pedestrians includeallpersonswalking ability orincome.Itisquiet, doesn’t polluteandfosters available toalmosteveryone, regardless ofage,gender, health andwellnessbenefi Walking isthesimplesttypeoftransportation;it offers Walking Discussion infrastructure iswellmanaged. Transportation Goal#7:Ensure transportation force mobility. ment byensuringeffi Promote economicdevelop- Transportation Goal#5: people. and cyclingasthepreferred mobilitychoicesformore Enablepublictransit,walking Transportation Goal#4: and universalaccessforall. Provide affordable mobility Transportation Goal#3: transportation systemusers. Promote safetyforall Transportation Goal#2: Key Directions#8:Optimize infrastructure. Key Directions#7:Create Increase mobilitychoices. Key Directions#5: complete communities. Provide more choicewithin Key Directions#2: Supports and amenitiesclosertogether. planning thatbringshomes,jobs,services infrastructure, andthrough landuse provision ofadditionalorenhanced attractive andconvenientthrough the Objective To makewalkingandcycling 3.2 Walking andcycling cient goodsmovementand labour
. Complete Streets ts, costsverylittleandis to transit,thedesignofpedestrian- mobility aids,are considered throughout theCTP. Access The needsofpedestrians,includingthosewhouse stops. convenient accessfortransitvehiclesarrivingatthose pedestrian movement,waitingandcomfort,aswell of transitstopsandstationsmustplacehighpriorityon maintained pedestrianroutes totransitstops.Thedesign to taketransit,there must also becontinuous,consistently Since virtuallyallpeoplewalkforatleastashortdistance requirements inrelation tosurrounding landuses. information regarding urbandesignandotherpedestrian play. Section 3.7 provides onCompleteStreets additional positive ambiance,publicartandspacesforrest and Pedestrians shouldbeprovided withdifferent views,a high- s andplazasshouldhave Public placessuchasstreet • round- adequateseparationfrom traffi • • well- • suffi direct andconvenientconnectionstodestinations; • requires: a convenient,year- walk ifitisaconvenientwaytotravel.Makingwalking Like anymodeoftransportation,peoplewillchooseto carts, in- their dogs,peoplewithchildren’s strollers orwheeled or jogging,usingwheelchairsmobilityaids,walking pedestrian-oriented initiativesintheCTP. arein newcommunitiesand Activity Centres key providing more direct connectionsbetweendestinations and secure; quality urbandesignelementswherever possible. cient unobstructedspace towalkcomfortably; maintained routes withcharacter thatfeelsafe line skatersandskateboarders. the- clock pedestrianactivity. round optionformore Calgarians c; and c; friendly s and street Part 3 Transportation policies September | 2009 3-7 3.2 round option for round maintained, clear routes; ability to maintain speed; security; and system users. Making cycling a convenient, year- Making cycling a Calgarians requires: • of obstacles; travelling surfaces free smooth • well- • give cyclists the that connected and continuous routes • at destinations; bicycle parking and amenities • a feeling of safety and with character that offer routes for all transportation education and enforcement • enables longer Connecting bicycle trips to transit service enables cyclists transit catchment areas, trips, enlarges transit increases to bypass topographical barriers and include safe ridership. Examples of integration measures bicycle parking at transit stations, allowing and secure to bicycle bicycles on trains and buses and improvements transit station access. and routes CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY
assisted streets or in wide curb lanes, ed as overweight in 2003, and an estimated 14 per cent were obese. Although obese. ed as overweight in 2003, and an estimated 14 per cent were ve times faster than walking. Due to ve times built environment patterns transit-supportive built environment have been associated with higher speed powered machines that improve health health machines that improve powered ts. - Dr. Larry Frank, The Built Environment and Health: A Review - Dr. , Walkable physical activity overall. Less walkable, vehicle-dependent amounts of active transport and more and their associated with higher body weights, obesity, have been correlated built environments diseases. chronic Physical Activity, Urban Form and Obesity Urban Physical Activity, The most than doubled in the last 20 years. of obesity has more In Canada, the prevalence the increased mass index (BMI) exceeds 40 or more, body where forms of obesity, extreme 32 per cent of adults most dramatically – 225 per cent between 1990 and 2003. In Calgary, classifi were “at least moderately active” in leisure nearly 60 per Calgarians indicated that they were cent of achieve health population is not active enough to activities in 2003, 45 per cent of the city’s benefi volume, low- cient - human fi While cyclists are allowed on almost all Calgary streets, While cyclists are signs or through additional guidance can be provided cyclist by designating extra space on streets to increase accommodated on Cycling can be comfort and safety. low- and enable travel fi is also available to almost low cost, cycling the relatively include persons riding any cycle, everyone. Cyclists or a power- effort by human whether propelled device. -street bike lanes or separate on-street bicycle lanes. Off trails and, cyclists can also travel on walkways, pathways, -street bicycle lane next cycle tracks (an off in the future, to the vehicle lanes). Bicycles are more than recreational tools. They are are tools. They than recreational more Bicycles are ef Cycling 3.2 3-8 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN s. on citystreet to furtherpromote safeandconvenientbicycleoperation improvements toexistinglegislationshouldbeendorsed bicycles onpublicrights-of-way.However, updatesand existing legislationregarding theoperationandcontrol of considerations containedinSection3.7,complywith The followingpolicies,andassociateddesign Appendix D. 1in The PrimaryCyclingNetworkisshowninMap pathway maps. through periodicupdates oftheCalgarybikewayand other existingandfuture bicycle routes willbeidentifi routes where themostconcentratedactivitywilloccur. All bicycle routes. Instead, it defi The PrimaryCyclingNetworkdoesnotoutlineallfuture the designandoperationofthosefacilities. users andcommutersshouldbeconsidered carefully in incorporates pathways,theneedsofbothrecreational debris, snowandice.Where thePrimaryCyclingNetwork have highpriorityformaintenanceandbekeptclearof to travelinCalgary, thePrimaryCyclingNetworkmust appealing. Inorder tomake thisayear- locations direct andexpedient, whilealsosafeand be asdirect aspossible, makingcyclingbetweenthese can reasonably beaccommodated.Connectionswill will includethebestpossiblecyclinginfrastructure that and majorinstitutions.Eachsegmentofthenetwork , major destinationssuchasActivityCentres been designatedforCalgary. Thisnetworkwillconnect . AnewPrimaryCyclingNetworkhasalso Activity Centres provision ofbetterconnectionsinnewcommunitiesand design offuture andredevelopeds andthrough street the introduction ofnewtypescyclingfacilities,improved Cycling issupportedintheCTPthrough policiesforthe ns high- nes round alternative priority bicycle Corridors ed
f. Walking andcyclingmustbeintegratedwithtransit e. d. The qualityofpedestrianandbicycleenvironments c. The amount,directness, connectivity, accessibility, b. The typeofcyclingfacilitiesimplementedonthe a. Pedestrian andbicycleroutes shouldbeprovided Policies . Bicycle parkingshouldbeprovided atdestinationsin h. g. Safe, barrier - centres andparksopenspaces. community, cityandregional scales. services andimprove opportunitiesatthe intermodal communities. , Activity Centres in allfuture plansfor development orredevelopment should beemphasizedinalltransportationstudiesand bicycle routes shouldbe increased. comfort, characterandsafetyofpedestrian Network occurs. ofcorridorsalongthePrimaryCycling redevelopment Cycling facilitiesshouldalsobeenhancedas surrounding landusesandright-of-wayrestrictions. Primary CyclingNetworkshouldbebasedonthe throughout thecity. , Activity Centres amenities. and bicycledistancetotransitservicecommunity provided incommunitydesignstoreduce pedestrian of theroadway,pedestrianandbicyclenetworks. understanding anddecrease confl enforcement shouldbeused toincrease acceptance, Design offacilities,publiceducationandlaw free walkwaysandpathwaysshouldbe Corridors, TODsitesandresidential Corridors, TODsites,employment icts amongallusers Part 3 Transportation policies September | 2009 3-9 3.2 CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY c signal ordinate the design, operation and ordinate Unit must co- snow clearing) maintenance of all pathways (including Network to that form part of the Primary Cycling users accommodate the needs of both recreational and commuters. minimized during construction. optimization, pedestrian scramble crossings and scramble crossings optimization, pedestrian timers should be used to pedestrian countdown pedestrians and cyclists convenience for improve of pedestrians and high volumes at locations where in the future. expected exist or are cyclists already A full range of strategies such as traffi A full range of strategies k. The Transportation Department and Parks Business Department k. The Transportation j. travel should be Disruptions to pedestrian and bicycle i. 3-10 3.3 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN economically competitivecities. Investmentintransit requirement forthe creation ofattractive,vibrant and High- Discussion sustainability. Transportation Goal#6:Advance environmental labour force mobility. development byensuringeffi Transportation Goal#5:Promote economic people. and cyclingasthepreferred mobilitychoicesformore Enablepublictransit,walking Transportation Goal#4: and universalaccessforall. Provide affordable mobility Transportation Goal#3: transportation systemusers. Promote safetyforall Transportation Goal#2: use directions andimplementation strategies. and infrastructure investment withcityandregional land Aligntransportationplanning Transportation Goal#1: Key Direction#8:Optimize DevelopaPrimaryTransit Network. infrastructure. Key Direction#6: Increase mobilitychoices. Key Direction#5: Linklandusedecisionstotransit. Key Direction#4: framework ofnodesandcorridors. Direct landusechangewithina Key Direction#3: complete communities. Provide more choicewithin Key Direction#2: Supports mobility choiceofCalgarians. that iscapableofbecomingthepreferred customer focusedpublictransitservice Objective To provide a safe, accessible, 3.3 Transit quality publictransitservice isanessential cient goodsmovementand Transit Network alter Make transitaconvenientandcomfortabletravel following successfactorsfortransitmustbeachieved: enable transittoshapelandusechanges,allofthe In order tosubstantiallyincrease transitridershipand complementary mobility option.Theseactionsmustbesupportedby transit serviceare necessary tomaketransitanappealing speed, comfort,reliability, convenienceandsafetyof needs. Substantialimprovements inthefrequency, People willchoosetousetransitifitsatisfi and region Creating anewtransitvisionforCalgary ensuringlabourforce mobilitytosupporteconomic • helpingtoshapeandcreate more intense,mixed- • improving airqualityandreducing energy demands • providing lowercostmobilityoptionsfortransportation • enabling citizenstoparticipateinthesocialand • economic andenvironmental healthofcommunitiesby: improvements cansignifi development. increased transituse;and willgenerate stops andstationswhich,inturn, development withinwalkingdistanceofpublictransit global climatechange; and and operationofprivatevehicles; expense ofnewroadwayandparkinginfrastructure users andsocietybyreducing theneedforand economic lifeofthecommunity; destinations mor make transitappealingbyconnecting majortravel Development ofthePrimary Transit Network will native through thedevelopmentofaPrimary greenhouse gasemissionsthataregreenhouse contributingto andparkingstrategies. Complete Street e directly, makingtheseconnections cantly improve thesocial, es theirmobility use Part 3 Transportation policies September | 2009 3.3 3-11 intensity cient ned by level of service minute walk from transit minute walk from ve- town travel, local circulator services within town travel, local circulator approved performance policies for transit service. approved town transit services) that will support the Primary town transit services) that will support frequency transit services (i.e., LRT, Bus Rapid transit services (i.e., LRT, frequency nancial resources for service expansion in future years. for service expansion in future nancial resources to provide good coverage and a basic level of service to good coverage and to provide Network, (2) a Primary Transit and of the city, all areas route high frequency a well connected, which will provide the framework of Activity Centresnetwork to support and Corridors. a transit service represents The CTP transit strategy that will guide the allocation of commitment to Calgarians fi – not by mode. It comprises a permanent network of high- bus service) streetcars/trams and frequent (BRT), Transit that will operate every 10 minutes or less over an extended operating period, seven days a week. The Primary Transit Network will form the foundation of the transit system and Primary Transit Network Primary Transit Network is defi The Primary Transit Base Transit Service Base Transit range Service includes a comprehensive Base Transit mainline and of transit services (e.g., feeder routes, - cross community comprehensive Network by providing Transit Service may also augment the coverage. Base Transit Network by meeting additional needs Primary Transit - (e.g., cross City and Activity Centres ) that involve high the Centre levels of Transit ridership but not necessarily full Primary service. and a comfortable Service will provide Base Transit and be integrated with the Primary safe environment Network to enable convenient transfers. It will Transit that at least 95 per cent extend far enough to ensure of development is within a fi service (i.e., 400 Development served by the metres). Service should also have a suffi Base Transit of population and employment to achieve the minimum Council- CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY time c engineering ciency. , traffi e required along the e required city transit services. use development and cation. friendly designs ar fectively integrated with surrounding land fectively integrated with surrounding cycle maintenance to sustain existing operations. Invest in new maintenance infrastructure to support Invest in new maintenance infrastructure transit system expansion and undertake essential life- uses. Transit infrastructure must also be designed must also be designed infrastructure uses. Transit a safe, to provide and maintained to a high standard transit where clean and comfortable environment riders feel welcome and valued. Opportunities exist to incorporate advancements in transit vehicle technology - and customer information systems (e.g., real customer schedule information) to improve experience and enhance transit effi Compact, mixed- Network. This Primary Transit existing and future in new transit will be supported by timely investment transit service levels to support lines and improved land use intensifi located It is essential that transit service is centrally and ef faster and more reliable by expanding the use of by expanding reliable faster and more the frequency increasing and transit priority measures can “show up and go” of service so that customers consult a transit schedule. The without having to will also be integrated with Network Primary Transit inter- and regional other city, pedestrian- The CTP proposes the creation of an integrated family the creation The CTP proposes Service, of transit services, including (1) a Base Transit Expanding the Calgary Transit network Expanding the Calgary Transit Sustain fl Sustain fl eet andinfrastructure Incorporate new transit technologies and innovations Incorporate new transit technologies Link land use decisions to transit Link land use decisions Integrate transit with civic life 3-12 3.3 September | 2009 Part 3 Transportation policies Frequency measures are: based onfi yearsandwillbemonitored closely over thenext30 The PrimaryTransit Networkwillbedevelopedinphases Anetworkofotherradialandcross - 2. THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN Askeletalnetworkofexistingandproposed LRT 1. been identifi understanding, twotypesofPrimaryTransit servicehave 3.Foreaseof service forCentre CityisshowninMap D.Proposed transit 2inAppendix is showninMap The proposed PrimaryTransit Networkconceptplan attract newcustomers. service, operatingspeed,connectivityandamenitiesto incorporate thehigheststandards withregard tolevelof fr During core operatingperiods,combinedservice development andtraveldemand. into higherorder railservice basedonfuture corridor begin withbusserviceandmayeventuallyevolve intersections. Transit serviceinthesecorridorswill traffi High OccupancyVehicle (HOV)lanesandmixed services thatwilloperateindedicatedrights-of-way, transit corridorswithoutconsulting atransitschedule. these servicestomakespontaneous tripsalongthe services andmakeitpossibleforpeoplelivingnear will enableseamlessconnectionsbetweentransit all modesofPrimaryTransit. Thislevelofservice traffi semi- Transit Network andwhichoperateindedicatedor lines whichformthebackboneofPrimary qec ilb vr 0 minutesorbetter for equency willbeevery10 c, withpriorityoverautomobilesatsignalized c. exclusive ve keymeasures oftransitservicequality. The ed: rights-of-way, separatefrom auto town transit Service reliability Speed anddirectness Span ofservice Increased transitcapacity Network. two- effi Activity Centres andCorridorswillalsosupportmore capacity foracomfortableride.Strategicallylocated vehicles willbenecessarytoprovide adequate frequencies andselectionofappropriate transit to accommodateridershipdemand.Improved transit servicequality Service reliability isone of thecriticalmeasures of philosophy alongthePrimaryTransit Network. measures willbeimplemented, witha“transitfi when planningtheirtrips.Arangeoftransitpriority since mosttravellerswillchoosethefastestmode to thesuccessofPrimaryT Route directness andoperating speedare critical school commuting. on thePrimaryTransit Network–notjustworkand ensuring thatalltypesoftripscanbeaccommodated the core operatingperiod.Thisisimportantin frequent servicewillcontinuetobeprovided outside be atleast15hoursaday Core operatingperiodsonthePrimaryTransit will to ensur The PrimaryTransit Networkwillbecloselymonitored scheduled arrivaltimes. services shouldoperatewithinthree minutesof minimize customerwaittimes.AllPrimaryTransit Transit Network tooperateonareliable scheduleto cient useoftransitbysupportingmore balanced, way passengerfl e thatsuffi . UserscanexpectthePrimary cient capacityisavailable ows onthePrimaryTransit , sevendaysaweek.Less ransit Network rst” Part 3 Transportation policies September | 2009 3.3 3-13 c volumes in major transportation c volumes cantly increase the people and jobs within walking the people and cantly increase third of jobs are located within 400 metres walking located within 400 metres of jobs are third c’. If feasible, the new transit river crossings could could If feasible, the new transit river crossings c’. to increased traffi to increased Crowchild Trail, Sarcee Trail, corridors such as Glenmore would enable the These connections and Bow Trail. Trail linking proposed of priority transit connections creation Mount Royal Activity CentresCalgary, at the University of the southeast industrial and College, Chinook Centre ‘stuck in getting transit vehicles from and prevent area traffi for pedestrians, cyclists and also incorporate provision and EMS Police, Fire services to improve emergency new pedestrian and bicycle times and provide response connections. other strategies any new river crossings, planning Before the operation of should be implemented to optimize and Transit existing transportation corridors for Primary services operation. See sections 3.5emergency and 3.6 that can for further information on tools and techniques infrastructure. be used to optimize existing transportation engagement Detailed technical analysis and community to establish the location, design and cost will be required Some key stakeholders have of any new river crossings. may be acceptable indicated that new river crossings if services for transit, walking, cycling and emergency a persuasive and demonstrable need, and if is there located and designed to successfully mitigate they are and community impacts. Principles and environmental outlined in are design considerations for river crossings Appendix B. Linking transit and land use of all population and less than a small percentage Today, one- service, which is the only transit mode distance of LRT service levels. operates near Primary Transit that currently The strategic location of Activity Centres and Corridors corridors will Primary Transit along existing and future signifi Network. distance of the Primary Transit CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY ed term and longer- city commuter rail and city transit services. The way service between key destinations term regional transit goal is to implement an transit goal is term regional Calgary Partnership (CRP) has identifi Regional Regional transit To improve transit connectivity, speed and service transit connectivity, improve To of the Bow River and the new river crossings reliability, be required Service may Elbow River for Primary Transit to respond on the west side of the city, in the future, New transit river crossings The The short- that service (BRT) Bus Rapid Transit integrated, regional two- would provide enhanced regional transit services within and between its transit services enhanced regional corridors and nodes, with growth communities, integrated Calgaryas a cornerstone of the proposed Metropolitan Plan. regional within The City of Calgary and adjacent be connected communities. These services would Mobility Hubs. Transit a network of Transit through different a place of connectivity where Mobility Hubs are cycling, bus and modes of transportation (i.e., walking, there and where rail transit) come together seamlessly, concentration of is an attractive, intensive and diverse other amenities housing, employment, shopping and major transit station. Regional transit hubs will a around be located to support other medium- The conceptual vision for regional transit service is shown The conceptual vision for regional in Map 4 in Appendix D. City will also take a leadership role in the co-ordinated in the co-ordinated City will also take a leadership role transit services in planning and development of regional collaboration with CRP communities. The City of Calgary supports the development of an The City of Calgary supports the development transit service, and integrated, high capacity regional mobility corridors within Calgary will identify and acquire and inter- regional for future transit investments such as inter- services. LRT 3-14 3.3 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN IncollaborationwiththeCalgar a. Regional transitservice Calgary RegionalPartnership IncollaborationwiththeCalgary c. b. d. Base Transitd. Serviceshouldbeprovided tofacilitate Expanding theCalgaryTransit network Policies g. Timely investmentinnewtransitlinesandimproved g. f. Urban designprinciplesthatrespect existing A PrimaryTransite. Networkofhigh- be investigatedifnecessary. opportunities toacquire additional right-of-wayshould Primary Transit servicesmustbeidentifi Right-of-way requirements forfuture regional and strategic directionsMetropolitanPlan. oftheCalgary an integratedregional transitsystemthatsupportsthe leadership role intheplanningandco- and otherstakeholders,TheCityshouldtakea suf convenient accesstodevelopmentsthathavea passenger transportmodes. of PrimaryTransit servicesandregional andinter- system ofTransit MobilityHubsforinterconnection in theco-ordinated planning anddevelopmentofa and otherstakeholders,TheCityshouldparticipate Network, shouldbeprovided tosupportexisting transit servicelevels,focusing onthePrimaryTransit Primary Transit Network. should beusedinthedesignandconstructionof communities andutilizeenvironmental bestpractices Corridors. to theCentre and CityandsupportActivityCentres routes shouldbedevelopedtoimprove transitaccess performance standards for transitservice. in order toachieveminimum Council- fi cient intensity ofpopulationandemployment, y RegionalPartnership frequency transit ordination of approved e and ed city
j. All transitinfrastructure shouldbedesigned, Passenger comfortandconvenience m. Transit MobilityHubsshouldaccommodate effi . Othermodesoftransportation,specifi l. Integration withothermodes . Afullrangeofstrategiessuchastransitsignalpriority, i. Improving transitspeed andreliability Communitydesignshouldminimizepedestrianstreet h. k. Advancements intransitvehicletechnologyand operated andmaintainedtopr optimize transittraveltimes. and busstopconsolidationshouldbeutilizedto integrated withtransitservices. cycling, privatevehicles,railandair, shouldbe Occupancy V intelligent priorityandinformationsystems,High from transitservice. be locatedbeyond400 metres walkingdistance street per centofthearea population(i.e.,dwellingunits)may city. Inrecognition ofunusualcircumstances, uptofi orlessinallareas ofthe LRT station)to400 metres walking distancetotransitservice(i.e.,abuszoneor new, priority- higher and cyclists. and safe,direct, unobstructedroutes forpedestrians transit access,comfortablepassenger waitingareas capacity andoperatingeffi to improve passengerinformation,amenities,transit where appropriate, alongwithbestoperatingpractices Intelligent Transportation Systems(ITS)shouldbeused transportation. between transitservicesandwithothermodesof comfortable environment andensure easeoftransfer intensity areas andencourageintensifi growth areas. ehicle (HOV)lanes,queue- ciency. ovide asafe,cleanand cally jump lanes cationof walking, cient ve
Part 3 Transportation policies September | 2009 3.3 3-15 CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY oute and r xed- . door transit services should be door transit services to- specialized door- consider the principles and design considerations consider the principles and design documented in Appendix B of the CTP provided to address the mobility needs of persons with the mobility needs to address provided income Calgarians who depend on disabilities and low mobility. public transit for their o. must Planning and design of any new river crossings River crossings n. A range of affordable, accessible, fi A range of affordable, n. Social considerations 3-16 3.4 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN infrastructure iswellmanaged. Transportation Goal#7:Ensure transportation force mobility. ment byensuringeffi Promote economicdevelop- Transportation Goal#5: transportation systemusers. Promote safetyforall Transportation Goal#2: use directions andimplementation strategies. and infrastructure investment withcityandregional land Aligntransportationplanning Transportation Goal#1: Key Direction#8:Optimize infrastructure. Key Direction#7:Create Increase mobilitychoices. Key Direction#5: Supports surrounding communities. routes, whilealsominimizingimpactson distribution districtsandgoodsmovement facilities,transportationand intermodal National (CN)andCanadianPacifi Airport,theCanadian Calgary International goods movementnetworkthatsupportsthe providing asafe,effi economic role ofgoodsmovementby To recognizeObjective theimportant 3.4 Goods movement cient goodsmovementandlabour cient andconnective . Complete Streets c (CP) c • the Calgary International Airportexpansion. theCalgary International • facilities; expansionplansforCNandCPintermodal • theShepard IndustrialArea; • thenortheast andsoutheastindustrialareas; • projects emerging from theCalgaryarea, including: required tosupportsomeofthekeyindustrialareas and An effective andreliable goodsmovementnetworkwillbe needs. international system thataddresses local, regional, nationaland tocreategovernments asustainablegoodstransportation also workinconjunctionwiththeprovincial andfederal on thelocal,nationalandglobalstage.TheCitymust will ensure thecityremains competitiveeconomically proactive approach isrequired todevelopstrategiesthat congestion, energy A consumptionandsafetyconcerns. As urbangoodsmovementhasgrown, sohasassociated local economy. direct benefi and storage.Asimport/exporttraffi in Calgaryworkwholesale,warehousing, distribution sector. Approximately twooutofeveryfi areas, including50,000jobsrelated tothetransportation Calgary iscurrently hometo500,000jobsinavarietyof for movementofAsia- corridor inWestern Canadaandisakeydistributionpoint solutions. Thecityisamajorpartoftheeast- by offering afullrangeofmulti- Calgary hasproven itselftobeaglobaleconomicleader Discussion and ts toCalgaryintermsofemploymentandthe Pacifi c - related importsandexports. c grows, there willbe modal servicesand v employees ve west trade Part 3 Transportation policies September | 2009 3.4 3-17 c delays associated cant distribution hub cant cance of air and rail The signifi goods movement Via cargo shipments of 134,000 airplane, the Calgary tonnes passed through International 2007, with Airport in expected. continued growth two major rail Canada’s Through companies, both CN and CP transport 330,000 20-foot equivalent units (TEUs) Both companies combined annually. have plans to expand facility capacity that could bring total volumes up to over 700,000 TEUs per year. Calgary is a signifi in Western Canada. Combined with the goods movement network utilizing vehicle trucks and other commercial modes, Calgary will continue to be a in the distribution of competitive centre goods to Canada and the U.S. Calgary is a major redistribution point for goods destined Calgary is a major redistribution and the United States (U.S.) arriving Canada to Western seaports, with 40 per cent of all by rail via Vancouver’s through redistributed Vancouver from inbound shipments movement by rail accounts for 27 per cent Goods Calgary. Calgary. per cent of exports from of imports to and 23 sometimes cross urban areas operating in Trains arises from infrastructure roadways, and the need for safer users. There the interaction between railway and roadway within Calgary city limits. level rail crossings numerous are mitigate the risks and traffi to In order The City will continue to review with level rail crossings, roadways in key the need for grade separation of rail from corridors. CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY
site side sensitive modal facilities in priority, time- priority, class cargo facilities and facilities class cargo secondary institutions in rst- winning, fi southeast Calgary. The Calgary International Airport is one of only two connections to Asia cargo Canadian airports with direct the With no curfews or noise restrictions, and Europe. Calgary International Airport operates 24 hours a day, Internationalseven days a week. In addition, the Calgary - Airport has award shipments. Aircraft maintenance and manufacturing shipments. Aircraft industry in the is also an important part of the aviation In addition, logistics and aviation training Calgary region. at several post- is provided Calgary. Airports are a critical component of Calgary’s a critical component of Calgary’s Airports are demand is Air cargo transportation infrastructure. of passenger along with continued growth increasing, is one of the fastest growing air transportation. Air cargo modes of transportation for high- Air In order to sustain a vibrant economy in Calgary, it is economy in Calgary, to sustain a vibrant In order all of the goods movement modes important to consider primary modes The three process. in any major planning are in the Calgary region for goods movement responsible of these modes plays a distinct rail and truck. Each air, they must be capable of in goods movement, and role drive the economy. to order working together in and distribution sector in the Calgary Region, serving as a critical link in the supply chain for many businesses. CN and CP both have major rail inter Rail transportation is a key component of the logistics Rail services, a premier livestock handling facility, on- livestock handling facility, services, a premier facilities and 17 refrigeration of runway- acres logistics also and logistics lands. Aviation warehouse management and banking support for energy provides industries in Calgary. 3-18 3.4 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN limits. Trucks mayonlydeviatefrom assignedroutes to designated routes whiletravellingwithinCalgarycity City bylaw, trucksoveracertainweightmust stayon routes are provided ingoodsmovementbylaws. Asper movement transportationpolicies,anddesignated Calgary are reviewed through Council- also beconsidered. Ultimately, thetruckroutes within truck routes. Impactsonadjacentmunicipalitiesshould with theneedsofresidential communitiesimpactedby balance theneedsofgoodsandservicesmovement appropriate networkconnections,TheCitymust load anddangerous goodsroutes. Indetermining the truckroute network within Calgary, includinghigh The Cityisresponsible for thedesignandreview of trips bypassCalgary. Calgary area. Onlythree percentofcommercial vehicle cent travellingto/from thesurrounding remaining 20 per had origins/destinationswithinthecitylimits,with percent Of thesecommercial vehicle trips,nearly80 travelled (VKT)inCalgaryandthesurrounding region. percentofvehiclekilometres 2006, accountingfor12 were over265,000commercial vehicletripsperdayin imports toand64 per centofexports from Calgary. There centof Goods movementbytruckaccountsfor46 per every quadrantofthecity. also playacentralrole in facilitating goodsmovementto Once completed,portionsoftheCalgaryRingRoadwill east/west route providing connectivityacross Canada. Trans- Alberta oilsandsinthenortheastpartofprovince. The highway system;italsoprovides connectivitytothe the majornorth/southroute aspartoftheCANAMEX 2(DeerfootTrail) is passing through thecity. Highway as atruckinghubwithmajorhighwayconnections movement ofgoods.Calgaryplaysanimportantr Within Alberta,truckingistheprimarymodefor Truck Canada Highway (16th Avenue North)isthemajor Canada Highway(16th Avenue approved goods ole and capacityforgoodsmovement. the fl willoptimize tools andtechniquesoutlinedinSection 3.6 commercial vehiclemovements. Additionaltransportation automobile use,willmitigatetheimpactof Increasing transportation options, andtherefore reducing Map 5 inAppendix D. The PrimaryGoodsMovementNetworkisshownin through regularly issuedbylawupdates. goods corridors,willbeidentifi future truckroutes, includinghighloadanddangerous most concentratedactivitywilloccur. Allexistingand defi Network doesnotoutlineallfuture truckroutes, but services inCalgary. ThePrimaryGoodsMovement Network thatwillfacilitatethemovementofgoodsand The CTPincludesanewPrimaryGoodsMovement from designatedtruckroutes. access theirdestinationsusingtheshortestpathtoand ns high- nes all traveleffi commercial vehiclesandlargertruckscan a reliable networkofroadwayswhere light vehicles. Itiscriticalforbusinessestohave of thedistancetraveledforallcommercial services movement,makingup50percent providers) provide small-scalegoodsand (e.g., smallcouriers,electricians,cable transportation. Lightcommercial vehicles them tousedesignatedtruckroutes during covered byTheCity’s bylaws,requiring purposes. Heavyandmediumtrucksare light vehiclesthatare usedforcommercial include heavytrucks,mediumtruck,and for goodsandservicesmovement Commercial vehiclesare responsible Trucks versuscommercial vehicles owoftraffi priority goodsmovementroutes where the cinCalgaryandfurtherincrease reliability cientlybetweenstops. ed onanongoingbasis congestion on Part 3 Transportation policies September | 2009 3.4 3-19 CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY
ow and travel time reliability ow and travel time reliability c fl ordinate the development of roadway the development ordinate s that form part of the Primary Goods roadways that form part of the Primary Goods used to improve traffi used to improve in adjacent municipalities. roadways on routes be protected by limiting direct driveway access by limiting direct be protected to appropriate Movement Network, while encouraging truck adjacent land use planning with adequate accessibility. corridors within city limits should be supported. connections in the city and region, with consideration and region, connections in the city for the location of industrial land uses. on the Primary Goods Movement Network. should co- goods movement network should be recognized to should be recognized goods movement network land accessibility. goods movement and reliable ensure Policies d. Intelligent Transportation Systems (ITS) should be Intelligent Transportation d. f. The City should consider the impact of goods movement c. should of major goods movement routes The integrity and expansion of existing railway The retention e. b. The City, regional partners and other stakeholders regional The City, b. a. The importance of intermodal facilities and a connected 3-20 3.5 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN public transitmore appealingbyimproving transittravel reliance onsingle- Providing HOVlanessupportsstrategicgoalstoreduce and regular enforcement. parking stalls,aswellpublicawareness campaigns complementary infrastructure, suchasdedicatedcarpool HOV lanesare mostsuccessfulwhensupportedby transit- forms, includinglanesrestricted forusebycarpoolers, including taxis,orabicycle.HOVlanescantakemany a bus,anymotorvehiclewithtwoormore occupants, A HighOccupancyVehicle (HOV)isdefi Discussion sustainability. Transportation Goal#6:Advance environmental people. and cyclingasthepreferred mobilitychoicesformore Enablepublictransit,walking Transportation Goal#4: Key Direction#8:Optimize infrastructure. Key Direction#7:Create Increase mobilitychoices. Key Direction#4: Supports Primary Transit corridors. of transitservicebycreating priorityalong improve operatingspeedsandreliability vehicles forcommutinginCalgary, and and reducing reliance onsingle- increasing averagevehicleoccupancy capacity ofthetransportationsystemby Objective Optimize theperson- (HOV) High OccupancyVehicles3.5 only lanes,bus- occupant vehiclesandhelps make only shouldersandqueuejumps. . Complete Streets ned inCalgaryas occupant moving by optimizingtheuseandpeople- will helptomanagetransportationdemandeffi A comprehensive andinterconnected HOVnetwork intensifi gasemissionsandsupportmoregreenhouse landuse help improve airquality, reduce energy demandsand speeds andservicereliability. HOVfacilitiescanalso in thefuture forinclusioninthePrimaryHOV Network. the next10to60 years. Othercorridorsmaybeidentifi Provincial HOVcorridorsandwillbeimplementedover kilometres (440lane - 220 The proposed HOVnetworktotalsapproximately • strategic context. adjacent landuses;and • • corridor characteristics; • projected carpoolvolumes; • projected transitvolumesandoperations; • alignmentwiththePrimaryTransit Network; • corridors, including: A varietyoffactorswere considered todetermineHOV Appendix D. 6in The PrimaryHOVNetworkisshowninMap reversal, laneconversion). implementation opportunities(e.g.,widening,lane their confi evaluation ofsomeHOVfacilitiesisrequired todetermine connects majordestinationsthroughout thecity. Further The CTPdefi existing roadwayinfrastructure. congestion; andCorridors. cationbylinkingActivityCentres guration (e.g.,transitonly, carpoolonly)and nes aPrimaryHOVNetworkthateffectively km), excludingpotential moving capacity of ciently ed Part 3 Transportation policies September | 2009 3.5 3-21 c lanes for rst HOV lane is located rst HOV lane HOV lanes in Calgary fi Calgary’s 20th North between Street on Centre South. Avenue North and 3rd Avenue rush hours, the curb During weekday for is reserved lane in the peak direction occupants, or more vehicles with two lane buses and cyclists. The HOV lane operates in conjunction with a system that designates three reversal traffi Street of the four Centre Street travel. The Centre peak direction two HOV lane is one of approximately dozen arterial HOV facilities currently operating in Canada. CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY municipal network of HOV lanes s shown on the Primary HOV roadways shown on the Primary owned new construction, improvement or widening projects or widening projects new construction, improvement on City- infrastructure should be developed that are appropriate appropriate that are should be developed infrastructure needs of Calgarians. and future to the current designated carpool parking lots should be developed designated carpool parking lots should effectively. in tandem to move people more municipal governments should work collaboratively to develop an inter- to serve regional and supportive infrastructure transportation goals. Network, unless such measures are demonstrated to are Network, unless such measures at that time or place. be inappropriate Policies b. during should be implemented HOV priority measures a. of HOV lanes and supportive network A comprehensive d. HOV lanes and supportive infrastructure such as infrastructure HOV lanes and supportive d. c. The provincial government,The provincial The City and other c. 3-22 3.6 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN Supports management toolsandtechniques. infrastructure iswellmanaged. Transportation Goal#7:Ensure transportation labour force mobility. development byensuringeffi Transportation Goal#5:Promote economic people. and cyclingasthepreferred mobilitychoicesformore Enablepublictransit,walking Transportation Goal#4: use directions andimplementation strategies. and infrastructure investment withcityandregional land Aligntransportationplanning Transportation Goal#1: Key Direction#8:Optimize infrastructure. Key Direction#7:Create DevelopaPrimaryTransit Network. Key Direction#6: Increase mobilitychoices. Key Direction#5: effective andcost- for allmodesoftransportationusing Objective Provide high-quality service Quality ofservice 3.6 employment centres andservices.Thisseparationhas of theseparationbetween residential communities, major cityinNorthAmerica.In large part,thisisbecause have continuedtoincrease inCalgaryandeverygrowing vehicle- long distances.However, despitetheseinvestmentsin capable ofmovinghighvolumesvehiculartraffi Network been madetodevelopaRoadandStreet Signifi use overthelast50 years. the highestpriorityonaccommodatingprivatevehicle Calgary, likemostNorthAmericancities, has placed Discussion oriented infrastructure, congestionanddelays effi Complete Streets. cient goodsmovementand cet transportation cient cant investmentshave c over c mid- small towndwellersdiffer signifi a cityofonemillionpeople,justastheexpectations peoplecanbeverydifferent from thosein of 2.3 million congestion. Aswell,theexpectationsofcitizensinacity modes oftransportation,ratherthanjustpeak- This meansevaluatingtheoverallqualityofserviceforall consider theentire dayrather thanjustpeaktraveltimes. increase inagrowing city, italsobecomesimportantto movement andcarpooling.Whenlevelsofhumanactivity of servicetoincludewalking,cycling,transit,goods transportation requires ustobroadenourdefi of servicelevels.Theshiftinemphasistoallmodes has,therefore, beentheprimarymeasure interSection traffi and theassociatedtraffi rushhour orafternoon traditionally onpeakmorning Evaluation oftransportationnetworkshasfocused making privatevehiclesthemostconvenientoption. increased thedistancespeopleare required totravel, available forpedestriansand cyclists. measure, istheattractivenessandsafetyofroutes parks andjobs.Equallyimportant, althoughdiffi homes, schools,community centres, leisure facilities, assessing howdirect theconnectionsare between walk orcycletoreach different destinations.Thismeans be measured byevaluatinghowfarpeopleare willingto Quality ofserviceforpedestriansandcyclistscanbest perceived bytransitcustomers. only oneofmanyfactorsinfl cleanliness andsafety. Theleveloftraffi depends onreliability, frequency, speed,convenience, communities. Forexample,transitqualityofservice with attractivenessandimpactsonsurrounding Effi consider bothquantitativeandqualitativemeasures. Evaluating qualityofservicealsomeansthatwemust ciency andreliability mustbeconsidered inconjunction c volumerelative tothecapacityofaroadwayor sized cities. c uencingthequalityofservice congestion. Theanticipated cantlyfrom thoselivingin c congestion is hour traffi cl to cult nition c Part 3 Transportation policies September | 2009 3.6 3-23 c through cient transit service. ransit-Oriented Development. improvements. Assessment of mobility improvements. cation of appropriate trip reduction trip reduction cation of appropriate cation and assessment of mobility design that supports effi Primary Transit corridors and Base Transit corridors and Base Transit Primary Transit Services. bicycle routes. demand, including park and ride facilities. access and circulation. identifi issues. programs. • Analysis of street infrastructure layout and infrastructure • Analysis of street Assessing quality of service for Assessing quality developments proposed Impact Transportation The standard which has been used to Assessment (TIA), of large developments on determine the impact needs to be transportation network, Calgary’s heavily on automobile updated since it focuses additional traffi use and mitigating roadway of within walking distance impacts in areas needs to focus on transit- Primary Transit enhanced walking and oriented improvements, more the optimization of cycling environments, and vehicle sustainable transportation modes The new framework programs. trip reduction impacts of for assessing the transportation Developments is called a Transit-Oriented Mobility Assessment and Plan (MAP). A MAP will generally include: of proposed An assessment of the alignment important development with the most components of T for adjacent Alignment with City plans • • pedestrian and Analysis and plan to improve parking supply and Analysis and plan for • Analysis and plan for vehicle and truck • and stakeholder engagement, Community • • Phasing of development for large projects. • Identifi CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY c. These secondary friendly travel ts employers by increasing ts employers by increasing occupant vehicles to more sustainable occupant vehicles to more ciently, and it improves health by promoting both health by promoting and it improves ciently, oducts to encourage a shift in travel behaviour oducts to encourage a shift in travel educational institutions, promoting working from working from educational institutions, promoting travel. home and changing the time of day people travel more TDM saves people time by helping them effi - environment physical activity and more gas emissions and other greenhouse that reduces air pollutants. It benefi parking costs and helping to reducing productivity, economic workers. It promotes attract and retain congestion and enhancing development by reducing worker mobility. - single from transit modes of travel, including walking, cycling, car sharing, and carpooling. Examples include for post- universal transit pass programs TDM uses policies, programs, services and TDM uses policies, programs, pr Travel Demand Management (TDM) Travel There are a variety of tools and techniques that can be a variety of tools and techniques that can be are There of congestion for all modes used to mitigate the effects ow of traffi the fl of transportation and improve include: Vehicles will continue to be a popular mode of will continue Vehicles on Many businesses rely future. transportation in the deliver goods and services vehicles to light commercial by making other modes However, Calgary. throughout for many of the trips choices of transportation realistic use per person will be reduced automobile in Calgary, the impact of congestion on those over time and mitigate must drive. people or services that 3-24 3.6 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN 128, 2008 * Transit Co-operativeResearchProgramReport existing infrastructure. day (outsidepeakperiods)andusing peak direction), atdifferent timesof in different directions (notjustinthe benefi commercial), there are additional (i.e., employment,residential and When TODareas includemixeduses developments. approximately halfthatofconventional the demandforparkingspaceswas Engineers Trip GenerationManual.Also, by theInstituteofTransportation equivalent developmentsasestimated 44 percentfewerautomobiletripsthan weekday period,the17sitesaveraged and require lessparking.Overatypical living inconventionaldevelopments TOD areas drivelessoftenthanpeople The studyrevealed that people livingin and SanFranciscometropolitan areas. Philadelphia, Portland,Washington, D.C. data wascollectedat17TODareas inthe residents inTODareas. Transportation of astudy*thetravelbehaviour Four citiesintheU.S.were thesubject Development (TOD) Traffi ts whentravellersmaketrips c and c Transit-Oriented
Intelligent Transportation Systems(ITS) Transportation SystemManagement(TSM) to impr ITS istheapplicationofadvancedtechnology more quickly. build, mostTSMprojects can beimplementedmuch infrastructure projects cantakeyearstoplanand dollar capitalconstructionprojects. Andwhilemajor delay oreveneliminatetheneedformulti- thousand toseveralhundred thousanddollars,may Calgary. TSMprojects, whichmaycostfrom afew example ofhowTSMmeasures havebeenusedin modes oftransportation.Reversiblelanesare one improvements, andtheyprovide benefi traffi delay forallusers.ManyTSMmeasures involve of transportationinfrastructure toreduce overall improving theoperationaleffi TSM involvescost- services andparkingfacilities. mobility, aswellgoodsmovement,protective These technologiescanenhanceallformsofpersonal changes intravelconditionsortimesasnecessary. and serviceproviders so theycanrespond to communication ofrelevant informationtotravellers the control andmanagement oftraffi c control changesandsmall- ove transportationoperations,including ef fi cient measures that focuson ciency andeffectiveness scale roadway ts formultiple c fl c o and ow million Part 3 Transportation policies September | 2009 3.6 3-25 congestion ow and the c c fl ts to motorists in Calgary. ts to motorists in Calgary. c problems impacting cars impacting c problems cient transportation manage- Palette (described in section 3.7) congestion for those who choose to and interchanges. However, However, roadways and interchanges. Responding to traffi Responding to actions which that The CTP recognizes will continue vehicle mobility improve Calgarians. Land use to be important to on our dependence changes that reduce to trips more enabling vehicles, thereby or transit, will be made by active modes impact on travel times have the greatest Reduced vehicle use, over in Calgary. the long term, will minimize the impacts of drive. in Calgary is designed Every street and to move vehicles. The new Road Street a wider variety of street types; provides emphasis on vehicles, some put more on while others place a high priority other modes of transportation. Mobility of for vehicles and all other modes by transportation will be facilitated in the right putting the right type of street place. both traffi Improving of the transportation system, reliability will provide now and in the future, benefi direct the will require Some improvements construction of new infrastructure such as many traffi less costly and can be mitigated through effi more ment tools. CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY ts ciently during planned events c during unplanned incidents such c during unplanned incidents such fi effi c more ment tool can help optimize the use of the ment tool can help optimize the use of manage The use of pricing (i.e., charging a fee to use a fee to use The use of pricing (i.e., charging a transportation facility) as a transportation as motor vehicle collisions or planned events such as motor vehicle collisions management of Effective as construction detours. transportation of the the reliability incidents increases benefi economic direct network, which provides Incident management involves a set of actions to Incident management manage traf worker mobility, to goods movement and with regard Increased and helps to maintain transit schedules. of travel time has even been found to be reliability than total travel time for commuters. important more transportation system. This approach should be transportation system. This approach construction new infrastructure where considered from is not possible or desirable. Revenues back into pricing initiatives should be reinvested the transportation system. reducing overall delay for all transportation modes; reducing corridors; or unplanned incidents; and improvements; information that helps them to make effective travel choices. • mobility options on existing infrastructure, improving • on goods movement speed and reliability the improving traffi • managing Effectively combining these tools and techniques will Effectively ts for Calgarians, including: have a variety of benefi • reducing the need for costly infrastructure the need for costly infrastructure reducing • motorists and transit users with better providing • Transportation pricing Transportation Incident management 3-26 3.6 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN TDMstrategiesshouldbeimplementedfi a. Policies . Strategicimprovements shouldbeidentifi f. Ongoingeducationalopportunitiesshouldbeprovided e. The reliability ofthetransportationsystemshouldbe d. c. Appropriate TSM,ITS and incidentmanagement Incentivesshouldbeprovided todevelopersmake b. g. Transportation systemmaintenance,construction- manage traffi ceffectively duringincidents. collisions, andfi to thepublicregarding theirrole inminortraffi unplanned incidents. maintained byactivelymanagingplannedeventsor different transportationusers. competing demandsforright-of-wayspacebetween all modesoftransportationandtobettermanage improve safety, increase traveltimereliability for strategies shouldbeusedtomitigatecongestion, transit andcarpoolingintegraltoallTODprojects. sustainable traveloptionssuchaswalking,cycling, travel choices. approval processes topromote more sustainable system, andmustbeintegratedintoallmunicipal or eliminatetheneedfornewlinksintransportation service forthosemodes. be adhered toduringincidentsensure reliable of traffi to reduce vehicularcongestionandminimizererouting related laneclosures anddetoursshouldbemanaged times foremergency services. transportation networkthatwouldbenefi c, andrestrictions onHOV/transitlanesshould rst responders shouldbetrainedto rst toreduce t response t ed onthe c . Theuniquetravelcharacteristicsofhigherdensity, i. Transportation pricingtoolsthattakeintoaccountthe h. modes oftransportation. mobility requirements tosupportandpromote all Corridors andTODs,mustberecognized byadjusting mixed- use ofexistingandfuture transportationinfrastructure. should beconsidered inorder toachievemore effi economic, environmental andsocialcostsoftravel , use developments,suchasActivityCentres cient Part 3 Transportation policies September | 2009 3.7 3-27 roadway streets that modal by reducing congestion by reducing c ts for communities, business ts for communities, were the centre of civic life, creating of civic life, creating the centre streets were c noise, degradation of air and water quality and c noise, degradation of air and water quality and icing. Many of these impacts can be mitigated and/ in Calgary came from transportation GHG emissions in Calgary came from and supports our economy do not focus exclusively on vehicles creates options for on vehicles creates do not focus exclusively walk, cycle or take transit. This, in people who want to turn, the capacity of the overall transportation increases system and mitigates traffi trips on the the number of unnecessary automobile mobility choices more transportation system. Creating also maximizes accessibility and the ability to travel for all Calgarians. space for all of the various Roads and streets also provide necessary to support adjacent land uses. utilities that are These include shallow utilities like gas and phone lines, sewers. and deeper utilities like water pipes and Street use them, s, along with the vehicles and people that They contribute impact on the environment. have a direct to traffi greenhouse gas (GHG) emissions. In 2005, 30 per cent of also impact water quality through These sources sources. the deposition of air pollutants, oil spills and de- sustainable design, particularly by or eliminated through implementing green infrastructure design approaches. in placemaking – creating Streets also have a major role people can meet, live, shop, work and play. places where Traditionally, focal points for communities and businesses. In the past 50 years, emphasis has been put on moving large more numbers of vehicles at high speed over long distances. emphasis on the public realm can create Greater economic and social benefi owners and the city as a whole. • the natural environment Supports • service vehicles, Facilitates movement of trucks and a connection a streetThe main function of is to provide destinations (i.e., and we are) where between origins (i.e., multi- we want to go). Building where CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY
cient goods movement and Complete Streets. street s that emphasize modal • work, shop and play people can live, Is a place where • Moves people, by foot, bike, bus and car What is a Complete Street? It is a street that: Discussion Supports Key Direction #2: choice within more Provide complete communities. Key Direction #5: choices. mobility Increase Key Direction #6: Network. Develop a Primary Transit Key Direction #7: Create Goal #2: Transportation safety for all Promote transportation system users. Goal #3: Transportation mobility affordable Provide and universal access for all. Goal #4: Transportation Enable public transit, walking mobility choices for more and cycling as the preferred people. economic Goal #5: Promote Transportation development by ensuring effi and function in the context of surrounding surrounding and function in the context of land uses. infrastructure. Key Direction #8: Optimize mobility. labour force environmental Goal #6: Advance Transportation sustainability. different modes of transportation, modes of transportation, different incorporate elements of green infrastructure convenience and safety of all modes of convenience and a new selection by creating transportation of multi- Increase the attractiveness, the attractiveness, Increase Objective 3.7 Complete Streets 3.7 Complete 3-28 3.7 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN 17th Avenue S.E.before traffi infrastructure (suchastrees andadditional buffer planting)willreduce theimpactsof vehicle façades andwindowsontothestreetthatwillimprove pedestrian comfort.Inclusionofgreen Adjacent landusedevelopmentwillbeintegratedwiththestreet,providing continuousbuilding street. Widesidewalksallowforcomfortableandunobstructedmovementofpedestrians. urban designelementswillenhancethepublicrealmtocreate asafe,vibrant, andattractive development Credit: DesignCentreforSustainability, SALA, UBC 17th Avenue S.E.after(conceptonly) The 17 Creating acompletestreet conpedestrians. th Avenue SEcorridoris envisioned tobecomeanUrbanBoulevard. Mixedlanduse with apedestrian-friendlystreetscapewillsupportPrimaryTransit, andstrong Part 3 Transportation policies September | 2009 3.7 3-29 street ect the priorities journalist the center." Complete Streets handbooks and guidelines "The street is the river of life is the river "The street strongly linked to the adjacent land use context strongly of the city, the place where we the place where of the city, come together, the pathway to the pathway come together, should create an environment that is an environment street should create William an American sociologist and H. Whyte, Each is , as described in the MDP. within the applicable typologies, as described in the MDP. transportation represent in Figure 3 The examples provided expected to evolve over time land uses are facilities where street type (e.g., MacLeod Trail to support the proposed Actual design parameters and as an Urban Boulevard). for each facility refl operational processes in Figure assigned to each mode of transportation 3 (appropriate design information in detail). will provide Every but streetcomfortable for all transportation modes, s in careful that prioritize walking and cycling require Figure 3 attention to design elements that support placemaking locations where and the public realm. These streets are of people will spend time walking, cycling, numbers large shopping, and socializing. Public realm policies are and highlight important design contained in the MDP, considerations for these streets. Roads and streets that focus on the movement of private vehicles will make up 88 vehicles and commercial per cent 12 per network, while the remaining cent of the future will be composed of streets that emphasize pedestrians, cyclists and transit. The purpose of all six road and types can be summarized as follows. CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY
ict street wide as part t with the community eet Palette has been developed distance vehicle trips and provide distance vehicle trips and provide , respecting natural s ecosystem Residential Street, respecting ned for each type of road and street in Figure 3. defi The priority level for each transportation mode (walking, cycling, transit, goods movement and vehicles) is clearly should provide mobility for a wide range Streets and roads should provide of users, facilitate the movement of goods and services to support the economy and incorporate elements of green However, infrastructure to enhance the environment. streets also contribute to placemaking, while the primary of roads is the movement of people and goods over role long distances at higher speeds. limited access to adjacent land uses, and “streets,” range of transportation modes and which serve a broader with adjacent land uses. interact directly to differentiate between more traditional “roads,” which between more to differentiate primarily serve long- The new Road and Str The Road and Street Palette and adjacent communities. and In the future, new river or creek crossings will be required will be required crossings new river or creek In the future, capacity as strategies to optimize roadway to increase exhausted. are operation of the existing infrastructure may be necessary to crossings Also, new river or creek connectivity either city- roadway provide Not every street to meet the needs in Calgary will be able types of streets have different of all users. Different should fi functions, so their design a fully integrated, balanced, con- context. By building network that minimizes confl nected transportation the street functions of the (mobility, between different of meet the needs we can and placemaking) environment in the future. Calgarians now and of the road and street network, or to connect locally by the In those cases, Residential Streets in the community. during must be applied principles outlined in Appendix B, the planning and of any road, designing process 3-30 3.7 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN Figure 3 Palette –TheRoadandStreet types. design ofallroadandstreet Note: Accesstoemergency servicesandincorporationofemergency evacuationroutes mustbeconsidered inthe Roads Street Road kilometres aparttoformagridacross thecity. Skeletal should bespacedapproximately three tofi interaction withadjacentland uses.Ideally, they at highspeedsandhavelittle direct accessand traffi Skeletal Roadspromote themovementofvehicular Industrial Arterial Arterial Street Parkway Boulevard Neighbourhood Urban Boulevard Skeletal Road Facility c overlongerdistances. Theytypicallyoperate akn yln rni od Autos Goods Transit Cycling Walking Legend: Not required, orpoorpeformanceisacceptable Accommodated withvariablestandards Accommodated withHighstandards Transportation Modes ve from previous classifi Note: and enhancebiodiversity. slow, detainandfi inorderinfrastructure tomaximizewaterinfi Roads maypresent opportunitiestoimplement Roads equateto“expressways” and“freeways” Current orFuture Country HillsBlvd Kensington Road Southland Drive 17 Avenue S.W. 2Aeu ..10% 72 Avenue S.E. Memorial Drive Glenmore Trail 16 Avenue N. Macleod Trail Deerfoot Trail Elbow Drive Examples lter cations. roadway runoff, andpreserve
future Network Per centof (centre-line) 44% 34% 5% 4% 3% ltration, green green Part 3 Transportation policies September | 2009 3.7 3-31
scale cation that ltration, slow wide role. They are They are wide role. density residential density residential categories, including cations. runoff, enhance roadway runoff, lter quality urban design and green , preserve and enhance biodiversity urban forest, preserve s that serve primarily residential areas, although areas, streets that serve primarily residential they can also be found in Activity Centres. Residential include several sub- Streets and alleys. Collector Streets, Local Streets strategies are incorporated into infrastructure strategies are Snow clearing should Neighbourhood Boulevards. not interfere be handled in such a way that it does with pedestrian and bicycle movement. Parkways focus on integration with natural areas. stormwater Natural vegetation and new forms of integrated with the street . Adjacent management are natural parks, waterways land uses would include large many present or special public institutions. Parkways opportunities to maximize water infi and detain rainfall, fi the habitat connectivity between adjacent and increase land uses. Parkways focus on pedestrian and cyclist and commuting) but movements (both recreational accommodate all modes of transportation. Note: All of the above street types equate to “Major classifi previous Streets” from a seventh classifi Residential Streets are smaller- since they are is not shown in Figure 3 streets that do not serve a city- are similar to Urban are Neighbourhood Boulevards scale. These streets but on a smaller Boulevards, - and medium support retail cyclists have the Corridors. Pedestrians and Neighbourhood Boulevards. highest priority on for destinations, but primarily These streets are them. They surrounding the local communities land uses (see fully integrated with adjacent are in the MDP) the Neighbourhood Corridor typology the highest level of connectivity of all and provide street types. High- CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY
cient lter strips, quality environment quality environment s with a high percentage of streets with a high percentage Corridors and Activity Centres. They c. The level of connectivity provided is c. The level of connectivity provided c. destinations, both These streets are speed density quality urban design and green infrastructure are critical components of Urban Boulevards. Snow critical components of Urban Boulevards. are clearing should be handled in such a way that it does with pedestrian and bicycle movement. not interfere - a high Arterial Streets provide the most and are for all modes of transportation, common type of street system. in the transportation of interaction with degrees They have varying but on average allow for greater adjacent land uses, Roads. Arterial Streetconnectivity than Skeletal s are a reasonably but provide not destinations themselves between multiple communities and connection direct be spaced they should major destinations. Ideally, to 1600 800 metres approximately apart. metres Green infrastructure strategies might include, among fi others, vegetated swales, rain gardens, and native vegetation. in industrial areas located Industrial Arterials are rst priority is the effi Their fi Calgary. throughout movement of heavy trucks, but, as streets, they still They tend accommodate all modes of transportation. to be lower- the size dependent on a number of factors, including of adjacent industrial lots. Urban Boulevards form the backbone of higher- fully integrated with They are locally and regionally. adjacent land uses (see the Urban Corridor typology high levels of connectivity in the MDP) and provide communities or destinations. to surrounding High- truck volume, which often represents up to 30 truck volume, which often represents per cent of all traffi give the highest priority to walking, cycling and high volumes of transit, but accommodate reasonably vehicular traffi Streets 3-32 3.7 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN measures. the eventualneedfortraffi desired operatingspeedmaypreclude elements intheinitialdesigntoachieve vehicle speed.Selectingappropriate adjacent landusesallhaveaneffect on development, traffi street parking,mediandesign,roadside driveway density, pedestrianactivity, on- Research showsthatintersectionand reduce theseoperatingspeeds. to retrofi measures haverecently beenapproved these of 70km/h.Thepostedspeedlimiton 85th percentile speedsintherange Evergreen community, andshowed on theCollectorstreetsinShawnee- A traffi communities. operating speedsonstreetsinCalgary mobility andplacemaking,lower to mitigatetheconfl Traffi Design speedandtraffi c calmingmeasures are used is 50 km/h. Traffistreets is50 km/h. c speedstudywasundertaken t several t streets inaneffort to c signaldensityand it between ict c calming c calming c c calming c within Centre City. align closelywiththedesignandfunctionofstreets Networkmaphavebeenclassifi Road andStreet The were developedthrough theCentre CityMobilityPlan. and Beltline),where classifi aunique setofstreet city, withtheexceptionofCentre City(thedowntown The facility types,isshowninMap 7Appendix D. The thatconnectintoCentrestreets Cityonthecity- Network,composedoftheseseven Road andStreet of green infrastructure designelements. Complete transportation modepriorities,alignwiththe s inorderfor ResidentialStreet tofurtherclarify Additional cross- goods movementandaccesstoindustrialbuildings. primarily toaccommodatetheneedsofcommercial found throughout industrial areas, butare designed the urbanforest. typescanbe Equivalent street infi reducing effective impervioussurfaces,maximizing strategies,suchas infrastructure to implementgreen Residential Streets mayoffer signifi traffi and on-street parking.Giventherelatively low needs ofpedestrians,cyclists,privateautomobiles access tohomesandlocalamenities,focusonthe 3).Theyare designedtomaximize Palette (Figure s identifi than thestreet These Paletteappliestoallpartsofthe Road andStreet ltration, slowanddetainrunoff andenhancing c volumestheyare intendedtoaccommodate, s generallyhavenarrowerstreet rights- policies,andtotakefulladvantage Street sections willneedtobedeveloped ed intheRoadandStreet cant opportunities cations of- e to ed wide way
Part 3 Transportation policies September | 2009 3.7 3-33 owned land and is generally focused on the area eets is generally focused on the area design can have a powerful impact on Additional background information on green information infrastructure Additional background can be found in the MDP. policies and environmental of the green detailed information infrastructure More streetapplication to roads and s design will be incorporated Complete Streets handbooks and in appropriate guidelines. Public realm Public realm in str uses. This space between travel lanes and adjacent land - can contain a combination of privately the public realm design of public domain. Improving compatibility with adjacent land uses, streets improves provides attractive pedestrian environments, creates space for public space for activities and art, and provides or patios, all of business activities such as shop kiosks which enhance Calgarians’ quality of life. and public realmThe MDP contains a set of urban design designing streetspolicies that should be followed when environment. to function in the context of the surrounding CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY ow volumes and pollutant loads to urban stormwater efers to an interconnected network network efers to an interconnected , which is targeted primarily green infrastructure , which is targeted stormwater quality, both by generating large areas of impervious land coverage and by collecting of impervious land coverage and by collecting both by generating large areas stormwater quality, . automobiles and associated transportation infrastructure pollutants from non-point source stormwater system. connected to an underground almost always directly also Streets are High stormwater fl ow impacts our rivers High stormwater fl over 24 per cent of all impervious land represent and parking areas roads, streets In Calgary, contributes to higher storm fl This area. than any other source area in urban development. Street area than any other source to be fully integrated throughout green infrastructure throughout to be fully integrated Providing opportunities for more sustainable modes of sustainable modes of opportunities for more Providing is one transportation, and the associated infrastructure, Another way is to the environment. way of protecting apply water and negative impacts on air, reducing toward value of the habitat, and also contributes to the aesthetic road or street. parks, open spaces, streetparks, open spaces, corridors, s and other natural of the underlying framework that is it must become part patterns. development A proactive used to guide future in enables green infrastructure to be considered approach with growth advance of development and in conjunction and development planning. of green spaces and natural corridors that perform spaces and natural of green urban environments. services in environmental numerous For Green infrastructure r Green infrastructure 3-34 3.7 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN Figure zones 4-CompleteStreet of aright-of-way(roadway androadside zones)andthe The horizontalenvironment consists ofaCompleteStreet environments, asshownin Figure 4. consistofhorizontalandvertical Complete Streets buildings. development withamixofcommercial andresidential range from parksandgreen spacetointensecorridor . Adjacentlandusesmight how peoplewillusethestreet surrounding landusecontext andontheexpectationsfor How eachoftheseelementsiscombineddependsonthe elements. andpublicrealm infrastructure but alsogreen include notonlytransportationandutilitycomponents CompleteStreets part oftheoverallCompleteStreet. planning anddesign.However, theright-of-wayisonly streetlights) havebeenthemainfocusoftransportation travel lanes,medians,sidewalks,under Traditionally, theelementswithinright-of-way(e.g., Complete Streetszones ground utilities,
use. andencouragewalkingpublictransit streetscape pedestrians andvehicles,enhancetheaestheticsof planting stripsprovide an additionalbuffer betweenthe roots mayshare spaceinaburied,interfacezone.Tree effect andimprove airquality. Shallowutilitiesandtree three horizontalzones)reduces theurbanheatisland the be acomponentofallzones,butitalsocontributesto strategies,may infrastructure plantings, oneofthegreen are present inbothhorizontalandverticalzones.Tree The environment consistsofaerial,surfaceandburiedzones. pedestrian-oriented landuseanddesign.Thevertical for pedestriansandcyclists.Theinterfacezoneincludes , streetandtravellanes infrastructure green furnishings, traffi lanes formotorizedvehiclesandbicyclesinamixed them. Theroadway zoneprovides travelandparking interface zonewithadjacentbuildingsanduseswithin c environment. Theroadside zoneincludesthe . Treepublic realm canopy, (whichmaybepartofall elements andpublicrealm infrastructure green Part 3 Transportation policies September | 2009 3.7 3-35 Median Tree Trenches Shallow utilities Raised Plantings Flush Depressed Turning Lane Lighting Signal Heads Signs t situation (i.e., Travel Travel Lanes improvements. public realm improvements. Deep utilities Manholes Signs Signal Heads Through Lanes quality aesthetic elements are quality aesthetic elements are Lanes of way could be a limiting factor). Mobility Auxiliary Auxiliary Shallow utilities Lighting Tree Canopy Signal Heads Signs Lane Transit Shared Lane Lanes Turn Bike Lane Parking Loading Zones Curb Extensions accessibility for goods and services is an essential Complete Street, especially in a retrofi available right- and function of Skeletal Roads, which means they have little need for pedestrian-oriented Not all elements of the mobility corridor, green Not all elements of the mobility corridor, infrastructure or public realm will be used in a design of a they may have elements of green infrastructure. However, wide on Neighbourhood Boulevards, Conversely, sidewalks and high- crucial for supporting adjacent shops and public spaces. green Ensuring the right balance between mobility, in roads and infrastructure and public realm will result meet the goals of CTP. streets that effectively CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY Lighting Tree Canopy Curbs Metres Signs Shoulders Bollards
Plant Trenches Shallow utilities Lights, Utility Poles Transformers Pedestals Hydrants Transit Shelters Containers Bike Racks Benches Plantings Lighting Canopy Tree Shallow utilities Sidewalk Urban Braille Multi-use pathways Tree Canopy Street zone details Interface Roadside Roadway Frontage Through Furnishing Edge Parkades Plant Trenches Shallow utilities Awnings Entries Plantings Building Overhang Tree Canopy shallow utilities and vegetation). The interface Complete Street design elements for each zone Figure 5 – Complete Figure 5 Buried Surface Aerial Zone zone between Complete Streets and adjacent land to maximize accessibility uses is crucial in order between the two. It is important to understand that the zone elements elements will Some related. in a Complete Street are need exclusive use of space (such as travel lanes on the surface in the roadway zone), while others space in designated zones could potentially share (e.g., The should be selected based on the transportation facility function, adjacent land use context and the priorities set out in the Road and Street Palette. Elements of shown in Figure 5. each horizontal and vertical zone are 3-36 3.7 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN a. The Streets Planning, designandmaintenanceofComplete h. Planning studies forUrbanBoulevards and g. All newandretrofi Intersectionsshouldbedesignedtoaccommodatethe f. Intersection spacing shouldbedeterminedtooptimize e. Design speed(andresulting operatingspeed)should d. c. The b. Policies one- s andconnectionsatleast by includingstreet operational impactsonadjacentcommunities Neighbourhood Boulevards shouldseektomitigate and builttoaccommodatepedestrianbicycleuse. facilities ArterialStreets andlowershouldbedesigned needs ofalluserssafely. based ontheprioritysetoutinFigure 3 oftheCTP. mobility andconnectivityofalltransportationmodes intended operatingspeed. and facility andadjacentlandusecontext.Allotherroad be selectedbasedonthefunctionoftransportation adjacent landusecontext. based onthefunctionoftransportationfacilityand elements are appropriate zone ineachCompleteStreet incorporate universalaccessprinciples. for thecontextofsurrounding landuses,andshould mustbedesignedwithconsideration Roads andstreets transportation, asshowninFigure 3 oftheCTP. Paletteforeachmodeof out intheRoadandStreet operational processes mustadhere tothepriorities set designelementsmustbesettocomplement street and- designmustconsiderwhich road andstreet road andstr a - half blockstoeithersideofthe Boulevard. t bridgesandinterchanges on eet designparametersand
k. Existing Adaptability j. Appropriate transitionsforroad andstreet m. Driveway accessesonexistingstr Access l. Future . Snowclearingshouldbehandledinsuchaway i. n. All newandretrofi n. municipalities. infrastructure connectstoinfrastructure insurrounding cross- to accommodatetravelchangesovertime. transportation andallowforfl priorities setoutinFigure 3 oftheCTPforeachmode right-of-way shouldbeinvestigatedwhere necessary. Parkways, andopportunitiestoacquire additional Urban Boulevards, Neighbourhood Boulevards and for future defi upgradingof existing streets classifi been upgradedtomeetthedesignguidelinesfortheir Boulevardss have andParkways,oncethesestreet movement onUrbanBoulevards, Neighbourhood that itdoesnotinterfere withpedestrianandbicycle to meettheirlegislativepolicyrequirements. recycling, adequate accessforemergency vehicles,wasteand access needs. pedestrian andcyclingfacilities,whilerespecting occurs overtime,inorder tominimizeimpactson Parkways shouldbeconsolidatedasredevelopment Urban Boulevards, Neighbourhood Boulevards and cation. sections shouldbedevelopedwhere City right-of-way widthshouldcomplementthe rights-of-way shouldbepr maintenanceandothercityservices street t shouldprovideroads andstreets exibility andadaptability eets designatedas otected toallow nd as ned Part 3 Transportation policies September | 2009 3.7 3-37 . eet design and landscaping standards in order to foster a community’s sense of to foster a community’s in order standards place and the ownership of Complete Streets over time. be engaged and encouraged to actively participate be engaged and encouraged in the development of str must consider the principles and design consideration must consider the principles of the CTP documented in Appendix B Collaboration and public engagement Collaboration and v. should businesses and other stakeholders Residents, River and creek crossings River and creek u. crossings and design of any new river or creek Planning CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY ground ground off. eet designs should roadway run- ltering road and str e (trenches and above- e (trenches t s should adhere to ealm design for streets should adhere green infrastructure strategies to contribute , placed in the roadside zone; right-of-way, placed in the roadside (i.e., parking, right-of-way under the roadway (i.e., parking, established by conserving, protecting and protecting established by conserving, shallow utility easements on private property; public r public realm policies set in Parts 2 and 3 of the and shared or bike lanes or paved shoulders). shared utilities infrastructur the MDP. equipment) should be as follows: incorporated within corridors to reduce the urban heat incorporated within corridors to reduce air quality. and improve island effect - and re s Watershed habitat quantity and quality. restoring by fi should be protected incorporate and visual aesthetics of health to the environmental the urban fabric. Deep utilities should be located so that manholes and with the movement of appurtenances do not interfere pedestrians, cyclists and vehicles. iii. within iii. s. The priority alignment and placement for shallow s. in ii. Utilities and line assignments i. in back alleys and lanes; r. The The r. Public realm q. canopy should be tree Native vegetation and a layered o. All new and retrofi Green infrastructure Green p. should be maintained processes In all designs, natural iv. within iv. t. 3-38 3.8 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN improving thehealthofcitizens bymakingwalkingand • enhancingpublicsafetybyreducing response times • benefi cities showsthatincreased connectivityhasanumberof Research completedbyPlanItCalgaryandmanyother on howpeoplechoosetotravel. andhave asignifi in awidevarietyofpatterns network. Theelementsofthenetworkcanbecombined of thismovementhappensonthelocaltransportation Within residential, all communities orActivityCentres from oneplacetoanother, byfoot,bicycle,transitorcar. Connectivity describesallthedifferent wayswecanget Discussion people. and cyclingasthepreferred mobilitychoicesformore Enablepublictransit,walking Transportation Goal#4: and universalaccessforall. Provide affordable mobility Transportation Goal#3: Increase mobilitychoices. Key Direction#5: complete communities. Provide more choicewithin Key Direction#2: Supports response timesforemergency services. while alsoincreasing accessandreducing networks, for walking,cyclingandstreet future communitiesandActivityCentres Objective Create betterconnectivityin connectivity 3.8 Local transportation daily needs; cycling viableoptionsfortravelling toworkorother for emergency services; ts, including: ts, cantimpact
• improving designs. Typical modifi while enhancingconnectivity relative torecent curvilinear be minimizedusingavariety of different networks, street the landrequirements fortransportationinfrastructure can Calgary andotherNorthAmericancities,hasshownthat Effective designoflocaltransportationnetworks,in andwalkwayconnectivityarelevels ofstreet provided. make walkingandcyclingveryconvenient,aslonghigh proximity ofhomes,jobs,servicesandamenitieswill in higherdensity, mixed- as improved transitcirculation, isevenmore important Increasing opportunitiesforwalkingandcycling,aswell communities today. associated benefi ways thatachievethehigherlevelsofconnectivity, and Greenfi residents enteringorleaving theircommunities.Future and cyclingopportunities,increased congestionfor in increased emergency response times,reduced walking therefore provide limitedconnectivity. Thishasresulted use ‘curvilinear’networkswhichare more convolutedand (suchasChaparralandHawkwood) in thelast30 years levels ofconnectivity. However, mostcommunitiesbuilt above. Severalmore recent communitiesprovide similar their communities,andmanyprovide thebenefi grid’ networksthatallowpeopletomoveeasilywithin (such asBrentwood and Glamorgan) use‘modifi Most Calgarycommunitiesbuiltpriortothe1970s increasing socialinteractionbetweenresidents. • buildingcommunitiesthathavetheabilitytoadapt • • reducing walkingdistancestotransitstopsand over time;and Transit andWaste &RecyclingServices; improving routing forCityservicessuchasCalgary developments; and reducing delaysformotoristsenteringorleaving eld communitiesshouldtherefore bedesignedin accessibility totheregional system street ts, already present inmanyCalgary ed gridnetworksinCalgaryuse use . Theclose Activity Centres ts listed ts ed Part 3 Transportation policies September | 2009 3.8 3-39 eld communities, communities, eld eld Communities and ned as intersections or c) must be provided to any c) must be provided street be minimized in block lengths should c on other users, adjacent businesses and c on other users, adjacent businesses new major commercial developments and industrial new major commercial to improve developments should be maximized congestion. times and reduce response emergency developments and identify at least two all future connecting to at least two different evacuation routes those developments. streets that lead away from once or industrial area commercial new residential, occupied. The homes or businesses begin to be access second access point could be a temporary vehicles if two full access exclusive to emergency not practical. All temporary and permanent points are to serve as access points should also be designed routes. evacuation emergency roundabouts that provide direct access into or out of direct that provide roundabouts for vehicular traffi an area of traffi residents. of pedestrians, cyclists to facilitate the movement order Greenfi and transit within Future Activity Centres. f. established for plans should be Evacuation route access points (defi Two g. d. Residential e. Greenfi Access into and out of Future CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY c eld eld eld communities gurations should be designed ed grid communities in Calgary ed grid communities eld communities, concernseld communities, about can also be mitigated through streets can also be mitigated through eld communities and Activity Centres. Centres. eld communities and Activity Activity Centres, while also minimizing the impact c on residential c on residential communities and Activity Centres must provide must provide communities and Activity Centres of demonstrating the degree quantitative measures connectivity that is achieved for pedestrians, cyclists, and private vehicles. vehicles emergency Street and walkway confi to maximize accessibility to major destinations and Greenfi transit facilities within Future and cyclists, emergency vehicles and private vehicles in all vehicles and private vehicles in cyclists, emergency Greenfi Future Limitations caused by natural topographic features, waterways and other obstructions (such as adjacent Skeletal Roads) must be taken into account when planning connected street and walkway networks. c. b. Greenfi Subdivision Plans for Future All Outline or a. Connectivity should be maximized for pedestrians, Connectivity should be a. Policies traffi an average of 26% of the total land area for streets, and for streets, of the total land area an average of 26% modifi plans for proposed Greenfi Within Future require as little as 22%. Typical curvilinear communities as little as 22%. Typical require 23% to 25%. This a similar amount of land at require that well connected communities clearly demonstrates in land required an excessive increase can be built without for transportation infrastructure. to manage the fl ow of traffi design of streets to manage the fl the proper A separate “Connectivity Handbook” will outline the A separate “Connectivity Handbook” can that targets methodology and associated design Greenfi connectivity in Future be used to improve and discourage undesirable driver behaviour. would communities and Activity Centres. Such measures opportunities not apply to existing communities, although for walking and to enhance connectivity (particularly if community support exists. cycling) may be explored 3-40 3.9 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN the cycle. parking furtherincreases parkingdemand,perpetuating maintain. Solvingthisproblem byproviding additional consumes usefullandandis expensive toconstructand abundance offree parkingencouragesvehicleuse, parking toalleviatecongestion.However, an Traditionally, citieshaverequired ampleamountsof what modesoftransportationpeoplechoosetouse. The availabilityofparkingisanimportantfactorin Discussion sustainability. Transportation Goal#6:Advance environmental people. and cyclingasthepreferred mobilitychoicesformore Enablepublictransit,walking Transportation Goal#4: use directions andgrowth managementstrategies. and infrastructure investment withcityandregional land Aligntransportationplanning Transportation Goal#1: Key Direction#8:Optimize infrastructure. Key Direction#7:Create Increase mobilitychoices. Key Direction#5: Linklandusedecisionstotransit. Key Direction#4: framework ofnodesandcorridors. Direct landusechangewithin a Key Direction#3: Supports footprint ofthecity. air qualityandreduce theenvironmental using allmodesoftransportation,improve ness vitality, increase densities,encourage mix, promote development,considerbusi- support anaffordable anddiversehousing , Activity Centres ManageparkinginCentre City, Objective 3.9 Parking Corridors andTODsto Complete Streets. in strategiclocations,generallybeyondafi Historically, parkandridefacilitieshavebeendeveloped Park andride parking toamore managed approach toparking. to shiftthefocusfrom providing anabundance of free Network throughout Calgaryovertimewillcontinue them tootherkeylocationsservedbythePrimaryTransit downtown. Continuingthesestrategiesandexpanding total numberoflong- fl Strategy hasbeenhighlysuccessfulatmanagingtraffi parking managementstrategies.TheDowntownParking walking, cyclingandtransitrequires complementary The movetowards more thatsupport CompleteStreets ride developmentinstrategic locations. be considered inorder toreduce thefootprint of parkand andCorridorsshould park andrideforActivityCentres churches), structured parkingandfl developments (e.g.,shoppingcentres, movietheatres, suchassharingparking withcomplementary Alternatives as welltheoverallparkingstrategyforTODnodes. to considercurrent andfuture needsforparkandride, The current parkandridestrategyshouldbereviewed of Council- onconsistentapplication requirements hasbeen based For thesereasons, thedetermination ofparkandride feeder busserviceandmaylimitopportunitiesforTOD. parking detractsfrom the goalofmaintaininganeffective walking, cyclingandpassengerdrop - feederbuses, with othertransitaccessmodes(e.g., However parkandridefacilitiesmustbeplannedinconcert traffi established innercitycommunitiesfrom undesirable congestion closertoCentre City. Thisalsohelpstoprotect vehicles attheearliestopportunityandhelptoreduce distance from theCentre City. Thesefacilitiesintercept ow intothecore, increasing transituse,managingthe c problems. c approved guidelines. stay stallsandcreating adynamic exible guidelinesfor off). Excessive ve kilometre c Part 3 Transportation policies September | 2009 3.9 3-41 sharing ed in the ed Avenue) and Avenue) th ed the relationship ed the relationship Avenue). The 1995 Avenue). th ed strategic locations for ed strategic locations GoPlan also identifi of parking and transit ridership. The of parking and transit ridership. GoPlan policies helped Calgary achieve a 45% transit mode split to downtown in 2006. The policies identifi the important CTP continue to respect of parking and transit use. relationship Downtown Parking Strategy Downtown Parking in the an active role Calgary has taken parking since planning of downtown the Downtown Master 1966. At that time, Plan identifi In the 1970s parking in the downtown. to was created the cash-in-lieu program parking collect monies to build shared in these strategic locations. Current are cash-in-lieu parking requirements parking to be for only 50% of required on site. The combination of provided these initiatives helped foster a strong with transit (7 relationship the pedestrian (8 should be encouraged to provide Parking facilities should be encouraged to provide and/or rates high quality parking locations priority, parkers” (carpool parkers, car- for “preferred and vehicles, cyclists, teleworkers, motorcycles scooters). uses that may or may not be adaptability for future to parking. related facilities and park and ride lots. strategically to optimize the development of the transit used. market and minimize the land area Green infrastructure principles should be integrated into the design of parking facilities. e. should consider The design of Parking facilities f. g. parking should be used to optimize existing Shared Park and ride development must be managed h. i. CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY
term transit mode f are closely linked. f are of point source pollutants point source quality alternative modes c demand, and should stay parking in Activity Centres and Corridors green infrastructure into the planning and design roads and streets. The same strategies should be used for funding related transportation improvements. used for funding related to manage downtown traffi continue to be aligned with long- City. for Centre split targets high- should be limited where parking demand issues, instead used for addressing of the city. supply in existing areas of increasing of travel are in place (such as LRT or BRT). in place (such as LRT of travel are ow volumes and pollutant loads to urban stormwater volumes and pollutant loads to urban ow c. Long- b. parking fees and levies should be Funds collected from applied to parking lots. Policies element The Downtown Parking Strategy is a key a. and pricing should be time restrictions Technology, d. of guidance to planners, engineers and other specialists to guidance to planners, engineers and other include solutions should be applied. Section 3.7 provides 3.7 provides solutions should be applied. Section Once these are accomplished, appropriate design design accomplished, appropriate Once these are • natural landscape; retaining pavement; • minimizing • ltration to the soil; and natural infi promoting pavement. • pervious than any other source area in urban development. Parking in urban development. area than any other source a powerful impact on stormwater design can have of impervious land areas generating large both by quality, coverage and by collecting non- impervious methods to reduce surfaces are: key Three Parking lots and urban water run- Parking lots and urban cent of the over 24 per represent Streets and parking areas contributing higher storm in Calgary, impervious land area fl and roadway surfaces. vehicles from Parking and green infrastructure Parking and green 3.10 3-42 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN cycling, ridingtransitordriving. and feelsafeforallusers, whether theyare walking, able to.Calgary’s transportationnetworkmustbesafe of thetransportationnetwork eveniftheyare physically they useit.Ifusersfeelunsafe,maynotelements course ofaday, sotheyneedtofeelcomfortable when a lotoftimeonthetransportationnetworkduring A user’s perceived safetyisimportant.Peoplemayspend overarching transportationgoalsintheCTP. Safety inthesystemiscritical,andsafetyoneof a catalystforcommunityhealth,safetyandsecurity. rapid transitandmore, thetransportationsystemis between communities,saferoutes toschools,accessible safety The transportationsysteminCalgarysupportscommunity Transportation systemsafety Discussion people. and cyclingasthepreferred mobilitychoicesformore Enablepublictransit,walking Transportation Goal#4: transportation systemusers. Promote safetyforall Transportation Goal#2: Key Direction#7:Create Increase mobilitychoices. Key Direction#5: Supports emergency managementprocesses. ofnetworkusers,andsupport concerns and transitusebyaddressing thesafety accommodate increased walking,cycling for allusersofthetransportationsystem, Objective Continue toenhancesafety 3.10 Transportation safety , securityandvitality. Byproviding connections . Complete Streets and sidewalks isneeded.Changestothe wayroads proactive approach to safetyonroadways,pathways land usetowalk,bikeand publictransportation,a As more peopleare encouragedthrough supportive be addressed. safety ofusersthepublictransportationsystemmust fatalities. To encouragethisshift,thereal andperceived transportation havebeenshowntoreduce injuriesand traffi from changingtravelbehaviourtominimizeexposure to A signifi transportation planning,designandoperationaldecisions. Risk managementisacriticalconsiderationinall • unacceptable. • acceptable, butonlywithriskmanagementto acceptable,butwitheffective monitoring; • • acceptable; decide risksare: individuals orasagroup, whenwemakedecisions, and theimpactorconsequencesifitoccurs.Whetheras Risk dependsonthelikelihoodofsomethingoccurring A city’s approach tosafetyisframedintermsofrisk. of occurrence low)and/or tominimizetheimpact;or minimize exposure tothe risk(tokeepthelikelihood c collisions.Shiftsfrom privatevehicleusetopublic and Costs,2009 Todd Litman:EvaluatingPublicTransit Benefi ts user safetyandsecurity. transit ridershipalsoimproves transit automobiles andpedestrians.Increased including fatalitiesinvolvingtransit, have fewertraffi Cities withhighertransitridership Safety andpublictransit cant improvement intransportationsafetycomes c fatalities percapita,
Part 3 Transportation policies September | 2009 3-43 3.10 ed operty or the environment operty or the environment s that can be used to move dangerous roadways that can be used to move dangerous ordinated responses. ordinated c Designing for safety Designing for safety in mind for the By designing with Prevention Crime built environment, Design (CPTED) Environmental through that design principles promotes behaviour and reduce encourage safe for crime to occur. the opportunities of Strategies include the encouragement social interaction within the community. Crime Prevention Unit: CPTED. Calgary: The Calgary Police Service City of Calgary, and resolved on a priority basis through engineering, on a priority basis through and resolved enforcement, education, enhancement and enforcement, encouragement. safety for all users operated in a manner that promotes the City is able to sustain that safety and ensures swift and that require emergencies during unforeseen co- b. The transportation system should be planned and The transportation b. when transported in quantity) is necessary for some when transported in quantity) is necessary risk posed by the The business functions in Calgary. be mitigated, movement of these goods must therefore bylaw updates, regular if possible. Through or prevented Department must evaluate and identify the Transportation specifi Policies safety issues should be identifi Transportation a. goods while minimizing these risks. Dangerous goods movement Dangerous goods (materials that pose The movement of dangerous a risk to public health, pr CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY uence c signal coordination c signal coordination ordinated responses. The responses. ordinated . epared for unforeseen emergencies emergencies unforeseen for epared ovements. icts). The CTP includes policies that address that address icts). The CTP includes policies egulations. Engineering of design to infl Using elements travellers’ behaviour Enhancement safety issues through Addressing physical impr Encouragement level users’ perceived Addressing facilities. of safety by encouraging use of new public Education a the public through Reaching out to variety of media. Enforcement to laws, bylaws adherence Ensuring and r are used by drivers, pedestrians and cyclists used by drivers, pedestrians streets are planning and organizing City responses to emergency to emergency City responses planning and organizing cient and orderly movement of people away from movement of people away from cient and orderly that require swift and co- swift that require for Agency has responsibility Management Emergency - pre urban sectors evacuation of large situations that require Calgary Fire supported by the They are in Calgary. Department, Calgary Police Service, the Transportation Department, Disaster Social Services and many other important role plays an support services. Transportation that facilitate the in developing operational procedures effi disaster locations (including traffi of transit services). Continued involvement and provision development is crucial in the successful by Transportation plans. response of emergency involve risk. Individuals and communities often react by and communities often react involve risk. Individuals pedestrian/ (e.g., increased citing the risks as obstacles vehicle confl education, enforcement, these risks. Engineering, in encouragement all play a role enhancement and to safety for all users. approach developing an integrated and In addition to promoting and enhancing safety on the In addition to promoting conditions, transportation system during normal operating The City must be pr Emergency management 3.10 3-44 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN TheTransportation Departmentshouldworkwiththe e. d. Statistics oncommunitytransportationsafetymust CPTED designguidelines,andemergency manage- c. the downtown). sectors ofthecity(e.g.square - to prepare emergency evacuationplansforindividual Emergency ManagementAgencyand itsmembers injuries andfatalities. be keptandrecorded toidentifyprogress inreducing planning anddesignofalltransportationinfrastructure. ment considerations,shouldbeincorporatedintothe mile residential grids, Part 3 Transportation policies September | 2009 3-45 3.11 Calgarians. be applied in the Universal design principles should of all planning, design, operation and maintenance and services. transportation infrastructure (such as sidewalks and and supporting infrastructure to accom- buildings), should be designed and built modate the needs of all citizens. Policies to should be provided mobility choices Affordable a. b. Network, including all vehicles The Primary Transit c. able to move freely and engage in economic, social and and engage able to move freely cultural life. CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY Complete Streets. ts people without disabilities, such as Transportation infrastructure and services can be infrastructure Transportation designed and operated in a way that meets the needs of barriers that exclude individuals all citizens. By reducing will be all Calgarians participating in the community, from Universal design makes the transportation system, and the places it connects, accessible to everyone. Universal design also benefi with older adults, people with temporary injuries, parents or luggage individuals with wheeled grocery strollers, boxes in hand. carts and delivery people with numerous Discussion choices for all The transportation system should offer mental of their income, age, literacy, people, regardless An accessible and physical ability or cultural background. walking, cycling, transportation system that incorporates transit, carpooling, private vehicle use and other options all citizens the opportunity to participate in the offers economic and social activities of the city. Transportation Goal #3: Transportation mobility affordable Provide and universal access for all. Goal #4: Transportation Enable public transit, walking mobility choices for more and cycling as the preferred people. Key Direction #5: choices. mobility Increase Key Direction #6: Network. Develop a Primary Transit Key Direction #7: Create Supports Ensure access and freedom freedom access and Ensure Objective all all Calgarians, providing of mobility for opportunity to travel and citizens with the life. participate in public 3.11 Universal access 3.11 Universal 3.12 3-46 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN on 100percentwindenergy) infrastructure andgreen practices. Examplesare RidetheWind(publictransitbased through sustainabledesignandtheapplicationofbest Many oftheseimpactscanbe mitigatedand/oreliminated impactsfrom oilspills,de- • • increased traffi impairmentofwaterqualityassociated withdeposition • degradationofairquality andincreasing greenhouse • on theenvironment, andmitigate consequencessuchas: modes oftransportationcanhelpreduce Calgary’s impact Footprint. Increasing emphasis onmore sustainable percenttothecity’s Ecological system contributes11 national averageof7.1 gha percapita.Thetransportation global hectares (gha)per capita,whichisabovethe The CalgaryEcologicalFootprintfor2008stoodat9.4 Discussion sustainability. Transportation Goal#6:Advance environmental Key Direction#8:Optimize infrastructure. Key Direction#7:Create Supports infrastructure. tion andmaintenanceofalltransportation biodiversity intheplanning,design,opera- Protect air, land,waterand Objective Transportation 3.12 Environment and activities. of airpollutants; gas emissions; c noise;and icing andothertransportation . Complete Streets
environmental impactofthetransportationsystem. that are aimedateliminating,reducing ormitigating the support integrateddesignstrategiescontainedintheCTP reducing (protecting waterqualitybygreenings and streetscape c. Preserve andenhancebiodiversitytosupportthe Improve theairqualityonandaround mobilitycorridors b. a. Protect thequalityandquantityofwaterinurban Policies: natural environment inand around mobility corridors. and othertechniquestomitigateclimatechange. surfaces andsupportingtheuseofrenewable energy by increasing vegetation, decreasing impervious design andoperationoftransportationinfrastructure. environments bymimickingnaturalhydrologyinthe impervious surfaces).Thefollowingpolicies impervious Part 3 Transportation policies September | 2009 3-47 3.13 ordinated ordinated cycle. rights-of-way should be co- ing and management program life-cycle costing and management program A for should be used to optimize the recommendations investment, which should be aimed at infrastructure the overall condition of the transportation improving and minimizing the overall life-cycle infrastructure cost. transportation to minimize with planned maintenance projects the the impact on the transportation infrastructure, shortening the premature efforts, duplication of repair be managed (through operations, maintenance, be managed (through in a manner that en- and replacement) refurbishment and achieves is safe, reliable that infrastructure sures its optimum life- projects within New construction or redevelopment projects c. Policies a. should transportation infrastructure Existing and future b. delay the need for more costly replacements of existing replacements costly more delay the need for the use of limited available thus optimizing infrastructure, management infrastructure In addition, proper resources. for and quality of service capacity can help to improve and enhance the streetscapeall modes of transportation s transportation by keeping The City’s that beautify our city condition. in safe and reliable infrastructure evident that The City cannot It has become increasingly and increasing to continue expanding outwards afford while supporting built infrastructure. linear infrastructure compounded by the are of rapid growth The problems service levels in the maintenance and increased for desire The combination of existing infrastructure. replacement in considerable strain on of these two issues results management. available funding for infrastructure Department have The City and the Transportation asset management programs aimed at initiated already these issues. addressing CALGARY TRANSPORTATION PLAN TRANSPORTATION CALGARY THE CITY OF CALGARY - cient cycle of existing and cycle of existing ment practices to keep Calgary’s trans- to keep Calgary’s ment practices safe and reliable, portation infrastructure by expenditures future and minimize Discussion transportation Like other cities in North America, Calgary’s much of it will a point where is reaching infrastructure additional maintenance, refurbishment start to require suffi of its age. However, as a result or replacement Ensure transportation Goal #7: Ensure Transportation is well managed. infrastructure management includes all work In general, infrastructure the integrity and value of transportation that preserves This includes all work associated with infrastructure. in a reasonable operating and maintaining the infrastructure condition so that it is able to deliver its intended duration and level of service to The City and to Calgarians. Along with operations and maintenance, timely rehabilitation has been shown to of infrastructure and refurbishment Optimize infrastructure. Key Direction #8: Optimize of the new infra- funding is unavailable to support all pattern current of Calgary’s of requirements structure costs associated with addition to the increasing in growth As a result, existing infrastructure. managing Calgary’s unfunded, resulting remain many transportation projects gap. Additional priority will now also in an infrastructure need to be given to the management of walking, cycling and transit infrastructure. Supports optmizing the life- optmizing the facilities. future Use best infrastructure manage Objective infrastructure Use best 3.13 Infrastructure management 3.13 Infrastructure 3.13 3-48 September | 2009 Part 3 Transportation policies THE CITY OFCALGARY CALGARY TRANSPORTATION PLAN e. Environmental bestpracticesmustbeincorporated Primarynetworksforthemovementofcyclists,transit, d. . infrastructure mize impactontheenvironment andintegratedgreen into allinfrastructure managementactivitiestomini- and debris. be givenhighpriorityforclearingofsnow, iceorgravel and goods(asdepictedinCTPmaps1,25)should environment. of infrastructure lifeandtheimpactonnatural Part Four Monitoring and reporting Part 4 – Monitoring and reporting
Objective Provide a basis for effective A monitoring and reporting program will be developed strategic decision making by monitoring for the Core Indicators for Land Use and Mobility as and reporting on the progress made part of the MDP/CTP implementation program. A regular cycle of reporting on the Core Indicators will provide towards achieving the goals and objectives performance information to Council, Administration and of the MDP and CTP. the public. Reporting will be conducted in advance of each 3-year City business planning cycle and will assist Discussion in developing investment strategies and strategic growth decisions. The reporting process will also help ensure that The MDP and CTP are not static documents. They implementation strategies and corporate processes are establish strategic policy directions, but periodic progress aligned with the long term goals of the MDP and CTP. checks must be undertaken to review whether progress is In addition to evaluating progress towards the targets being made. contained in this section, additional reports will look at To evaluate progress toward the policy direction of the current growth forecasts, market trends and The City’s MDP and CTP, a broad spectrum of indicators and targets fi nancial capacity. has been developed. The Core Indicators for Land Use A major review of the Core Indicators for Land Use and and Mobility can be found in Figure 6. These indicators Mobility should occur on a ten year basis as part of the are proxy measures for the social, environmental and CTP policy review process (which will assess whether the economic performance of the MDP and CTP. They are
Part 4 Monitoring and reporting policy direction remains appropriate or requires adjusting). intended to track the overall progress towards achieving Each metric and target will be evaluated to ensure that the goals and objectives of the MDP and CTP. However, they align with the updated vision and policies of the MDP these indicators are not intended to be applied to and CTP. individual Local Area Plans and land use applications. It is important to note that no one or two measures in A regular cycle of reporting on the indicators will provide isolation can indicate progress. The full set of indicators information for Council, administration and the public. should be measured and reported in order to provide a This is supported by policy direction in the MDP, which comprehensive picture. states that:
4.0 Each of the indicators is accompanied by a target. The • The City will measure the Core Indicators for Land targets provide a desired performance outcome for an Use and Mobility on a continuous basis, and report to indicator over a specifi ed period of time. The targets were Council, Administration and the public regarding the based on benchmarking of other cities and engagement progress towards the targets prior to each business with stakeholders. The targets represent a direction planning cycle. that The City wishes to achieve through its planning and investment processes and through collaborative working with other orders of government, the public and stakeholders. September | 2009
4-2 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN Core Indicators for Land Use and Mobility 60-year # Core Indicators Metric Baseline Target 1 Urban Expansion Per cent of population growth In 2005, the developed area of the 50% accommodated within developed city was losing 5% of population area (2005 boundary area) to greenfi eld area. 2 Density People per hectare In 2005, Calgary had a population 27 density of 20 people per hectare.
Jobs per hectare In 2005, Calgary had employment 18 Part 4 Monitoring and reporting density of 11 jobs per hectare. 3 Population / Jobs Balance Population/Jobs East/West ratio In 2005, the population/jobs 1.7 East/West ratio was 2.7. Population/Jobs North/South ratio In 2005, the population/jobs 1.7 North/South ratio was 1.9. 4 Mix Land use Land Use Diversity Index In 2008, land use mix diversity 0.7 index was 0.53. 5 Residential Mix Residential Diversity Index In 2008, residential diversity index 0.4 was 0.19. 6 Road and Street Infrastructure Roads to Streets ratio 0.72 0.57 (42% Roads and 58% Streets) (36% Roads and 64% Streets) 7 Accessibility to Primary Transit Per cent of population within LRT is the only transit service 45% Network 400m of Primary Transit Network approaching Primary Transit levels of service in Calgary today. Per cent of jobs within 400m of LRT is the only transit service 67% Primary Transit Network approaching Primary Transit levels of service in Calgary today. 8 Transit Service Annual transit service hours per Currently, 2.2 transit service hours 3.7 capita are provided for each resident in Calgary annually. 9 Goods Access Per cent of intermodal and Currently, 73% of intermodal and 95% warehousing facilities within warehousing facilities are located 1600m (actual) of Primary Goods within 1600m of Primary Goods Movement Network Movement Network. 10 Transportation Mode Split Walking and Cycling Mode split (all In 2005, walk and bike trips 20% - 25% purpose trips, 24 hours, city-wide) contributed to 14% of all trips made. 4.0 Transit Mode split (all purpose In 2005, 9% of all trips were made 15% - 20% trips, 24 hours, city-wide) by transit. Auto Mode split (all purpose trips, In 2005, 77% of all trips were 65% - 55% 24 hours, city-wide) made by car. 11 Accessibility to Daily Needs Per cent of population within In 2006, 18% of all population 30% September | 2009 Major and Community Activity was located within Major and Centres, and 600m of Urban and Community Activity Centres, Neighbourhood Corridors and 600m of Urban and Neighbourhood Corridors 12 Watershed Health Per cent of impervious surface In 1998, 32% of land cover was 10% - 20% impervious (made up of roadways, parking and buildings) 13 Urban forest Per cent of tree canopy Canopy cover was 7% in 1998. 14% - 20% 14 District Energy Per cent of land area with In 2005, only 0.3% of land area 1.7% densities supportive of district had densities supportive of district energy systems energy systems. Figure 6 - Core Indicators for Land Use and Mobility
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN 4-3
Appendices Appendices
APPENDIX A – Transit system Ridership demand
phasing and design Many proposed Primary Transit corridors (e.g., LRT corridors, Centre Street) carry heavy volumes of
The development and redevelopment of cities is an passengers and operate at frequencies of 10 minutes uncertain process. However, signifi cant benefi t can or less for extended time periods. These corridors be achieved when a degree of certainty is provided are capable of being upgraded to Primary Transit to major stakeholders (e.g., developers, communities, service levels with a modest level of investment. infrastructure and service providers) with regard to where, Focusing investment in existing high-demand transit when and how cities will grow. Decisions affecting the corridors will achieve the dual benefi t of increasing expansion of major municipal infrastructure and services transit capacity to attract new transit riders and such as water, waste water, transit and roadways help to providing incentives for more intensive, mixed use shape the direction for growth within the Calgary Region development. and affect the social, environmental and economic health Support growth in strategically located Activity of our communities. Centres and Corridors Appendices Primary Transit service The Primary Transit Network serves as an organizing
The Key Directions for Land Use and Mobility recognize tool for both Transit and Land Use Planning to that, in order to move towards a sustainable city, land use ensure that both elements support one another. It and transit decisions need to be linked to ensure that the is a commitment that quality transit service will be urban form supports quality transit service and that quality available if land use and street designs achieve good transit service is provided in a timely manner to support transit-oriented forms. Timely investment in improved land use intensifi cation. In this regard, the Primary Transit transit service will help motivate market responses, Network will be an organizing tool for transit planning and focusing infi ll and greenfi eld intensifi cation within land use to ensure that each element supports the other. walking distance of the Primary Transit Network.
The Primary Transit Network consists of an amalgamation Corridor completion of individual transit routes that operate in a specifi c Ideally, specifi c route investments should align A corridor. One of the core elements of the CTP transit with Primary Transit corridors as much as possible strategy is to commence upgrading major transit to achieve the desired 10-minute service levels. corridors (e.g., LRT and mainline bus service) to Primary These criteria may also result in rationalization of Transit service levels within the next fi ve years to ‘lead transit routes to align with proposed Primary Transit development’ and stimulate land use intensifi cation of corridors. Activity Centres and Corridors. Improve cross-town transit services The following criteria will be used to guide decisions about the phasing of transit investments in Primary Transit More emphasis and resources must be directed corridors to support strategic land use directions. toward the upgrading of existing cross-town transit services to Primary Transit service levels and the September | 2009 creation of new cross-town transit connections. These
A-2 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN investments will enable Transit to attract a greater • Community design will minimize pedestrian street share of the substantial volume of cross-town work, walking distance to transit service (i.e., a bus zone or school, shopping trips that are occurring between LRT station) to 400 metres or less. residential and employment areas in suburban areas, • In recognition of unusual circumstances, up to fi ve and it will support the development of new transit per cent of the area population (dwelling units) may connections between proposed compact, mixed-use be located beyond 400 metres street walking distance Activity Centres and Corridors. from transit service (i.e., a bus zone or rail station). New corridor development In site specifi c conditions, this guideline may be exceeded and compromises will be necessary. It is anticipated that several major mainline and cross-town transit corridors will be upgraded to • Council-approved route performance measures are Appendices Primary Transit service levels within the next fi ve to used to ensure bus routes are operating effi ciently: 10 years. However, some components of the Primary - Regular bus – minimum of 20 to 25 boarding Transit Network involve the creation of new transit passengers per operating hour; corridors (e.g., new river crossings for transit, walking, cycling and EMS) and may require an extended time - Community Shuttle – minimum of 12 to 15 boarding period to develop to Primary Transit service levels, passengers per operating hour; and as they are not currently anchored or supported by - Current policy requirements that Calgary Transit Transit-oriented Developments. recover 55 per cent of its operating costs
Using the priorities and criteria described above will (revenue-cost ratio) through transit fares and other make frequent, direct, reliable transit service available to sources of revenue. the greatest number of people and achieve a built form • In accordance with the above policies, transit service that will foster integration between land use/community will be extended to developing areas as soon as design and transit service. possible subject to:
Transit implementation policies - The provision of streets adequately located and constructed for transit use; and Calgary City Council has approved macro level policies that A provide a framework for the planning and implementation - The location of the developing service area of transit service in Calgary. These policies encompass contiguous to existing service areas, so that service decisions relating to maximum walking distance for is provided in accordance with approved minimum September | 2009 access to transit service and fare policy, as well as system ridership policies. and route level performance standards. Taken together, these policies drive decisions regarding route structure, • Subject to the above policies and the individual level of service, phasing of service and cost of delivering characteristics of the service area, in response to transit service to the community. customer demand, transit service within a service area will generally be staged as follows: The following guidelines should be used to guide the - Weekday a.m. and p.m. peak-period service; planning and implementation of transit services.
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN A-3 - Weekday service between the a.m. and p.m. peak Transit Mobility Hubs periods; A Transit Mobility Hub is a place of connectivity where - Saturday service; different modes of transportation (i.e., walking, cycling, bus and rail transit) come together seamlessly and where - Evening service on all weekdays and Saturdays; and there is an attractive, intensive and diverse concentration - Sunday service. of housing, employment, shopping and other amenities around a major transit station. • The normal service delivery sequence may be altered in communities that have unusual service requirements. Transit stations are the key point of contact between the traveller and the transit system; therefore, these facilities • Bus and LRT service will operate within a schedule should be designed to enable effi cient movement and adherence range of zero to less than three minutes of stopping of transit vehicles, provide a safe, clean and the design schedule. Buses or LRT will not depart a comfortable environment for transit customers and scheduled time-point early. contribute to the creation of attractive Transit-oriented Regional transit phasing plan Developments. Appendices The short-term regional transit goal is to implement an Some transit stations are particularly important because integrated, regional Bus Rapid Transit (BRT) service that they are focal points for terminating transit lines or would provide two-way service between key destinations provide important connections between intersecting within Calgary and adjacent regional communities. These inter-city, regional and city transit routes. These stations services would be connected through the proposed will service the highest proportion of transit network trips network of Transit Mobility Hubs. Regional Transit Hubs and should be designed to provide comfortable, seamless will be located to support other medium and longer-term connections for transit riders. transit investments such as inter-city commuter rail and As a general principle, the fi rst priority in the design of LRT services. Transit Mobility Hubs should be to accommodate the The future vision for regional transit service is illustrated in requirements for effi cient transit access, comfortable Map 4, in Appendix D, and includes: passenger waiting areas and safe, direct, unobstructed A routes for pedestrians and cyclists. As discussed • Commuter rail service to Cochrane, Canmore and in section 3.1, transit, walking and cycling are more Banff (projected 60-year corridor population growth of sustainable modes of transportation in that they require 116,000). less energy, need less infrastructure and are available
• Commuter rail service to Okotoks, High River and to almost all Calgarians. Giving priority to these access Nanton (projected 60-year corridor population growth modes will foster greater mobility choices and support to 121,000). the creation of attractive Transit-oriented Developments.
It is essential that Transit Mobility Hubs are designed and • Commuter rail service to Airdrie (projected 60-year maintained to a high standard to provide a safe, clean corridor population growth to 130,000). and comfortable environment where transit riders feel
September | 2009 • New regional transit routes between communities welcome and valued. The following types of facilities outside of Calgary (e.g., Cochrane to Airdrie). should be incorporated:
A-4 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN • Bus layover spaces; modes of public transportation. Regional/inter-city gateway hubs would be located at the following • Transit priority roadways; locations:
• Taxi stands; - Calgary International Airport;
• Stations that are comfortable, clean, attractive, safe - At connection points between the Primary Transit and accessible and provide good interaction with Network and future inter-city high-speed rail adjacent land uses; service (CP Railway corridor and 96 Avenue N. and the “Rail-town” development at 9 Avenue and • Shaded areas to mitigate hot weather conditions and 8 Street S.E.); heated areas to provide a comfortable environment - At connection points between the Primary Transit during cold weather conditions;
Network and future regional commuter rail and Appendices • Well-designed, amply-sized pedestrian walkways and Bus Rapid Transit corridors; and customer waiting areas; - At connection points between the Primary
• Commercial/retail space, public washrooms and Transit Network and inter-city bus services (e.g., telephones; Greyhound and Red Arrow Express).
• Secure storage facilities for bicycles; ii. Primary Transit hubs
Primary Transit hubs are focal points for • Pedestrian-oriented lighting; terminating primary transit lines or major transfer • Attractive public art; centres between intersecting Primary Transit lines. These stations will accommodate higher • Way fi nding signage to direct people to their passenger volumes than other transit stations and, destinations; therefore, should include enhanced amenities to • Real time schedule information; provide a pleasant customer experience and to accommodate expected ridership levels. Primary • Fare purchase equipment; Transit hubs generally coincide with Major Activity • Green infrastructure to increase infi ltration and Centres and Community Activity Centres (see A perviousness and manage storm water run-off; and the Urban Structure Map in the MDP), which will further increase transit demand and reduce single • Park and ride, if provided, sized appropriately to the occupant vehicle use. required access. September | 2009 iii. Transit centres Three categories of Transit Mobility Hubs have been identifi ed: Transit centres are points between intersecting transit lines where there is signifi cant passenger i. Regional/inter-city gateway hubs activity but not at the scale of a Primary Transit
Regional/inter-city gateway hubs are located at Hub. Transit centres are located at the intersection major regional and inter-city interchange points between Primary and Base Transit services between the Primary Transit Network and other (e.g., Sunnyside, Fish Creek Lacombe Station and Rundle Station).
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN A-5
APPENDIX B – Principles and Principle 1: Demonstrated need for the crossing. design considerations for A balanced triple bottom line framework should be river crossings used to assess the social, economic and environmental implications of the crossing and the corridor it serves and all alternatives, including the option of doing nothing. Within the Calgary Region, there are many crossings of river, creek and ravine systems by transportation Principle 2: Advanced planning for appropriate siting infrastructure, including freight railways, major roadway based on all relevant factors. corridors, Light Rail Transit lines and pedestrian Several factors play a role when considering, planning, bridges. This infrastructure provides essential mobility designing and constructing these crossings. These and connectivity between communities and external
factors include: Appendices destinations, and it supports economic development by ensuring the effi cient movement of people and goods at a • City-wide street, transit and utility connectivity to city-wide and regional level. promote compact growth and public transit while reducing vehicle dependence; All transportation crossings of rivers and creeks require the construction of culverts, piers and bridges, and • Use of river and stream corridors by people, fi sh, have the potential to affect riparian areas and river and migratory birds and other wildlife and the sensitive creek habitats. For these reasons, the need for river and integration of human development within watercourse creek crossings must be balanced with impacts to the ecosystems; environment and be treated with the utmost environmental • Waterway constraints, such as hydrology (e.g., volume sensitivity. of water from droughts to fl oods), hydraulics (e.g., During the next 30 years, components of Calgary’s erosion power of moving water and ice) and channel roadway, transit and pathway systems will require new morphology (e.g., meandering, braiding, entrenchment, crossings of river or creek systems, or widening or etc.); modifi cation of existing bridge structures. Watercourse • Location and design of stream channel crossings; and crossings may also be needed for electrical transmission, telecommunications, water or wastewater lines. In such • Bridge design principles (e.g., structural, aesthetic). B projects, it is essential to balance the need for expanded River crossing sites should only be chosen after careful infrastructure with the signifi cance of the environmental determination of the least damaging crossing location areas and communities that may have to be crossed. – before the crossing and the associated infrastructure September | 2009 When a crossing is deemed necessary, these facilities leading to it are designed. should be designed and constructed to protect the rivers, creeks and other natural ecosystems that will be affected. Principle 3: Adherence to the recommendations of a comprehensive biophysical and social impact The following discussion describes seven key principles assessment. that should be considered whenever a new or expanded river or stream crossing is contemplated. The biophysical impact assessment should consider:
• plants and animals;
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN B-1 • seasonal and climate-related hydrological changes watercourse. By narrowing street and shoulder (droughts, fl oods, ice conditions etc); widths at watercourse crossings and by considering steeper embankments or clear span bridges, the • conditions and functionalities before and after total length of disturbed channel may be reduced. construction; - Use more habitat-friendly forms of river training • hydraulic conditions and functions (e.g., erosion, such as bio-engineering to mimic natural armouring, scouring and deposition; instead of riprap and concrete. Replicate historical • connectivity of viable wildlife habitats; natural bank stabilization, rather than hard surfaces.
• fi sh passage; and - A clear span bridge is usually the preferred type of crossing because it typically causes less impact to • long term impacts from operations. watercourse and fl ood plain functions. The social impact assessment should build on the needs - When combining utility crossings with bridges, any assessment (see Principle 1) and cover all relevant corrosion problems due to leaks or electric currents issues related to how the crossing, corridor or related should be anticipated and prevented.
Appendices infrastructure will affect people, their quality of life, their behaviour and the communities in which they live. - Bridge spans that either eliminate or minimize the disturbance of the watercourse bed and shore are Principle 4: Successful minimization of impacts from preferable. construction, rehabilitation and ongoing operation and maintenance through engineering design and - Recreation access to the watercourse and approach rehabilitation requirements. ramps should be included, as appropriate.
Every effort should be made to avoid potential adverse - Where signifi cant confl icts are expected, priority impacts, and such efforts should be demonstrated prior should be given to the protection of wildlife habitat to accepting mitigation as an option. and corridors (ecologically sensitive areas) over all other uses. To minimize the impacts of river crossings, the following standards should be implemented: • Adverse biophysical impacts should be avoided if B possible, or minimized if unavoidable. • Engineering design should follow best management - Vegetation impacts should be minimized by crossing practices, including the following: the stream corridor at a right angle and keeping the - Provide the minimum roadway width necessary to right-of-way as narrow as possible. service intended needs and adjacent land uses. - Designing for acoustic, visual and safety factors is An effect of a highly connected street system is important. an increase in impervious surfaces. Therefore, it is
benefi cial to narrow streets, which can decrease the ° Sound barriers block the view and turn crossings amount of impervious paving. into visual canyons; however, they may be needed to reduce salt spray and/or disruptions to
September | 2009 - Wide streets and slope embankments can result wildlife habitat and corridors. in the need to disturb a signifi cant length of the
B-2 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN ° Concrete is very noisy but physical buffers and preferable. For bridge elements located in the fl ood rubberized surfaces help. plain, the orientation and surfaces of the structures should be hydraulically smooth and designed in a ° Wet surfaces increase traffi c noise, especially manner to allow a gradual contraction of fl ow from with low clouds that refl ect sound back to the the natural channel and fl ood plain through the ground. crossing, and expansion of the fl ow downstream of • Water from bridge and approach runoff needs primary the crossing. and secondary treatment. Best management practices - Bridge length should be established to allow proper such as stormwater ponds, storm receptors, and conveyance of the probable maximum fl ood fl ow. constructed wetlands should be used in the vicinity of The length of the bridge should be increased to the crossing to treat street drainage and runoff from
eliminate the potential for scour of the abutments Appendices bridge decks to meet federal, provincial and municipal and piers, to provide access under the crossing for requirements as well as the objectives and criteria in pedestrian paths, and to preserve wildlife migration water and watershed management plans. corridors and riparian vegetation. • Shadowing from crossings can alter the seasonal - The footprint of crossings and their associated and daily sunlight patterns on water and land and facilities should be minimized to reduce impacts or change biological functions, structure and viability. interruptions to natural groundwater fl ows within the These impacts may be addressed by narrowing the alluvial aquifer. right-of-way, using grated bridge decking where appropriate, or dividing the roadway into two with an Principle 5: Co-operation between multiple open segment in between. jurisdictions based on long term planning and mutual agreement on objectives and uses. • The natural hydraulics of the watercourse must be respected and accommodated. • Integrate proposed watercourse crossings with relevant plans and policies such as local watershed - Bridge crossings should be sized to accommodate management plans (e.g., Bow River, Elbow River, Nose the maximum fl ood fl ow. Creek), the Provincial Water for Life Strategy and Land - Adequate clearance must be provided between the Use Framework, the Calgary Metropolitan Plan, and B high-water fl ood level and the lowest part of the the City’s Wetland Conservation Plan. bridge structure, to allow unobstructed passage of • Aim to exceed the current minimum requirements debris.
established by regulatory agencies, in anticipation of September | 2009 - The placement of and hydraulic impacts due more stringent regulations as our increasing population to bridge abutments should consider existing puts more pressure on shared resources and natural impediments and recreation river traffi c because of capital. the dangers to boaters during different water levels. • Contact agencies responsible for fi sheries, terrestrial - Bridge abutments, piers and footings should be species, hydraulics, alluvial aquifers, fl ood plain located outside the bank-full channel. An arched management, wetlands etc. to ensure that all construction that spans the channel may be requirements and initiatives will be co-ordinated.
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN B-3 • Pre-screening of locations should include long term goals of multiple jurisdictions (municipal, regional, provincial, federal) to optimize each individual crossing and minimize the number of crossings.
Principle 6: Effective policies, regulations, guidelines and enforcement.
Proper planning and design of watercourse crossings must be governed and supported by environmentally responsible legislation. Some relevant examples of local regulations, guidelines, policies etc. are listed below:
• The Department of Fisheries and Oceans Canada (DFO) typically requires a site-specifi c analysis for major watercourse crossings, which would, at a minimum, include the following details: fi sh habitat, hydraulics, Appendices timing of the project (for spawning and mitigation), construction activities and sequencing.
• The City of Calgary biophysical components include fl ora, fauna, terrestrial, avian, amphibians, insects and hydrology.
• Alberta’s Wetland Policy and Calgary’s Wetland Conservation Plan include a ‘no net loss’ principle, with a prioritized approach: avoid, mitigate, compensate.
• The City of Calgary’s Wetland Conservation Plan includes a minimum 3:1 replacement ratio on the basis B of affected wildlife habitat and other functionalities.
Principle 7: Public consultation.
The City should consult the public, impacted communities and businesses on the planning, design and construction of any new river crossings. The consultation process should address the environmental, social, fi scal, safety and mobility impacts of the proposed crossing. September | 2009
B-4 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN APPENDIX C – Glossary of Calgary Metropolitan Plan terms A regional plan to guide long-term growth and development for members of the Calgary Regional Partnership.
Calgary Regional Partnership (CRP) accessibility An association of municipalities in the Calgary Region – Ease of access/egress to any location by walking, cycling, from Crossfi eld in the north to Nanton in the south, and transit, and private vehicles, or for commercial vehicles. from Banff in the west, to Wheatland County in the east, active modes with Calgary at its Centre - that are working together to Non motorized travel, primarily walking and cycling but develop an integrated regional land use and transportation also includes roller-blading and movements with mobility plan. devices. Appendices canopy cover Activity Centre The area covered by tree and forest foliage All areas defi ned as Major Activity Centres, Community capacity Activity Centres or Neighbourhood Activity Centres in the The volume of vehicles the roadway was designed to carry MDP, and as shown on the MDP Urban Structure Map. in a unit of time, such as an hour. Can also be applied to asset management program transit or bicycle/pedestrian pathways. A process that guides the gaining of assets, along with complete community their use and disposal in order to make the most of the A community that is fully developed and meets the needs assets and their potential throughout the life of the assets. of local residents through an entire lifetime. Complete While doing this, it also manages and maintains any costs communities include a full range of housing, commerce, and risks associated with the assets. recreational, institutional and public spaces. A complete built form community provides a physical and social environment The engineered surroundings that provide the setting where residents and visitors can live, learn, work and play. for human activity and includes buildings, streets and Complete Street structures (including infrastructure). A street that moves people, by foot, bike, bus and car; C Bus Rapid Transit (BRT) provides places where people can live, work, shop A type of limited stop bus service that relies on technology and play; supports the natural environment; facilitates to speed up the service. It can operate on exclusive transit movement of trucks and service vehicles, and supports ways, high occupancy vehicle lanes and any type of road our economy. September | 2009 or street. A BRT line combines intelligent transportation congestion systems technology, priority for transit, rapid and A condition lasting 15 minutes or longer where travel convenient fare collection and integration with land use demand exceeds the design capacity of a transportation policy, in order to upgrade bus system performance facility. substantially.
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN C-1 Corridor hydrology All areas defi ned as Urban Corridors or Neighbourhood The study of the movement, distribution and quality of Corridors in the MDP, and as shown on the MDP Urban water throughout the Earth; hydrology thus addresses Structure Map. both the hydrologic cycle and water resources.
Crime Prevention Through Environmental Design impervious surfaces (CPTED) Mainly artifi cial structures, such as building roofs, roadway The proper design and effective use of the built pavements, sidewalks and parking lots, that cannot be environment, which may lead to a reduction in the fear easily penetrated by water, thereby resulting in runoff. and incidence of crime and an improvement in quality of intensifi cation life. The development of a property, site or area at a higher cycle track density than currently exists. Intensifi cation can be Dedicated space for bicycles built into street right-of-way. achieved through redevelopment, development of vacant/ They are physically separated from both vehicle travel underutilized lots, the conversion of existing buildings, or lanes and sidewalks to improve safety and effi ciency for through infi ll development in previously developed areas.
Appendices all modes of transportation. intensity deep utility A measure of the concentration of people and jobs within Stormwater, sanitary and water pipes. a given area calculated by totalling the number of people either living or working in a given area. ecosystem A dynamic system of plants, animals and other intermodal facilities organisms, together with the non-living components of Places that accommodate connections between the environment, that functions as an interdependent unit. transportation modes. Typically refers to break of bulk locations between rail and air and truck. green infrastructure An interconnected network of natural green and life-cycle cost engineered green elements applicable at multiple scales The sum of all recurring and one-time (non-recurring) in the land use and mobility framework. Natural green costs over the full life span or a specifi ed period of a C elements include the conservation and integration of good, service, structure or system. It includes purchase traditional green elements such as trees, wetlands, riparian price, installation cost, operating costs, maintenance and areas and parks. Engineered green elements include upgrade costs and remaining (residual or salvage) value systems and technologies designed to mimic ecological at the end of ownership or of its useful life. functions or to reduce impacts on ecological systems. Light Rail Transit (LRT) Examples include green alleys, green buildings and Electrically powered rail cars, operating in sets of three to green roadways and bridges. fi ve cars per train, operating on protected rights-of-way, greenhouse gas emissions adjacent to or in the medians of roadways or rail Gases in the atmosphere that absorb and emit radiation rights-of-way. Generally at grade, with some sections
September | 2009 within the thermal infrared range. operating in mixed traffi c and/or tunnels or on elevated bridge structures.
C-2 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN logistics pedestrian-oriented The management of the fl ow of goods, information and An environment designed to make travel on foot other resources, including energy and people, between convenient, attractive and comfortable for various ages the point of origin and the point of consumption in order and abilities. Considerations include directness of the to meet the requirements of consumers. route, interest along the route, safety, amount of street activity, separation of pedestrians and traffi c, street Low Impact Development (LID) furniture, surface material, sidewalk width, prevailing An approach to land development that uses various wind direction, intersection treatment, curb cuts, ramps land planning and design practices and technologies to and landscaping. simultaneously conserve and protect natural resource systems and reduce infrastructure costs. Primary Transit threshold
A minimum intensity of people or jobs per gross Appendices mixed use development developable hectare that is required within walking The development of land, a building or a structure with distance of a transit station or stop to support service two or more different uses, such as residential, offi ce and levels of the Primary Transit Network. retail. Mixed-use can occur vertically within a building, or horizontally on a site. public realm The space between and within buildings that are publicly Mobility Assessment Plan (MAP) accessible, including streets, squares, parks and open Framework for assessing the multi-modal transportation spaces. These areas and settings support or facilitate impacts of new developments. Replaces Transportation public life and social interaction. Impact Assessment (TIA). redevelopment mode split or modal split The creation of new units, uses or lots on previously The proportion of total person trips using each of the developed land in existing communities. various modes of transportation. The proportion using any one mode is its modal share. right-of-way (ROW) Publicly owned land containing roads and streets and/or native biodiversity utilities. Species of fl ora and fauna that are indigenous to a C specifi c area. road Roadways that are designed to move large volumes park and ride lots of vehicular traffi c (private vehicles, commercial vehicles
Parking lots located at LRT stations or bus stops that September | 2009 and occasionally transit) at higher speeds over long allow automobile users to park their private vehicles, distances. access and transfer to and from public transportation service in a convenient manner. roadway A generic term that encompasses all types of roads and parking facilities streets. Any surface used to provide parking for vehicles, whether inside part of or all of a building, or outside either off-street or within the roadway right-of-way.
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN C-3 sense of place Transit-oriented Development (TOD) A strong identity and character that is felt by local A compact, mixed-use community within walking distance inhabitants and visitors. Factors that help to create a of a transit stop, that mixes residential, retail, offi ce, open “strong sense of place” include natural and cultural space and public uses in a way that makes it convenient features, built form and architecture, mobility to and to travel on foot or by public transportation instead of by within the place and the people who frequent that place. car. Areas with a good sense of place often have elements transit-oriented, transit-friendly or transit-supportive that are appealing to the fi ve senses (sight, smell, touch, The elements of urban form and design that make transit taste, sound) and generally encourage people to linger more accessible and effi cient. These range from land longer and enjoy the atmosphere. use elements, (e.g., locating higher intensity housing shallow utility and commercial uses along transit routes) to design Gas, electrical, telephone and television cable services. (e.g., street layout that allows effi cient bus routing). It also encompasses pedestrian-friendly features, as most street transit riders begin and end their rides as pedestrians. Roadways that are designed to accommodate all modes
Appendices of transportation (to varying degrees depending on the transit priority measures specifi c type of street). They also contribute to sense of Strategies that improve transit operating speeds and place, and typically provide more streetscape elements transit travel time reliability in mixed traffi c, such as traffi c than roads. signal priority or queue jumps.
streetcars typology Urban rail vehicles operating a low speeds (e.g. 10 to 25 Typology defi nes the key geographic areas within the km/h) in mixed traffi c, with closely spaced stops (e.g., urban boundary that share common characteristics. every 200 metres). Typologies establish the strategic framework within which more detailed land use designations and policies can streetscape be established. Integral to each typology and the city All the elements that make up the physical environment as a whole are the “Road and Street Palette” and transit of a street and defi ne its character. This includes paving, services which are integrated with the land use pattern or C trees, lighting, building type, style setback, pedestrian, typologies. cycle and transit amenities, street furniture, etc. universal design sustainability Universal design is the design of products and Meeting the needs of the present without compromising environments to be usable by all people, to the greatest the ability of future generations to meet their own extent possible, without the need for adaptation or needs. It includes environmental, economic and specialized design. social sustainability. Sustainability is defi ned by the 11 Sustainability Principles for Land Use and Mobility, urban forest approved by Calgary City Council on Jan. 8, 2007. All the trees and associated vegetative understory in the city, including trees and shrubs intentionally planted,
September | 2009 naturally occurring or accidentally seeded within the city limits.
C-4 THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN walkable See “pedestrian-oriented.” watercourse A natural or artifi cial channel through which water flows. watershed Include groundwater, springs, wetlands, ponds, streams and lakes as well as all land that drains into these linked aquatic systems. Watersheds refl ect both the natural characteristics of their geography and the impacts of human activities within them. Appendices wayfi nding A term used to describe how people respond to the built environment to orient themselves. Elements that contribute to wayfi nding include reference points such as signage, natural areas or parks, landmark buildings, bridges, distinctive lighting, public art, etc. wetlands A (Calgary) wetland is a waterbody and its bed and shores, that is naturally occurring or disturbed and is located within the Foothills Fescue and Foothills Parkland Natural Regions within the city of Calgary – see wetland conservation plan (as per the Wetland Conservation Plan).
C September | 2009
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN C-5
APPENDIX D – Transportation maps
Map 1 – Primary Cycling Network
Map 2 – Primary Transit Network
Map 3 – Downtown Transit Network
Map 4 – Regional Transit Concept Map
Map 5 – Primary Goods Movement Network
Map 6 – Primary HOV Network Appendices
Map 7 – Road and Street Network
D September | 2009
THE CITY OF CALGARY CALGARY TRANSPORTATION PLAN D-1
144 AV
R T Y E N O T E S N R T T O O F R E E D U W O NTRY V N C HILL S B BED R AIRPORT TR
T R DINGTON MET EY N D TO L S IL TR IS H NE E TR S O W NE N N
R
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C RO W ANAP CH G I A LD H TR S NW
JOHN L
A U R IE B V N W MCKNIGHT BV NE CENTRE ST N
8
5
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N B TRANSCANADA HWY O W W N E SS
16 R AV NW D 32 AV NE STONEY TR STONEY 19 ST NW
16 AV NW OLD BANFF C 16 AV NE O A C
H 36 ST R D S W
MEMORIAL DR NE
17 AV SE
5 2 ST 2 D R GL ND ENMO O RE HM TR RI C
SW SW
PEIGAN TR SE
R D T D
HIL 50 AV S C
CROW B A R L O
W
T
R Po te n t i a l p a t h w a y
alignment through SW
14 ST 14 GLENMORE TR SE Primary Cycling Network Tsuu T’ina lands
Primary Bike Route to be determined. Primary Bike Route dependent on land use Regional Multi-Use Pathway Route (Both sides of river)* Regional Multi-Use Pathway Route W ANDERSON R D S Connection to Route in Region
Transportation/Utility Corridor
City Limits 130 AV SE
Urban Structure
Centre City MARQUIS OF LORNE TR SE 1 62 AV SW Major Activity Centre / HWY 22X Community Activity Centre
SPRUCE MEADOWS TR S D STONEY TR E Urban Corridor E R F O
O Neighbourhood Corridor T
T R
MAC S Industrial Employee Intensive E LEOD
TR
* In the communities of Bowness and Montgomery, S * E the multi-use pathway route is not to cross over privately owned land.
Note: The Primary Cycling Network does not outline all future bicycle routes. Instead, it defines high-priority bicycle routes where the most concentrated activity will occur. All other existing and future bicycle routes will be identified through periodic updates 03691.5 of the Calgary bikeway and pathway maps. Kilometers This map represents a conceptual land use structure and transportation networks for the city as a whole. No representation is made herein that a particular site use or City investment, as represented on this map, will be made. Site specific assessments, including environmental contamination, private land ownership, as well as the future financial capacities of the City of Calgary must be considered before any land use or City investment decisions are made. Primary Cycling Network 1 X:\39_Plan_it_calgary\Business_Tech_Serv\gis\Maps_Plan\Document_Maps\PrimaryCyclingNetwork.mxd HWY 2 HWY HWY 772 HWY
144 AV
R T Y E N O T E S N R T T O O F R E E D W H OUNTR N W C Y H BV Y ILL S 1A BEDDINGTO AIRPORT TR TR Y R E D N O L N T TR NE S IL
H METIS E S O W N N
R T R T
NE
I
P
C RO ANAP W G
C A HI LD H T S R NW JO HN LA UR IE B V NW MCKNIGHT BV NE CENTRE ST N
B HWY 1 TRANSCANADA HWY O W NE SS 16 A R 32 AV NE V NW D STONEY TR STONEY 36 ST NE 36 ST
16 AV NW 16 AV NE HWY 1
MEMORIAL DR NE
17 AV SE
52
ST D
R SE GL ND ENMO O RE HM TR RI C SW
HWY 8 SW
PEIGAN TR SE
R LD T LD
HI 50 AV S C
CROW B A R L O Primary Transit Network W
T Primary Transit Network R
(Frequent, Fast, Reliable, Connected) SW
GLEN <10 min. Frequency, 15 hours/day, 7 days/week ST 14 MORE TR SE Southwest Calgary Ring Road Primary Transit Network to be removed and alignment (mode to be determined based to be determined subject to on corridor development) discussion with the Province of Alberta. Primary Transit Network (dependent on supportive land use)
Skeletal Light Rail Transit (LRT) Network 114 AV SE AND SW Light Rail Transit ERSON R D (Dependent on supportive land use)
Primary Transit Hub Regional/Inter City Gateway Hub Transit Centres
Regional and Intercity Transit Service MARQUIS OF LORNE TR SE High Speed Rail Corridor / HWY 22X HWY 2 Calgary - Edmonton TR SPRUCE MEADOWS TR S Y D TONE HWY 22X S E E Regional Commuter Rail Corridor R F O
O T
T Connection to Route in Region R
MA S E
C LEOD TR Urban Structure
S
E Centre City Major Activity Centre Community Activity Centre Urban Corridor Neighbourhood Corridor H W Y
2 H A
Industrial - Employee Intensive WY
2
03691.5 Kilometers
This map represents a conceptual land use structure and transportation networks for the city as a whole. No representation is made herein that a particular site use or City investment, as represented on this map, will be made. Site specific assessments, including environmental contamination, as well as the future financial capacities of the City of Calgary must be considered before any land use or City investment decisions are made. Primary Transit Network 2 X:\39_Plan_it_calgary\Business_Tech_Serv\gis\Maps_Plan\Document_Maps\PrimaryTransitNetwork.mxd PRINCE'S ISLAND PARK t
M EM B OR OW IAL NW RIV DR DR ER NE IAL OR EM M 3 AV SW
4 AV SW R IVE W R BO 5 AV SW S T G EO 6 AV SW IS RG LAN ES D 7 AV SW
8 AV SW FORT 9 AV SW CALGARY 10 AV SW CPR TRACK 11 AV SW 10 AV SW S
12 AV SW
13 AV SW
14 AV SW ER IV
E R
W
S
E W 15 AV SW S W
W S
S S T O
S T
T W B E S
T S R L T S S
S
4 16 AV SW S T E 8 S ST SW
T E
T
1 4 D 5
S R S
1 SW 4 ST 1
17 AV SW T 1
1
EO
N
L
E
C
AC
M Downtown Transit Network STAMPEDE PARK TransitCorridors Existing LRT !!!!! Proposed LRT Centre City
00.25 0.5 1 1.5
Kilometers This map represents a conceptual land use structure and transportation networks for the city as a whole. No representation is made herein that a particular site use or City investment, as represented on this map, will be made. Site specific assessments, including environmental contamination, as well as the future financial capacities of the City of Calgary must be considered before any land use or City investment decisions are made. Downtown Transit Network 3 X:\39_Plan_it_calgary\Business_Tech_Serv\gis\Maps_Plan\Document_Maps\DowntownTransitNetwork.mxd
H W Y
2 H W Y
7 7 2
144 AV
R T Y E N O T E S N R T T O O F R E E D W OUNTRY V N C HILL S B HW Y B 1 E A R DD AIRPORT TR Y T R IN M
D G E E N TO O L N T
T L T I S I R S H N
E T E
S R
O W N
N N E
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P P A N
C A RO G W A C HI H LD S T R NW
J N O H N T
S LA
U E R IE R B T
V N N W E MCKNIGHT BV NE C
HWY 1 B TRANSCANADA HWY O W N E SS 16 R 32 AV NE AV NW D S T 3 O 6 N
S E T Y
N
T E 16 AV NW R 16 AV NE HWY 1
MEMORIAL DR NE
17 AV SE
5
2
S
D T
R S D G N E LENMO O RE HM TR RI C SW
HWY 8 W
S
R PEIGAN TR SE
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D
L I
H 50 AV S CN INTERMODAL
C
W
O R
C B A R L O
W
T Primary Goods Movement Network R
Main Goods Movement Corridor W
Supporting Goods Movement Corridor S GLENMORE TR SE
T
S
4
Railway Tracks Southwest Calgary Ring Road 1 to be removed and alignment to be determined subject to Urban Structure discussion with the Province of Alberta. Centre City CP INTERMODAL Major Activity Centre 114 AV SE W Community Activity Centre AND ERSON R D S Industrial - Employee Intensive Industrial
! ! ! ! ! ! ! ! ! ! ! ! ! ! ! Industrial Greenfield
MD of Rocky View Industrial Landfill
Air Cargo MARQUIS OF LORNE TR SE
Existing Intermodal Rail / HWY 22X HWY 22X Rail Maintenance Yard TR HWY 22X SPRUCE MEADOWS TR S NEY D STO E E Distribution Facility R F O O
T Research Park T R
M S A E C Future Research Park L E O D
T R
Connection to Route in Region S Note: E Transportation/Utility Corridor The Primary Goods Movement Network does not outline all future truck routes, City Limits but defines high-priority goods movement routes where the most concentrated activity will occur. All existing and future truck routes will be identified on an ongoing basis through
H regularly issued bylaw updates. W
Y
2 H
A W
Y
2
0 1.5 3 6 9 Kilometers Primary Goods Movement
This map represents a conceptual land use structure and transportation networks for the city as a whole. No representation is made herein that a particular site use or City investment, as represented on this map, will be made. Site specific assessments, including environmental contamination, as well as the future financial capacities of the City of Calgary Network must be considered before any land use or City investment decisions are made. 5 X:\39_Plan_it_calgary\Business_Tech_Serv\gis\Maps_Plan\Document_Maps\PrimaryGoodsMovementNetwork.mxd HWY 2 HWY HWY 772 HWY
144 AV
R T Y E N O T E S N R T T O O F R E E D H OUNTR NW W C Y H BV Y ILL S 1A BEDDINGT R AIRPORT TR T R Y MET E D N ON TO L TR S IL IS H NE E T S R
O W NE N N
R
T
I
P C RO
W ANAP C H G
IL A D TR H S NW
JOHN L
A U R IE B V N W MCKNIGHT BV NE CENTRE ST N
HWY 1 TRANSCANADA HWY BO W N E SS 16 A R 32 AV NE V NW D STONEY TR STONEY 36 ST NE 36 ST
16 AV NW 16 AV NE HWY 1
MEMORIAL DR NE
17 AV SE
52
ST D R SE G ND LENMO O RE HM TR RI C SW HWY 8
SW PEIGAN TR SE D TR TR D
50 AV S
WCHIL O
CR B A R L O
W
T
R Primary HOV Network
GLENMORE TR SE SW
HOV Network (Auto and/or Transit Focus) ST 14 Provincial HOV Network (to be confirmed with Province)
Urban Structure 114 AV SE W ANDERSON R D S Centre City Major Activity Centre Community Activity Centre Urban Corridor Neighbourhood Corridor Industrial Employee Intensive Transportation/Utility Corridor MARQUIS OF LORNE TR SE
City Limits / HWY 22X HWY 22X
TR SPRUCE MEADOWS TR S Y D TONE HWY 22X S E E R F O O
T
T R
MACLE S E
OD
T
R SE
H W Y
2 H
A WY
2
03691.5 Kilometers
This map represents a conceptual land use structure and transportation networks for the city as a whole. No representation is made herein that a particular site use or City investment, as represented on this map, will be made. Site specific assessments, including environmental contamination, as well as the future financial capacities of the City of Calgary must be considered before any land use or City investment decisions are made. Primary HOV Network 6 X:\39_Plan_it_calgary\Business_Tech_Serv\gis\Maps_Plan\Draft_Document_Maps_September2009\PrimaryHOVNetwork_Sept2009.mxd Centre City Mobility Plan
Road and Street Network
Skeletal Road
Arterial Street Southwest Calgary Ring Road to be removed and alignment Industrial Arterial to be determined subject to Urban Boulevard discussion with the Province of Alberta. Neighbourhood Boulevard Parkway Roadway within City Limits (To be classified through future Local Area Plans) Roadway outside City limits Collector Roads
Connection to Route in Region
Urban Structure
Centre City
Major Activity Centre
Community Activity Centre
Urban Corridor
Neighbourhood Corridor
Unplanned Greenfield Note: Industrial Employee Intensive Aligment of roads and streets Transportation/Utility Corridor in Unplanned Greenfield City Limits will be determined through future Local Area Plans.
03691.5 Kilometers
This map represents a conceptual land use structure and transportation networks for the city as a whole. No representation is made herein that a particular site use or City investment, as represented on this map, will be made. Site specific assessments, including environmental contamination, as well as the future financial capacities of the City of Calgary must be considered before any land use or City investment decisions are made. Road and Street Network 7 X:\39_Plan_it_calgary\Business_Tech_Serv\gis\Maps_Plan\Document_Maps\RoadsAndStreetsNetwork2009.mxd