Transportation Master Plan

Transcription

DAWSON CREEK TRANSPORTATION MASTER PLAN
City of Dawson Creek, BC
Prepared by Boulevard Transportation Group
November 2013
#201-791 Goldstream Ave | Victoria BC CANADA | V9B 2X5
250-388-9877 | www.blvdgroup.ca
CONTENTS
1. Introduction ................................................................................................................ 01
1.1 Study Area + Jurisdiction
1.2 Plan Organization
2. Community Profile ..................................................................................................... 04
2.1 Population
2.2 Land Use
2.3 Plans, Studies
2.4 Climate, Geography
2.5 Travel Behaviour
3. Community Consultation .......................................................................................... 10
3.1 Consultation Process
3.2 Consultation Feedback
4. Plan Framework ....................................................................................................... 13
4.1 Vision
4.2 Directions
5. Active Transportation ................................................................................................. 15
5.1 Sidewalks
5.2 Crosswalks
5.3 Multi-Use Trails
5.4 Bicycles
5.5 Accessibility
5.6 Snow Clearing + Maintenance
6. Public Transit .............................................................................................................. 32
6.1 Service Planning
6.2 Bus Stops
7. Streets + Traffic ............................................................................................................ 37
7.1 Road Standards
7.2 Long-Term Road Network
7.3 Traffic Calming
7.4 Trucks
7.5 Downtown Parking
CONTENTS , continued
8. Demand Management ............................................................................................... 52
8.1 Staff Responsibility + Resources
8.2 Promotion + Events
8.3 Active Transportation
8.4 Regulations + Policies
9. Implementation Strategy .......................................................................................... 59
9.1 “Big Steps”
9.2 Action Plan
Maps
Long-Term Pedestrian Network
Long-Term Cycling Network
Long-Term Road Network
Appendices
A. Official Community Plan, Section 7 (Transportation)
B. Summary of Public Feedback
C. Sidewalk Inventory
D. Bus Stop Inventory
E. Summary of Land Use + Future Development Areas
F. Traffic Calming Policy (Draft)
G. Summary of Downtown Parking Conditions
H. Site Planning for Sustainable Transportation Checklist (Draft)
1. INTRODUCTION
The City of Dawson Creek Transportation Master Plan (“TMP”) is a long-term plan
for a multi-modal transportation network that achieves the Official Community Plan
(“OCP”) vision, realizes greenhouse gas (“GHG”) reduction targets, and enhances active
transportation opportunities while maintaining vehicle mobility. The Plan was an initiative
of the City of Dawson Creek’s Infrastructure + Development department and prepared
by Boulevard Transportation Group. Plan direction and recommended actions were
developed in close cooperation with stakeholder groups, service providers, City staff from
various departments, Council, and Dawson Creek residents (described in Section 3).
Transportation is an integral component of a city and is strongly linked to land use, the
economy and economic development, the environment, and the health and safety of the
community. To ensure informed decision making by the City staff, an update to the 1987
Transportation Study for the City of Dawson Creek has been completed. A Transportation
Master Plan is a blueprint document used by City staff to guide development of
appropriate transportation facilities within the City and to answer enquiries from residents
and road users. The Transportation Master Plan will also be used by City staff to guide
growth and new development
1.1 STUDY AREA + JURISDICTION
The Plan is concerned with all areas within the City of Dawson Creek boundary, as shown
below.
1
Dawson Creek is located in the Peace River region approximately 75-km southeast of Fort
St John, 100-km east of Chetwynd, and 130-km northwest of Grande Prairie, AB.
To Yukon Territory
Fort St John
Taylor
75 km
Chetwynd
Spirit River
100 km
Dawson Creek
Pouce Coupe
To Prince George
130 km
Beaverlodge
Wembley
To Edmonton
Grande Prairie
The Plan contains strategies and actions for the City to pursue within its jurisdiction, as
well as highlights opportunities to work with the PRRD, MoTI, and BC Transit to enhance
travel options for Dawson Creek residents.
There are agencies other than the City that influence transportation provisions within City
boundaries. The Ministry of Transportation + Infastructure (“MoTI”) has jurisdiction
over highways in the City - Highway 97, Highway 2, Highway 49, and the Dangerous
Goods Route (“DGR”). MoTI is responsible for planning, design, construction, and
maintenance on these routes. Public transit is cost-shared between BC Transit and the
City. System planning is undertaken by BC Transit and decisions about fares, routes,
and schedules are approved by the City prior to change. BC Transit contracts transit
operations to an operating company (Diversified Transportation). The City is responsible
for infrastructure related to transit, including bus stops and exchanges. The Peace River
Regional District (“PRRD”) is responsible for all lands outside the City’s boundary and,
as such, contribute greatly to transportation and land use in the City.
2
1.2 PLAN ORGANIZATION
Section 2: Community Profile highlights the community characteristics that influence
transportation conditions, identifies previous plans and studies to form an understanding
of existing policies and pertinent information, and describes existing travel behaviours;
Section 3: Community Consultation describes the process that was undertaken with
residents, stakeholder groups, and Council to gain input into this plan;
Section 4: Transportation Framework describes the vision and directions that guide this
plan;
Section 5: Active Transportation describes the envisioned long-term active
transportation network, infrastructure improvements, and supporting policies and initiatives
to enhance active transportation conditions;
Section 6: Public Transit describes the envisioned long-term public transit system,
improvements to the City’s public transit infrastructure, and supporting policies and
initiatives to enhance transit and increase ridership;
Section 7: Road Network + Parking describes the envisioned long-term road network,
road and intersection safety improvements, commercial vehicle accomodation, and
downtown parking management options;
Section 8: Demand Management describes a range of parking management and
transportation demand management (“TDM”) strategies to make better use of available
system capacities and encourage more sustainable travel behaviour; and
Section 9: Implementation Plan is a road map to realize the objectives of this plan,
which includes an itemized action plan in order of priority, cost estimates, communication
and partnership opportunities, and a follow-up monitoring plan to track progress.
3
2. COMMUNITY PROFILE
A “Background Report” was prepared as part of the Transportation Master Plan process
that provides a summary of existing conditions and shared knowledge base for the
development of the Transportation Master Plan. The following information is a summary
of the population, climate/geography, existing plans/policies, and resident travel behaviour
from the Background Report. For additional details, readers are encouraged to reference
the Background Report - Chapter 2: Community Profile, Chapter 3: Existing Plans +
Studies, and Chapter 4: Travel Behaviour.
2.1 POPULATION
The City of Dawson Creek had a total population of 11,583 in 2011.1 Actual figures are
likely higher due to impermanent residents drawn to employment opportunities in the oil
and gas industry. Population increased by 5.4% from 2006 to 2011, which is similar to the
provincial average (7%).
Dawson Creek has a median age of 36.2, almost 6-years below the provincial average
median age of 41.9. The younger median age in Dawson Creek suggests a higher
propensity for walking and cycling. This also suggests a larger portion of residents in the
work force and commuting on a regular basis. Dawson Creek has a lower proportion of
residents under 60 years of age as compared to other communities in the Peace Region,
but is comparable to other northern communities and higher than the provincial average.
See Figure 1. Dawson Creek has a relatively small population 60 - 79 years of age at
present, suggesting a lesser need for Seniors-oriented travel options. Although this
segment of the population will expand in future as residents age.
FIGURE 1. 2011 POPULATION, BY AGE
100%
90%
80%
70%
BC Average
80 yrs +
50%
60-79 yrs
40-59 yrs
40%
20-39 yrs
30%
0-19 yrs
20%
10%
0%
Dawson
Creek
1
Fort St John Chetwynd
Prince
George
Terrace
Smithers
Williams
Lake
Prince
Rupert
60%
Based on 2011 Canadian Census
4
2.2 LAND USE
Dawson Creek comprises approximately 24.4 km2 land area. This is a relatively small land
area for a community of its size and results in a higher overall population density. The
advantage of this compact settlement area is that travel distances are generally less and
public transit can more effectively serve a larger portion of the population.
The downtown area is located southwest of the 8th Street / Alaska Avenue intersection
and is comprised of predominantly commercial land use. See Land Use + Future
Development Map. Industrial land use is concentrated in the east adjacent the airport,
immediately north of Alaska Avenue focused on the rail line, and in the northwest portion
of the City. The remaining land use north of Alaska Avenue and south of the downtown
area are predominantly single-family residential.
Future growth areas are concentrated along the City boundary. Sunset Ridge is an
approximately 3,000-unit residential development on a 124 hectare site at the City’s
northern edge, bound by Imperial Road to the north, 17th Street to the west, and 8th
Street to the east. The majority of the City’s future residential demand will be met at this
site. Lands southeast of the Highway 97 / Dangerous Goods Route (“DGR”) intersection
are likely to be rezoned Industrial in future and accommodate light industrial uses, similar
to other sites in the area. Lands southwest of the Highway 97 / Dangerous Goods Route
(“DGR”) intersection are likely to be acquired by the City from the Peace River Regional
District in future and zoned for light industrial uses, similar to other sites in the area.
Attention must be given to the impacts of these future development areas on the existing
transportation network.
2.3 PLANS, STUDIES
The City adopted a new Official Community Plan (OCP) in 2009. The updated OCP is
centred around creating a compact, complete community and a “community-oriented”
transportation system. Future development will be consistent with the Sustainable
Development Concept, shown in Figure 2, which prioritizes the Dawson Creek corridor
as a “green ribbon”, a compact urban centre, and neighbourhood commercial areas, a
regional commercial area, and a light industrial district.
Land use policies describe the location, type, and form of future development in Dawson
Creek. The OCP encourages mixed-use development with access to a variety of travel
options. A variety of housing options, densities, and tenures are encouraged to promote
neighbourhood diversity, preferably within 5-10 minutes walk from commercial services.
Commercial land uses are to be concentrated on existing commercial corridors and
industrial uses will be concentrated in existing areas and so that they do not negatively
impact residential neighbourhoods. The City will ensure that adequate reserve lands are
available to accommodate future development.
5
Sustainable Development Concept
FIGURE 2. DAWSON CREEK SUSTAINABLE DEVELOPMENT CONCEPT2
Section 7 describes the City’s objectives in achieving the community oriented
transportation vision. The OCP states that the City will expand residents’ options for
transportation, including pedestrian, cycling, transit and vehicle use. Key green streets
will be identified to complement the trail network and prioritize improvements to the
streetscape/public realm. Five objectives are identified, each with policies, as follows:
Objective 1. Promote active modes of transportation
over motorized modes;
Objective 3. Ensure adequate accessibility for those residents
with mobility challenges;
Objective 4. Ensure efficient cost effective delivery of road infrastructure that
accommodates multi-modal users and commercial goods movement; and
Objective 5. Implement parking strategies that discourage unnecessary
vehicle usage.
2
Dawson Creek Official Community Plan, pg 1-3.
Objective 2. Ensure delivery of transit infrastructure
and facilities;
6
FIGURE 3. TRANSPORTATION INFRASTRUCTURE
HIERARCHY, OCP 7.1.2
PEDESTRIANS
Policy 7.1.2 in the OCP states that
transportation infrastructure requirements
and access priorty for new development
will be assessed and required to prioritize
pedestrians, cyclists, and transit. See
Figure 3.
CYCLISTS
PUBLIC
TRANSIT
COMMERCIAL
VEHICLES
MULTI-PASSENGER
VEHICLES
SINGLE-OCCUPANT
VEHICLES
Section 7 of the OCP has been included in
full as Appendix A.
Greenhouse gas emissions reduction is
also featured in the OCP. The City has
committed to reduce GHG emissions
caused by buildings, infrastructure,
and transportation by 85% by 2050.
Transportation is currently the largest
contributor to greenhouse gas emissions in
Dawson Creek at 44%.
2.4 CLIMATE, GEOGRAPHY
Dawson Creek’s climate is characterized by long, usually very cold winters, and short, cool
to mild summers. Temperatures are low in the winter, with approximately 18 days of −30
°C (−22 °F) lows per year. The heaviest snowfalls occur between November and March.
Winter weather is a significant barrier to walking and cycling.
The City is relatively flat overall, with a gentle slope north of Alaska Avenue into the
residential areas to the north.
2.5 TRAVEL BEHAVIOUR
Travel mode split refers to the proportion of all trips made by each travel mode, typically
considering single-occupant vehicles, multi-occupant vehicles, transit, bicycle, walking,
and other modes (presumably taxis, wheelchairs, skateboards, etc). Travel mode split
is based on the 2011 National Household Survey (NHS). The 2011 travel mode split is
80% single-occupant vehicles (“SOV”), 8% multi-occupant vehicles, 1% public transit, 1%
bicycle, 8% walking, and 1% other modes. See Figure 4.
7
FIGURE 4. DAWSON CREEK MODE SPLIT, 2011
Bicycle (1%)
Other Modes (1%)
Walking
Public Transit (1%)
Multi-occupant Vehicle
8%
8%
80%
Single-occupant Vehicle
Historical trends indicate that there has been a slight increase in SOV travel, and small
decreases in multi-occupant vehicle travel, walking and cycling. See Table 1.
TABLE 1. DAWSON CREEK MODE SPLIT, 1996-2011
1996
2001
2006
2011
76%
78%
78%
80%
11%
9%
10%
8%
Public Transit
1%
1%
1%
1%
Walking
9%
Bicycle
2%
Other Modes
2%
11%*
1%
8%
8%
1%
1%
1%
1%
* Note: Walking and cycling data were combined in 2001
TABLE 2. MODE SPLIT IN PEER COMMUNITIES, 2011
Vehicle, Vehicle,
single
multi
Public
Transit
Bicycle
Walking
Other
Dawson Creek
80%
8%
1%
1%
8%
1%
Smithers
69%
8%
0%
4%
16%
3%
Quesnel
80%
7%
2%
1%
9%
1%
Terrace
74%
8%
1%
4%
12%
2%
Williams Lake
75%
11%
3%
1%
7%
2%
Fort St. John
81%
8%
0%
1%
9%
1%
Grande Prairie
85%
7%
2%
1%
4%
1%
BC Average
71%
6%
13%
2%
7%
2%
Dawson Creek has a lower proportion of SOV travel as compared to adjacent
communities of Fort St. John and Grande Prairie. However, Smithers, Quesnel, and
Terrace all have less SOV travel and significantly higher walking, cycling, and/or public
transit mode shares. See Table 2.
8
Commute Duration
Commute duration is a product of the distance between an individual’s home and their
place of employment. The 2011 Household Travel Survey indicates that the median
commute duration is 10 minutes, which is comparable to peer communities. See Table 3.
TABLE 3. MEDIAN COMMUTE DURATION IN PEER COMMUNITIES, 2011
Community
Commute Duration
(in minutes)
Dawson Creek
10.0
Fort St John
10.5
Smithers
6.3
Quesnel
15
Williams Lake
10.3
Terrace
5.6
Vanderhoof
7.6
Average
9.3
Time Leaving for Work
The 2011 Household Travel Survey indicates that 53% of the commute trips made by
Dawson Creek residents occur between 7:00 and 9:00am. The remaining trips occur prior
to 7:00am (30% of trips) and after 9:00am (18%).
9
3. COMMUNITY CONSULTATION
The Transportation Master Plan process involved an extensive and on-going consultation
program that sought to ensure existing transportation challenges were understood and
future actions are supported by the community. The consultation process included two
open houses, walking and cycling tours, a resident travel survey, on-going stakeholder
communication, and workshops with City Council. A summary of feedback is provided
below.
3.1 CONSULTATION PROCESS
Resident Survey
An eight-question survey was administered to determine travel habits and rate resident
satisfaction with transportation services. The survey was distributed to residents in the
June and July utility bill mailout, as well as available digitally on the City’s website.
Open Houses
An open house was held Wednesday, June 5th 2013 from 4:30 to 7:30pm at the Seniors
Hall. The purpose of the open house was to provide residents with information and seek
input on existing transportation challenges. Approximately 40 people attended. The same
information was presented Thursday, June 6th 2013 from 10:30 to 11:30am at the Library
and approximately 10 people attended.
A second open house was held Monday, October 21st 2013 from 6:30 to 9:00pm at
the Northern Lights College. The purpose of the open house was to present the draft
Transportation Master Plan to residents, gather feedback on the proposed long-term
networks and supporting initiatives, and begin to prioritize actions based on resident
support. Approximately 30 people attended.
Images from the June 5th open house with residents reviewing storey boards (left)
and sticky note feedback on existing transportation challenges (right).
10
Walking/Cycling Tours
Community tours were hosted so that residents and the project team could meet in-field to
experience walking and cycling conditions first-hand. Two walking tours and one cycling
tour were hosted, all on Thursday, June 6th 2013.
Residents gathered at 10th Street / 104 Avenue on the downtown walking tour (left)
and a sign promoting the evening cycling tour (right).
Stakeholders
Stakeholder groups were contacted throughout the Transportation Master Plan process to
acquire background information, clarify policies and procedures, and to identify and refine
recommended actions of the Plan. Stakeholders were also relied on to help publicize
the process and encourage attendance at consultation events as many stakeholders
represent broader Dawson Creek resident groups.
Council
An initial council workshop was held Friday, June 7th 2013 from 9:00 to 11:00am to
discuss preliminary findings, determine priorities, and establish determine “big picture”
directions.
A second council workshop was held Monday, October 21st 2013 from 1:00 to 3:00pm to
discuss preliminary recommendations and assess priority items.
11
3.2 CONSULTATION FEEDBACK
The following is a summary of the most significant feedback received through the
consultation process. A detailed overview of feedback is included in Appendix B.
• Many roads are in poor condition and potholes are a hazard to vehicles and cyclists.
• 8th Street immediately south of Alaska Avenue was identified as being an area of
concern with northbound left turns onto 102 Avenue causing queues on 8th Street
while northbound vehicles in the curb lane attempt to merge as they approach the
roundabout.
• Sidewalks are in poor condition, particularly the area around Tremblay Elementary
School.
• Transit schedule times do not meet resident travel demand in evenings for many
residents. Attention should also be given to coordinating transit schedules with school
bell times to accommodate students.
• The crosswalk on 8th Street at 112 Avenue is difficult to cross because of poor
signage / paint markings and a lack of vehicle recognition.
• Driver enforcement is needed to reduce speeding and unsafe driving, and prevent
motorists from using cell phones while driving.
• Sidewalks are difficult to use in winter because too few residents clear snow from their
property frontage.
• Large trucks travel through town on small, residential streets. There is a preference to
keep trucks to major streets.
• 8th Street and Alaska Avenue are barriers to walking and cycling because residents
do not feel safe crossing these streets due to high vehicle volumes and speeding.
Open House Feedback
Have you used transit in
Dawson Creek in the last year?
No
Yes
5%
11%
95%
Yes
89%
No
Have you walked or cycled on the
Dawson Trail in the last year?
12
4. PLAN FRAMEWORK
The project team and members of Council discussed the high-level direction that the
Transportation Master Plan will take. Upon discussion, a vision and directions were
confirmed, as follows.
4.1 VISION
MOBILITY 2035
Dawson Creek is a highly mobile community
with a safe, connected multi-modal
transportation system that facilitates efficient
vehicle travel and goods movement, and
provides enhanced and accessible conditions
for residents to walk, bicycle, or ride transit.
13
4.2 MODE SHARE
The City is seeking to achieve a 15% reduction in single-occupant vehicle (“SOV”) mode
split by 2036. The reduction in SOV mode split is expected to be offset by increases in
walking, public transit, and cycling. See Table 4.
TABLE 4. DAWSON CREEK MODE SPLIT TARGET
1996
2011
2036
76%
80%
65%
11%
8%
10%
Public Transit
1%
1%
5%
Walking
9%
8%
15%
Bicycle
2%
1%
5%
Other Modes
2%
1%
0%
4.3 DIRECTIONS
The directions describe the strategies the Transportation Master Plan uses to achieve the
“Mobility 2035” vision and realize the City’s 2036 mode split targets. Plan directions are as
follows:
1. Link transportation planning and infrastructure investments
with land use and development;
2. Facilitate efficient vehicle travel and goods movement
on a coordinated highway and road network;
3. Provide active transportation facilities to encourage walking and cycling
as alternatives to single-occupant vehicle travel;
5. Invest in infrastructure to improve multi-modal safety
and ensure universal accessibility;
6. Develop demand management programs that encourage alternative travel
modes and reduce greenhouse gas emissions; and
7. Identify a multi-modal network and prioritize investments
in transportation infrastructure.
4. Improve bus service and facilities to enhance public transit
as an alternative to single-occupant vehicle travel;
14
5. ACTIVE TRANSPORTATION
Active transportation refers to all human-powered forms of transportation, in particular
walking and cycling, but also mobility aids such as wheelchairs, winter activities (i.e.
skiing), and options to combine active travel with public transit1. The directions in the
OCP provide clear direction that the City wishes to encourage walking and cycling among
Dawson Creek residents and is willing to increase infrastructure spending to create highqualty sidewalk, trail, and cycling networks.
5.1 SIDEWALKS
Dawson Creek consists of approximately 47-km of sidewalks. The majority are concrete
and range in width from under 1.0 to 2.0m. A brick paver treatment was installed on many
downtown sidewalks as part of a revitalization strategy in the 1980s. Downtown sidewalks
are as wide as 2.5m.
All sidewalks were inventoried and assessed.
Results determined that approximately 67%
(32-km) of sidewalks are in “good” condition,
22% (10-km) are in “fair” condition, and 10%
(5-km) are in “poor” condition. See Appendix C.
Sidewalk condition is based on criteria in the
box below.
EXISTING SIDEWALK CONDITION
Poor
10%
Fair
22%
68%
Good
SIDEWALK CONDITION
108th Avenue between 14 + 15 St
1
Fair
Sidewalk surface may
be uneven, include small
cracks and/or debris.
Sidewalk condition should
be monitored in future and
may require improvements.
Poor
Sidewalk surface is
uneven, has large cracks,
and/or is overgrown.
Improvements are required
to bring sidewalk to
acceptable condition.
14th Street between 96 + 97 Ave
14th Street between 104 + 105 Ave
Good
Sidewalk surface is even,
free of cracks, and has
not been overgrown.
Improvements are not
required.
Definition from Transport Canada, Active Transportation in Canada
15
5.1.1 Sidewalk Improvements
Sidewalks have been identified that are in poor condition and require improvement in
future, as shown on the Long-Term Pedestrian Network map. See Table 5. Priority is
placed on routes in the downtown area, leading to parks and schools, and along bus
routes. All sidewalk improvements are to be built to sidewalks design standards identified
in Section 5.1.4.
TABLE 5. SUMMARY OF SIDEWALK IMPROVEMENTS
Segment
Side
Length
(m)
Existing
Condition
14a Street
111 Avenue - 113 Avenue
E+W
180
Poor
111 Avenue
13th Street - 15th Street
N
430
Poor
115 Avenue
13a Street - 14 Street
N
110
Poor
13th Street
Alaska Avenue - Arena
E
500
Poor/Fair
12th Street
104 Avenue - Arena
E+W
130
Poor
95 Avenue
N+S
780
Poor
93 Avenue
N
220
Poor
94 Avenue
Ravine Park - 17th Street
N
880
Poor/Fair
96 Avenue
13a Street - 17th Street
N
640
Fair
102 Avenue
N
150
Fair
15th Street
E
240
Fair
14th Street
E
210
Poor/Fair
14th Street
E+W
160
Fair
13a Street
E+W
160
Fair
113 Avenue
N
230
Fair
93 Avenue
19th Street - 90 Avenue
N
270
Fair
19th Street
E
100
Fair
Sidewalks on 14a Street (left) and 102 Avenue south of City Hall (right)
both require improvement so that they are safe, comfortable routes.
Street
16
5.1.2 Sidewalk Expansion
Locations are identified where there are gaps in the existing sidewalk network and new
sidewalks are required, as shown on the Long-Term Pedestrian Network map. See
Table 6. Emphasis is placed on sidewalk connections between existing routes and missing
routes in the downtown area, connecting parks and schools, and links along bus routes.
All new sidewalks are to be built to sidewalk design standards identified in Section 5.1.4.
TABLE 6. SUMMARY OF SIDEWALK EXPANSION
Length
(m)
N
1,600
17th Street
102 Avenue - Alaska Avenue
W
590
102 Avenue
N
790
14th Street
Alaska Avenue - 13th Street
E
960
13th Street
105 Avenue - 10th Street
E
570
13th Street
W
370
8th Street
Alaska Avenue - 92 Avenue
E
1,370
97a Street
3rd Street - 8th Street
N
550
11th Street
W
80
11th Street
W
90
3rd Street
96 Avenue - 6th Street
W
1,100
92 Avenue
S
340
15th Street
W
230
103 Avenue
N
400
96 Avenue
3rd Street - 13th Street
N
1,240
20th Street
E
70
10th Street
90 Avenue - 91a Avenue
W
240
17th Street
E
100
111 Avenue
N
370
Segment
116 Avenue
5.1.3 Mid-block Walkways
Mid-block walkways are public rights-of-way. Some are road dedications that were
never built and others appear to be narrower rights-of-way that parallel utility corridors.
It is recommended that the City retain all mid-block walkways identified on the LongTerm Pedestrian Network map. Consideration may be given to selling other mid-block
walkways and should only be done where a mid-block walkway does not help the City
achieve one of the following:
1. Provides a continuous walking link or completes/extends an existing link
2. Provides a neighbourhood short-cut or enhances neighbourhood access
3. Parallels a utility corrdidor and is required in order to access utilities
A policy should be developed and adopted that clarifies the City’s approach to mid-block
walkways, including those that are to be preserved and those that may be acquired by
private interests.
Side
Sidewalk
17
Mid-block walkways like this one between 92 Avenue and 93 Avenue
are important for the City to maintain.
5.1.4 Sidewalk Design
All new and retrofit sidewalks should be designed consistent with the following criteria:
• Sidewalks should be a minimum of 1.5m wide and width may increase to 2.0m where
pedestrian volumes are high;
• Curb ramps designed to CSA specifications should be included where a sidewalk
terminates at a street or crosswalk;
• Sidewalks should be separated from the roadway with a boulevard where sufficient
right-of-way width exists; and
• Sidewalks should be constructed of concrete. The City has experimented with a
rubberized sidewalk and rubberized surface may be pursued if the experimental
application is successful.
offenders and finally by issuing citations for repeat offenders.
“In the winter, on several occasions, I have seen people using scooters and
wheelchairs travel along the side of the road because the road is clear of
snow and debris, while the sidewalk is not. These folks have a hard enough
time getting around as it is, I would love to see more attention paid to keeping
sidewalks cleared.”
- DC resident
5.1.5 Maintenance / Operations
Snow clearing is important to ensure that pedestrians can navigate sidewalks during
winter months. The City’s Maintenance Bylaw no.2793 requires that all property owners
clear snow from sidewalks adjacent their property no later than 7:00pm on the day the
snow began to fall and on each subsequent day the snow continues to fall. Community
feedback indicated that many residents and business owners fail to clear their sidewalks
on a regular basis, resulting in sidewalk segments that cannot be used. The City should
take steps to increase compliance by, first, increasing awareness of sidewalk clearing
requirements through social media, website reminders, and mailouts. The City should
increase enforcement if compliance does not improve, first by issuing warnings to
18
5.2 CROSSWALKS
Survey responses suggest that residents are generally pleased with the frequency of
pedestrian crossings, but that they don’t feel safe because they are poorly marked. Field
inventory also identified that crosswalk signs are improperly located, improper crosswalk
signs are used in some locations, crosswalk paint markings are in poor condition, and
certain crosswalks have poor visibility due to location. See Appendix C.
5.2.1 Crosswalk Locations
Existing and proposed crosswalks are considered in the following sections. Locations are
identified where new crosswalks are proposed, existing crosswalks should be altered, and
existing crosswalks should be removed.
Proposed Crosswalks
Crosswalks have been proposed to be added in locations where there is an existing (or
future) demand for pedestrians to cross the street. These crossings include extension of
bicycle/pedestrian routes and trails. Identified locations are as follows:
• Crosswalks at the 96 Avenue / 13th Street intersection and on 92 Avenue east of
13th Street as the Ravine Trail is constructed
• Rail trail crossings at 8th Street, 13th Street, and 17th Street as the rail trail is
constructed
• Crosswalk at the 116 Avenue / 4th Street intersection once the Dawson Trail is
extended as far south as the soccer fields
• Crosswalk across 13th Street at 107 Avenue intersection as sidewalks are developed
on 107 Avenue and 13th Street
• Crosswalk across 17th Street at 102 Avenue as 102 Avenue sidewalks are
developed to connect to the Dawson Trail on the west side of 17th Street
1. The crosswalk on 10th Street south of 107 Avenue has poor sightlines, wide travel
lanes, and is adjacent the middle school. It is recommended that the City relocate
this crosswalk approximately 20m to the north and provide curb extensions and
pedestrian-activiated flashers. See Figure 5.
2. The crosswalk on 102 Avenue at 14th Street should be upgraded to improve
pedestrian and wheelchair access, improve pavement markings, and fix the
pedestrian activation function on the south side of the crossing.
3. The crosswalks on 10th Street at 104/105 Avenue currently have poor sightlines.
The City should extend curb extensions further into the roadway to improve visibility.
4. Retrofit signage type and placement at all crosswalks to conform to design standards
on the following pages. Priority should be given to crosswalk adjacent to schools and
any locations identified as part of a Safe Routes to School exercise.
Crosswalk Improvements
The City should take action to retrofit existing crossing locations consistent with design
criteria identified on the following pages.
19
There are two specific issues that the City should pursue with MoTI regarding pedestrian
crossings along highway routes:
1. 8th Street crosswalks at 112 Avenue, 114 Avenue, and 116 Avenue have poor
visibility and vehicles consistently do not stop for pedestrians. Consideration should
be given to improving signage and paint markings in these locations (as a minimum),
as well as pedestrian activated flashers as are used at 105 Avenue.
2. Current pedestrian crossing time at 10th Street is estimated at 8 to 10 seconds and
should be extended to approximately 16 seconds. Crossing times at 15th Street and
17th Street should also be reviewed to ensure sufficient time is given.
FIGURE 5. CONCEPT DESIGN FOR 10th STREET / 107 AVENUE CROSSWALK
20
Crosswalk Removals
Crosswalks in close proximity create driver frustration and the potential to not stop.
The following crosswalks should be removed because they are too close together or
traffic volumes are too low and marked crosswalks are unnecessary. In each case, the
most direct / well-used crossing location should be maintained and the other should be
removed.
• The crosswalk on 17th Street at 115 Avenue should be removed
• One of the crosswalks on 13th Street adjacent the arena should be removed
• One of the crosswalks on 92 Avenue south of Ecole Frank Ross should be removed
5.2.2 Crosswalk Design Criteria
All intersections are legal crossing points where vehicles are to yield to pedestrians
whether there is a marked crosswalk or not. The addition of signage and paint markings
are used where there is increased demand. The more demand the higher the level of
signage and paint until grade separation is achieved.
The following section provides design criteria for crosswalk pavement markings, signage,
and supplemental devices based on the MoTI Sign Manual and the Manual for Uniform
Traffic Control Devices (“MUTCD”) that the City should reference when altering existing
crosswalks and creating new crosswalks.
Crosswalk Markings
Two types of crosswalks should be used - Zebra crossings and Parallel Line crossings.
See Table 7. In both options, the centerline should be solid for 30m prior to a crosswalk
and 15m following a crosswalk and there should be no stopping (parking) within this area.
TABLE 7. SUMMARY OF CROSSWALK MARKING OPTIONS
Design Criteria
Zebra Paint Marking are
installed where there is no
traffic control (uncontrolled
locations) and at roundabouts
▪ 0.6m width stripe
▪ 0.6m spacing between stripes
▪ 3.0m width crosswalk, with increase to 4.0m in high
pedestrian areas (near schools)
Twin Parallel Lines are
installed at controlled
locations (signals, stop signs)
▪ 0.2 to 0.3m line width
▪ 2.5m width between lines
Description
21
Crosswalk Signage
Standard signs exist for typical crosswalks and crosswalks in school zones, as well as
warning signs for each. See Table 8. Crosswalk and School Crosswalk signs should be
placed at the crosswalk location, and Warning Signs placed in advance of the crosswalk at
minimum stopping sight distance as illustrated in Figure 6.
TABLE 8. SUMMARY OF CROSSWALK SIGNAGE
Description
The Crosswalk Sign is used to indicate the location of a pedestrian
crosswalk. The sign is black imagery on a white background.
Design Reference: BC MoTI PS-003-L/R , MUTCD RA-4L/R
The School Crosswalk Sign is used to indicate the location of a
crosswalk in proximity to a school. The sign is black imagery on a
white background.
Design Reference: BC MoTI PS-005-L/R, MUTCD sign RA-3L/R
The Crosswalk Warning Sign is used where there is limited visibility
of the crosswalk area. The sign is black imagery on a flourescent
yellow background.
Design Reference: BC MoTI PS-002, MUTCD sign WC-2R
The School Crosswalk Warning Sign is used in advance of a
crosswalk in proximity to a school. The sign is black imagery on a
flourescent yellow-green background.
Design Reference: BC MoTI PS-004, MUTCD sign WC-16R
22
FIGURE 6. TYPICAL CROSSWALK SIGN PLACEMENT
23
Supplemental Crosswalk Devices
Supplemental crosswalk devices may be provided to enhance visibility and safety at
pedestrian crossing locations. See Table 9.
TABLE 9. SUMMARY OF SUPPLEMENTAL CROSSWALK DEVICES
Description
Overhead Flashers
Flashing yellow beacons located on either side of an
overhead pedestrian crossing sign. Flashers may be
on steady or pedestrian activated.
Usage:
▪ Roads with three lanes of traffic or more
▪ Roads with crossing distance greater than 10.5m
Side Mounted Flashers
Flashing yellow beacons located above side mounted
pedestrian crossing signs on each side of the road.
Flashers are typically pedestrian activated.
Usage:
▪ At school crossing
▪ Where visibility is limited
Median Refuge
A raised island along the road centreline that provides
a place for pedestrians to stop safely between two
directions of traffic.
Usage:
▪ Near schools
▪ Where crossing distance is greater than 10m
Usage:
▪ Downtown where on-street parking limits
pedestrian sight lines
Curb Extensions / Parking Delineation
Curb extensions delineate the start/end of on-street
parking, improve pedestrian visibility to drivers, and
improve pedestrian ability to assess gaps in traffic.
24
5.3 MULTI-USE TRAILS
5.3.1 Dawson Trail
The Dawson Trail is the most significant element of the City’s active transportation
network. The trail is asphalt surface and approximately 2.25m wide along much of its
length. While this is sufficient width in the lower volume areas, the portion between 8th
Street and 17th Street could stand to be widened to 3.0m. It is also recommended that the
City widen the trail to 3.0m where any resurfacing is required in future.
Travel on the Dawson Trail is constrained on the 10th Street bridge. A sidewalk is only
provided on the west side of the bridge and is approximately 1.25m wide, which is
insufficient width for pedestrians or cyclists to pass side-by-side. It is recommended that
the sidewalk is widened to 3.0m. Further study is required to determine whether a full
bridge replacement is required or if a widened sidewalk structure can be appended to the
existing bridge.
Cyclist riding northbound on the 10th Street bridge.
An interim option may be considered until the 10th Street bridge widening occurs where
trail users are re-routed north to the crosswalk on 10th Street at 107 Avenue and eastward
to the bridge crossing in the middle of the park. The crosswalk will be moved northward to
improve visibility and reduce crossing distance. A trail link through the park is required and
sidewalk widening may also be considered along 10th Street to better accommodate trail
users. See Figure 7. Sign should also be installed adjacent the library communicating the
two routing options.
25
10t
hS
tree
t
FIGURE 7. PROPOSED ALTERNATE 10TH STREET TRAIL CROSSING
Proposed new 10th Street
crosswalk location,
see Figure 5
107
Library
Ave
n
ue
Proposed 10th Street
bridge widening
Existing trail route
Existing trail route
Proposed alternate trail route
5.3.2 Rail-Trail
Rail corridors provide an excellent opportunity to provide continuous trail routes. In some
instances these trails occupy abandoned rail corridors (“rails-to-trails”) and in others they
are located within the right-of-way of an active rail line (“rails-with-trails”). Rails-with-trails
projects have been successful in other British Columbia communities, most notably in
Terrace, Kelowna, and on Vancouver Island.
A rail-trail has been developed along
Clement Avenue in Kelowna.
The City should pursue a rail-trail along the CN rail line to create a continuous eastwest route north of Alaska Avenue, something that is currently lacking. This should be
approached as a long-term undertaking that will require short-term exploratory steps. The
City must establish contact with CN Rail to express an interest in developing a rail-trail
long-term and determine their design
criteria so that land development and
road building in the area is mindful of
maintaining the requisite width adjacent
the rail line. A minimum setback from the
rail line will likely be required by CN Rail,
as well as fencing or a physical barrier to
prevent pedestrian crossing.
26
5.3.3 Ravine Trail
A trail is proposed along Ravine Park that
connects the Sunset Ridge - Harvest View
nieghbourhood in the north with the 13th
Street to the south. The trail should follow
the rear laneway at the west of Ravine
Park and include a new crosswalk on 92
Avenue. The trail would route north of
92 Avenue to connect with the proposed
future road connection and into the future
Sunset Ridge - Harvest View area. At the
south, the trail will tie-in with the proposed
12th Street cycletrack and sidewalks,
which connect to the Dawson Trail
adjacent the library at the south. Once
completed, this route will provide a highquality, separated route for residents in the
north of Dawson Creek to walk or bicycle
to access downtown and the Dawson Trail.
FIGURE 8. PROPOSED RAVINE TRAIL /
13TH STREET CORRIDOR
Trail connection to
Sunset Ridge Harvest View
neighbourhood
Rotary
Manor
New
crosswalk
92 Ave
93 Ave
Proposed
Ravine Trail
94 Ave
95 Ave
96 Ave
Proposed
“cycletrack”
Proposed
Sidewalks +
“cycletrack”
Ala
ska
Ave
Proposed
“cycletrack”
97 Ave
27
5.4 CYCLING FACILITIES
57%
of survey
respondents indicated
they never bicycle in
summer months
A comprehensive bicycle network is required to facilitate cycling of safe, comfortable, and
convenient cycling routes. Cyclists feel most comfortable on trails and off-road facilities,
but on-road facilities must also be identified where off-street routes cannot be provided.
Resident satisfaction with cycling is noticably lower than satisfaction rates for roads,
sidewalks, and public transit, as noted through the resident survey. The City’s OCP, policy
7.1.5 notes that the City will identify locations for bicycle lanes and develop a 5-year
implementation plan.
5.4.1 Bicycle Network
The existing bicycle network consists of the Dawson Trail from Highway 97 to behind the
Dawson Mall, as well as a single bike lane on the south side of 116 Avenue between 17th
Street and 8th Street. A broader, long-term bicycle network is envisioned with continuous,
high-quality cycling routes that connect cycling origins and destinations.
The cycling routes and facility types that comprise the long-term bicycle network are
identified on the Long-Term Cycling Network map. The network is comprised of six
routes, as identified in Table 10, and includes four different facility types. See Table 11.
TABLE 10. SUMMARY OF BICYCLE ROUTES
Route
Orient. Facility Type
Key Destinations
East West
Multi-use Trail (A) ▪ Pioneer Village
▪ Kin Park
▪ Library
▪ Multiplex / Fields
2 13th Street Cycletrack,
92 Avenue to 116 Avenue
North South
Cycletrack (B) +
Bikeway (D)
▪ City Hall / Downtown
▪ Library
▪ Dawson Creek Sec.
+ Tremblay Schools
3 116 Avenue Bike Lanes,
17th Street to 4th Street
East West
Bike Lanes (C) +
Multi-use Trail (A)
▪ Tremblay School
▪ Northern Lights
College
▪ Multiplex / Fields
4 17th Street Bike Lanes,
North South
Bike Lanes (C)
▪ Crescent Park +
Canalta Schools
▪ Dawson Trail
5 102/103 Ave - Parkhill Drive,
17th Street to 96 Avenue
East West
Bike Lanes (C) +
Bikeway (D)
▪ City Hall / Downtown
▪ Co-op Mall
▪ Residential areas
6 95 Avenue Bikeway,
17th Street to 3rd Street
East West
Bikeway (D)
▪ Kiwanis Centre
▪ Crescent Park
School
▪ Residential areas
7 Dawson Creek Rail Trail
East West
Multi-Use Trail (A)
▪ Pioneer Village
▪ Tourist Centre
▪ Downtown
1 Dawson Trail,
Highway 97 to Multiplex
28
TABLE 11. BICYCLE FACILITY TYPES
A
B
Description
Design Features
Multi-Use Trails are physically
separated from roads and provide
sufficient width and supporting
facilities to be used by cyclists,
pedestrians, and other nonmotorized users. The Dawson Trail
is an example of a multi-use trail.
▪ 3.0m+ width desirable, minimum
2.5m
Cycletracks are located within the
road right-of-way, but physically
separated from traffic by parked
cars, bollards, or a physical
barrier. Cycletracks combine the
experience of an off-street pathway
and a conventional bike lane.
▪ Cycling space is physically
separated from the roadway
▪ Trail signage and marked
crosswalks
▪ Amenities such as benches,
fountains, and bicycle parking
▪ May be two-way cycle route on
one-side of the road or two oneway cycle routes on opposite side
of the road
▪ Typically each bike lane is at least
1.5m wide
▪ Reserve lane paint markings
C
▪ Typically 1.5 wide or wider where
sufficient space
Bikeways are routes on urban or
neighbourhood streets with low
traffic volumes and reasonable
grades. Bikeways are marked
with pavement markings or
“sharrows”, specific route signage,
and wayfinding signs that indicate
connecting routes. Traffic calming
treatments improve the cycling
environment.
▪ “Sharrow” paint markings
▪ Both sides of the street
▪ Bike stencil and diamond paint
marking
▪ Bike lane signs
▪ Bike Route signs
▪ Bicycle wayfinding signs and/or
paint markings
▪ Traffic calming and traffic diversion
where possible
D
Bicycle Lanes are designated
exclusively for bicycle travel and
separated from motor vehicle
lanes. They are indicated with a
bicycle stencil and diamond paint
markings, and are marked with
dedicated signs.
29
5.4.2 Bicycle Route Design Features
Design criteria for the most frequently used bikeway design features are provided
below. All design of future cycling routes should be consistent with the MUTCD and the
Bikeway Traffic Control Guidelines for Canada, both available through the Transportation
Association of Canada.
Bike Lane Paint Marking
Reserved bike lane markings should be used in all
bike lanes. Markings include both a bicycle stencil and
diamond, which indicates that the lane is reserved for
bicycles.
Bike Lane Sign
The reserved bike lane sign indicates that a lane is
reserved for exclusive use by bicycles. These signs should
be provided at the beginning, end, and mid-way along a
bicycle lane. Alternatively, a Bike Route sign may be used
in place of bike lane signs.
“Sharrow” Paint Marking
Shared-lane markings (“sharrows”) indicate the location
in the lane where cyclists are intended to travel. Sharrows
should be used on bikeway routes, and placed at the edge
of the lane where sufficient width exists for vehicles and
cyclists side-by-side and in the centre of the lane where
width is insufficient for side-by-side travel.
Example bicycle directional sign used in Vancouver that
provides cyclists with directions and distances to key
cycling destinations.
Example bicycle wayfinding pavement marking used in
Seattle that is used to confirm cyclists are on a cycling
route and indicate where a turn is required to continue on
the cycling route.
Wayfinding
Cycling route wayfinding should be considered along all cycling routes to provide cyclists
with directional information and reinforce the route as a cycling corridor to motorists.
Signs should include directional information and distances to key cycling destinations (ie.
downtown, schools, multiplex). Paint markings should be simple and indicate intersecting
cycling routes or turns required to remain on the cycling route.
30
5.4.3 Bike Parking Incentive Program
A lack of bicycle parking was identified as a barrier to cycling for employment and
shopping trips, particularly in the downtown area. The City should consider developing
a program to encourage businesses and property owners to provide bicycle parking at
existing sites by offering a subsidy program. As examples, both Kelowna and Vernon have
created bike rack cost share programs that offer a 50% subsidy to encourage businesses
to provide bicycle parking2.
5.5 ACCESSIBILITY
Accessibility refers to the level to which the built environment can be navigated by all
community members, including those with physical, sensory, or cognitive disabilities.
Public facilities should be designed in accordance with the Canadian Standards
Association (“CSA”) Accessible Design for the Built Environment, which describes
appropriate sidewalk widths, sidewalk grades, and curb ramps.
Some of the most visible accessibility issues in Dawson Creek include crossing locations
that lack curb ramps, sidewalks with significant cracking and upheave, and utilities in the
middle of the sidewalk that block wheelchair travel. Building entrances were also noted as
an accessibility issues, as described in the Age Friendly Zoning Progress Report (2010).
5.5.1 Accessibility Retrofit Program
The City should undertake an accessibility audit of it’s public infrastructure to identify
locations where public infrastructure and buildings are inaccessible. Consideration should
be given to working with the Dawson Creek Society for Community Living to help identify
challenges. Once the audit has been completed, an annual budget should be established
to undertake accessibility improvements.
5.5.2 Accessibility Policy
The City should consider adopting an “accessibility policy” to ensure that all future public
buildings and infrastructure are designed for universal access. This will be a statement
or policy brief endorsed by Council that informs all future facility design by the City’s
Development Services and Community Services departments.
5.6 SNOW CLEARING + MAINTENANCE
Consideration should also be given to increasing road maintenance and pothole repair
priority on cycling routes as roads in poor condition are a significant hazard for cyclists.
More on road maintenance and pothole repair in Section 7.2.3.
2
It is critical that cycling routes receive proper snow clearing in winter months so that safe,
useful facilities are provided year-round. Multi-use pathway and cycletrack routes will
require specialized clearing separate of road clearing, similar to snow clearing practices
currently used on the Dawson Trail. Bike lane and bikeway routes can be cleared using
conventional road clearing practices, although these routes should be become priority
snow clearing routes.
Additional information about the Kelowna program available at: www.kelowna.ca/CM/Page4166.aspx
31
6. PUBLIC TRANSIT
The Dawson Creek Transit System1 is operated by Diversified Transportation under a
cost share agreement between the City and BC Transit. Decisions about fares, routes,
and service are made by City Council based on information and planning provided by BC
Transit. The system currently consists of three routes: #1 - Northside, #2: Southside, #3:
Central. See Figure 9. Each route runs on a loop pattern, beginning and ending at the
Co-Op Mall on 103rd Avenue. There is overlap between the #3, Central and the other
routes (as was mentioned by residents at the open house), although schedules are offset
to stagger buses and the result is more frequent transit in the centre of Dawson Creek.
Service frequency is summarized in Table 12.
FIGURE 9. DAWSON CREEK TRANSIT ROUTE MAP
19 St.
90 Ave.
92
90 Ave.
Rotary
Manor
Kiwanis
Performing Arts
Centre
.
wy
aH
sk
Ala
Crescent Park
School
N
8 St.
e.
91 Ave.
10 St.
Ecole
Frank Ross
School
Av
1
95 Ave.
96 Ave.
96 Ave.
Parkhill
School
6 St.
Rotary
Lake
97A Ave.
Alas
ka A
ve.
City Hall
103
Rotary
Lodge
107
.
17 St.
111 Ave.
116 Ave.
Northern
Lights
College
116 Ave.
118 Ave.
120 Ave.
South Peace
Community
Multiplex
Walmart
122 Ave.
6 St.
4 St.
7 St.
8 St.
Limited Service
Dawson
Mall
Hospital
11 St.
3 Central
110 Ave.
12 St.
2 Southside
103 Ave.
Central
Middle
School
Tremblay
School
2
1 Northside
Pa
Casino
Hwy. 2
1
More information about the Dawson Creek Transit System available at: www.bctransit.com/regions/daw/?p=2.list
110 Ave.
ve
St.
ill
rkh
8 St.
0A
10
13 St.
Canalta
School
15 St.
20 St.
108 Ave.
Pool
100A Ave.
Co-Op Mall
.
Arena
Library
South
Peace
Sec.
School
Ave
10 S
O'Brien
School
13 St.
Driver
House
11
Tourist
Centre
t.
14 St.
102 Ave.
4 St.
15 St.
17 St.
3
Dave’s
No Frills
32
TABLE 12. SUMMARY OF TRANSIT SCHEDULE
Monday to Friday
Saturday
Number of
Trips
Service
Window
Number of
Trips
Service
Window
#1, Northside
16
6:40am 7:20pm
14
8:10am 7:20pm
#2, Southside
16
7:00am 6:40pm
14
8:00am 6:40pm
#3, Central
20
8:52am 6:22pm
14
10:52am 5:22pm
The adult cash fare is $1.75 and monthly pass is $50. Fares are reduced to $1.50 for
Seniors and students, and monthly passes are $40 for Seniors and $30 for students.
Dawson Creek’s fares are on the low end as compared to peer communities.
2012/13 transit ridership was 126,550, a 3.3% increase from 2011/12. See Table 13.
Approximately 40% of total ridership is associated with #1, Northside, 35% with #2,
Southside, and 25% with #3, Central. Ridership per service hour is consistent with other
Tier-3 conventional systems in BC and higher than Fort St. John.
TABLE 13. SERVICE PERFORMANCE COMPARISON
93%
of survey
respondents indicated
they never use transit
Total
Hours
Total
Passengers
Rides per
Hour
Rides per
Capita
Dawson Creek
8,965
126,550
18.9
10.67
Fort St. John
11,020
101,696
14.1
5.12
Terrace
8,278
170,330
20.6
14.82
Kitimat
9,061
144,125
19.8
17.29
Prince Rupert
9,889
329,587
33.3
20.35
10,782
218,123
20.2
14.85
Average
The 2012/13 system total cost was
approximately $1.2-million. The City
contributed approximately $495,000
to the system and the remainder
was funded through revenues
($130,000) and contributions from BC
Transit ($560,000). Annual operating
agreement (“AOA”) cost recovery
was 11.8%, which is higher than
neighbouring Fort St. John (7.4%), but
lower than the Tier-3 system average in
BC. The operating cost per passenger
trip (a measure of system efficiency)
was $8.82, almost 50% less efficient
than the Tier-3 system average.
BOARDINGS, BY ROUTE
#3, Central
25%
40%
35%
#2, Southside
#1, Northside
Tier-3 conventional systems
33
“Step Up N Ride” is an additional, door-to-door service for seniors, children and adults
with a disability who are unable to use the conventional transit system. Service is
offered Monday to Friday generally between the hours of 7:30am and 4:30pm. Typical
riders include seniors with mobility challenges, residents of health care facilities and
supportive housing, children with disabilities through SD59, children at the South Peace
Child Development Centre, and seniors following hospital stays that require access
to rehabilitation services post-surgery. The service is operated by the Step Up N Ride
Society and the City contributes approximately $25,000 annually. Step Up N Ride
provides a valuable service for members of the community whose needs are not met by
conventional transit and it is expected that this service will increase in importance as the
seniors population expands and/or conventional service changes in future.
6.1 SERVICE PLANNING
BC Transit will complete a transit service review in the near future (likely 2014 or 2015)
that identifies opportunities to expand and/or enhance existing conventional and custom
transit services. The Transportation Master Plan does not attempt to replicate this
work, rather to provide a synopsis of resident input received through this process for
consideration in the BC Transit service review.
The following issues should be considered in the service review:
▪ Bus schedules should be coordinated with school bell times and better accommodate
after-school activities. Students are potentially a large transit market as no school
buses are offered for students in the City.
▪ Bus schedules should better coordinate with program hours at the Multiplex.
Residents noted that bus service is not late enough for certain programs offered at
the pool and that gaps in service of up to two hours mid-day are too long.
▪ Residents noted a desire for the Northside Loop to extend further into the
neighbourhood at the northwest of the City and the need to expand into Sunset Ridge
as this area is populated.
▪ Residents suggested that two-way routes would provide more frequent service and
better routing/transfer options that the existing one-way loops.
▪ Many residents suggested that buses are too large and circulate half empty, and that
smaller, more efficient buses should be considered.
▪ Some residents support the concept of replacing a portion of the existing fixed-route
service with an on-demand service to allow service frequency to increase in central,
high-ridership areas.
▪ Council seems unwilling to increase transit funding in order to expand service at this
time, although this may change in the future.
34
6.2 BUS STOPS
Bus stops are the interface between the public realm and public transit service. They
provide a waiting area for transit passengers waiting to board buses and an alighting
area for passenger exiting buses. Although transit service is planned by BC Transit and
operated by a third-party, the City has direct control over bus stop locations, design, and
amenities. Bus stop improvements are necessary to improve the transit experience and
increase transit ridership. Shelters are particularly important given the cold winter climate.
A comprehensive bus stop inventory was developed of all bus stop in Dawson Creek. See
Appendix D. This inventory will be used to prioritize investments in bus stop infrastructure.
Below are some inventory highlights:
• There are a total of 80 bus stops;
• Approximately one-third are wheelchair accessible; and
• Approximately 10% of bus stops have a bench and a shelter in good condition.
6.2.1 Priority Bus Stop Improvements
Highest priority bus stop improvement locations are identified in Table 14. Priority is
based on locations in need, as well as proximity to key transit origins/destinations such as
downtown and recreation areas. Planned sidewalk improvements (see Section 5.1) will
help address many of the bus stop accessibility issues. The City may consider conducting
a survey to determine locations with the highest volume of boardings/alightings in order to
better prioritize improvements at high usage locations.
TABLE 14. PRIORITY BUS STOP IMPROVEMENTS
ID
Location
Improvement
Improve/add sidewalk (as proposed),
Install shelters, benches, schedule display, etc
110 8th Street / 96th Ave
Add sidewalk (as proposed),
Install shelter and bench
111
8th Street / 94 Ave
112 8th Street / 92 Ave
116 10th St south of 91a Ave, SB
142 13th St north of 104 Ave, NB
Move stop north closer to 102 Avenue,
Add sidewalk (as proposed), Install shelter
200 8th St south of 105 Ave, SB
Install shelter
204 Northern Lights College, WB
Install shelter
222 Canalta School
301 102 Ave east of 14th St, WB
Install shelter
100 103 Ave / Co-op Mall
35
6.2.2 Secondary Bus Stop Improvements
Additional bus stop related actions are recommended, as follows:
▪ A new bus stop is installed on 17th Street at 104 Avenue. This stop should include a
sign and bench.
▪ The bus stop on 13th Street at 107 Avenue (no.140) should be removed as it is less
than 100m from a higher quality stop and the adjacent school is no longer operational.
▪ The bus stop on 13th Street north of 104 Avenue (no.142) should be moved north
closer to the 13th Street / 102 Avenue intersection.
▪ There is an unused bus shelter on the southside of 102 Avenue east of 14th Street
that should be moved to the stop on the north side of 102 Avenue (no.301).
▪ A number of existing bus stops have their identification signs installed parallel to the
adjacent roadway. All signs should be reoriented so that they are perpendicular to the
roadway, making them easier for approaching pedestrians and vehicles to identify.
6.2.3 Bus Stop Funding Options
1. The City should establish annual budget of $25,000 to fund bus stop improvements,
which may be used for signage, benches, shelters, or sidewalk infrastructure
adjacent a bus stop. The cost of a bus shelter is estimated at $10,000 to $15,000.
2. BC Transit administers a Bus Shelter Program2 that allows municipalities to apply for
an approximately 50-50 cost share on bus shelters. Applications are accepted once
per year and a fixed annual budget is available. Applications are considered based
on need, as demonstrated through plans, safety issues, and survey. The itemized list
in Table 14 will help with the application process.
3. The City should seek monetary contributions from developers to fund off-site
improvements to adjacent bus stops. This may be achieved through negotiation
at the development approval stage or as a contribution to a reserve fund in-lieu of
required parking.
Available at: www.bctransit.com/corporate/resources/pdf/res-urban-64.pdf
The bus stop at the Multiplex is an
example of a high-quality bus stop that
includes a shelter, bench, and sidewalk.
6.2.4 Bus Stop Design
All bus stops should be designed based on Section 3.5 of BC Transit’s Infrastructure
Design Guidelines.
36
2
More information available at www.bctransit.com/transitfuture/transitshelters_future.cfm
7. STREETS + TRAFFIC
7.1 ROAD STANDARDS
Road standards are contained in the City’s Subdivision and Development Servicing Bylaw
no.41761. Standards are provided for Arterial, Collector, and Local roads. See Table 15.
TABLE 15. TYPICAL CROSS SECTION CRITERIA
Road Class
Right-of-way
Road Surface
Sidewalks
Arterial
27m
14m
2m, one side
Collector
22m
12m
1.5m, one side
Local
20m
10m
1.5m, one side
All Highway roads in Dawson Creek are under Ministry of Transportation and
Infrastructure (“MoTI”) jurisdiction, while Arterial, Collector and Local roads are the
responsibility of the City. See Table 16.
TABLE 16. SUMMARY OF HIGHWAY, ARTERIAL + COLLECTOR ROADS
Road
Class
Orientation
Jurisdiction
Highway 97 (Hart Hwy, Alaska Hwy)
Highway 2
Highway 49
East-West
Dangerous Goods Route
North-South
8th Street (south of Alaska Ave / Hwy 49)
8th Street (north of Alaska Ave / Hwy 49)
17th Avenue
MoTI
Highway
Arterial
East-West
13th Street (Alaska Ave to 116th Ave)
15th Street (96th Ave to 108th Ave)
North-South
3rd Street / Parkhill (east of 8th Ave)
City
96th Avenue
102nd Avenue (east of 17th St)
103rd Avenue
104th Avenue (13th St to 8th St)
108th Avenue
110th Avenue (13th St to 8th St)
1
Available on the City’s website
Collector
East-West
116th Avenue
North-South
37
7.2 LONG-TERM ROAD NEWORK
Long term traffic conditions were reviewed based on future land use development within
the community. The main areas of development are at the north end of town between
21st Street and 3rd Street, west end of town west of 20th Street and the DGR, south end
of town south of 116th Avenue and Highway 2, and east of town off Vic Turner Airport
Road. See Appendix E for location of projected future development. The future land use
projections are based on developments areas that are expected to be developed within
the next 20 years. Full build out of these areas may occur over a much longer period and
will depend on a variety of factors.
Analysis of the long term conditions is based on full build out of these land uses and
therefore the improvements are required by the time traffic reaches the long term levels.
The timing of these improvements is tied to the amount of traffic added to the network
rather than a horizon year.
Using the projected land use the number trips for each development area was identified
using the Institute of Transportation Engineers Trip Generation Manual, 9th Edition. Trips
were then assigned to the road network based on the closest major roadways and with
key origins and destinations considered. These traffic volumes are considered to be on the
higher side based on limited data on future building square footage and the fact that trips
were generated for each land use without consideration for exiting trips from one land use
being an entering trip for another land use.
Synchro2 software was used to determine intersection delays and level of service (LOS) at
the key intersection locations. Intersection LOS is evaluated using a letter grade system,
where LOS A is minimal delay and LOS F is unstable or failing. See Table 17.
TABLE 17. INTERSECTION LEVELS OF SERVICE (LOS)
Level of Service
(LOS)
Description
Unsignalized
Signalized
A
< 10
<10
Minimal Delay
B
11 - 15
11 - 20
Reasonable Delay
C
16 - 25
21 - 35
Acceptable Delay
D
26 - 35
36 - 55
Nearing Unacceptable
Delay
E
36 - 50
56 - 80
Unacceptable Delay
F
> 51
> 81
Unstable / Breakdown
Conditions
2
Average Control Delay
(seconds/vehicle)
Synchro is a micro-simulation traffic software used to analyze intersection queuing and delay.
38
Key intersection and turn movements were analyzed using LOS C as the minimum
acceptable level of service, where any intersection or turn movement operating at LOS
D or lower requires attention. The initial review of the long-term conditions utilized the
existing road network in terms of laning and traffic control. Table 18 outlines the locations
with poor levels of service (LOS) (Note poor LOS is LOS D/E/F). Currently a LOS D is
considered a poor condition in Dawson Creek. Longer term as traffic volumes and delays
growth with the community drivers may become used to slightly longer delays and a LOS
D will become acceptable. In many medium sized communities LOS D, during peak hours,
is considered acceptable.
TABLE 18. LONG-TERM TRAFFIC CONDITIONS
Location
Poor
Movements
Potential Improvement
8th Street /
92nd Avenue
North / South at
LOS F
Need signalization or reduction in through traffic
on 8th Street
8th Street /
96th Avenue
East / West at
LOS E/F
Signalization with additional through lanes on 8th
Street or reduction in through traffic on 8th Street
8th Street /
Alaska Avenue
NB at LOS F, WB
at LOS D
Increase to 2 lane roundabout (by MoTI)
8th Street /
110th Avenue
SB Left at LOS F
Requires protected dual southbound left turn lane
8th Street /
116th Avenue
EB Left + SB Left
at LOS D
17th Street /
96th Avenue
WB at LOS F
17th Street /
Alaska Avenue
Add left turn lanes with protected / permitted left
EB, WB, SB
turn arrows on all movements and reduce traffic
Left/Through at
volumes through intersection
LOS F; NB Left/
Through at LOS E
13th Street /
Alaska Avenue
NB at LOS F
Add northbound left turn lane
10th Street /
Alaska Avenue
EB, WB, and NB
at LOS F
Reduce volume through intersection
10th Street /
102 Avenue
NB and EB at
LOS E
Additional laning can’t be accommodated due to
Mile 0 marker therefore implement a roundabout
10th Street /
103 Avenue
SB at LOS D
None required
10th Street /
13th Street /
108 Avenue
NB at LOS E; WB
at LOS F
Signalize or roundabout
Reduce volumes on 17th Street, potential signal
39
The traffic volumes on 17th Street and 8th Street north of Alaska Avenue are a combined
2,350 vph northbound and 1,550 vph southbound. Typically a single lane of traffic is
‘comfortable’ between 600 vph and 800 vph (or a 5 to 7 sec gap between vehicles). The
higher the number of intersections (interruptions in traffic flow) the lower the volume of
traffic on a roadway needs to be comfortable for drivers. Currently on 17th Street and
8th Street there is less than 350 vph in any direction. The projected volumes there is a
need for additional through lanes on 8th Street (widening to four lanes) or a third network
link north of Alaska Avenue to access the properties to the north border of the City. It is
recommended that an extension of 13th Street be pursed because it is centrally located
between the existing roads, there is an existing traffic signal at Alaska Highway, maintains
City streets as two lane roads, and provides pedestrian and bicycle connectivity to the
City. Table 19 outlines the long term conditions and potential improvements with the 13th
Street extension to the north.
TABLE 19. LONG-TERM TRAFFIC CONDITIONS
WITH 13TH STREET EXTENSION AND IMPROVEMENTS
Poor
Movements
Potential Improvement
8th Street /
92nd Avenue
WB Left at LOS F
Convert to 2 way stop and signalize 96th
Avenue
8th Street /
96th Avenue
None
Signalize and consider separate northbound and
southbound left turn lanes
8th Street /
Alaska Avenue
NB at LOS F, WB
at LOS D
Widen to 2 lanes on all aproaches and exits
8th Street /
110th Avenue
None
Add northbound protected / permitted left turn
arrow
8th Street /
116th Avenue
EB Left, WB Left,
SB Left at LOS D
Add eastbound and northbound protected /
permitted left turn arrow
17th Street /
96th Avenue
WB at LOS F
Consider possible signal with 96th Avenue being
a main east-west connection
17th Street /
Alaska Avenue
EB Left, NB Left,
SB Left at LOS D
Add left turn lanes and protected / permitted left
turn arrows for all approaches
13th Street /
Alaska Avenue
WB, NB Left, SB
Through at LOS D
turn arrows for all approaches
10th Street /
Alaska Avenue
None
turn arrows for northbound and westbound. Add
eastbound left turn lane.
10th Street /
102 Avenue
None
Consider roundabout
10th Street /
103 Avenue
None
None
10th Street /
13th Street /
108 Avenue
Signalize or roundabout
Location
40
Collision data was collected from ICBC for the period between 2008 and 2012 (5 years).
The top-10 intersection locations by collision frequency include eight under MoTI
jurisdiction and only two under City jurisdiction. See Table 20. Results suggest that the
10th Street / 102 Avenue intersection (“Mile Zero”) may require attention to improve safety
performance.
TABLE 20. SUMMARY OF TOP-10 COLLISION LOCATIONS, 2008-2012
Location
Jurisdiction
Collisions
Total
Annual Avg.
1.
10th Street / 102 Avenue
City
39
7.8
2.
15th Street / Alaska Avenue
MoTI
37
7.4
3.
103 Avenue / 8th Street
MoTI
32
6.4
4.
MoTI
27
5.4
5.
MoTI
23
4.6
6.
City
22
4.4
7.
MoTI
20
4.0
8.
MoTI
19
3.8
9.
MoTI
17
3.4
10. 13th Street / Alaska Avenue
MoTI
15
3.0
7.2.1 Future Road Connections
Three key road network connections are proposed - 13th Connection, 102 Avenue
Extension, and 115 Avenue - 1st Street Connection. Each is described below.
102 Avenue Extension
Significant industrial development is possible west of 17th Street between Highway 97
and 102 Avenue. 102 Avenue currently ends at 20th Street, but right-of-way is available to
extend the road to the Dangerous Goods Route (controlled access route). An extension
of 102 Avenue to the industrial area would provide a more direct connection to downtown
(from the site) for non-truck traffic and would provide an additional emergency services
route to the area. Truck traffic would utilize Highway 97 to Dangerous Goods Route or
Alaska Avenue. The 102 Avenue extension would create an intersection 400m from an
adjacent intersection (Highway 97 or future extensions of 108 Avenue and 116th Avenue
if Dawson Creek boundaries were expanded) on the Dangerous Goods Route. The 400m
spacing is the suggested spacing between intersections on arterial roadways.
13th Street Connection
At full build out of the proposed land use the traffic volumes on 17th Street and 8th Street
will exceed the available capacity and 8th Street would need to be widened to a four
lane cross section. The addition of a third network link north of Alaska Avenue is required
to access the properties to the north border of the City without having to widen existing
roads. With the exception of the highway network all roads within Dawson Creek are one
lane per direction. The extension of 13th Street is the ideal location for this extension
because it is centrally located between the existing roads, there is an existing traffic signal
at Alaska Highway, it maintains City streets as two lane roads, and provides pedestrian
and bicycle connectivity to the City.
41
The right-of-way from Alaska Avenue to 92nd Avenue is not continuous and may require
the use of identified walkways or Ravine Drive. The extension should continue into
the Sunset Ridge - Harvest View subdivision. The route from 92nd Avenue into the
development will need to be explored as the extension is pursued.
115 Avenue / 1st Street Connection
There are industrial areas located on 1st Street off Highway 49 and off 115th Avenue / 1st
Street near the airport. These two industrial areas are not currently connected and require
industrial / heavy traffic to circulate along Highway 49, 8th Street and 115th Avenue/116th
Avenue if they want to travel from one site to another that are a relatively short distance
apart from each other. This circuitous routing increases costs, travel times (for all
motorists), delays, and heavy truck volumes on multiple roads. A connection between the
north and south sections of 1st Street should be pursued.
Sunset View - Harvest Ridge
Additional new roads are proposed as part of the Sunset View - Harvest Ridge
subdivision. Details are available in the City’s Official Community Plan, Appendix 2.
ONE-WAY VS. TWO-WAY STREETS
Generally, two-way streets are preferred over one-way streets as they provide more
direct access and slower vehicles speeds. No conversions from two-way to oneway are recommended at this time. Below is an overview of the benefits of each:
Two-Way Benefits
• Slower traffic speeds due to friction of on-coming vehicles
• More direct routes, improved access to properties
• Easier navigation for visitors and residents unfamiliar with the area
• Increased business exposure
One-Way Benefits
• Improved safety, fewer vehicle conflicts points
• Less delay at intersections resulting from shorter signal cycle lengths
The 8th Street / 96 Avenue intersection upgrade is triggered in the long term by the Sunset
Ridge - Harvest View neighbourhood and the residential development west of 6th Street.
With the increased volumes on 8th Street due to the Sunset Ridge - Harvest View and the
increased need for vehicles to turn left off 96th Avenue there will be reduced opportunities
(gaps) in traffic to turn left. Therefore in the long term this intersection will need an
upgrade in traffic control. This upgrade could be a traffic signal or roundabout. Traffic
volumes should be monitored at the intersection and when the west developments are
planned a traffic impact study should be undertaken to determine timing of this investment.
7.2.2 Intersection Upgrades
Two primary intersection upgrades are proposed for the future, as follows.
42
10th Street / 13th Street / 108 Avenue
The 10th Street / 13th Steet / 108 Avenue intersection has high westbound left and
northbound right turn volumes that are expected to grow with general growth in the City’s
land use which will increase the delays for all movements. If a traffic signal is installed, the
left/right movements will create a significant demand on conflicting legs of the intersection
which will reduce the effectiveness of a traffic signal. A roundabout is ideally suited to
handle this type of left-right turn volume pattern since the two movements will not interact
with each other. A roundabout also provides a safe pedestrian crossing area if designed
properly with pedestrians in mind. Each leg of the intersection will have a crossing with
a splitter island refuge that is large enough to accommodate a waiting pedestrian. The
crosswalks can be supplemented with pedestrian activated flashers. The crosswalk on the
10th Street leg is particularly important as it is the continuation of the Dawson Trail.
An example of a roundabout with a highprofile pedestrian crossing that alerts
provides a pedestrian refuge median.
7.2.3 Issues + Specific Locations
Specific locations were identified that should be addressed, as follows.
It is recommended that the frontage road / 116 Avenue intersection is restricted to rightout, left-in, right-in. Forcing all exiting traffic right at 116th Avenue will allow motorists to
avoid queues on 116 Avenue and allow for additional queue length space on 116 Avenue.
Right-out traffic at 116 Avenue will be required to use 7th Street to circulate to either 120
Street to exit back onto 8th Street or continue south on 7th Street to Highway 2 (which
will be realigned in future). This route is more circuitous than existing; however, it avoids
blocking on-coming traffic on 116 Avenue and aggressive and unsafe behaviours at the
frontage road / 116 Avenue intersection. 7th Street is a commercial / industrial road with
limited driveways that will be impacted by this circulating traffic.
8th Street Frontage Road
A frontage road parallels 8th Street between 120 Avenue and 116 Avenue on the east
side. The frontage road is located within 12m of 8th Street and this close proximity leaves
storage for less than 2 vehicles before the frontage road / 116 Avenue intersection is
blocked. Queues from the 8th Street intersections often extend beyond the frontage road
and block exiting vehicles. The issue is worsened by large trucks using the frontage road
to access food and services, who experience difficulty manouvering onto 8th Street.
43
8th Street / 92nd Avenue
8th Street is classified as an Arterial road and 92nd Avenue is a Local road. Based on
these classifications, vehicles on 8th Street are not expecting to stop at an intersection
with a local road. Traffic volumes were reviewed (at school dismissal) and found that there
is 110 vph to 165 vph north-south on 8th Street compared to 20 vph to 70 vph east-west
on 92nd Avenue. Volumes at this intersection are not balanced and would not average
over 200 vph over an eight hour period, therefore an all-way stop is not warranted. Refer
to stop sign criteria on the following page.
It is recommended that existing stop signs on 8th Street are removed. Existing red
flashers could remain and be altered to yellow flashers to advise motorists to proceed
with caution. The underlying reason for the installation of the all-way stop (speed, volume,
pedestrian crossing) should be confirmed and addressed using appropriate traffic calming
for an arterial roadway and/or pedestrian crossing upgrades.
The 108 Avenue / 19th Street intersection is a ‘T’ intersection with stop signs on all three
approaches and a marked crosswalk on the east side of the intersection. This crosswalk
is used by elementary school children and parents to access Canalta School. 108 Avenue
is classified as a Collector road and 19th Street is a Local road. Traffic volumes were
reviewed and it was confirmed that 108 Avenue is the major road with 100 vph to 104 vph
compared to 52 vph on 19th Street at school dismissal. At periods away from school start
and dismissal traffic volumes on 19th Street would be even lower. With the imbalance of
traffic between 108 Avenue and 19th Street an all-way stop is not warranted. Refer to stop
sign criteria on the following page.
It is recommended that the existing stop signs on 108 Avenue are removed. The
underlying reason for the installation of the 108 Avenue stop sign needs to be investigated
and addressed. If speed / volume were the issue appropriate traffic calming measures
should be implemented. If access to/from the school site was the rational for the stop sign
consideration for alternative access routes to/from the school could be explored.
44
STOP SIGN CRITERIA
Standards for when and where stop signs are installed provides for network-wide
consistency and meeting driver expectations. Stop signs should not be used as
traffic calming on arterial or non-residential collector roadways as they are typically
not effective and create compliance issues. Signage, enforcement or traffic calming
should be used where speed and/or traffic volume is an issue.
The Manual of Uniform Traffic Control Devices for Canada provides criteria for
when two-way and four-way stops are warranted, as follows:
Two-Way Stop
• A minor road entering a through road
• A road carrying the lesser volume where all roads have the same classification
• Where application of the normal right-hand rule would be hazardous
• Intersection where the safe vehicle speed on the approach is less than 15km/h
• At a railway crossing
• Where three or more right-angle collisions per year have occurred and other
methods to reduce collisions have been unsuccessful
All-Way Stop
• Where volumes on intersecting roads are equal and combined minor road
pedestrian + vehicle volumes average 200 vph over 8 hours
• Where average delay on the minor road exceeds 30 seconds in the peak hour
• Where signals aren’t warranted, but more than five reportable collisions per
year of a type which may be prevented by a multi-way stop have occurred
• An interim measure prior to signal installation
• For a period of one month prior to switching the direction of a two way stop
The City has an established protocol for receiving and addressing resident pothole
complaints. A link is provided on the City’s website and a phone number provided for
residents to communicate potholes issues. The City’s policy is to respond to any pothole
complaints within 48 hours.
“The majority of Dawson Creek’s side streets
have potholes you can lose a Honda Civic in!”
- DC resident
Pothole Maintenance
Roads in poor condition and the presence of potholes are a challenge as they cause
damage to vehicles and bicycles, and result in potential bicycle-vehicle conflicts. Almost
70% of survey respondents “disagree” or “strongly disagree” with the statement roads/
street are well maintained. This is in contrast to the other roads/streets prompts, which
responses were generally positive.
45
TOP-4 HIGHWAY ISSUES
Alaska Avenue, 8th Street south of Alaska Avenue, Highway 97, Highway 2, the
DGR, and Highway 49 are under the MoTI’s jurisdiction. As such, the City cannot
dictate what occurs on these routes. However, the City secured transportation
professionals to complete this Plan that identified a number of important issues
on MoTI routes. These issues effect transportation conditions for Dawson Creek
residents and should be brought to MoTI’s attention.
1. 8th Street south of Alaska Avenue
Queued northbound left turn vehicles onto 102 Avenue block northbound through
vehicles on 8th Street as the curb lane merges with the left lane, causing driver
confusion and potential for conflicts. Consideration should be given to banning
northbound left turns at all times (not just peak hours), permitting only rightin, right-out at 102 Avenue, or altering 8th Street laning to create a dedicated
northbound left turn lane and mark the curb lane as a through lane through the
intersection.
2. Alaska Avenue Pedestrian Crossing Times
Pedestrian crossing times of Alaska Avenue should be reviewed to ensure
sufficient time is given. The project team hosted a walking tour with physicallychallenged residents and it became evident that the allotted crossing time at 10th
Street is far too short for anyone with a mobility aid or physically-challenged.
Current crossing time at 10th Street is estimated at 8 to 10 seconds and should
be extended to approximately 16 seconds. Crossing times at 15th Street and
17th Street should also be reviewed to ensure sufficient time is given.
3. 8th Street Crosswalks
8th Street is difficult for pedestrians to cross due to high vehicles volumes and
long crossing distance. Crosswalk locations at 112 Avenue, 114 Avenue, and
116 Avenue were identified in community consultation as being particularly
problematic because of poor visibility. Consideration should be given to
improving signage and paint markings in these locations (as a minimum), as well
as pedestrian activated flashers as are used at the 105 Avenue crossing.
4. Paint Marking Upkeep
Paint markings are poorly maintained on 8th Street and Alaska Avenue
where traffic volumes are highest and there are numerous turn movements
with potential for conflict. Paint marking upkeep is challenging in northern
communities because of the wear-and-tear from winter slow clearing.
Consideration should be given to increasing spring paint marking upkeep, with
emphasis on 8th Street and Alaska Avenue.
46
7.3 TRAFFIC CALMING
Traffic calming is the combination of mainly physical measures that reduce the negative
effects of motor vehicle use, alter driver behaviour, and improve conditions for nonmotorized street users. Traffic calming is used on streets to retain their intended function
by achieving one or more of the following objectives:
▪ Reduce vehicle travel speeds;
▪ Reduce traffic volumes;
▪ Discourage neighbourhood short-cutting;
▪ Minimize conflicts between vehicles and other street users; and
▪ Generally improve the neighbourhood environment.
Traffic calming devices fall into five categories - obstructions, vertical deflections,
horizontal deflections, signage, and technology. See Table 21. Existing traffic calming
measures in Dawson Creek include three speed reader boards - southbound on 17th
Street near the City’s north boundary, southbound on 8th Street near the City’s north
boundary, and westbound on 110 Avenue west of 8th Street.
TABLE 21. SUMMARY OF TRAFFIC CALMING TYPES AND COMMON DEVICES
Description
Common Devices
Obstructions
Features that obstruct vehicle
movements. They discourage shortcutting (depending on the type/number of
features), reduce conflicts, and enhance
neighbourhoods. These devices can be
restrictive to vehicle movements.
• Direct closure, full closure
• Diverter
• Right in/right out
• Channelized intersection
• Raised median
Vertical
Deflections
Features that require a motorist to
reduce speed due to surface variation.
The primary benefit is reduced vehicle
speeds, and secondary effects are
decreased traffic volumes and conflicts,
and enhanced walking corridors.
• Raised crosswalk
• Raised intersection
• Speed hump
• Speed cushion
• Textured crosswalk
Horizontal
Deflections
Horizontal deflections require a motorist
to alter their direction or choose a
different route. They can be used to
reduce short-cutting, reduce vehicle
speeds, or conflicts.
• Chicane
• Curb extension
• Curb radius reduction
• Raised median
• Traffic circle
Signage
Signage features regulate traffic
movements within a neighbourhood;
however, signage has a limited impact on
modifying behaviours.
• Maximum speed sign
• Turn prohibition sign
• Traffic calmed
neighbourhood sign
Technology
Technologies are used as traffic calming
to communicate a message to motorists
about the intended use of a street.
• In-ground lighting
• Radar message/speed
reader sign
Device Type
47
Example of the speed reader board on 8th Street.
7.3.1 Traffic Calming Policy
It is recommended that the City adopt a traffic calming policy. The policy will provide a
standardized, consistent process for City staff to follow when evaluating resident requests
for traffic calming and provide residents with clear, measurable criteria on where traffic
calming will and will not be applied. The policy should include the following content:
▪ The principles and purpose of traffic calming;
▪ Criteria/thresholds that must be exceeded before traffic calming will be considered;
▪ The process for how the City will undertake a traffic calming plan; and
▪ The traffic calming devices that are appropriate for Dawson Creek.
7.4 TRUCKS
Large trucks and commercial vehicles containing dangerous goods are accommodated on
the Dangerous Goods Route (“DGR”) west and south of the City. The DGR has undergone
alterations to ensure road geometry is accommodating to large vehicles and bridge
design is suitable for heavy loads. This route will continue to be a primary route for trucks
travelling through Dawson Creek.
Truck travel is not restricted on City roads. The highest proportion of heavy trucks on City
roads are observed on 8th Street and 17th Street, where up to 7% of vehicles are trucks.
7.4.1 Truck Route Policy
The City should adopt a truck route policy to provide direction on the administration,
planning, design, operation, and implementation of truck routes in the city. The policy
should restrict all trucks travelling through Dawson Creek to MoTI highway routes. Internal
truck trips should use MoTI highways as much as possible, deviating off highway routes to
make deliveries within the City using the shortest route possible. Trucks must also return
to highways along the shortest route. Signage along the routes and at key entry points
informs drivers of the permitted routes. Internal truck routes may be identified only where
deemed appropriate by the City, businesses, and adjacent neighbours.
An education plan can then be implemented with the Northern BC Trucking Association
(and others) to disseminate information between its members and other provincial trucking
associations. Media, such as the radio show on sustainable planning, can provide public
education on the policy and its purpose. Once a policy is in place the City can monitor
complaints and issues prior to developing a bylaw to enforce the routes. Without a bylaw,
heavy vehicles are legally allowed on all roads within the City.
The Dangerous Goods
Route is 20-25% faster
than Alaska Avenue/8th
Street for trucks travelling
through Dawson Creek
48
7.4.2 Truck Parking
There is a need for truck parking in Dawson Creek adjacent to the truck routes.
Parking is needed to accommodate short- and long-term stops. A truck stop on the
Dangerous Goods Route would be beneficial if sufficient space and amenities such as
washrooms/showers, restaurant, fuel station, electricity, and Wi-Fi are provided. Truck
stop electrification is important to reduce emissions and fuel consumption from idling.
Information should also be provided on taxi and transit so that truck drivers may access
downtown or other commercial areas without their large vehicles.
Long-term truck parking in town can be provided in large parking lots that are not utilized
at night such as large box retail stores (i.e. Walmart, Canadian Tire, etc.), the Multiplex
(non-event nights), and sports field service road off 116 Avenue. Short-term parking may
be accommodated on private lands adjacent to truck routes with a time limit and surcharge
as negotiated with the landowner. This may be accommodated at the Dawson Mall, Visitor
Centre, maintenance/industrial yards, and so on.
7.5 DOWNTOWN PARKING
A parking analysis was undertaken for downtown Dawson Creek to review parking supply
and assess parking conditions. Parking observations were undertaken on Wednesday,
June 5th, 2013 from 10:00 to 11:00am and 2:00 to 3:00pm. Observations included
all on-street parking spaces and two off-street public lots on 103 Avenue. Results are
summarized below and described in detail in Appendix F. See Figure 10.
FIGURE 10. DOWNTOWN PARKING STUDY AREA
Survey Area Boundary
Alas
ka A
ve
#
102
1
Analysis Zone
2
4
Ave
th
St
103
6
12
104
Ave
9th
t
St
Ave
10t
hS
105
5
8th St
11t
h
St
3
Ave
49
7.5.1 Downtown Parking Supply
The downtown study area consists of 827 parking
spaces, which includes all on-street spaces and
off-street public lots. Approximately 59% of public
spaces are angled on-street parking, 32% are
parallel on-streets spaces, and 8% are in the two
off-street lots on 103rd Avenue. See Figure 9. The
majority (70%) of spaces have a 2-hour maximum
on them, while 15% are unrestricted and 14% have
a 1-hour maximum. See Table 22.
DOWNTOWN PARKING SUPPLY,
BY CONFIGURATION
Off-Street
8%
Parallel
32%
59%
Angle
TABLE 22. DOWNTOWN PARKING SUPPLY, BY RESTRICTION/TYPE
Type
Supply
One-Hour Restricted
111
13%
Two-Hour Restricted
569
69%
Unrestricted
120
15%
Disabled Parking
12
1%
Other (Fire Lane, Reserved, etc)
15
1%
Total
827
7.5.2 Downtown Parking Occupancy
Parking occupancy refers to the percentage of parking spaces occupied. Parking
occupancy is calculated based on observations made Wednesday, June 5th, 2013
from 10:00 to 11:00am and 2:00 to 3:00pm, as noted above. These results represent
a “snapshot” look at parking conditions during a typical weekday, however a more
comprehensive parking analysis would be required to provide evidence for significant
parking management actions.
Parking occupancy has been considered using the six zones identified in Figure 6.
The east of downtown (Zone 6) experienced the highest occupancy rate at 74% in the
PM. Areas between 102 Avenue and Alaska Avenue (Zone 2, Zone 4) also experience
occupancy rates above 50%. Areas west of downtown (Zone 1) and south of 103 Avenue
(Zone 3, Zone 5) experience lower occupancy rates. See Table 23.
The afternoon (“PM”) observation resulted in 29 more vehicles than the morning (“AM”)
observation. The PM overall occupancy rate was 49%, while the AM occupancy rate was
45%. Considered on a street-by-street basis, only 102 Avenue and 103 Avenue exceed
50% occupancy. The two off-street lots on 103 Avenue were observed at 65% and 53%
occupied.
50
TABLE 23. DOWNTOWN PARKING OCCUPANCY, BY ZONE
Street
Total
Spaces
AM
occupancy
PM
occupancy
Zone 1
190
25%
33%
Zone 2
128
61%
55%
Zone 3
139
29%
27%
Zone 4
172
56%
63%
Zone 5
108
47%
52%
Zone 6
90
67%
74%
Total
827
45%
49%
Parking occupancy has been considered on a block-by-block basis to determine locations
where occupancy is high. The following locations experienced the highest occupancy:
• 103 Avenue from 8th to 9th Street experienced 81% (AM) and 90% (PM) occupancy
on the north side and 50% (AM) and 80% (PM) on the south side, and from 9th to
10th Street experienced 62% (AM) and 76% (PM) occupancy on the north side;
• 102 Avenue from 8th to 9th Street experienced 62% (AM) and 76% (PM) occupancy
on the south side and from 10th to 11th Street experienced 62% (AM) and 76% (PM)
occupancy on the south side;
• 10th Street, 11th Street, and 12th Street between 102 and 103 Avenue experience
occupancy rates as high as 70% (AM) and 85% (PM);
7.5.3 Parking Management Strategies
Parking Supply
The assessment of parking conditions suggests that downtown parking demand is being
met and that no drastic measures are required. The City may wish to undertake additional
parking surveys using the same methodology as this plan if there is a desire to further
confirm this conclusion.
Concern was expressed over potential on-street parking impacts resulting from events at
the Calvin Kruk Centre. If parking availability becomes an issue, the City should conduct
parking occupancy counts of on-street parking on 104 Avenue and 10th Street to confirm
issues. If warranted, the City should convert on-street parking on 104 Avenue to angle
parking, which would increase parking supply by 20-25 spaces.
83%
of survey
respondents agree that
downtown parking is
available within walking
distance of destinations
Parking Allocation
Residents and business owners indicated that there is an issue of employees occupying
the most convenient parking spaces, which should remain unoccupied for customers and
clients. To address this issue, the City and the Chamber of Commerce should partner to
develop a parking information package that is circulated to downtown business owners
to share with their employees. The package should remind employees and business
owners that long-term (all day) parking should occur in the parking lots at the rear of their
business if available or in the public off-street lots on 103 Avenue. Employees should also
be encouraged to use alternative transportation such as cycling, walking, carpooling or
transit. See Section 8.
51
8. DEMAND MANAGEMENT
Transportation demand management (TDM) describes a range of policies, programs,
and services aimed at influencing how, why, when, and where we travel to induce more
sustainable travel behavior. TDM measures generally encourage walking, cycling, transit,
ridesharing and telecommuting, and discourage driving alone. Implemented correctly,
TDM presents an opportunity to meet travel demand more efficiently by making use of
existing system capacities, while reducing public infrastructure spending, facilitating active,
healthy lifestyles, and decreasing greenhouse gas emissions.
8.1 STAFF RESPONSIBILITY + RESOURCES
TDM is particularly ineffective when the organizing agency has insufficient staff resources
to assign to executing TDM or the roles/responsibilities for executing TDM are not defined
or misunderstood. It is important that the City ensure that current staff resources are
sufficient and that the roles/responsibilities of staff are understood with regards to the
TDM and other transportation program recommendations of this plan. Sustainability
staff need to be prepared to execute the special events (Section 8.2.3), coordinate safe
routes to school programs (8.3.1), administer the bicycle skills training program (8.3.2),
and promote employee TDM efforts. Planning staff need to ensure land developers and
Council use the site design for sustainable transportation checklist (8.4.3) and promote
opportunities to achieve LEED credits through sustainable transportation (8.4.2).
Engineering / Public Works need to have a system in place to respond to resident pothole
issues (7.1) and work with schools on active and safe routes to schools (8.3.1).
8.2 PROMOTION + EVENTS
8.2.1 Web Portal
A web portal is recommended as a “one stop shop” for any travel information Dawson
Creek residents are seeking. It should contain the following:
▪ A multi-modal route map that identifies sidewalks, trails, cycling routes, and transit
routes and bus stop locations.
▪ A “travel cost calculator” that describes the cost of annual vehicle usage as compared
to walking, cycling, and transit.
▪ A rideshare database that allows residents to enter planned trips to neighbouring
communities (ie. Fort St John, Grande Prairie) and offer rides to other residents.
▪ A work place travel plan template that provides instructions for employers looking to
help plan their employee travel.
▪ Links to further information on travel options in Dawson Creek, including BC Transit,
Greyhound, taxi operators, airport schedules, and so on.
What does a Transportation Web Portal Look Like?
The following are examples of transportation web portals from other communities
that consist of many of the features recommended for Dawson Creek.
▪ Metrolinx (Greater Toronto/Hamilton) - www.smartcommute.ca/en/home
▪ Arlington, VA - www.commuterpage.com/
▪ Peterborough, ON - www.peterboroughmoves.com
▪ A greenhouse gas emissions calculator that identifies the environmental impact of a
resident’s annual or lifetime vehicle usage.
52
8.2.2 Recognition Program
The City should consider developing a “Travel Green” business recognition program to
reward businesses that demonstrate low single-occupant vehicles commuting among
employees. Recognized businesses should be publicized by the City and Chamber of
Commerce and would be eligible to use the “Travel Green” in their marketing materials.
The City should partner with the Chamber of Commerce to administer the program and
consideration may be given to broadening the scope of the program to include broader
environmental initiatives such as energy efficiency and waste reduction.
8.2.3 Special Events
Special events should be used to raise the profile of walking, cycling, transit, and
carpooling. These may be one-time events or reoccurring annual or semi-annual events.
The City should seek to partner with community organizations, local businesses, adjacent
jurisdictions, and service providers to deliver special events and broaden their impact.
There are a wide variety of events that the City may pursue, some of which are listed
below, although there are numerous others that the City may also pursue.
▪ Bike to Work Week is held in the last week of May and includes challenges, events,
and prizes to encourage cycling to work and school - www.biketowork.ca
▪ Clean Air Day is held during the first week of June to raise awareness and
encourages action on clean air and climate change issues - www.ec.gc.ca/sce-cew
▪ Commuter Challenge is a Canada-wide event in early June of friendly competition
among organizations to see who achieves the highest percentage of employees
walking, cycling, riding transit, and carpooling - www.commuterchallenge.ca
▪ Earth Day events are held world-wide on April 22nd to demonstrate support for
environmental protection - www.earthday.ca
▪ Jane’s Walk is inspired by activist Jane Jacobs and is a series of neighbourhood
walking tours developed and delivered by citizens - www.janeswalk.net
▪ Spring into Spring is a week-long event between earth week and clean air day to
promote daily physical activity, a healthier environment and safer streets - www.
saferoutestoschool.ca/spring-spring
▪ Winter Walk Day is held in early February to promote walking to school and provide
instruction on how to dress for the winter walking - www.shapeab.com
▪ Walk to School Week is held in mid-October to promote children walking to school
and around their community - www.shapeab.com
53
8.3 ACTIVE TRANSPORTATION
8.3.1 Active + Safe Routes to School
Active and Safe Routes to School programs aim to increase walking and cycling to school,
typically focusing on elementary and middle schools through promotion, incentives,
education, engineering, safety enhancements, and enforcement. These programs typically
involve partnerships between municipalities, school staff, school districts, transportation
service providers, and parent groups.
The City should outreach to Canalta, Crescent Park, Ecole Frank Ross, and Tremblay
Elementary Schools to undertake an active and safe routes to school process. With
assistance from the City, each school will prepare a travel plan that lists actions to
encourage walking and cycling and enhance safety. Actions may include the following.
▪ Walking and cycling audit is undertaken by the school on routes leading to the school.
The audit should consider sidewalks, trails, cycling routes, crosswalks, signage,
road condition, and so on. The results are communicated to the City’s Engineering
department and a plan is developed to address problem locations.
▪ An on-site audit is undertaken to assess routes and facilities on the school site, such
as walking routes, connections to off-site routes, accessibility, bike parking, and so
on. The results are communicated to the School District’s facilities staff and a plan is
developed to address problem locations.
▪ Schools establish and organize community mobilization programs such as walking
school buses, walking buddies, and ride sharing. Active involvement by the school or
a committed parent group is required for these programs to be successful.
▪ Schools host celebrations and offer rewards for students who walk or bike. Special
events may be held in conjunction with Bike to Work Week in May. Principals and/or
students may host a challenge week between each school.
▪ Information on healthy living and active travel included in student curriculum. The City
may assist schools and the School District to develop material or could propose it as
a student project in a Northern Lights College Social Science or Engineering course.
The City should pursue three opportunities to host CAN-BIKE skills courses.
1. Host a cycling skills course available to all Dawson Creek residents as part of Bike to
Work Week in late May;
2. Partner with the School District to host cycling skills courses in Dawson Creek schools
in Spring; and
3. Partner with large employers in Dawson Creek to hold cycling skills courses for their
employees to encourage bicycle commuting.
More information about CAN-BIKE courses is available at - www.canbike.net
8.3.2 Bicycle Skills Training
A bicycle skills training program is recommended as a means to encourage new cyclists
and instill confidence and comfort among existing cyclists. CAN-BIKE is the Canadian
Cycling Association’s national skills course program that offers adult and youth courses
across Canada. Their skills courses combine classroom and on-road training taught by
certified cycling instructors, and empower cyclists to ride safely in heavy traffic, plan
appropriate routes, manouvre in uncomfortable situations, and adjust to riding at night or
in cold/wet weather.
54
8.3.3 Cyclist Awareness Strategy
Dawson Creek cyclists noted that poor motorist behaviour is a significant deterrent to
cycling. The City should take steps to address this issue by preparing a bicycle awareness
brochure and distributing it throughout the community, providing safe driving tips and
driving etiquette reminders through social media or radio, and pursuing other opportunities
to raise the profile of cyclists.
An example of a bicycle awareness brochure from Birmingham, UK:
http://bikenorth.birmingham.gov.uk/how-to/cyclist-awareness-guide-for-drivers
What is a Walking School Bus?
A walking school bus is a group of children that walk to school accompanied by one
or more adults (usually parents of children on the bus). The “bus” picks up students
at homes or designated locations along the route. Walking school buses can be
informal arrangements between neighbours or official school-wide endeavours with
trained volunteers and a structured timetable and meeting points. “Bicycle Trains”
are a similar arrangement, where groups of children cycle to school.
Source: www.tcpalm.com
55
8.4 REGULATIONS + POLICIES
The City can ensure that future development is more supportive of walking, cycling,
transit, and carpooling through its development regulations and proactive planning with
prospective land developers.
8.4.1 Cash In-Lieu of Parking
The Local Government Act permits British Columbia municipalities to establish a bylaw
that allows a prospective developer to pay cash in-lieu of required parking spaces. All
funds must be used toward providing public parking facilities or on infrastructure that
supports walking, cycling, transit, or other forms of alternative transportation. Cash in-lieu
provides an opportunity to fund alternative transportation infrastructure such as bus stops
and cycling facilities. Cash in-lieu will not benefit the downtown because the City has
exempted downtown properties from parking requirements.
Establishing appropriate cash in-lieu rates is essential for a successful program.
Rates must be high enough that they allow the City to build alternative transportation
facilities with monies collected, but not so high that prospective developers will find it
prohibitive and choose to supply parking rather than cash in-lieu.
It is recommended that the City develop a cash in-lieu bylaw and reserve fund for the
development of alternative transportation infrastructure. Each space should be valued at
$10,000 and a developer should be allowed to provide cash in-lieu for up to 25% of the
spaces required.
8.4.2 TDM + LEED Credits
Transportation and TDM design measures provide an opportunity for points toward
Leadership in Energy and Environmental Design (LEED) certification in new construction
and neighbourhood development. Credit options in new construction include:
▪ Public Transportation Access (3, 6 credits)
▪ Bicycle Storage and Changing Rooms (1)
▪ Low-Emitting and Fuel-Efficient Vehicles (3)
▪ Parking Capacity (2)
The LEED system also offers the opportunity for “Innovation in Design” credits for the
provision of sustainable features unaccounted for in the basic credit options. Additional
TDM measures are one method to obtain these credits.
Visit the Canada Green Building Council website for more information on the LEED
certification system - www.cagbc.org
LEED credit options in neighbourhood development include:
▪ Locations with reduced automobile dependence (7)
▪ Bicycle network and storage (1)
▪ Reduced parking footprint (1)
▪ Street network (2)
▪ Transit facilities (1)
▪ Transportation demand management (2)
56
8.4.3 Sustainable Transportation Checklist
Effective site design can enhance the attractiveness, convenience, and safety of walking,
cycling, and transit, while not compromising the efficiency of vehicle travel. Conversely,
if a site is not designed to provide access for sustainable transportation modes, users
could be significantly discouraged from its use—a preventable situation given the level of
information currently available. Additionally, the City’s OCP, Section 7.1 has strong policy
directions in support of walking and cycling provisions.
The body of knowledge around site design to encourage sustainable transportation
is based on the Institute of Transportation Engineers (“ITE”) Promoting Sustainable
Transportation Through Site Design. The ITE guidelines are arranged into four categories:
1. Site organization elements that determine the relative proximity
and interconnectedness of buildings and key site features.
2. Site layout elements that determine how individuals will arrive at
and travel through a site.
3. Site infrastructure elements determine how physical features will be designed
and built to facilitate access by sustainable transportation modes.
4. Site amenity elements determine the functionality and attractiveness of the site
from the perspective of the pedestrian, cyclist, and transit rider.
A checklist entitled “Site Planning for Sustainable Transportation” has been created
and included in Appendix H based on the detailed guidelines in the ITE guide and
OCP policies. The City should use the checklist pro-actively with prospective land
developers to communicate the elements that the City wishes to see in development
relative to sustainable transportation. The City may also use the checklist when
assessing development proposals and as criteria against which Council may consider a
development’s merit.
8.4.4 Complete Streets Policy
A “complete street” is designed for all ages, abilities, and modes of travel. On complete
streets, safe and comfortable access for pedestrians, bicycles, transit users and the
mobility-impaired is not an afterthought, but an integral planning feature. A complete
streets policy ensures that transportation planners and engineers consistently design and
operate the entire street network for all road users, not only motorists.
1. High-quality, accessible bus stops will be provided as part of any new street or street
improvement along an existing or future transit route.
2. Sidewalks or appropriate pedestrian facilities should be provided as part of any new
street or street improvement only where adjacent land uses necessitate it or a route
connects pedestrian generators.
3. On-road or roadside cycling facilities should be provided as part of any new street
or street improvement only when a street is a designated cycling route or cycling
demand necessitates it.
The City should adopt a “complete streets” policy that stipulates any new investment in
road infrastructure will be based on a transportation hierarchy that ensures appropriate
accommodations are made for all travel modes. The policy will not require all streets
include facilities for pedestrians, cyclists, transit, and vehicles, only that each mode is
considered and facilities are provided where appropriate. A few examples:
57
How Can Employers Encourage Sustainable Commuting?
The following are examples of initiatives for employers to encourage sustainable
commuting among their employees.
▪ Allow compressed work weeks where employees are entitled to a regular day
off in exchange for longer working hours
▪ Permit employees to work from home
▪ Establish a guaranteed ride home program that allows employees that walk,
cycle, ride transit, or carpool to access a ride home in case of emergency
▪ Identify “priority” parking spaces for carpool or low-emission vehicles
▪ Reimburse work-related travel conducted by walking, cycling, or transit
▪ Select random days where employees who walked, cycled, rode transit, or
carpooled are eligible to win a prize
▪ Subsidize employee monthly bus passes
▪ Create a ride share list in your office that identifies regular drivers, their route
and time, and encourage employee with similar habits to carpool
▪ Ensure employees have access to secure bicycle parking and shower/change
facilities
▪ Create staff travel plans using the City’s “staff travel plan” template
▪ Create a “One Day a Week Club” that rewards employees who leave their
vehicle at home at least one day a week
▪ Challenge a competitor business to see who can have a larger number of
employees walk, cycle, or ride transit in a given week
58
9. IMPLEMENTATION PLAN
The implementation plan provides the road map for how the City will implement the
actions contained in this plan in pursuit of the 25-year vision. The following section
summarizes the plan’s “big steps”, opportunities for collaboration, action plans for
the pedestrian network, cycling network, road network and policies/programs, and a
monitoring and follow-up program.
9.1 “BIG STEPS”
The plan identifies a whole series of recommendations to guide the City toward an
improved multi-modal transportation system. While all action items are important in
realizing this vision, the following items are the largest, “big ticket” items that are the most
important investments in the transportation system.
1. The 13th Avenue corridor is envisioned as a continuous, multi-use route spanning
from 10th Street to 92 Avenue. This will include a new CN Rail crossing immediately
north of Alaska Avenue that provides a fourth vehicle access from the City’s north
residential areas to downtown. A “cycletrack“ (separated cycling facility) is proposed
that would connect the Dawson Trail with a new trail along Ravine Park and into the
future Harvest View - Sunset Ridge residential area.
2. A city-wide cycling network is proposed consisting of multi-use trails and on-road
cycling facilities. Key routes include the Dawson Trail, 13th Street, 17th Street, 116
Avenue, 95 Avenue, 102 Avenue, and a “rail-trail“ adjacent the CN Rail line. The
majority of the identified cycling routes can be developed with only paint markings
and signs, with the exception of the multi-use trail improvements and 13th Street
cycletrack.
3. Investment in approximately 18km of sidewalks is recommended in the next
25 years, including upgrades to 6.4km of existing sidewalks and 11.5km of new
sidewalks.
4. A roundabout is proposed for the 10th Street / 13th Street / 108 Avenue intersection
to improve operations. Additionally, the pedestrian / cycling portion of the 10th Street
bridge is recommended for widening, immediately south of the proposed roundabout.
59
9.2 ACTION PLAN
The action plan identifies the priority infrastructure investments and policy/program
actions. Cost estimates are “order of magnitude” and require design concepts in order to
develop more refined cost estimates.
9.2.1 Pedestrian Network
The Long-Term Pedestrian Network consists of approximately 61 km of sidewalks,
comprised of existing sidewalks, as well as proposed upgraded sidewalks and new
sidewalks that will cost an estimated $13-million to develop.
Priority pedestrian network projects are identified that should be completed in the next
five years. See Table 24. An annual budget of $910,000 is required to complete all
recommended five-year improvements. A five-year review should be conducted to reassess subsequent pedestrian network improvements.
TABLE 24. FIVE-YEAR PRIORITY PEDESTRIAN IMPROVEMENTS
Location
1. Repair 102 Avenue / 14th Street crosswalk
Estimated
Cost
$20,000
Sidewalks north of Tremblay School - 111 Ave (north side),
13a St, 14 St, 14a St (both sides), 15th St (east side)
$650,000
3.
Relocate 10th Street / 107 Avenue crosswalk
(concurrent with alternate Dawson Trail route)
$80,000
4.
102 Avenue, sidewalk north side
$70,000
5.
95 Avenue, sidewalk both sides
$700,000
6.
12th Street, both sides sidewalk
$120,000
7.
13th Street to 17th Street (concurrent w/ 94 Ave walkway)
$400,000
8.
94 Avenue walkway upgrade, east of 13th Street
(concurrent w/ 94 Ave sidewalk)
$70,000
9.
8th Street, sidewalk east side
Alaska Avenue to north of 91 Avenue
$1.2-million
10.
$700,000
11.
6th Street to 8th Street (concurrent w/ bus stop upgrade)
$350,000
$4.6-million
9.2.2 Cycling Network
The Long-Term Cycling Network includes approximately 33 km of cycling routes - multiuse trails, cycletracks, bike lanes, and bikeways. Total cost is estimated at $8.7-million.
Priority cycling network projects are identified for completion in the next five years. See
Table 25. An annual budget of $260,000 is required to complete all recommended fiveyear improvements. A five-year review should be conducted to re-assess subsequent
cycling network improvements and prepare an action plan for major network items such as
the 13th Street corridor, east portion of the Dawson Trail, and proposed Rail Trail.
2.
60
TABLE 25. FIVE-YEAR PRIORITY CYCLING IMPROVEMENTS
Route
Estimated
Cost
1.
116 Avenue bike lane, 17th Street to 4th Street
North side only, lane already provided on south side
$50,000
2.
Secondary Dawson Trail routing adjacent 10th Street
(concurrent with 10th Street / 107 Avenue crosswalk relocation)
$100,000
3.
95 Avenue Bikeway, 17th Street to 3rd Street
Paint markings and signage only
$150,000
4.
116 Avenue Roadside Trail (south side), 4th Street to 8th Street
To be completed after 116 Avenue bike lane installed
$450,000
5.
Ravine Trail, 92 Avenue to 96 Avenue portion
Remainder concurrent with Sunset Ridge - Harvest View site
$375,000
6.
17th Street Bike Lanes, 89 Avenue to 116 Avenue
Study may be required to confirm sufficient road width
$175,000
$1.3-million
9.2.3 Transit Infrastructure
Priority bus stop improvements are identified that should be completed in the next
five years. See Table 26. An annual budget of $25,000 is required to complete all
recommended five-year improvements. A five-year review should be conducted to reassess subsequent bus stop improvements.
TABLE 26. FIVE-YEAR PRIORITY BUS STOP IMPROVEMENTS
1. 103 Avenue / Co-op Mall (100) (concurrent w/ 103 Ave sidewalk)
2. 8th Street / 96 Ave (110) (concurrent w/ 8th Street sidewalk)
5. 10th St south of 91a Ave, SB (116)
6. 13th St north of 104 Ave, NB (142)
7. 8th St south of 105 Ave, SB (200)
8. Northern Lights College, WB (204)
9. Canalta School (222)
10. 102 Ave east of 14th St, WB (301)
61
9.2.4 Road Network
The Long-Term Road Network includes three new road links and two intersection
upgrades. See Table 27. Costs associated with these improvements are significant,
although none are required within the five-year timeframe. A five-year review should be
conducted to re-assess priority and need for long-term improvements.
TABLE 27. LONG-TERM ROAD NETWORK IMPROVEMENTS
Location
1.
13th Street corridor extension from Alaska Highway to 95 Avenue
(concurrent with cycling improvements)
2.
102 Avenue connection
(assumed road to be built by adjacent developer)
3. 116 Avenue / 1st Street connection
4.
10th Street / 13th Street / 108 Avenue roundabout
(consider concurrent with 10th Street trail/crosswalk project)
5. 8th Street / 96 Avenue intersection signalization
Estimated
Cost
$1.5-million
n/a
$5.75-million
$450,000
$350,000
Priority road network projects are identified that should be completed in the next two
years. See Table 28. Budgets should be allocated to address each priority project.
TABLE 28. TWO-YEAR PRIORITY ROAD NETWORK PROJECTS
Location
1. Restrict right-out movement from frontage road to 116 Avenue
Estimated
Cost
$20,000
Remove stop signs on 108 Avenue at 19th Streeet
and assess need for traffic calming
Staff
Resources
3.
Remove stop signs on 8th Street at 92 Avenue
and assess need for traffic calming
Staff
Resources
4.
Study 102 Avenue / 10th Street intersection to address safety
issues and improve urban design
$40,000
2.
62
9.2.5 Policies + Programs
A series of policies, programs, and actions are recommended in support
of infrastructure improvements. See Table 29. Actions are short-term,
medium-term or long-term, resources/costs are identified, and
opportunities to partner with other organizations.
Timeframe
Short-term, two years
Medium-term, two to five years
Long-term, five years or more
TABLE 29. RECOMMENDED POLICY + PROGRAM ACTIONS
Reference
Conduct a five-year review of the
Transportation Master Plan to create a new
five-year implementation plan
n/a
Adopt policy clarifying the City’s approach to
mid-block walkways
Sec 5.1.3
pg 19
Address snow clearing issues on property
frontages through enforcement
Sec 5.1.5
pg 20
Establish bike parking incentive program
Sec 5.4.3
pg 32
Adopt an Accessibility Policy to ensure Cityowned facilities are designed for universal
access
Sec 5.5.2
pg 32
Conduct an accessibility audit of City-owned
facilities to identify barriers
Sec 5.5.1
pg 32
Establish an annual budget to undertake
accessibility improvements at City-owned
facilities
Sec 5.5.1
pg 32
Support BC Transit in developing a transit
system service review
Sec 6.1
pg 35
Establish annual budget to fund priority bus
stop improvements
Sec 6.2.3
pg 37
Pursue bus shelter funding through BC
Transit’s “bus shelter program” to fund priority
bus stop improvements
Sec 6.2.3
pg 37
Pursue secondary bus stop improvements
(remove stops, move stops, reorient signs)
Sec 6.2.2
pg 36
Finalize and adopt traffic calming policy
Sec 7.2.1
pg 50
Timeframe
Resources
Staff
Study
Funds
Partnership
Opportunities
On-going
Bicycle club, bike shop,
Chamber of Commerce
Society for Community
Living
BC Transit,
transit operator
BC Transit
On-going
Transit operator,
emergency services
Action
63
Timeframe
Resources
Partnership
Opportunities
Action
Reference
Establish truck route policy
Sec 7.3.1
pg 50
Monitor parking conditions surrounding the
Calvin Kruk Centre and increase supply if
warranted
Sec 7.4.3
pg 53
Create downtown parking information kit and
circulate to downtown employers/employees
Sec 7.4.3
pg 53
Develop a travel “web portal”
Sec 8.2.1
pg 54
Develop a “travel green” business recognition
program
Sec 8.2.2
pg 55
Establish an “active + safe routes to school”
program and develop plans for each
elementary school
Sec 8.3.1
pg 56
Offer bicycle skills courses to residents,
schools, and employers
Sec 8.3.2
pg 56
Chamber of
Commerce, schools,
School District
Execute a cyclist awareness campaign to raise
the profile of cyclists on roads
Sec 8.3.3
pg 57
Cycling club
Establish a cash in-lieu of parking mechanism
in the zoning bylaw
Sec 8.4.1
pg 58
Finalize and adopt a sustainable transportation
checklist for future development
Sec 8.4.3
pg 59
Develop and adopt a “complete streets” policy
to guide future transportation planning and
design
Sec 8.4.4
pg 59
Staff
Study
Funds
Trucking association
Chamber of Commerce
Chamber of Commerce
On-going
School District,
schools
64
MAPS
1. Long-Term Pedestrian Network
2. Long-Term Cycling Network
3. Long-Term Road Network
Dawson Creek
TRANSPORTATION MASTER PLAN
10
LONG-TERM PEDESTRIAN NETWORK
Rd 21
18A
St
18 St
88 Ave
88 Ave
10
St
Dr
Lyman
Dr
4 St
5 St
2 St
lD
khil
Par
Areas surrounding
Tremblay School
Hw
y
104 Ave
108 Ave
102 Avenue in front of
City Hall
14th Street between
104 and 105 Avenue
49
105 Ave
105A Ave
13 St
108 Ave
4 St
Ave
r
14 St
16 St
5 St
7 St
15 St
18 St
8 St
106
Ave
8A
St
107
Library
Dawson Mall
109 Ave
110 Ave
1 St
10 St
9 St
112 Ave
7 St
113 Ave
12 St
113 Ave
Collins Rd
6 St
Hospital
112 Ave
13A St
14 St
Par
k
10 St
111 Ave
7 St
9 St
10 St
d
117 Ave
11 St
118 Ave
1 St
119 Ave
9 St
120 Ave
121 Ave
Airport
122 Ave
Vic Turner Airport Rd
Airport Rd
Multiplex
access road
Hwy 2
Frontag
e Rd
1 St
Adams Rd
4 St
strataroad
6 St
122 Ave
Rd 217
14 St
!
116 Ave
sidewalk, new
115 Ave
aR
Roll
116 Ave
3 St
5 St
Northern Lights College
Tremblay School
115 Ave
4 St
114 Ave
114 Ave
16 St
17 St
St
113 Ave
"
111 Ave
14A
16 St
ROUTES
Vie
wD
r
Canalta School
Crosswalk,
Existing
Multi-Use
Trail, existing
! Crosswalk, Future
Multi-Use Trail, future
Sidewalks
Sidewalks,
Existing
Mid-Block
Walkway
Sidewalk, Future Upgrade
Sidewalk, Future New
Mid-Block Walkways
CROSSWALKS
Multiuse Trail
Existing
Multiuse Trail, Existing
Multiuse Trail, Future
! Future
Co-op Mall
Dawson Creek Secondary Central Campus
Chamberlain Dr
109 Ave
Rd
103 Ave
Pool
!
Rotary Lodge
McK
ellar
Ave
19 St
Willowview Dr
Cres
Poplar
20 St
107 Ave
Dawson Creek Secondary South Peace Campus
Future sidewalk, upgrade
Wil
so n
10
St
Ave
9 St
104
Arena
107 Ave
Cedarwood Crt
100B Ave
100B Ave
Ave
110 Ave
Existing sidewalk
oo
d
!
11
St
105
105 Ave
100 Ave
100A Ave
Tourist Centre
106 Ave
11.5km
7 St
9 St
12
St
12A St
13A St
105 Ave
Aspen Dr
Ave
6 St
14 St
104 Ave
6.4km
98 Ave
99 Ave
City Hall
102 Ave
104 Ave
100
Mountain Christian School
97A Ave
13 St
!
Willowbrook Cres
97A Ave
3 St
11
St
16 St
18 St
18 St
13A St
101 Ave
96A Ave
re
s
97 Ave
Cr
es
Spin
ney
Dr
99
Ave
Ala
ska
Ave
100 Ave
19 St
W
at
so
nC
10 St
!
99 Ave
20 St
Cre
s
4 St
ec
k
6 St
Re
asb
8 St
wa
ll
97 Ave
99 Ave
PROBLEM AREAS
96 Ave
9 St
Co
rn
Roy Forbes Dr
96A Ave
97 Ave
101 Ave
94 Ave
9 St
11 St
13 St
!
96 Ave
13 St
14 St
18 St
19 St
13A St
tg
Fr
12 St
16 St
97
20 St
y
Hw
20 St
7 St
11 St
13 St
d
un
14 St
ro
pg
Ravine Dr
16 St
m
ca
SIDEWALK CONDITION
93 Ave
95 Ave
96 Ave
98 Ave
Good
es
Cr
92 Ave
Kiwanis Centre
96 Ave
UPGRADED SIDEWALKS
68%
y
le
!
95 Ave
!
Hwy 97
Rotary Lake
TOTAL SIDEWALK LENGTH
Elw
Forest Park Dr
Ecole Frank Ross School
93 Ave
Rd
91 Ave
22%
r
ve
27 St
Crescent Park School
y
er
et
m
Ce
90 Ave
l
Ca
e
Av
St
20
t2
Loran Dr
92
s
po
19 St
ile
M
93
Av
e
18
St
ric
sto
Hi
91 Ave
NEW SIDEWALKS
Fair
9 St
Rotary Manor
10 St
wy
19 St
H
ka
90 Ave
94 Ave
Rd 94
89 Ave
90 Ave
92 Ave
PROPOSED SIDEWALKS
10%
89 Ave
20 St
as
Al
89 Ave
Poor
50km
87 Ave
10 ST
20A St
86 Ave
19A St
21 St
87A Ave
EXISTING SIDEWALKS
85 Ave
86 Ave
Rosella Borek
tg
Fr
84 Ave
9 St
wy
19A st
H
ka
17A St
as
Al
83 ave
87 Ave
Future
Crosswalks
q
0
0
0.25
0.5
1
Kilometers
1.5
2
Dawson Creek
0
21
LONG-TERM CYCLING NETWORK
Rd 21
q
0
18A
tg
Fr
St
85 Ave
87A Ave
10 ST
88 Ave
88 Ave
Ave
Dr
Lyman
oo
d
7 St
4 St
106
Ave
Ave
105A Ave
13 St
2 St
108 Ave
9 St
112 Ave
7 St
Collins Rd
113 Ave
116 Ave
3 St
115 Ave
aR
Roll
116 Ave
1 St
9 St
118 Ave
CYCLING ROUTES
Soccer Field Road
9 St
119 Ave
7 St
10 St
d
117 Ave
11 St
14 St
115 Ave
4 St
114 Ave
5 St
5 Northern Lights College
5 Tremblay School
6 St
113 Ave
12 St
13A St
14 St
112 Ave
St
16 St
1 St
10 St
r
Vie
wD
Par
k
16 St
14A
114 Ave
110 Ave 10 St
111 Ave
Hospital
111 Ave
4 St
107
5 Dawson Creek Secondary South Peace Campus
113 Ave
120 Ave
Existing
utesFuture
Airport
122 Ave
Adams Rd
Multiplex
access road
Airport Rd
4 St
strataroad
6 St
122 Ave
Hwy 2
Rosella Borek
121 Ave
Frontage
Rd
1 St
Lane
Rd 217
ultiuse Trail
Multi-Use Trail
uture Multiuse Trail
Cycletrack
/ Buffered
uture Cycle Track/Buffered
Lane
ke Lane
Bike Lane
uture Bike Lane
uture Bikeway Bikeway
49
14 St
109 Ave
17 St
Hw
y
104 Ave
Bikeways are routes on urban
or neighbourhood streets
with low traffic volumes and
reasonable grades. Bikeways
are marked with pavement
markings or “sharrows”, specific
route signage, and wayfinding
signs that indicate connecting
routes. Traffic calming
treatments improve the cycling
environment.
Dawson Mall
110 Ave
5 Canalta School
r
Bicycle Lanes are designated
exclusively for bicycle travel and
separated from motor vehicle
lanes. They are indicated with
a bicycle stencil and diamond
paint markings, and are marked
with dedicated signs.
6 St
ve
Library
108 Ave
109 Ave
D
hill
Cycletracks are located within
the road right-of-way, but
physically separated from traffic
by parked cars, bollards, or a
physical barrier. Cycletracks
combine the experience of
an off-street pathway and a
conventional bike lane.
5 Dawson Creek Secondary Central Campus
A
8A
St
Chamberlain Dr
16 St
5 St
7 St
15 St
18 St
Cedarwood Crt
Pool
Rotary Lodge
McKel
lar
19 St
Willowview Dr
Cres
Poplar
107 Ave
k
Par
103 Ave
Arena
107 Ave
Co-op Mall
8 St
9 St
104
Ave
Rd
10
St
11
St
13A St
105
106 Ave
Aspen Dr
100B Ave
Wil
so n
105 Ave
100 Ave
100A Ave
Tourist Centre
13 St
14 St
18 St
105 Ave
Multi-Use Trails are physically
separated from roads and
provide sufficient width and
supporting facilities to be used
by cyclists,
Ave
100B Ave
104 Ave
104 Ave
98 Ave
99 Ave
9 St
10
St
12
St
12A St
City Hall
102 Ave
100
5 Mountain Christian School
97A Ave
3 St
11
St
16 St
18 St
10 St
13A St
101 Ave
101 Ave
Willowbrook Cres
97A Ave
Spin
ney
Dr
99
Ave
Ala
ska
Ave
100 Ave
96A Ave
re
s
97 Ave
Cr
es
99 Ave
99 Ave
19 St
W
at
so
nC
5 St
ec
k
Cre
s
4 St
wa
ll
Re
asb
97 Ave
20 St
7 St
96 Ave
6 St
97 Ave
Co
rn
8 St
96A Ave
9 St
Roy Forbes Dr 11 St
96 Ave
13 St
13A St
14 St
18 St
19 St
20 St
12 St
tg
Fr
96 Ave
98 Ave
94 Ave
95 Ave
13 St
97
16 St
y
Hw
20 St
Kiwanis Centre
95 Ave
Hwy 97
20 St
Dr
9 St
93 Ave
11 St
d
un
14 St
ro
pg
13 St
m
ca
Ravine Dr
92 Ave
93 Ave
96 Ave
Cyprus Crt
3.2 km
Elw
Forest Park Dr
5 Ecole Frank Ross School
94 Ave
Rotary Lake
6.6 km
es
Cr
e
5 Crescent Park School
e
m
Ce
1.5 km
y
le
16 St
t2
27 St
92 Av
d
17.8 km
r
ve
Loran Dr
St
20
R
ry
te
91 Ave
l
Ca
s
po
19 St
ile
M
93
Av
e
18
St
ric
sto
Hi
91 Ave
90 Ave
9 St
y
Rotary Manor
10 St
Hw
19 St
ka
90 Ave
90 Ave
92 Ave
Rd 94
89 Ave
89 Ave
20 St
as
Al
89 Ave
PROPOSED BICYCLE FACILITY TYPES
87 Ave
18 St
87 Ave
20A St
86 Ave
19A St
21 St
86 Ave
9 St
wy
19A st
H
ka
17A St
as
Al
83 ave
84 Ave
q
0
0.25
0.5
1
Kilometers
1.5
2
Dawson Creek
q
LONG-TERM STREET NETWORK
q
Rd 21
0
H
ka
as
Al
17A St
83 ave
wy
84 Ave
tg
Fr
et
er
y
97
16 St
Rd
y
Hw
n Dr
od
Dr
Elw
o
7 St
Lyma
8 St
5 St
2 St
4 St
6 St
3 St
5 St
nR
100B Ave
d
Pool
Co-op Mall
rk
Pa
lD
hil
r
Hw
y
104 Ave
49
108 Ave
9 St
7 St
9 St
10 St
117 Ave
Collector
7 St
118 Ave
119 Ave
Local
Future Collector
120 Ave
1 St
11 St
Existing Collector
115 Ave
í
é
è
í
é
è
116 Ave
Rd
12 St
116 Ave
114 Ave
4 St
3 St
114 Ave
a
Roll
121 Ave
122 Ave
Airport
Adams Rd
Intersections
Multiplex
í
é
è
í
é
è
Hwy 2
Rd 217
1 St
Signal,
existing
!
( Existing
Roundabout
Airport Rd
4 St
strataroad
122 Ave
6 St
14 St
1 St
113 Ave
5 Tremblay School
115 Ave
112 Ave
112 Ave
5 St
13 St
Hospital
113 Ave
13A St
16 St
14A St
113 Ave
16 St
í
é
è
í
é
è
5 Dawson Creek Secondary South Peace Campus
111 Ave
Dawson Mall
Collins Rd
109 Ave
4 St
106 Ave
6 St
Ave
Soccer Field Road
108 Ave
Arterial
Future Signal or Roundabout
Wi
lso
7 St
Arena
107
14 St
16 St
18 St
9S
St
10
Ave
Library
Existing Arterial
!
100 Ave
t
èAlaska Ave
í
é
!
(
í
é
è
í 103 Ave
é
è
í
é
è
104
í
é
è
Ave
í
é
è
Chamberlain Dr
19 St
99 A
ve
St
11
St
12
13A St
15 St
Tourist Centre
11
16 St
14 St
13 St
St
18 St
18 St
19 St
es
Cr
Existing Highway
Signal / roundabout, future
98 Ave
99 Ave
8 St
14 St
13 St
19 St
es
Cr
20 St
ll
wa
rn
20 St
Co
Dr
Ave
13A St
105
107 Ave
114 Ave
í Existing Signal
é
è
Roundabout,
existing
97A Ave
5
110 Ave
í
é
è
ney
100
97 Ave
Rotary Lodge
Dawson Creek Secondary Central Campus
5 Canalta School
Future Local
INTERSECTIONS
Spin
City Hall
104 Ave
es ?
Cotonwo od Cr
Cedarwood Crt
Aspen Dr
res
100A Ave
102 Ave
Willowbrook Cres
ck
C
í
é
è
í
é
è
101 Ave
106 Ave
Existing Local
96A Ave
sbe
6 St
Ce
m
tg
99 Ave
105 Ave
Road Classification
Highway
Re
a
96A Ave
í
é
è
í
é
è
98 Ave
104 Ave
Existing Future
95 Ave
Fr
97 Ave
101 Ave
109 Ave
94 Ave
95 Ave
97 Ave
100 Ave
ROAD CLASSIFICATIONS
7 St
nd
í
é
è
99 Ave
lar
Kiwanis Centre
96 Ave
96 Ave
Rotary Lake
p
Po
9 St
u
ro
pg
94 Ave
20 St
92 Ave
93 Ave
93 Ave
14 St
m
ca
Rd 94
13A St
27 St
91 Ave
11 St
2
st
po
Loran Dr
13 St
Ra
vin
eD
r
ile
Av
e
Forest Park Dr
M
ic
92
10 St
Rotary Manor
19 St
r
sto
Hi
Av
e
92 Ave
Hwy 97
89 Ave
90 Ave
16 St
wy
93
9 St
18 St
19A St
89 Ave
19 St
H
ka
as
Al
20A St
87 Ave
88 Ave
10 ST
20 St
87 Ave
86 Ave
17 St
21 St
85 Ave
86 Ave
0
0.25
0.5
1
Kilometers
1.5
2
APPENDIX A
OFFICIAL COMMUNITY PLAN,
SECTION 7 (TRANSPORTATION)
7.0 Community Oriented
Transportation System
The City will work to expand residents’
options for transportation, including
pedestrian, cycling, transit and vehicle
use. Key green streets will be identified
to complement the trail network and
prioritize improvements to the
streetscape/public realm with new
development.
Why is this important?
Transportation is closely tied to growth management and
land use. The arrangement and mix of land uses
determines the distance and movement patterns between
homes, jobs and recreational spaces. This in turn
determines the amount of energy we spend on travelling
within and around the community. A sustainable
transportation system provides residents with choices in
their mode of transport both within the City and to points
outside the City. Transportation systems also support our
local economy (goods and services) and connect us with
regional destinations.
7-1
Dawson Creek Trends
•
The City is located at the junction of several provincial
highways and owes much of its prosperity to excellent
transportation access.
•
Transportation is the single largest contributor to greenhouse
gas emissions in Dawson Creek (44%).
•
Separated land uses (including highway commercial use)
currently encourage vehicle use to meet residents needs.
The policies in this section help
deliver on the community’s
goals, in particular:
•
Many people unnecessarily idle their cars, despite an antiidling campaign.
•
•
Safety issues identified by residents in Dawson Creek are
often related to road/street maintenance, street safety for
cyclists and pedestrians (including crosswalks) and sidewalk
maintenance.
•
Overall the City is well served by its road network and transit
system and is in a good position to service future growth
Develop an environmentally
friendly community-oriented
transportation system
City’s Role
Under the Local Government Act the City must include statements
and approximate location and phasing of any new major road, sewer
and water systems. An Official Community Plan must also include
targets for the reduction of greenhouse gas emissions in the area
covered by the plan, and proposed policies and actions of the local
government with respect to achieving those targets. Some of these of
which are contained in this section (see Section 4.0 for greenhouse
gas targets and specific policies).
7-2
Objectives & Policies
Objective 7.1: Promote active modes of transportation over motorized
modes.
Policy 7.1.1: Subject to other policies in this OCP, the road network
will conform to that shown on Map 5.
Policy 7.1.2: Transportation infrastructure requirements and access
priority for new development applications will be assessed and
required to respond to the following order of priority:
• Walking
• Transit
• Cycling
• Vehicles Requiring Transportation for Good & Services
• High Occupancy Vehicles (HOVs)
• Single Occupant Vehicles (SOVs)
Policy 7.1.3: New subdivision designs are required to discourage
movement of through traffic on local roads and provide for an
enhanced pedestrian environment.
Policy 7.1.4: Promote partnerships with BC Transit to initiate public
engagement in public transportation planning to identify better transit
routes or strategies to increase ridership. In addition, explore other
options to create a flexible, accessible, and affordable public transit
system.
Policy 7.1.5: As a part of the City’s transportation planning, promote
the identification of opportunities for bicycle lanes and a 5-year
implementation plan.
Walkable communities create
healthier citizens, reduce greenhouse
gas emissions associated with
vehicular travel, and create a sense of
place and character. Walking should
be the first priority for a
transportation mode in terms of
transportation and land use planning.
Policy 7.1.6: Where a wider width of sidewalk can be accommodated,
new development is required to separate sidewalk edges from road
curbs by including climate tolerant landscaping or hardscape for the
protection of pedestrians.
Policy 7.1.7: Increase capital spending strategies on improving
walkability and cycling infrastructure through improved pedestrian
friendly streetscapes and a City-wide connected trail system
7-3
(approximately 30% of budget for streets is dedicated to pedestrian,
transit, cycling ease).
Policy 7.1.8: As a priority at rezoning, ensure walking and cycling
paths and lanes link to adjacent major open spaces, parks, schools,
other public institutions and large activity areas.
Policy 7.1.9: Require combined walking/cycling paths to provide
short-cuts connecting new residential subdivisions and destinations
such as schools, transit stops, recreation facilities and employment
nodes.
Policy 7.1.10: For large redevelopments or subdivision projects where
an internal road network and/or a large parking lot is required,
require safe pedestrian walkways through parking areas to entrances
and nearby transit stops.
Objective 7.2: Ensure delivery of transit infrastructure and facilities.
Policy 7.2.1: Require transit infrastructure in or adjacent to large
redevelopment sites and subdivision projects where an internal road
network and/or a large parking lot is required.
Policy 7.2.2: Require an upgrade or new local bus stop (preferably
within 200m walking distance) with amenities such as shelters,
accessibility features and lighting for all new multi-family residential,
large scale commercial or industrial developments along or within 5
blocks of an existing bus route.
Policy 7.2.3: Require interim transit service (such as a private or
community shuttle service), at the cost of the development, where the
approved development is not consistent with City transit planning
until public transit service is available.
Objective 7.3: Ensure adequate accessibility for those residents with
mobility challenges.
Policy 7.3.1: Ensure new development accommodates the needs of
wheelchair and medical scooter users.
Transit infrastructure includes
signage, weather-protected shelters,
good lighting, accessibility features
(i.e. so that wheelchair users are easily
accommodated), street furniture such
as garbage receptacles and benches,
and possibly landscaping. Transit
stops should be dignified,
comfortable places.
7-4
Objective 7.4: Ensure efficient cost effective delivery of road
infrastructure that accommodates multi-modal users and commercial
goods movement.
Policy 7.4.1: The route following Highway 2 to Adams Road to the Golf
Course Road to the Hart Highway is designated as a Truck Route
Bypass (also known as the Dangerous Goods Route).
Policy 7.4.2: Ensure new development improves pedestrian facilities,
such as reducing unnecessary pedestrian barriers, increasing
opportunities for crossing busy roads safely, and providing direct
routes to transit, schools, shops, etc.
Objective 7.5: Implement parking strategies that discourage
unnecessary vehicle usage.
Policy 7.5.1: Require new large format commercial and institutional
developments to allocate preferred parking stalls for hybrid, car
shares, car pools or small vehicles in addition to those designated as
handicapped or family parking.
Policy 7.5.2: Permit on-street parking stalls located in front of multiunit residential, commercial, industrial and institutional developments
to be counted within the total number of parking stalls required in the
Zoning Bylaw.
7-5
Map 4: Community Oriented Transportation System
7-6
0.25
0.5
1
1.5
Kilometres
Draft Produced on: November 6th, 2009
0
Mid-Block Crossings
Proposed Green Streets
Proposed Trails
Existing Trails
bus route
collector
arterial
highway
Transportation Network
Planning Area
2
N

Community Oriented Transportation System
Official Community Plan
CITY OF DAWSON CREEK
APPENDIX B
SUMMARY OF
PUBLIC FEEDBACK
OPEN HOUSE FEEDBACK
Wednesday June 5th, 4:30 – 7:30pm at the Seniors Hall; and
Thursday June 6th, 10:30-11:30 at the Library
Dot-mocracy:
Q1. Have you used transit in Dawson Creek in the last year?
Yes – 2
No – 17
Q2. Have you walked or cycled on the Dawson Trail in the last year?
Yes – 18
No – 1
Q3. Are a lack of safe, comfortable facilities preventing you from walking or cycling more often?
Yes – 5
Somewhat – 5
No - 9
Q4. Which statement best describes your experience finding parking in downtown Dawson Creek?
“I always find available parking” – 13
“I often find available parking” - 5
“I rarely find available parking” – 1
“I never find available parking” - 0
Q5. Does traffic congestion in Dawson Creek negatively affect your life?
Yes, on the highways – 1
Yes, on downtown streets - 4
Yes, on other streets - 0
No – 15
Sticky Notes on Posters
Posted in areas outside City or unassigned areas:
• RV Parking in residential areas during summer
• No sidewalks around schools
• Sidewalks missing from A&W to Walmart and hotel
• Unleashed dogs on the walking trail
• More patrols for illegal crossing of streets to park, cellphones, aggressive driving
• More sidewalks on other streets
• Pedestrian overpass on 8th and Alaska for highway safety
• Sidewalks on same side as street lights
• Fountains in park along trail
• Street lights on rotary walking trail
• Paint street lines before October
• Encourage policing of helmets, vehicles (scooters, skateboards, bikes) on sidewalks
• Bring back parallel parking to decrease congestion of turning into spots across street
• More education around pedestrian/biking - slow down!
• More greenbelts & walking trails throughout DC
• Pave to edge of street to make cycling safer
• Create Rail Trail along rail line
• Need to complete walking path behind Dawson Mall
• Remember financial constrains capital work is completed under
Comments north of Alaska Ave:
• Sunset Ridge/Harvest View, development to include access to community forest + paths
• Along 17 Street: why are there no sidewalks and the speed is 50 km/hr
• Create trail from 92 Ave (east of Forest Park Dr) to rear of community forest trails
• Create trail connection between Alaska Ave and 97 Ave at 13 Street
• Bottom of 100B is full of potholes, it’s also really inconvenient to turn left there
Comments south of Alaska Ave:
• 102 Ave @ 8 St south left turn is very hard (enter Co-op)
• What’s the deal with no biking signs downtown?
• No sidewalks on 17 Street near 98/99 Ave
• Possible walking path extension into Chamberlain Park
• Sign park on 15th Street or unsign the rest of rotary park
• Better control with parking to protect businesses nearby
• Opportunities for legal parking at sports field
• Bad island for cyclists at Hwy 2 & 4th Street intersection
• Pave scheduled for 2016 on 1st St from Hwy 2 to 116 Ave
• Cycling route on 116 Ave to 1st Street to Pouce Coupe needs bike signs
General Feedback
• Sidewalk needed on 116 Ave to connect College, malls, sports fields, and the pool; should be coordinated with crosswalk at
116/8thSt
• Transit routes are redundant, the “Central” route almost entirely overlaps the other two routes
• Has the City or transit operator considered smaller, more efficient vehicles? Seems as though large vehicles are circling the City
mostly empty
• Preferred bike route should avoid 8th Street, 17th Street is preferred north-south alternative
• 13 Street connection is a popular idea. Some residents concerned that traffic would increase significantly on 13 Street north of
Alaska if this connection were open to traffic. Perhaps use this as a ped-bike route only?
NOTES FROM WALKING TOUR
June 06 2013, noon - 1pm
Attendance = 15 people
• Need to consider audible devices from all crosswalks, currently only some have them
• Short crossing times on Alaska Ave – particularly at 10th Street, need more time!
• Pedestrian activated crosswalk light at 14th Street / 102 Ave doesn’t work on one side, particularly bad because Community
Living is located immediately adjacent
• Mile Zero post results in tourist/local interaction with various experiences, concern for safety and some inconvenience, no
legal access to post results in jay-walking. Consider options to reduce safety issues of tourists running to middle of Mile 0
intersection
• Would be better if 10 Street from museum to Calvin Kruk Centre from the Arts was treated as a corridor with signed facilities
(like public washrooms are available tourist office and Arts Centre)
• Sidewalks are good on 102 St, 10th Ave, etc, but most sidewalks are too narrow on residential streets
• Better attention should be given to the placement of utility poles on sidewalks. They are a barrier and tripping hazard in many
locations. Need to remove old posts sticking out of sidewalks
• Accessibility features should be followed through. Examples: Ramp at Notre Dame school but barrier curb to road, many curb
letdowns are in poor condition
• There was a plan to create a spirit square that would have 10th Street from Alaska to 102 turned into a space that could have
been closed down for seasonal uses
• There is a need for tactile information at crosswalks. Type needs to consider winter impacts
• Stamped/coloured asphalt may be better than bricks that constantly lift
• Lifted panels / bricks are sprayed every year than then the repairs are prioritized as they can’t get to them all
• Mostly residents drive downtown
• There are no public facilities for tourists (ie. washrooms) in downtown
• No access to the Mile ‘0’ marker as a tourist attraction
• There is a RCMP bicycle patrol – would like to see them talking with cyclists
• At Notre Dame Church there is a great ramp from the church, but no letdown to access the handicapped parking stall
• Bricks are slippery in the winter. Bricks are nice to look at but are uneven and cause a tripping hazard
• Consideration could be to a stamped pattern to the concrete. But didn’t like the stamp that was used at the Arena
• The many posts narrow the sidewalks
• Lots of tripping hazards sticking out of the sidewalks – valves, old sign bases, etc.
NOTES FROM CYCLING TOUR
June 06 2013 , 7-9pm
• Dawson Creek roads are wide, there is significant opportunity to paint new bike lanes
• Cycling will never be a winter activity in Dawson Creek, this plan should focus on improving cycling options in spring, summer,
fall (6 months per year)
• Preference is to provide parallel routes to Alaska Avenue and 8th Street so that cyclists can avoid these busy routes
• Poor road maintenance is a hazard to cycling on City roadways
• A 13th Street connection across Alaska Ave to north residential area is supported.
• Preference is to keep it for pedestrians and cyclists only
• Opportunity to bring a multi-use path adjacent Ravine
• Connect into new residential area north of Rotary
• The 10th Street bridge (north of 107 Ave) is too narrow sidewalk, roadway
• Pedestrian area is only on one side and is too narrow to be shared
• Curb letdown is needed to accommodate NB cyclists on 10th St to access Dawson Trail
• Both cyclist and driver etiquette on trail needed
• Cyclist etiquette needed on trails, sidewalks to ensure rules are understood
• Driver etiquette needed to improve cyclist comfort, safety on roadways
• Bike tourism opportunity, coordinate with bike-friendly accommodations, outline destinations and neighbouring jurisdictions.
Explore rails to trails opportunity to Pouce Coupe
• Island at the Shell Station on 8th Street squeezes traffic onto the bike area of the road
• Island at WalMart and UFA/Encana squeeze traffic onto bike area
• Massive need to safe bike route from Pouce to Dawson
• Please don’t ask is to just use side roads. The constant starting and stopping and risk of cars not seeing us is too high
• Potholes are a particular risk to us. Can we have a hotline to report these hazards?
• Please ticket us, drivers or bikers, for stop sign offences so everyone is safer.
NOTES FROM WALKING TOUR
June 06 2013 , 7 - 8pm
• Scenic views make Dawson Trail appealing, friendly atmosphere + interactions
• Trail could use a few more garbage cans
• Access to Kitchen park from 17 Street sidewalks is not obvious (due to lack of direction and fencing)
• Group feel safe at crosswalks, but agreed paint is an issue
• Along 15th Street the group felt the sidewalks were adequate and that the sidewalk being on one side was acceptable
• The trail isn’t too congested in this section (15th Street to 17th Street), but the downtown sections can be busy
• Path measured approximately 2.25m in width. Felt was acceptable, but in more congested areas could be wider
• They liked the trail because of it being in nature and having no cars. No real issues with portion of the trail
• Rarely see cyclists on this section of the trail (15th Street to 17th Street)
• Downtown section of trail has more cyclists on the trail
• Would like to see milage markers along the trail along with kiosks with maps and information on where you are and distance to
key points
• No bathrooms on trail, which would be nice
• Lack of signage on how to connect to next section of trail at 17th Street (and other sections)
• Drivers don’t always stop at crosswalks so need to pay attention
• Need more dog bags
• Would prefer wide sidewalks over narrow sidewalk and boulevard (as on 17th Street). Don’t feel the need for a buffer from traffic
• At 111 Avenue / 15th Street there is a 4 way stop that they felt was unnecessary – similar to the one at 8th Street/92nd Avenue
that they felt is only need during school and could be better served with a light or flasher warning
• 111th Street (no sidewalks) is acceptable because volumes are low and vehicles aren’t short cutting along it
• 13th Street/Ravine/94th Avenue – cars have missed the corner 3-4 times
• 94th Avenue has potholes from short cutters
• Supportive of extending 13th Street across the railway
• 17th Street is missing a sidewalk to the Forestry Trails
• Good to have transit (but don’t use it), Nice to have smaller transit buses
OPEN HOUSE FEEDBACK
Mondaday October 21st, 6:30 – 9:00pm at the Northern Lights College
• There is a desire to extend 13th Street and trails into Harvest View-Sunset Ridge area from areas south
• 116 Avenue / 1st Street road connection is needed to connect industrial areas at the east of the City, would be a costly project
• Consensus is that transit needs a lot of work to function better. Residents support the idea of two-way transit routes that provide
for more routing options
• Bus schedules do not accommodate students, this demographic is a key transit audience as they no longer offer school bussing
• Support for changes to the 8th Street / 102 Avenue intersection, possibly to only right-in, right-out on 102 Avenue
• Attention is needed to repair the crosswalk at 102 Avenue / 14th Street, currently pedestrian activation does not function
• Lack of bike parking in the downtown area, need to consider a program to encourage private investment
• Residents prefer to leave existing stop signs on 108 Avenue near Canalta School
• Bus stops on 8th Street (96 Ave, 94 Ave, 92 Ave) require upgrades and need sidewalk so they can be accessed
• Concerns over speed / traffic volume in the neighbourhood west of 17th Street
• General interest in traffic calming, although some concern over maintenance and winter weather
SURVEY SUMMARY
A resident travel survey was administered to determine travel habits and rate resident satisfaction with transportation services.
The survey was distributed to residents in the June and July utility bill mailout, as well as available digitally on the City’s website. A
summary of survey results is included on the following pages.
Q1. How many people live in your household? Response
Percent
Response
Count
1
15.5%
42
2
40.2%
109
3
17.0%
46
4
19.2%
52
5
5.9%
16
6 or more
2.2%
6
Answered questions
271
Skipped questions
0
Q2. How many of each vehicle type does your household own? 1
2
3
4
5
More
Rating
Count
Cars
73.6%
(106)
20.1%
(29)
4.9%
(7)
1.4%
(2)
0.0%
(0)
0.7%
(1)
144
Trucks
66.7%
(122)
24.0%
(44)
7.7%
(14)
1.6%
(3)
0.0%
(0)
0.0%
(0)
183
SUV’s, Minivans
85.8%
(103)
14.2%
(17)
0.0%
(0)
0.0%
(0)
0.0%
(0)
0.0%
(0)
120
RV’s
92.4%
(61)
6.1%
(4)
1.5%
(1)
0.0%
(0)
0.0%
(0)
0.0%
(0)
66
Other
80.0%
(24)
13.3%
(4)
3.3%
(1)
0.0%
(0)
0.0%
(0)
0.0%
(0)
30
Other (please Specify)
28
Answered question
271
Skipped question
0
Q3. How satisfied are you with the City’s Overall roads and transportation services? Response
Percent
Response
Count
Very Satisfied
4.4%
12
Somewhat Satisfied
36.5%
99
Neither Satisfied or Unsatisfied
15.1%
41
Somewhat Unsatisfied
30.6%
83
Very Satisfied
13.3%
36
Answered question
271
Skipped question
0
Q4. Approximately how frequently do you use public transit? Response
Percent
Response
Count
Daily
2.2%
18
A few times each week
0.7%
2
A few times each month
4.4%
12
Never
92.6%
251
Answered question
271
Skipped question
0
Q5. Approximately how frequently do you bicycle in the summer months? Response
Percent
Response
Count
Daily
6.6%
18
14.4%
39
21.8%
59
Never
57.2%
155
Answered question
271
Skipped question
0
Q6. Approximately how frequently do you use Dawson Trail (Kin Park path)? Response
Percent
Response
Count
Daily
5.5%
15
14.4%
39
46.9%
127
Never
33.2%
90
Answered question
271
Skipped question
0
Q7a. Roads / Streets Strongly
Agree
Agree
Neither
Agree or
Disagree
Disagree
Strongly
Disagree
Rating
Average
Rating
Count
Streets and intersections
ensure smooth traffic flow
6.8%
(17)
50.2%
(126)
16.3%
(41)
20.3%
(51)
6.4%
(16)
2.69
251
Roads / streets are well
maintained (markings,
potholes, etc)
2.8%
(7)
13.8%
(35)
14.2%
(36)
46.5%
(118)
22.8%
(58)
3.73
254
Roads / streets are
adequately cleared of
snow during winter
8.3%
(21)
35.4%
(90)
16.9%
(43)
24.0%
(61)
15.4%
(39)
3.03
254
Commercial trucks travel
on appropriate routes
5.2%
(13)
33.3%
(84)
23.0%
(58)
23.4%
(59)
15.1%
(38)
3.10
252
Traffic speeds are
acceptable in residential
neighbourhoods
9.4%
(24)
48.0%
(122)
16.5%
(42)
16.5%
(42)
9.4%
(24)
2.69
254
Answered question
Skipped question
271
0
Q7b. Sidewalks Strongly
Agree
Agree
Neither
Agree or
Disagree
Disagree
Strongly
Disagree
Rating
Average
Rating
Count
Sidewalks are provided
where they’re needed
2.2%
(6)
25.3%
(68)
21.2%
(57)
35.7%
(96)
15.6%
(42)
3.37
269
Sidewalks are safe for
pedestrians
8.0%
(21)
44.5%
(117)
18.3%
(48)
20.9%
(55)
8.4%
(22)
2.77
263
Sidewalks are safe for
people in wheelchairs and
scooters
3.1%
(8)
19.5%
(51)
34.9%
(91)
29.1%
(76)
13.4%
(35)
3.30
261
Sidewalks are adequately
lighted
3.0%
(8)
29.4%
(78)
34.3%
(91)
24.5%
(65)
8.7%
(23)
3.06
265
Sidewalks are properly
maintained to prevent trip
hazards
3.4%
(9)
21.1%
(55)
19.2%
(50)
37.2%
(97)
19.2%
(50)
3.48
261
Sidewalks are cleared and
sanded/salted in winter
4.6%
(12)
27.0%
(71)
24.7%
(65)
27.0%
(71)
16.7%
(44)
3.25
263
There are sufficient
pedestrian crossings
2.3%
(6)
36.2%
(96)
27.9%
(74)
21.9%
(58)
11.7%
(31)
3.05
265
Pedestrian crossings are
clearly marked
3.4%
(9)
29.8%
(79)
23.8%
(63)
27.5%
(73)
15.5%
(41)
3.22
265
Answered question
Skipped question
271
0
Q7c. Cycling Strongly
Agree
Agree
Neither
Agree or
Disagree
Disagree
Strongly
Disagree
Rating
Average
Rating
Count
Roads / streets are
safe for cyclists
2.2%
(6)
15.9%
(43)
40.7%
(110)
30.0%
(81)
11.1%
(30)
3.32
270
Bike parking is
adequately provided in
downtown
1.1%
(3)
10.3%
(27)
51.3%
(135)
26.2%
(69)
11.0%
(29)
3.36
263
Bike Parking is of
sufficient quality to
deter bike theft
0.4%
(1)
9.5%
(25)
56.9%
(149)
20.6%
(54)
12.6%
(33)
3.35
262
Answered question
Skipped question
271
0
Q7d. Public Transit Strongly
Agree
Agree
Neither
Agree or
Disagree
Disagree
Strongly
Disagree
Rating
Average
Rating
Count
Transit is a safe and
reliable means of travel
10.0%
(27)
35.2%
(95)
51.1%
(138)
1.9%
(5)
1.9%
(5)
2.50
270
Transit routes reflect
desired travel locations
2.7%
(7)
21.0%
(55)
64.9%
(170)
8.4%
(22)
3.1%
(8)
2.88
262
Transit schedule times
reflect desired travel times
1.9%
(5)
14.5%
(38)
70.6%
(185)
8.4%
(22)
4.6%
(12)
2.99
262
Transit vehicles are clean
and comfortable
5.3%
(14)
21.0%
(55)
71.0%
(186)
1.9%
(5)
0.8%
(2)
2.72
262
Bus stops are
comfortable, safe and
accessible
2.3%
(6)
18.3%
(48)
68.8%
(181)
8.7%
(23)
9.4%
(5)
2.90
263
Answered question
Skipped question
271
0
Q7e. Downtown Parking Strongly
Agree
Agree
Neither
Agree or
Disagree
Disagree
Strongly
Disagree
Rating
Average
Rating
Count
Parking is available within
walking distance of
destinations
22.3%
(60)
61.0%
(164)
8.9%
(24)
5.9%
(16)
1.9%
(5)
2.04
269
Parking time restrictions
are appropriate
22.3%
(59)
59.2%
(157)
13.2%
(35)
3.4%
(9)
1.9%
(5)
2.03
265
Public parking lots meet
downtown employee
parking needs
9.5%
(25)
26.0%
(68)
46.6%
(122)
13.0%
(34)
5.0%
(13)
2.78
262
Answered question
Skipped question
271
0
Q8. Please describe the most significant transportation challenges facing Dawson Creek, noting specific locations or intersections where appropriate. I would like to see a speed limit change on 110 ave between 8th st and 10th str. It's marked at 30klm and it should be at
50Klm.There is not much happening there anymore. Things have moved to the bigger ball diamond and soccer field.
There are not enough turning signals at lights. Two or three is not sufficient. The overall infrastructure does not meet how much
traffic goes through and around town.
As traffic increases in town, traffic heading north on 8th Street into the traffic circle is going to become even more congested during
peak traffic times.
I understand that the clay in the north is a formidable adversary but the road conditions in the town are far too unacceptable. There
needs to be a long term plan to refinish almost every paved road in town and a rotational bases. Also I live close to a school near
17th and home owners need to held accountable for clearing the snow off their sidewalks as I find it very troubling watching them
walk on dangerous icy residential roads to get to school. I also understand that snow removal in the winter is costly but they need to
plan it out better as to not push so much gravel/ garbage contaminated snow on to residents lawns. I understand the financial
burdens of all the above stated problems and do not expect the town to find a pot of gold/ or raise taxes to fix all these problems. I
would give up 10 Calven kurek centers for safer roads and sidewalks for the residents of this town. Bryce Chinook 9005 19st
Dawson Creek
Buses do not run late and I know it would not pay to have them run latter but it would be nice. Some of the pot holds are being filled
that nice on 112ave. the curb is so high that the grandma that live on that street their car hits bottom. They have to drive in on an
angle or wreck their car. Would be nice to have this fixed.
There needs to be sidewalks on 3rd street from the coop grocery to 96th along 3rd. The Safeway cross walk is very dangerous with
the south bound turning lane. Side walk if front of police station is ridiculously old and not maintained. There needs to be a side walk
on 17th street from Alaska Highway south to 102nd.
People that work at place of business and park in front taking space for the handicapped or seniors.
*Lawn overgrowth on sidewalks, snowplowed onto sidewalk side of streets, driveway access is easier for vehicles than people
especially if in wheel chair or scooter (tip hazard). *Rotary path poorly maintained grass/weed trimming. *Path at EEC/KBAC out of
service all summer - not helpful in promoting healthy lifestyles. *Either no bylaw or no enforcement of bylaw concerning residential
sidewalks (public portions) being kept clear of debris and snow/ice for walking.
There is no safe place for bikes to go. Intersections other than down town need to have crosswalks. The city parking lot is not user
friendly. There are very few places for visitors to park. There are still spots reserved for the school district. It would be nice to have
more paths with more direct access to different areas of the city as opposed to sidewalks.
The cost of BC Transit and the cost to maintain the streets and sidewalks.
Dawson Creek needs a high rise parking area.
Volume of traffic is increasing faster than roads can keep up, turning times along 8th st .. 17th st & 108, 17th & 102, 15th & 108 are
also bad. Volume of traffic means parking nightmare downtown.. No parkade means big companies downtown use up public parking
while in meetings etc .. Especially beside CIBC to royal bank along 10th st.. a parkade would be nice.
There should be no left turns from 8th street onto 100th going north bound towards the traffic circle.
A city bus travels 20th Street by Canalta School but there is no close bus stop. This is true for many streets and avenues where the
bus goes but does not stop. The big trucks in the residential areas. Speed limits are fine if they would be enforced. Need courses on
bicycle riding safety and laws. Need more sidewalks and need them properly maintained in all seasons. Potholes! Some lights need
adjusting so they "notice" you are waiting for the signal to change.
Sidewalks in new areas of town are desperately needed! At least on the main roads, it makes us nervous to run up near the new
houses on 17th street with the traffic and no sidewalk.
The only specific item of concern for me is a lack of a sidewalk or usable path (especially in the winter) on the approach to and
around the northeast corner of the traffic circle. There have been many times, particularly in the winter, where pedestrians coming
down from the north on the east side of 8 St, having no sidewalk upon which to walk, have been forced to walk directly on the
vehicle lane. On multiple occasions in the winter while driving around the traffic circle I have had to swerve to miss pedestrians
walking in the vehicle lane. This a great concern for me as it seems only a matter of time before a pedestrian is struck by a vehicle
travelling around the traffic circle. Crosswalk signage is indeed in place on all vehicle lane approaches in the traffic circle, but
without any sidewalk on the northeast side of the circle on which pedestrians may walk, the safety is still a huge issue, and I would
suggest a liability to the City. Given that there are two apartment buildings and dozens of duplexes along with all the rest of the
residential neighbourhoods above Alaska Avenue to the East of 8 St. I believe it would be appropriate for there to be a sidewalk that
would be maintained in all seasons for pedestrians to safely travel east around the traffic circle to the grocery store and other
destinations in the east side of downtown. Thanks for your consideration.
Aged sidewalks are creating a hazard; as well the width of sidewalks creates a feeling of unsafe distance to traffic. Many sidewalks
are not lighted or nonexistent on areas that seem to have high pedestrian traffic. Aged roads are feeling the increased traffic and
heavier traffic and creating structural issues on most streets in Dawson Creek. Back alleys down town such as behind Chamber
Office or Baked Cafe/ Re max Realty should have signage warning pedestrians and traffic of each other’s presence.
The intersection between 17th Street and Alaska Avenue. This needs to have turning lights and turning lanes. I have seen in the past
couple years more than 2 dozen times where there were close to being multiply vehicle accidents and also other times involving
pedestrians. This should be a priority!!
Pot hole repair
Potholes are a constant issue in the city. Several turnoff from 8th street onto a side avenue exhibit significant potholes. 98th Avenue
has a couple of recurring potholes as does 100B Avenue. Pedestrians seem to be crossing frequently over 8th street at spots other
than the approved crosswalks. A high traffic area is the active crosswalk by 105th ave and 8th street. A traffic light may be
warranted here.
We have a "highway" running through the middle of our town in two directions (8th street and Alaska Avenue - Highway). There
need to be clear spots for people to travel along and cross these two major Roads. The traffic on these two street/roads/highways
flows very quickly.
Downtown area is not well-maintained for snow/ice removal in winter.
* Heavy traffic bypass on north side of town. * Controlling large trucks running amber lights along Alaska Ave. * Poor lane/turn
markings at inter. of Alaska & 15th/17th.
The biggest challenge is the drivers themselves. I always come to a full and complete stop at stop signs, but I have to wonder if it is
only me and my husband who do. I am almost rear-ended by people in such a rush they don't seem to see me, or cut off because
they don't want to wait their turns at 4 way stops. As a pedestrian I have almost been run over by drivers who don't see me or
worse, don't care that I am in the road (intersection at 17th and 108th). People downtown routinely pull into parking slots on the
wrong side of the road (turning left across the solid lines). All of this on top of streets getting busier and busier with more traffic,
cyclists who insist on riding on the sidewalk, and an overall disregard of the people/vehicles around them. I see more people on cell
phones, without a seatbelt on, or both when I am driving, and they simply don't seem to care if they endanger my life or theirs
(worse yet is the increasing number of drivers motoring around while smoking marijuana). The only way to curtail some of this is
more vigilant enforcement, maybe more education. Snow removal in the city streets is problematic when snow is pushed to the
middle and left there, and in rural streets where graders are used, instead of snow plows. The removal of the snow is good, as it
takes away the visible barrier at intersections and pinch points. Hardly anyone in Tremblay removes the snow from their sidewalks,
making it difficult to walk in the winter. The new intersection by FasGas/Peavey Mart is a problem waiting to happen; I routinely see
people on the wrong side of the concrete barrier, oblivious of the fact they are in the wrong lane. The traffic circle is an improvement,
and the new design makes people flow better; perhaps more/smaller traffic circles could be tried instead of the 4 way stops that
people seem to ignore.
I live on third street and it is a virtual race track. There are no sidewalks and open ditches. It is quite a narrow street with a lot of
pedestrian traffic, basically there isn't any place to walk but directly on the street. It is a accident waiting to happen. We seldom see
any police presence in the area and certainly there isn't any speed monitoring. There is a playground speed limit on the south end of
the street and a school and playground speed limit at park hill, in the almost nine years I have lived in this area have never seen
anyone stopped for speeding in any of these areas. At the intersection of third street and the Rolla road, there is a lot of traffic and
another place for a terrible accident waiting to happen, I think it is imperative to have traffic lights installed in this area. Another
concern to note is the prevalence of drivers crossing streets to park on the opposite side. There was a time when you would not see
this action downtown, what has changed?
* Due to age and disability I seldom go downtown except for groceries and appointments. So I really don't have much to say about
our roads. * I use the indoor track for walking as it is safe. * 90 Ave from 8 St to Rotary Manor is too narrow for the amount of traffic
(or speed of traffic) with parking on both sides and children going to school. The 3 way stop is seldom effective. * We were told there
would be an alternate route to Rotary Manor with the culvert being closed to through traffic. When? Reduced speed would be a help.
Since people in town do not have access to school buses, public transits should be timed in accordance so students could get to
school on time without getting there an hour or more, prior to school starting. Transportation to KBAC is very limited. Facility closes
at 9 or 10. Staff can't take bus!!!! It's one of a few activities people can do in town and it's not accessible....
28 In front of ICBC office. Streets north of Alaska Hwy.
* Residential paving * Arterial paving
I think the biggest issue is the pot holes in the roads, causing people to swerve around them. 17th and 15th street.
Maintaining road conditions after our long, cold winters.
Potholes need to be fixed everywhere and the big trucks need to stay out of town made to use the dangerous goods route and the 2
lanes merging into one to go around the traffic circle by coop is going to cause an accident one day
NO LEFT TURN sign Not Visable, on 8th. Street & 102nd. Avenue TOO SMALL of sign, the times don't seem to reflect all the busy
times. Vehicles crossing center line to park diagonally on opposite side of street?? When did it become legal?? Sidewalks in
residential areas disappearing (over-grown grass, gravel from winter, etc.)
* More bike lanes. * Speed deterrent needed in residential zones!
Speeding 2. Failing to stop at stop signs 3. Talking on cell phones
* More sidewalks needed. * New sidewalks should be set back further from road, prefer with green space between. * City is
truck/car friendly, but not very people friendly. * More walking paths and bicycle paths needed!
Dawson Creek can claim ownership to more than their fairshare of pot holes on any given street in town, and they are not going
away.
* Snake Pit Road needs re-done or re-routed so TDE trucks are not going through town. Gonna be a wreck! * Anyone turning off 8th
St backs up traffic. * Snow removal non-existent.
* I did not answer the sections on public transit and cyclists since I haven't used either one. * There are a lot of potholes around
town that are not marked and the sidewalks are usually for the most part unsalted in the winter especially along 8th street.
* 94th Ave - very dangerous not enough signage speeders. * Most roads all over town, are not clear in winter. * Impossible to walk
anywhere, sidewalks are dangerous. I have fallen more than once.
* Clearing of snow on sidewalks needs to be changed. After every snow fall cleaner scoots through these sidewalks with a blade to
narrow to do a proper job. It leaves a pile of snow on the curb and the opposite side. When it again snows or the wind blows it
quickly fills the rut he leaves on the sidewalk. With our changing climate it turns to ice it also clocks our driveway. This snow should
be pushed onto the street so the grader can pick it up. That’s the proper way to do it.
* There should be no left turns before the traffic circle by the Co-op. * There should be tightly controlled crosswalks by the mall, and
lights by 7/11 - should be red not yellow. * Majority of the side streets have potholes you can lose a Honda civic in. * When snow is
cleared it should not be pushed on the sidewalk; i.e. 93rd Ave. * Streets should be cleared every week, not every 3 weeks to a
month.
* Bottleneck 8th St north of 103 to traffic circle. * Intersections at 15th St and 17th St/Alaska Ave very hazardous. * 17th St and
Alaska needs clear lanes painted/signed. * 17th St/Alaska Ave to 102 Ave very rough - full of pot holes. * How will 17th St handle all
traffic once both new subdivisions are completed? No streets in Dawson Creek are drivable without a 4x4 pickup!
* Dawson Creek roads are horrible, because we are not properly adequate for the amount of traffic we have. We HAVE to get lights
for crosswalk at Safeway!!! * Sidewalks are rough but no one wants to say anything cause you guys get the highest price company
to fix them and we have to pay for them.
* The holes in the streets should be repaired and the main streets re-paved. They are a disgrace. * There should be a patrol to
check on vehicles, i.e. trucks, taking up two parking spaces, and the drivers fined.
Traffic lights are maddening. All they do is bunch up traffic. Blinking red and yellow lights or 2 way stop signs would be a way more
efficient. Traffic lights are very dangerous for large trucks.
I strongly urge the city to implement and enforce residential parking bylaws. 1. RV's parked in driveways - on lawns and streets - in
front of homes. Un-sightly. 2. Multiple trucks parked on lawns and roadways dropping mud in huge lumps -numerous units per
residence. 3. Deteriorating pavement and sidewalks. 4.Walking trail payment rapidly deteriorating.
More parking near #102 10212 - 12 St. Jul 22, 2013 9:37 AM 49 * North Bypass has lots of sports enthusiasts runners/bikers etc. would be great to have a paved track alongside. * Angled parking downtown many close calls. * Parking on streets in residential
areas leaving single lane alternating traffic.
* Downtown parking apparently is not monitored . Vehicles parked main business area remains there all day. * Streets needing
repairs: - 17th St - 102nd Ave to Alaska Ave. - 13st St - 116th Ave to 108 Ave. * Would like to see more effort put on pothole and
street repairs and a lot less on flowers.
* More sidewalks are needed. * Some raised spots have caused people to trip and fall. * Some deep, sharp pot holes are left too
long! Others could have waited. * Deep pot holes should be marked well somehow.
112 Ave., from 8th st to 13 st is coming apart. 2. 13th St from 108th Ave to 116th Ave needs to be redone very rough and uneven. 3.
15th St from Alaska Ave to 108th Ave needs redone. 4. 16th St from 113th Ave to 115th Ave needs attention. 5. 113th Ave from
15th St to 17th St. needs attention.
# Access Road - 8th St - 116 Ave. Why are there not more left hand lights.
1. Travelling through intersection at 116th and 8th (going toward car dealership and wanting to turn onto frontage for Tim Horton’s,
McDonald's, etc) street is very unsafe. Several times going straight through we have had vehicles also go straight through on the
right. There is no lane marking or above signage telling vehicles that right lane must turn right. 2. Turning left onto 116th (coming
fromGP) is very unsafe with oncoming turning lane offset. It is impossible to see if there is traffic coming.... 3. Pedestrian crosswalk
down by Safeway has no overhead lights like the one closer to Co-Op. I have seen many a vehicle have to come to a sudden stop
when they realize there is someone in the crosswalk.
1. Paved roads are not regularly maintained often enough. Road integrity is suspect, especially for cyclists. (108 Ave, 17 St. for
many years! ) 2. Residential neighborhoods are not regularly maintained in the winter. I am aware of the City's snow removal priority
plan. However, ignoring residential neighborhoods for such lengths of time is ridiculous. Willowbrook subdivision is cleaned
approximately 3 - 6 times per year. This spring hazardous roads were left for months until the snow melted. Clearly the budget
needs to accommodate for that. 3. I believe there will be a congestion issue at the Calvin Kruk Centre. I have two children at Notre
Dame Elementary School and I am concerned about traffic volume and child safety. 4. I utilize and appreciate the walking paths and
would like to see the City expand on these. I look forward to the Rotary Club completing the east end of these trails.
*! Some streets should have no parking on one side eg. North side of 109 along Kitchen Park !* - vehicle owners should be ticketed
if parked creating an unsafe situation - eg. right tire against the curb in other words facing in the wrong direction - sidewalks on one
side of streets used by children walking to school
The street between Robin's Donuts and Lakeview Credit Union going onto Alaska Ave is very unsafe. Motorists are waiting a long
time to turn right onto Alaska Ave and because of the roundabout being right there, a vehicle has to wait until there is no traffic
oncoming before turning right.
The train crossings are horrible. Particularly 8th street/Alaska and 3rd street/Alaska.
With regards to wheelchair, scooter, baby carriage mobility: pavement is broken at curbs some laces have no curbs to get off but
you can get on at a different location on that sidewalk snow is piled and hardened so that using the ramps off of curbs is impossible
bus stops are not adequately plowed to allow wheelchairs / scooters etc. access People who cannot drive: makes it very difficult to
get to places for work, entertainment in a timely manner using public transit people who must use public transit are restricted to
when they can go out... I am a teacher at the high school who works with students with special needs... we cannot use the public
transit to get to work or social activities during the day because of the limited bus times and the great distances we need to travel to
get somewhere using the bus.
8th Street, approaching the traffic circle is awful. Vehicles use the turning lane to go straight through to the circle, when they
SHOULD be turning (Hence they are in the turning lane), and the vehicles that need to use the roundabout, are left in the merge
lane until someone lets them in, or push their way in. I'm surprised there aren't more accidents.
The worst problem in Dawson Creek is the intersection of 8th street and 102nd Avenue. Driving north on 8th Street you should not be
able to make a left hand turn. You can easily go up around the roundabout. The is enough problems with merging to one land, there
is no need for people to make a left turn also. This intersection is a nightmare especially at noon and after 5pm.
As a person who walks frequently around my neighbourhood, the sidewalks in the Tremblay area are absolutely atrocious. The
sidewalks are deteriorating to the point of non-existence on parts of 15th street and 111th and 113th avenues. They often
necessitate walking on the road during the winter due to their not being cleared and overall disrepair. Sidewalks in the northern part
of 17th street are also a priority due to the massive construction occurring in that area.
Some roads have significant potholes and rough patches that not been looked after for many years while some are quickly looked
after. There are some intersections that have extremely bad ruts that are bone jarring driving over and very hard on vehicles
suspension. Just not sure why some roads get freshened so quickly while some are neglected that's all. All in all, city is managed
quite well.
The light at intersection of Alaska Ave and 17th street is a pain when you are travelling north to south. Very slow to change. There
are a lot more sidewalks than there was but some are still in bad shape or none at all. Trembly area for one.
City transit bus on 110 Ave (8 and 900 block) speeding! - 4 way stop 10 st and104 Ave (KPAC)
I would like to see turning lights for both sides of the traffic at all major intersections.
a. - 4-way stop at Arts Centre (Calvin Kruk) - No heavy trucks on 110 between 8 and hospital - Flashing speed signs - do not slow
cars down 7b. - Not on 8th street CRS could do better 7e. Some businesses should not park in front of or near their business.
1. I walk/bike all over town and find very poor kept sidewalks (cracked and full of plant growth) very badly pitted or just falling apart
(checkout 15 st Trembly school). 2. 8 st Crosswalks need lights almost hit by land changers every time I use. 3. 93 Ave & 17 St
needs a 10-15 foot center line - to many people cut corner and cannot see oncoming traffic (shrubs in way).
We live on 116 Ave and the speeds that most vehicles travel are well above the posted speed limit with only one 4 way stop on the
whole stretch. When will another 4 way or 3 way stop be introduced? This is not a safe road when its busy for any pedestrians or
kids.
Cycle riding in DC, especially downtown and along Alaska Ave is very dangerous! Alaska Ave sidewalks should be widened to allow
for bicycle traffic.
105 Ave and 10 St - parking lanes created blind spots. Turning left off of 105 into 10 st.
1. There are several corners where visibility is poor: - 108 Ave & 15 St. – 102 Ave & 9 St. - 95 Ave & 15 St. Visibility is poor because
of bad parking, structures on personal property. These need to be controlled. 2. Enforcement! Too many people driving and talking
on phones/texting with NO REPERCUSSIONS!
Sometimes lengthy motor-homes angle park on main streets. Also lengthy commercial vehicles (P&D). For people with disabilities,
and mothers with strollers, and seniors, there isn't enough time to get across a street, the lights are too quick.
Our street does not have street lights, the condition of the sidewalks is abnormal. There are many, many roads in town that are 4-5
lanes wide and do not have a cyclist lane on the outside. Only the major sidewalks are cleared in the winter, the snow trucks plow
snow over them so that they cannot even be shoveled, people are safer walking on the road than on sidewalks in winter months.
You must stop and think that D.C. has many people not just vehicles and these people need and deserve to have access twentyfour hours per day to get to where they wish to be! D.C. needs to stop catering to just the oil and gas companies.
MAINTENANCE!!! In the warmer months, we have terrible potholes and deterioration of the streets. The sidewalks have heaved so
badly, you should almost wear protective gear to walk on them. The colder months, we have the ice and snow to contend with. Be
proactive! Have you ever driven to GrandePraire in the winter? The salt and grader trucks are out there the minute the first few
flakes begin to fall! Don't wait til the town is buried and they have to move "mountains"!!! Half the sidewalks are not being shoveled
in front of people homes. The snow turns to ice and then we have people walking on the road in the bad weather to avoid the ice.
Why aren't these home owners being ticketed?!
I FEEL THERE NEEDS TO BE A BETTER INTERSECTION SET UP AT THE CORNER OF 116 AVE AND INLAND AUTO. ONE
WAY TO TIM HORTON'S PERHAPS? BUT THERE IS ALSO QUITE OFTEN CONGESTION AT THE A&W SIDE AS WELL. NO
LEFT TURNS FROM 117 AVE ONTO 8TH STREET? THE ROADS ALL AROUND TOWN ARE IN BAD CONDITION, VERY
BUMPY AND FULL OF TAR REPAIRS? AND POTHOLES. 15ST FROM 94 AVE ALL THE WAY TO 116 AVE, 13ST FROM
HOSPITAL TO SELWYN PLACE IS TERRIBLE, 114 AVE/7ST INTERSECTION BY THE SPCA NEEDS ATTENTION. THESE ARE
THE 3 THAT STAND OUT THE MOST TO ME I UNDERSTAND WE HAVE LATE SPRINGS BUT I FEEL THAT THE SCHOOL
CROSSWALKS SHOULD BE PAINTED BEFORE THE END OF THE SCHOOL YEAR
I do not use public transport however I live very close to a couple stops. The busses (2) seem to travel on top of each other!! If I
hear or see one bus I know another is right behind it, I do not know for how long a period this lasts or what the distance is that the
on the same schedule.
It would be nice to have more paved roads and better maintenance of road painting. I.e. the white line and lane markings.
Traffic circle s/b two lanes around for right hand turn outs Fix the DAM pot holes as there happen much cheaper and we see our
money being put to our benefit not wasted on the Kruck Center Stop using gravel to temp fix the pot holes right after you pick up the
winter sand Make the bus routes and times more know put them in the paper once in awhile
Going north at the traffic circle, the sign limiting left turns in set hours is largely ignored and results in traffic congestion during those
most busy times. The light at 15th and Alaska: When going down (south) the hill on 15th if there is a vehicle going straight through
the intersection, the light will not change to green unless a vehicle stops (going north) on the other side of the intersection – very
annoying especially early in the morning when there is little or no traffic. If you are in the left turn lane the same does not apply.
Pedestrian traffic is very unsafe on 15th especially during the winter. The snow removal on many side streets is abysmal. In more
established neighbourhoods, sidewalks are crumbling (esp. in the area between 8th and 15th north of the Alaska Highway). Where
there are no sidewalks in this same area, the curbs are in very poor repair and crumbling away. There are also numerous potholes
around town that have been somewhat repaired but then after a couple of weeks are back again.
There are way too many stop signs in this town, for example: there is a three-way stop at 107th Ave/8A st., which is totally
unnecessary- one stop sign on 8A would suffice, there is no reason traffic on 107th should have to come to a complete stop- it's not
good for the vehicles, nor for the environment. Likewise the stop sign on 108th by Canalta should be time-limited to beginning and
end of school ( like the left-turn sign at the library is). These are just two examples of unnecessary stops. Traffic lights are not well
co-ordinated- especially downtown- at times I have had to stop 3 times (3!) when going from Central Middle School to Alaska Aveand that is not counting crossing guards- just lights. There is too much commercial traffic coming down 8A (from direction of Kal
Tire), really big trucks, tankers etc which should not travel through a residential area like this. On the plus side, I really appreciated
that the paths in Kin Park were cleared so well this last winter, I was impressed. The trails are wonderful summer or winter. I also
think that snow clearing in the city is fairly good- it takes a while at times, but I found it usually appropriate for the circumstances
(e..g. I would expect it to take longer after an unusually big snowfall).
Sidewalks on the north hill, Grandview are not maintained summer or winter. I hope the cost of this survey will result in
improvements to city streets and sidewalks.
High flow of Traffic on 8 th St and Alaska for commuters traveling through Dawson to Ft.St.John and areas for work and Heavy
Truck Regulations should be restricted to bypass other than local deliveries etc which turn 8 th st and Alaska into major Highway at
times . Better RCMP patrolling for speeders in residential areas especially 97A Ave and 98 Ave . Inland concrete road is like a
freeway and Heavy trucks using 98 Ave as a bypass to 8 th St and 100 ave. from 15 th
Travelling north on 8th street and merging into one lane at the traffic circle need for bigger vehicle parking along access road on 8th
street turning lanes along Alaska Avenue
During busy times, left hand turning at most lights can be a problem. If you are travelling east on Alaska Avenue between 4:30 and
6:00 left had turns to travel up the hill on 17th or 15th Street can be especially difficult. You can get stuck waiting through a couple of
light changes. Further to question 4 above, although we currently do not regularly use public transit, in the next couple of years our
kids will be using it daily to get to and from Central School.
Traffic in town has increased and I have witnessed many times where people are stuck in the middle of an intersection such as coop
where it becomes hazardous and hard for people to safely make it through the intersection opposite side. - pedestrians at both the
traffic circle and 8th street have been nearly hit due to people not paying attention but also I feel we need more of the flashing lights
like most cities have. - The traffic circle has become so busy that traffic becomes backed up in all directions and it takes forever to
get anywhere! Seems that since our population became increased more driving situations have arisen in Dawson Creek!
The pothole at the entrance to Wal-Mart is becoming a running joke. 13th street near the hospital is a very high traffic area, but
hazardous to a vehicles health. I'm sure there are others. I think maintenance of streets and sidewalks needs to be much higher on
the priority list.
109 ave from 15 to 17st 13st from 110 to 116aveThis year, I was satisfied with the speed of snow removal in my residential area.
Some years this has been an issue. It would be nice if snow piling could alternate sides of the street either through the year, or year
to year. Having a corner lot, I have many more hours of gravel cleanup from my lawn than my neighbors do (it was five feet into my
lawn this year from the curb and this causes lots of hard work). One stop light issue I have concern about is on Alaska Avenue.
traveling south on 17th street, regular users use two lanes one to turn left onto Alaska ave and one (the left one) to go straight. This
greatly helps traffic congestion at this busy intersection. These lanes are not marked nor are there any overhead signs letting drivers
know. If this is not a city jurisdiction, then please strongly recommend to BC highways to take care of this. At this same intersection,
there are often big rigs speeding revving up to high way speed before they get to the highway - often going through red lights.
Snow removal is a joke...leave it pile up until it turns into ruts so deep a poor sole in a car could not cross, and is rough in a 4 x 4
give your head a shake people !!! I have run grader and cats for a living, to see poor snow removal drives me bonkers, I live in a
trailer court, and the idiot that moves the snow stays away from the curb a bit each time...by spring the street is 3-4 feet narrower
on each side !!! the stalls for parking are ridiculous in this trailer park, with curbs along my driveway if a second vehicle is parked in
my driveway I either have to do a 3 point turn to park or drive my front tire over the curb to get square with the stall, then they add
more lots to the east, they push the dirt up like cow shit and leave it, no slope or contour, just a long lumpy ugly ridge...just like the
back side of my lot is so steep you can't mow it and the ditch along the dangerous goods routes opposite so steep it can't be mowed
either and looks like hell. A huge pet peeve of mine as I’m a pilot is the closure of the water runway to satisfy the PATCH we had a
unique airport now we have not, all in a sneaky undisclosed deal to take away a water runway that the old-timers worked hard to
have put in place, the country is going to the dogs in so many ways.
Lack of visible paint lines (....scraped off by winter wear) left hand turns on 8th street/Alaska Ave....errrr. We should have turning
lanes (but know it costs$$$) Quads zipping up/down streets Gravel/snow blown into front yards (then we are expected to take care
of the embedded gravel in our front lawns come May).
Traffic Control Lights at 102 and 10 St/103 and 10 St are not required. Most of the time traffic is so sparse, traffic control is not
needed. Sometime when it does get busy at these intersections, traffic slows down, mainly because the intersection is vacant during
the amber light. When traffic could be clearing a 4 way stop would be more efficient.
Hate the short lanes from Traffic circle to Co-op right.
Make the three way stop at 108th and 13st into a 4 way at Selwyn Place. Many times residents of Selwyn do not stop at the
intersection because there isn't a stop sign at their exit.
Potholes!! Esp - 17th - Oil & Gas traffic speeding through town.
I would like to recommend right turns only @ 102 & 8th St. Place a barricade down the centre of 8th street. To make a left turn an
individual can use 103 or the traffic circle. - I would like to recommend widening the traffic circle to accommodate thru traffic and
right hand turns. - I walk for exercise and sidewalks are inconsistent - an individual must often cross the street to continue using the
sidewalk. Also no sidewalks to or in the new residential subdivisions on the north side of town. See 17th st. for examples. Bus needs
to go right into new subdivisions - new route only one block further north than previous route.
* Prevent left turn onto 102 Ave off 8th Street. This is the most time consuming intersection in D.C.
#7 - Too many business owners park in front of buildings.
Crosswalks (more would help slow traffic. - Availability - Marking – Warning Lights needed Traffic Speed - Main roads - Residential
Land Marking - directional arrows on roads, aboe intersections needed Line painting, directional indicators, lanes not clearly
delineated.
Majority of the streets in town need repairs (ie. potholes).
1. 4 way stops seem dangerous to me. 2. Traffic circle should be larger (expropriate some land).
Streets are in deplorable condition due to city council's stubborn refusal to address this issue not at added expense to homeowner.
Specifics - everywhere. All intersections should have left turn lanes where traffic lights are with appropriate arrows not from one
direction.
Snowplowing gravel on lawns.
Finish Kin Park path to Encana! This should have been completed a long time ago! Path will be used much more with a walking
bridge and asphalt behind mall. Better access to Encana promotes exercise.
I don't ride a bike because it feels very unsafe. I like to walk year round and feel like I am taking my life in my own hands. Especially
since I walk my son in his stroller in winter the sidewalks are not cleared and neither are the streets so you are fighting with the cars
for space. If residences are supposed to clear snow, enforce the bylaw.
Would like to see sidewalk along Crescent Park. Walkers have to cross 17th and then cross again to get to store if they want to use
sidewalk.
* 17th St south of Alaska Ave is in a very poor state of repair - need to be repaved. * 102 Ave downtown is in a very poor state of
repair - needs to be repaved. * Many sidewalks in Crescent Park Area need to be replaced.
Biking, potholes, speed limit lower in residential areas close to high school.
Would be nice to have left turn signal at 17th st Alaska ave intersection. 13th st Alaska ave should also have left turn signal or
restricted hours for left in Peavey ,Tim Horton’s lot. Some sort of traffic circle use education/protocol program would reduce some
frustration. Speed limits in residential areas should be reduced to 30 or 40km/h. Sidewalks on 93 Ave between 13th and 14th streets
are HORRIBLE. They are uneven, cracked and heaved. We have a lot of elderly folks in our neighbourhood, as well as quite a few
young children. It is a major tripping hazard in the summer and next to impossible to shovel in the winter. Something which would
ease traffic flow would be to eliminate street parking on 15th north of Alaska to 94th. There is a steady stream of traffic up and down
the street and there are always so many vehicles parked on the sides that it blocks two-way traffic. I also see children walking up the
steep hill from 92nd Ave to Crescent Park Elementary (which is EXTREMELY dangerous in winter!) and there are no sidewalks!
Cars come sliding down that hill in the winter and there is no safe place for children to walk.
* I don't ride a bike because it feels very unsafe. * I like to walk year round and feel like I am taking my life in my own hands
especially since I walk my son in his stroller in winter.
The area between the lights at 8th st and 103 ave and the traffic circle. *Going north, the issue is going from 2 lanes to 1 and also
dealing with left turning at 102 ave. *Going south, the issue is coming out of the traffic circle and trying to get into the right hand lane
to turn right at 102 ave or 103 ave.
* Public parking lots meet downtown employee parking needs - there isn't one.
17th st and Alaska Ave is a concern.
*Lane paintings on roadways (lanes are not painted). *Should put up road dividers at 8th st by 102 ave by traffic circle to prevent
vehicles to turn onto 102 Ave north bound on 8st st. It’s a traffic
Hazard. Question 6: Add answer -once/twice year.
Lights @ 13th/Alaska & 17th/Alaska do not have accurate sensors.
I find residential areas need a speed limit of 30 km. Especially on main arteries such as 96 Ave and sidewalks in the newer
developments.
The line paint on the roads should be of a better quality so it does not need reapplying every year. There are far too many semitrailer transport truck travelling through the traffic circle, on 8th Street and Alaska Avenue. There are seldom more than 2 or 3
people on the bus that passes our house every hour Monday through Saturday. It is an area of high cost for fuel, wages and wear
on the roads. As well there is the cost of spreading gravel on each route during the Winter that has to be cleaned up each Spring.
Smaller vehicles and strategic run times would save a lot of money.
Fix the potholes
110 Avenue directly in front of Canalta School is one of the only unpaved city avenues in town. This avenue sits directly in front of a
public building and is poorly maintained at the best of times.
We live 6 blocks from the school that my young daughter attends and the bus schedules are such that she will arrive too early to
school and then will need to be on the bus and transfer buses for about an hour after school every day. I -40 weather I cannot have
her walking and have had to pay up to $60 per month for someone to drive my daughter home because the bus schedule is not
appropriate. I have discussed this with the bus manager and his suggestion was that she was safer on the bus than walking. I
disagree with his statement and think that it is not appropriate for any child to ride a city bus for that long.
The bus routes and schedules are not conducive to rider use - unless you have all day to sit on the bus. They begin too late in the
morning for those with an early shift and stop too early for anyone to attend an evening event. The one way travel means a 3-5
minute car ride takes the best part of an hour by bus. Potholes are bad in places and some remain for a long time eg. In front of the
ICBC building. 8th St is wide enough for a vehicle to pass when someone is waiting to turn left, but should the "turner" change his
mind and hit the passing vehicle the latter is at fault. Is it wide enough to have turning lanes?
Lane signs need to be closer to the intersection at 15th -The intersection at 17th and the Alaska Highway is an accident waiting to
happen- traffic go through stop lights on a regular basis- need to have warning lights for the light change –The traffic circle is a traffic
jam at 5pm -Winter time cleaning of sidewalks in residential areas is not done- leaving it to the home owners and not enforcing the
by law is not a solution- leaves people who are walking - walking in the middle of the unploughed roads! -Winter time cleaning of the
streets is poorly done- in December 2013 my pick up was pushing snow because it was so high in the street- while other streets (not
on emergency routes) had been cleared several times. -Lack of stop signs in some older subdivisions - Lack of left turn lanes/ lights
on the double lane road in the vicinity of the co op - need to recognize how the traffic patterns are changing because of the
increased traffic in the newer subdivisions ( eg. 17th) -The increased traffic (in general) on 17th because people are avoiding going
through town - the increase of heavy commercial traffic going through town is an issue -The intersection of 13th and the highway is
an issue- I've seen traffic stopped on the highway because of a backed up drive through?? Weird signal light patterns on the Alaska
Highway- lights change without being triggered to stop the traffic on the Alaska Highway; or are set so that the normal pattern is for
it to be red until it is triggered to change by stopped traffic ( evenings and weekends)
* Pedestrian cross walks at the traffic circle are not safe. Purpose of a traffic circle is to help move the flow of vehicle traffic. When
someone uses the crosswalk it back up the vehicle traffic. Having the cross walk at the traffic circle is not very good planning.
Please move the pedestrian crossings to a different location (not near the traffic circle)....someone is going to get killed, hurt
crossing there.* the most challenges facing transportation in Dawson Creek are every street and avenue in the city. There is not one
that is in decent condition. What a disgrace they are to our otherwise beautiful city and area. The entire city needs to be
repaired...every street and every ave.
* Drivers are not properly educated on pedestrian and cyclist rights which aren’t a City of Dawson Creek responsibility. But that is
the main issue, aggressive drivers. streets. Why do we bottle neck traffic into a single lane going into the traffic circle. We need
more lanes, not less.
* Sidewalks all the way to Wal-Mart.
* With over 15,000 visitors to our community - available parking for large vehicles is difficult (i.e. RV, trucks /w trailers).
* Bike lanes should be present. * Not adequate sidewalks throughout town for safe routes to work if walking (ex: 8th street lacks
sidewalks). * Motorcycle/Bike awareness. * People do not know bike hand signals. * Sidewalks for children walking to school, not
enough. * Double lane traffic for biking can be dangerous when turning left.
* Commercial trucks not travelling the appropriate route. * People not knowing how to use the traffic circle.
* Need for bike racks everywhere/anywhere. * No bike lanes downtown and stall parking makes it very unsafe to cycle on roads (i.e.
10th). Because cycling on sidewalks is prohibited, cycling downtown is less desired. * Pedestrian crossing @ round about on 8th is
difficult and unsafe. Vehicle rarely yield to pedestrian, crossing are in difficult to access locations and no sidewalks on 8th on NAR
side.
* Traffic is too fast on 8th street north of traffic circle. * Pedestrian x-walks on 8th street north of traffic circle are: 1. Not clearly
marked 2. Too infrequent (more are required) * Bus route north does not have a reasonable time for kids@ central (mornings
especially).
Is transit worth it? RV parking in residential areas during the summer is a hazard. Capital works are expensive.
Glad to see additional traffic lights on Alaska Ave. and 8th Street.
The number of driving infractions. You don't dare proceed through the lights at the Mall without looking several times and waiting for
everyone to stop running the red light. But that is probably an RCMP matter.
8st and Alaska are not safe for bikes especially at 8st Shell station and UFA/Encana intersections due to islands pushing cars into
cycling zone of road.
I think the most significant challenge is in regards to walkability. 1. PEOPLE DO NOT SHOVEL SIDEWALKS IN THE WINTER
TIME!!!!!!! I own a home and 2 dogs. I walk my dogs every morning, after work and before bed. In the winter time it is very difficult to
walk them because most people in my neighbor do not shovel or salt their sidewalks. I don’t think that it is unreasonable to expect
that people shovel within 24 hours of the large amounts of snow falling. I have a physical disability and if I were to slip on the ice I
could hurt myself badly. 2. THE LIGHTING AROUND TOWN IS TERRIBLE AND THERE ARE SO MANY DOGS OFF LEASH. I
bought my home in 2011 and after only a few months of living there, me and my dog were attacked by a neighbor's dog that was
unleash. The dog almost ripped my dog’s eye out, who required stitches and an$800 vet bill. The dog had attacked us from behind
and I did not see him sooner because of how dark it was. (this same dog has also just bit a person this month) As a result of this, my
dog does not do well with other dogs anymore. In addition I am terrified walking my dog when there are other dogs off leash. I am
totally restricted of when and where I can walk my dogs because of this.
Pedestrians crossing the street behind vehicles that are backing out from parallel parking. I.e. in front of the Post Office. Backing out
requires watching up the street in the direction of oncoming traffic, as well as the other direction to ensure no other vehicle is
backing out at the same time. It is not possible to watch for people walking from the other side of the street too.
It is getting incredibly busy around rush hour times in the morning and afternoon. Alaska ave and 8th street are getting to the point
where they are not big enough to support the amount of traffic that is using them. They are the main arteries for most of the town,
therefore more main traffic ways to get around town is needed i.e. double lanes for 17th street
Pot holes are my biggest concern. Excessive speed on many streets, 95th and 96th Avenue see many speeders and Alaska
Avenue has large transport trucks speeding through town. My other concern is the large trucks not using the bypass but sailing right
through town.
Traffic is often backed up the hill on 8 St heading south to traffic circle at peak periods.
I reside in Pouce and do not feel safe riding to Dawson and there are NO public buses for rides to work
I ride and walk as much as possible, but find our town is quartered by Alaska Highway and 8th. It is a long way to get safely across
either if one arrives between crossings - which are especially true of cycling. For instance, to ride legally from the Co-op to No Frills,
I need to be on the North side of the highway, but to cross to No Frills I either have to use the lights way early and ride against the
traffic (which means riding on the sidewalk), or go a full block beyond the turn to 15th and then ride back to No Frills. It's no big deal
in my car, but pretty frustrating on the bike. 8th has similar challenges all the way along, and as for bike parking - it doesn't exist.
When I am driving, I am bothered by cyclists riding illegally and unmindful of the safety of others, but I also have to sympathize as
there is often little choice when the roads and routes are designed only for cars. It might be helpful to plan for access paths (like
skinny little access roads) along those major arteries so we can avoid riding against traffic as much as possible. Furthermore, we
need to train people to ride legally and safely. I fear people have lost the knowledge of road rules for bicycles.
Need more reasons to travel and park "downtown", not too many merchants left "downtown".
Street maintenance, the streets and avenues are in very rough shape. All along the downtown, from 10th-17th and Alaska hwy to
116th ave.
Road maintenance -- sidewalks around the hospital and High School in very poor shape
The intersections of 15th Street and Alaska Avenue and 17th Street and Alaska Avenue are definitely an accident waiting to
happen, there needs to be better turning lanes, markings and signage. The Ministry should be requested to install an overhead light
at the Dawson Mall/NLC pedestrian crossing There needs to be a left turning light installed at the UFA/Encana Centre lights when
heading east, I have seen traffic backed up past Wal-Mart when there is an event taking place at the EEC
I realize that 8th street is the highways responsibility however the cross walk at the Safeway/Mall intersection NEEDS OVERHEAD
SIGNAL (same as at panago pizza/subway)!!! College residents cross at that location all the time. There has been a remarkable
increase in our traffic theses last few years.
Assholes running red lights and speeding. Specifically along Alaska Avenue and 8th st south of the traffic circle. Crossing those
streets on a green light, if I am the first vehicle in line when my light turns green I do not advance into the intersection without
looking to make sure some asshole isn't blowing through the intersection while on a cell phone or in a white oil field truck not
bothering to obey the laws and rules of the road. I have had more near misses at 15th and Alaska as well as 17th and Alaska then I
can count. In fact all of the lighted intersections need to be monitored and enforced to get people to not run red lights! Also, 96 and
97 avenues from 15 st to 8 st (15 st to 11 st for 97) need to have some kind of speed monitoring or stop signs in place to get people
to stop using them as raceways in town... especially bad on 97 as it has industrial along the south side and jackasses always are
racing along it as excessive speeds. 3 Way stops at 13th may slow those people who think "Fast and Furious" movies need to be
duplicated on city streets from doing so along there. (Yes I live in the area)
8th street and Alaska Avenue used by industrial through traffic instead of Bypass route. The speed, visual obstructions, fuel
emissions and noise pollution; as well as potential for dangerous spills downtown makes the two routes very pedestrian and cycle
unfriendly. Because of the way these two roads separate the downtown core from the residential areas and from the swimming pool,
and east side commercial area many motorists and all pedestrians and cyclists frequently makes dangerous decisions in order to
cross the highways. 8th street and 116 : even after the deaths incurred on this corner we have not closed off the access road to the
fast food places and moved them further south - in addition however the Signal Lights are controlled is PRO-INDUSTRIAL OR
THROUGH TRAFFIC - the east // west access at this corner is very short and frustrating and because 116 has become such a
major route for local and regional traffic there are often instances of vehicles losing patience and darting across the road or turning
left or right and of transport trucks crossing that intersection on green lights at higher than posted speeds *** SUMMARY: the
lighting on these internal highways is pro-industry/anti-local either by design or accident WALKING - is always absolutely unpleasant
on discouraged by environment on the highway routes - the dust/dirt/splashes and noise are enhanced by industrial traffic and we
should insist that the bypass rd. be used to redirect this traffic. BIKING - impossible on the highway routes and rarely see anyone
attempting but even crossing them with a bike is rare as access to the pool and eastern commercial places is designed to be by
road and does not encourage bike access. ************ Dawson Creek is a city that does not encourage foot or bike traffic and there
is little egress to the rural surrounding area because we are surrounded by major highways. BUSSES: something has to be figured
out to reduce the cost/size of busses and create users - it seems that school busing and vouchers for step up and ride or taxis would
cost about the same.
8th street and Alaska Avenue used by industrial through traffic instead of Bypass route. The speed, visual obstructions, fuel
emissions and noise pollution; as well as potential for dangerous spills downtown makes the two routes very pedestrian and cycle
unfriendly. Because of the way these two roads separate the downtown core from the residential areas and from the swimming pool,
and east side commercial area many motorists and all pedestrians and cyclists frequently makes dangerous decisions in order to
cross the highways. 8th street and 116 : even after the deaths incurred on this corner we have not closed off the access road to the
fast food places and moved them further south - in addition however the Signal Lights are controlled is PRO-INDUSTRIAL OR
THROUGH TRAFFIC - the east // west access at this corner is very short and frustrating and because 116 has become such a
major route for local and regional traffic there are often instances of vehicles losing patience and darting across the road or turning
left or right and of transport trucks crossing that intersection on green lights at higher than posted speeds *** SUMMARY: the
lighting on these internal highways is pro-industry/anti-local either by design or accident WALKING - is always absolutely unpleasant
on discouraged by environment on the highway routes - the dust/dirt/splashes and noise are enhanced by industrial traffic and we
should insist that the bypass rd. be used to redirect this traffic. BIKING - impossible on the highway routes and rarely see anyone
attempting but even crossing them with a bike is rare as access to the pool and eastern commercial places is designed to be by
road and does not encourage bike access. ************ Dawson Creek is a city that does not encourage foot or bike traffic and there
is little egress to the rural surrounding area because we are surrounded by major highways. BUSSES: something has to be figured
out to reduce the cost/size of busses and create users - it seems that school busing and vouchers for step up and ride or taxis would
cost about the same.
I am so grateful for the public transit service we have in Dawson Creek! I truly hope that it continues to be a priority for the city. I do
not own a car, and so walk or use the bus to get around. There are several intersections and crosswalks where it feels like taking
your life into your hands to cross the street. Trusting that other people will observe and obey traffic signals could get you killed. I
frequently see people in vehicles (usually trucks, I daresay driven by young men who have more money and testosterone than
brains) who, instead of slowing down at a yellow light, decide to play the, "let's see if I can make it!" game and speed through. This
is incredibly dangerous. I regularly observe this at the intersection of 15th Street and the Alaska Hwy, though have also seen it
happen along the Alaska Hwy in front of the shopping mall. I would suggest that the city install cameras on the traffic lights of major
intersections and fine drivers who do this. Drivers who do not pay their fines should have their licenses revoked. You would make a
fortune, and the streets might be safer. In the winter, on several occasions, I have seen people using scooters and wheelchairs clear
of snow and debris, while the sidewalk is not. I most often saw this on 102nd Ave, especially between 17th and 13th Street. These
folks have a hard enough time getting around as it is. I would love to see more attention paid to keeping sidewalks cleared and
sanded. Thank you for making this survey available and for seeking feedback from community members about this issue.
Maintaining and upgrading sidewalks, street integrity, as well as replacing poor quality roads should be priorities for the City.
Pedestrian crossings not adequately or consistently marked, dangerous for pedestrians and drivers alike. Commercial traffic is not
accommodated or encouraged or serviced in our community. Commercial drivers arrange their stops in communities around us,
rather than in Dawson Creek. Have many family members that work for companies that travel thru Dawson Creek, and stay in Fort
St. John or Grande Prairie rather than Dawson Creek. City of Dawson Creek has burnt too many bridges over the years with many
of those companies and local business suffers because of it. Hushed up. There are areas that have either street lights OR sidewalks
but not both in the same place. Children especially should be able to walk to school safely on good sidewalks. Elderly and physically
challenged have difficulty as well when sidewalks are poorly maintained or non-existent. Bottleneck created at traffic circle for traffic,
why get rid of the lane for traffic headed east on Hwy 49. I am a lifelong resident of Dawson Creek and have come to the conclusion
that decisions are made for the benefit of the very very few with absolutely no regard for how decisions affect the very many. As we
approach retirement we have decided not to retire here. Not because of the weather, but because we see a continued lack of
respect for the people who chose to live, work, raise their families and volunteer in our community. We might as well implement a
transportation plan that gets people thru our community as quickly as possible, because we are no longer a nice place to be.
Even this survey is car-centric. Bicycles are a transportation vehicle. When I use the sidewalks, half of the sidewalks are sloped
because every 10 meters there is either a driveway, new street, alley access. When I try to go for a run, my neck gets more of a
workout than my legs because every 10 meters there is an opportunity for a vehicle to turn across the sidewalk, drive across the
sidewalk or drive across the crosswalk. I feel like it is a game of reverse-Frogger where the vehicles drive across the sidewalks to try
to run me over. There is complete overkill on the width of the roads, the number of parking spaces all across. Does each house
need to have a driveway (usual a double wide), alley access, and parking on the street? Sidewalks in town are "sidewalks to
nowhere." A lot do not connect to anything, start randomly and stop randomly with no sense of flow, necessity, rhyme or reason. For
example, the sidewalk along 122nd between 7th and almost 8th street. The sidewalk has no connections to any other sidewalk an
doesn't even connect to 8th Avenue. There are dirty, muddy pseudo-trails all over town where people constantly walk, but have no
sidewalks. For example: the trail connecting 13th Ave between 97 Street and Alaska Avenue; 14th/106a connecting to the Dawson
Trail; and along 116th Street east of 8th Ave. There are no sidewalks in the immediate blocks around the schools. Worse, the
sidewalk on the east side of Tremblay Elementary along 13a Ave. I don't want money spent on having double the amount of
pavement needed for the entire town. People should not have the choice of a hundred parking spots along the street block of their
destination and then have sidewalks that do not accommodate more the two people passing each other. Walking and biking
infrastructure cost far less money than virtually unlimited amount of "free", fully subsidized four lane roads, alleys, and parking spots
throughout the entire town. If toddlers and seniors are not able to safely ride bicycles, use wheelchairs, or walk along the designated
walking, bike riding routes then the routes are not safe or reasonable. The reason why people do not get out of their vehicles more
is because there is nowhere for them to go. If Dawson Creek had 100% walking and biking infrastructure, then there would not be
any cars. Since Dawson Creek has 99.99% car/truck vehicle infrastructure, then (surprise, surprise) hardly anyone is able to walk or
bike around town.
*PLEASE* pave 17th st - it's terrible!! Many other streets are so rough!!! It would also be nice if RCMP could patrol 110 Ave in the
evenings. So many travel at very high speeds, even when children are in the park and crossing 110th Ave to get to parents vehicles
that are parked along it!!
SECTION 7a. OF THIS SURVEY DOESN'T WORK. It allows a type of answer only once in this section! I never saw more than 6
passengers in a City bus in the 28 years I live in DC. Mostly it's only between 1 and 3. For that amount of usage it would be infinitely
more cost effective to have 5 taxicabs in use for a flat rate charge equal to what the WHITE ELEPHANT...sorry, the City bus
charges. Infinitely, and then some. The mentally handicapped should for health reasons walk, as most of them are overweight. Or
offer a contract to operate passenger vans to one local cab company which has shown to provide decent service. Again, infinitely
less expensive to the province and the DC taxpayer. Can you please pass this on to someone with authority who cares at City hall?!
I hope that I wasn't too terribly politically correct with my humble opinion.
The quality of sidewalk cleaning in the winter is always terrible, in part because it is left to homeowners to clear in front of their
house... and they often don't.
Sidewalks must be safe for seniors and those with disabilities. Crossing 8th street is scary in places - my elderly mother had great
difficulty trying to walk over to the co-op, most pedestrian crossings on 8th are poorly marked. Poor sidewalks on 17 st, north of the
walking trail Sidewalk on 15th st between 108 ave and 102 ave is poor Cyclists using the sidewalks are areal hazard especially for
the elderly, more education is needed and hopefully bike lanes
The winter months are difficult for many people I know considering that many sidewalks and bus stops are icy and not sanded or
cleaned for a good portion of the winter. there has been a number of times that I have seen the sidewalks on the corners of 108th
Ave. and 8th street so bad and phoned city hall because they where nearly impassible, especially to a senior using a cane or
walker.
The two biggest transportation issues that I see in the community are the roads and sidewalks that are falling apart!! There are
many streets with sidewalks you can hardly walk down I couldn't imagine someone in a wheel chair or a scooter getting around, but
we waste money on stupid things like an LED sign at city hall or replacing the concrete floor in the multiplex that is only 5 or so
years old. The other issue I have is with all the three and four way stops that were added over the last ten or so years specifically at
116th Ave and 13th st, 111th Ave and 15th street, 108th Ave and 13th street, 108th Ave and 19th street as well as 92nd Ave and 8st.
These have added allot of unnecessary stopping and starting. These were all put in Willy nilly by previous councils after a complaint
or two. These should be put back to make the flow of traffic flow more freely, resulting in less emissions because we know how this
government wants everything greener!!!!
Mini mall parking awful and park on side of road and Difficult to see when pulling out of parking lot.
Street width is inadequate in places. A real problem exists when apartments and "crew houses" are allowed in residential areas with
the narrow streets. There are no sidewalks for pedestrians and increased parking on the streets from these high density buildings
creates an unsafe environment for pedestrians and motorists. With parking on both sides of the street there is only one lane left in
the middle of the road for both the pedestrian and motorist going both ways. A prime example of this is 109 st west of the high
school. It has high pedestrian use at times as students go to and from school. Many of the students also use this street to go to the
legacy market during the day for drinks and snacks. There is an apartment building and at least 2 crew houses that at times have
residents parking on both sides of the street. Also when unchaga hall is in use overflow parking is done along 109 st. At times there
are high speed vehicles using this street as well ( locals assume that they are students from the high school). These high speed
vehicles are often seen when there is high pedestrian use from the high school.
Dawson Creek needs more pedestrian friendly, I have met many people from city’s that have relocated here, and the lack of
pedestrian areas etc, as well as biking lanes makes them want to move back to the city, at least they feel safe walking and riding
bikes
The street that the hospital is on is horrible! I think that is the worst street in town considering how busy it is. You shouldn't have to
dodge around the gigantic holes and uneven pavement. It would be nice to see that whole street redone properly.
Street crossing signals do not give sufficient time to cross streets, especially on Alaska ave and 8th street. No sidewalks on east
side of 8th street near Canadian tire, Wal-Mart, areas. The handicapped parking spots downtown are not very spacious- would be
nice to have the spots made for bigger vehicles eg) wheelchair ramp/lift is on back of vehicle so person is out in the traffic lane to
get in/out of their vehicle. Spots need to be longer and wider.
Too much spent on public transit, not enough clearing snow and fixing roads
Several Intersections across 8th Street need safer crossings for pedestrians. Snow removal is always an issue. Particularly when
snow is piled at the ends of streets coming onto 8th. Have to actually pull onto 8th street to see if it is safe to go on to it, which when
your pulled half way onto it already makes it a mute point. Better marked crosswalks and lanes would be an asset also.
The Dawson Creek trail is a great idea, but for five years it sits stagnant. Was told it is going to be completed this year, somehow I
don't know. The lighting in the trail will be an issue, as there are no lights there. It will be a great asset to all once Fall Fair Rodeo
comes around, people can use it instead of walking on the dark road with constant traffic. Should take some of the walking traffic out
of it. That’s my main issue, is the Dawson Creek trail, other than that, everything is great.
Dawson Creek MUST make another rail crossing to bridge the north and south sides of the city better. A LOT of Dawson Creek
residents want this, most likely as an extension of 13th St. Now that there is a traffic light there. It is a safety issue as well as saving
time and would result in fewer traffic problems as well as reduced greenhouse gases. On 8th St. people often impatiently pass other
vehicles on the right while they are waiting to make a left hand turn anywhere north of the traffic circle when 8th St. is busy. Adding
another crossing in the middle of town would substantially alleviate the traffic problems on 8th St. Also, why do city workers tend to
want to begin working on 8th street, often when hundreds of parents are trying to drive their kids up 8th St on their way to or from
school at Frank Ross. Can they please not do maintenance at that particular time of day? Sometimes 8th St and the entire traffic
circle become blocked when a train comes through the crossing. 15th St isn't always an option either. Transit buses need to better
address the needs of school students, arriving and leaving at appropriate times. ie morning bus arriving at Ecole Frank Ross, bus
times either arrive far too early or late. Too early is a problem due to the fact that school policy presently doesn't allow students to
enter school building early even when weather is extremely unpleasant with life-threatening -30 wind chills, etc. The next bus arrives
5 minutes late for school. Please consult with school district to better co-ordinate city transit arrival and departure times with school
schedules.
I find 8th Street and 102 Ave to be a challenge - I would like to see that no turning allowed as it restricts traffic flow into the traffic
circle. I would also like to see transit be increased and used as a transportation option during events at the Encana Events Centre this could help with the flow of parking and drinking &driving.
Intersection Alaska ave and 17th st... Need turning lane and thru lane north/ south need better. And more parking at the events
centre for event. Pay parking is fine... Just need more
The only big problem with potholes is up 8th street towards residential area north of the traffic circle. It's gotten really bad. Otherwise
great job from the city and I really appreciate the work they do. Not easy pleasing everyone. Someone is gonna whine about
anything.
The pedestrian crossings. There needs to be more with lights that alert traffic to stop. Numerous times my son and I have had close
calls because traffic does not see pedestrians crossing at cross walks and they speed by, barely miss us or speed up so as to not
let us cross safely.
The following are unacceptable and/or dangerous: -potholes -condition of streets and sidewalks in the winter -crosswalks not being
painted, signs not seen, busy streets need flashing lights -sidewalks are in horrible shape -not enough sidewalks, particularly in new
areas of the city -make walking paths/parks safer with lighting, etc. -more bussing options in new areas of the city -traffic is too fast
in park/school/residential areas. Possibly add more signage/blinking speed lights -too much commercial traffic in city limits additional turning lights at busy intersections I wanted to choose strongly disagree to the following, but the survey would not allow
me to. Streets and intersections ensure smooth traffic flow Roads / streets are well maintained (markings, potholes, etc.) Roads /
streets are adequately cleared of snow during winter Commercial trucks travel on appropriate routes Traffic speeds are acceptable
in residential neighbourhoods
Lane markings need to be more obvious. The intersection at 15th St and Alaska Ave should have arrows painted as well as signs
pointed for the left turning lane and the thru lane. This should also occur at the intersection at 17th and Alaska Ave where there
really are not left turning lanes or thru lanes but locals use them that way. Also, why is 19th (a one way street) not paved in front of
Canalta Elementary school? Also, the exit for this school is a back lane. This is fine but should it not be paved given such heavy
traffic?
In the winter, it is impossible to go for a walk safely. The issue is not with the sidewalks that the city clears; many residents in town
do not shovel the sidewalks in front of their house. By January, it is impossible to attempt a walk on a busy neighbourhood street. I
can't imagine how people with strollers or wheelchairs manage it. If there is a by-law stating residents have to shovel their
sidewalks, it would be great if it was enforced.
It is very difficult at times to get into 8th Street from 120th Avenue from the west, turning left to go north. That can be a 5+ minute
wait.
Potholes throughout the city are negatives for our city. The small gravel that is used to quickly and temporarily fix them never helps.
It would be nice if 17th street was completed up to Alaska Ave as it is still unpleasant to drive on.
The pedestrian crossing across 8th Street near Safeway seems like an accident waiting to happen. There should be a pedestrian
crossing light (like the one near the 7-11) because it is difficult to see if pedestrians are waiting to cross (or even difficult to see the
cross-walk sign) when driving on 8th Street in the middle lanes or even on the opposite side of the road from the pedestrian is
waiting to cross. There seems to be pedestrians using that crosswalk quite frequently (due to it being close proximity to the
residential building at the college, Safeway, the mall, etc.) and a pedestrian light would make it much safer for pedestrians. The
sidewalks on the hill are terrible. The walking path (Dawson Trail) is nice but it's inconvenient for people living on the hill to have to
pack up strollers and children into a vehicle just to drive somewhere and park just to go for a walk. It would be nice to be able to
leave for a walk from my own house with a stroller and not have to walk on the road and in some cases the middle of the road just to
get anywhere. Even where there are sidewalks they are often in such poor condition that we're forced to use the road. This is the
case not only on quiet streets on the hill but even on more heavily used roads like 96th Avenue.
Need more 4 ways on some roads.. Specifically intersection by lake view credit union and cjdc. Very hard to see oncoming traffic as
well as near the optometrist office (downtown from the dollar store)
Email:
Phone:
Name:
Please provide your name and phone number or
e-mail if you would like to receive survey results.
Please describe the most significant transportation
challenges facing Dawson Creek, noting specific
locations or intersections where appropriate.
- THIS SURVEY IS PRINTED ON RECYCLED PAPER -
Please visit the City’s website to learn
about the plan and opportunities for
public involvement.
The Transportation Master Plan is
being developed between May and
November 2013. A public open house
will be hosted in September that
residents are encouraged to attend.
What’s next?
2. Visit the City’s website to complete
the online survey.
1. Return in-person to City Hall (10105-12A St)
Please return completed surveys no later than
August 2nd, 2013. There are two options to
return your completed survey:
How to submit completed surveys?
Want more information?
Visit the City’s website - www.dawsoncreek.ca
or contact Jodi MacLean, Planner
t. (250) 784-3601
e. [email protected]
By completing this survey you will create a
better understanding of existing transportation
challenges and potential solutions.
The City of Dawson Creek is developing a
Transportation Master Plan that will outline
strategies and actions to better accomodate the
needs of residents and visitors.
Dawson Creek
RESIDENT
SURVEY
4
2
6 or more
5
6. Approximately how frequently do you use
Dawson Trail (Kin Park path)?
Daily
Never
5. Approximately how frequently do you bicycle in
the summer months?
Daily
Never
4. Approximately how frequently do you use public
transit?
Daily
Never
3. How satisfied are you with the City’s overall
roads and transportation services?
Very satisfied
Somewhat satisfied
Neither satisfied or unsatisfied
Somewhat unsatisfied
Very unsatisfied
Other
RVs
SUVs, Minivans
Trucks
Cars
2. How many of each vehicle type does your
household own?
3
1
1. How many people live in your household?
Please turn survey over to provide additional comments.
Public parking lots meet downtown employee parking needs
Parking time restrictions are appropriate
Parking is available within walking distance of destinations
7e. Downtown Parking
Bus stops are comfortable, safe, and accessible
Transit vehicles are clean and comfortable
Transit schedule times reflect desired travel times
Transit routes reflect desired travel locations
Transit is a safe and reliable means of travel
7d. Public Transit
Bike parking is of sufficient quality to deter bike theft
Bike parking is adequately provided in downtown
Roads / streets are safe for cyclists
7c. Cycling
Pedestrian crossings are clearly marked
There are sufficient pedestrian crossings
Sidewalks are cleared and sanded/salted in winter
Sidewalks are properly maintained to prevent trip hazards
Sidewalks are adequately lighted
Sidewalks are safe for people in wheelchairs or on scooters
Sidewalks are safe for pedestrians
Sidewalks are provided where they’re needed
7b. Sidewalks
Traffic speeds are acceptable in residential neighbourhoods
Commercial trucks travel on appropriate routes
Roads / streets are adequately cleared of snow during winter
Roads / streets are well maintained (markings, potholes, etc)
Streets and intersections ensure smooth traffic flow
7a. Roads / Streets
7. Please rate the following statements on how they
relate to Dawson Creek’s transportation system.
Strongly
Disagree
Disagree
Neither Agree
or Disagree
Agree
Strongly
Agree
APPENDIX C
SIDEWALK
INVENTORY
Rd 221
q
Rd
0
21
Rd 21
0
18A
87 Ave
18 St
87A Ave
89 Ave
91 Ave
Spin
ney
Dr
99
Ave
Ala
ska
Ave
100 Ave
5 St
2 St
9 St
100B Ave
Rd
10
St
11
St
Co-op Mall
9 St
Ave
k
Par
103 Ave
7 St
Pool
107 Ave
D
hill
Ave
105A Ave
108 Ave
13 St
nSouth Peace Secondary School
r
1 St
9 St
114 Ave
3 St
115 Ave
aR
Roll
116 Ave
4 St
5 St
13A St
14 St
113 Ave
115 Ave
14 St
Vie
wD
Par
k
16 St
16 St
113 Ave
5 Tremblay School
114 Ave
112 Ave
112 Ave
St
17 St
14A
113 Ave
111 Ave
" Hospital
111 Ave
Collins Rd
110 Ave
10 St
110 Ave
5 Canalta School
Dawson Mall
7 St
109 Ave
12 St
109 Ave
4 St
" Library
14 St
16 St
18 St
108 Ave
106
Ave
6 St
107
Chamberlain Dr
Aspen Dr
49
105 Ave
6 St
Cedarwood Crt
5 Central Middle School
Ave
8 St
McKel
lar
r
Hw
y
104 Ave
Rotary Lodge
Cyprus Crt
19 St
Willowview Dr
Cres
104
Arena
107 Ave
Cotonwo od Cr es ?
Poplar
e
Wil
so n
Ave
100 Ave
100A Ave
12
St
13 St
15 St
106 Ave
20 St
105
13A St
105 Ave
Willowbrook Cres
Ave
100B Av
104 Ave
104 Ave
100
98 Ave
Tourist Centre
Hall
14 St
18 St
19 St
20 St
"City
102 Ave
n Parkhill School
97A Ave
99 Ave
13A St
101 Ave
101 Ave
10
St
99 Ave
99 Ave
97A Ave
5 St
98 Ave
96A Ave
re
s
97 Ave
Cr
es
11
St
16 St
18 St
97 Ave
W
at
so
nC
3 St
ec
k
Cre
s
4 St
wa
ll
Re
asb
4 St
96 Ave
6 St
96A Ave
97 Ave
Co
rn
8 St
Roy Forbes Dr 11 St
13 St
96 Ave
13 St
13A St
14 St
18 St
19 St
12 St
16 St
96 Ave
Rotary Lake
20 St
95 Ave
96 Ave
Hwy 97
"
94 Ave
Kiwanis Centre
95 Ave
tg
Fr
20 St
97
Rd 94
y
Hw
e
m
Ce
Rd
Dr
93 Ave
7 St
d
un
14 St
ro
pg
93 Ave
94 Ave
ry
te
Lyman
92 Ave
9 St
m
ca
11 St
92 Ave
Ravine Dr
e
13 St
27 St
16 St
Loran Dr
92 Av
Forest Park Dr
18
St
19 St
93
Av
e
St
20
90 Ave
91 Ave
Dr
Rotary Manor
7 St
90
Av
e
Elw
oo
d
90 Ave
8 St Frtg West
wy
19 St
H
ka
9 St
89 Ave
89 Ave
10 St
as
Al
20 St
88 Ave
10 ST
20A St
86 Ave
19A St
87 Ave
9 St
21 St
St
85 Ave
86 Ave
9 St
tg
Fr
84 Ave
8A
St
wy
19A st
H
ka
17A St
as
Al
83 ave
116 Ave
8 St Frtg East
1 St
9 St
120 Ave
"Vic
121 Ave
access road
Hwy 2
Rosella Borek
"Multiplex
Frontag
e Rd
Rd 217
1 St
Adams Rd
4 St
strataroad
6 St
122 Ave
Sidewalk Condition
Good
Fair
Poor
Multiuse Trail
Crosswalks
Standard Crosswalk
School Crosswalk
Overhead Sign
Flashers
Turner Airport
122 Ave
Airport Rd
11 St
Soccer Field Road
9 St
119 Ave
118 Ave
7 St
10 St
d
117 Ave
0
0.25
0.5
1
1.5
2
Kilometers
201-791 Goldstream Ave
Victoria, BC Canada V9B 2X5
Tel.: 250 388 9877
Fax: 250 388 9879
www.blvdgroup.ca
Drawn By. RL Date. May 22/13 File. xxxx
Sidewalk Inventory
Dawson Creek Transportation Master Plan
APPENDIX D
BUS STOP
INVENTORY
Rd 221
q
Rd 21
0
17A St
wy
tg
Fr
84 Ave
n Dr
4 St
5 St
4 St
!
(
s
2 St
101
Hw
y
7 St
200
!(
®(
s
! 307
®
Ave
3 St
6 St
8 St
d
8 St
Ave
Ave
100 Ave
103
!s
(
®²
³
102
!
(
105A Ave
49
6 St
Ave
104
Collins Rd
1 St
115 Ave
3 St
5 St
4 St
114 Ave
116 Ave
207
®²
!s
(
³
122 Ave
206
®²
! s
³
(
Airport
Multiplex
Adams Rd
Hwy 2
Rosella Borek
8 St Frtg East
122 Ave
Airport Rd
210 209 208
!
(
!
(
120 Ave
1 St
205
1 St
!
(
!
(
4 St
118 Ave
Soccer Field Road
!
(
213
212
!²
(
³ (
!
211
!²
(
³
6 St
214
6 St
113 Ave
204
5 Northern
®Lights College
!s
(
121 Ave
strataroad
!
(
203
®
!s
(
202
201(
!s
®
Rd
13 St
217 216 215
!
!
(
(
116 Ave
4 St
108 Ave
Dawson Mall
305
a
Roll
!
(
od
Dr
7 St
9 St
9 St
St
113 Ave
!
(
106
!
(
100
145
!Co-op
(
® Mall
s
!s
(
®
St
137
!s
®²
(
³
ID
Tel.: 250 388 9877
Fax: 250 388 9879
www.blvdgroup.ca
107
5 Tremblay School
114 Ave
Bus Stops
® Accessible
s
Shelter
³ Good
²
³ Moderate
²
³ Poor
²
Bus Routes
1 - Northside Loop
1 - Northside Loop, Limited
2 - Southside Loop
2 - Southside Loop, Limited
3 - Central Loop
105
105
100B Ave
nR
7 St
220
219
! s
(
³ 218
®²
!
(
Pool
!
(
7 St
!
(
140
!
(
139
!²
³ 5 138
®(
s
!
(
104
300
! 306
(
® Peace
®
!s
! South
5 Dawson Creek Secondary(
(
Campus
s
136
134
111 Ave
135
!s
® Hospital
³(
²
!
(
!
(
112 Ave
14A St
111 Ave
144
!s
(
®
98 Ave
100A Ave
Wi
lso
8 St Frtg West
110 Ave
Ave
Tourist Centre
Ave
107
!s
® 106
³(
²
!
(
99 Ave
Rd 217
5 Canalta School
109 Ave
221
! ²
(
³
14 St
16 St
109 Ave
225
!²
(
³
133
!s
³(
²
®
97A Ave
Dr
100
108
97 Ave
9 St
222
224
! 132
! (
(
141
!s
(
®²
³
03
!
(
109
Library
13A St
!
(
Aspen Dr
14 St
!
(
223
20 St
108 Ave
es
Cr
18 St
lar
ney
10
Rotary Lodge
107 Ave
Cotonwo od Cr es ?
p
Po
11 St
11
St
106 Ave
Willowbrook Cres
re
s
10
13A St
105 Ave
!
(
St
104 Ave
104 Ave
!
(
96A Ave
St
301 City Hall
!s
(
®²
³ 142 143
!s
®
! (
(
1
102 Ave
131
ck
C
Spin
ska
Ave
11 St
304
Ala
95 Ave
11
101 Ave
14 St
18 St
19 St
20 St
!
(
302
12A St
!
(
!
(
303
13 St
99 Ave
100 Ave
101 Ave
sb
e
s
9 St
14 St
15 St
18 St
19 St
18 St
130
Cre
es
Cr
!
(
110
!
(
96 Ave
rnw
all
Re
a
97 Ave
98 Ave
99 Ave
96A Ave
118
n
so
129
Co
at
W
!
(
97 Ave
10 St
13A St
Ce
m
tg
96 Ave
Rotary Lake
!
(
111
!
(
94 Ave
t
!
(
96 Ave
119
!
! (
(
9S
122
120
12 St
!
(
Kiwanis Centre
121
12
Fr
et
er
y
97
Rd
y
Hw
20 St
nd
123
94 Ave
117
!²
(
³
12 St
u
ro
pg
!
95 Ave(
93 Ave
93 Ave
13 St
m
ca
124
128 (
!s
®³
!s
(
® ²
11 St
92 Ave
Rd 94
Loran Dr
16 St
27 St
127
!s
(
®
13 St
Av
e
13 St
92
Lyma
!s
®
125 (
19 St
!
(
Forest Park Dr
Av
e
Av
e
115
113
Rotary Manor
!(
(
!s
!
®
³(
²
91 Ave
114
Ecole Frank Ross School 116
5(
112
! 91A Ave
!
(
92 Ave
90 Ave
Elw
o
126
St
Hwy 97
89 Ave
89 Ave
19 St
wy
90
93
9 St
18 St
19A St
88 Ave
89 Ave
20
86 Ave
10 ST
H
ka
as
Al
20A St
20 St
87 Ave
10 St
21 St
85 Ave
86 Ave
17 St
H
ka
as
Al
83 ave
0
0.25
0.5
1
1.5
2
Kilometers
Bus Stop Inventory
Location
Y
Y
Y
Y
Y
Y
106 4 St N of 98 Ave NB
107 97A Ave E of 5 St EB
109 6 St S of 96 Ave NB
Good
Good
Good
Good
Y
Y
Y
Y
Y
113 91 Ave W of 8 St
114 91 Ave E of 10 St
115 10 St N of 91 Ave
116 10 St S of 91A Ave
117 10 St S of 93
118 95 Ave W of 10 St
119 95 Ave W of 11 St
120 95 Ave E of 13 St
Good
Good
Good
Good
Good
Good
Good
Good
Good
Good
Good
Good
Y
Moderate
Good
Y
104 100A Ave E of 4 St
103 3 St S of 100A Ave
Good
102 3 St S of 100B Ave NB
Good
Moderate
Y
Visibility
Signage
Exist?
101 Parkhill Dr N of Hwy 49
100 103 Ave Co-op Mall
ID
Bus Stop Inventory
Sidewalk
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
Shoulder
None
None
Sidewalk
Type
Access
Poor
N/A
N/A
N/A
N/A
N/A
N/A
Good
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Moderate
N/A
N/A
Good
Condition
No
No
No
No
No
No
No
Yes
No
No
No
No
No
Yes
No
No
No
Yes
No
No
Yes
Accessible?
None
None
None
Good
None
None
None
Good
None
None
None
None
None
Good
None
None
None
Good
None
None
None
Shelter
N
N
Y
Y
N
N
N
Y
Y
N
Y
N
N
Y
N
N
N
N
N
N
Y
Bench
Amenities
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Garbage
Sidewalk has deteriorated
Re-orient sign perpendicular to street
Notes
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
129 17 St N of 98
130 17 St S of 99 Ave SB
131 17 St N of Willowbrook Cres SB
132 108 Ave E of 17St EB
134 15 St N of 111 Ave SB
135 111 Ave E of 14 St EB
138 Mckellar NE of 10
Good
Moderate
Moderate
Good
Good
Moderate
Good
Good
Good
Good
Good
Moderate
Moderate
Y
128 17 St at 94 Ave SB
Y
Y
Good
141 13 St at 105 St NB
Y
Good
Good
Y
125 19 St S of 91 Ave
Good
140 13 St at 107 Ave NB
Y
Good
Good
Y
123 95 Ave W of 16 St
Good
139 13 St at Seniors Centre NB
Y
122 95 Ave W of 15 St
Good
Visibility
Signage
Exist?
Y
Location
121 95 Ave E of 14 St
ID
Bus Stop Inventory
None
None
None
None
Sidewalk
Sidewalk
None
None
S
None
None
None
None
Sidewalk
Sidewalk
Sidewalk
Sidewalk
Sidewalk
Sidewalk
Sidewalk
Sidewalk
Type
Access
N/A
N/A
N/A
N/A
Good
Good
N/A
N/A
Good
N/A
N/A
N/A
N/A
Good
Good
Good
Moderate
Good
Poor
Poor
Poor
Condition
Yes
No
Yes
No
Yes
Yes
No
No
Yes
No
No
No
No
Yes
Yes
Yes
No
Yes
No
No
No
Accessible?
Good
None
Moderate
None
Moderate
Moderate
None
None
Good
None
None
None
None
None
None
None
None
Good
None
None
None
Shelter
Y
N
Y
N
Y
Y
N
N
Y
N
N
Y
N
N
N
Y
N
Y
N
N
N
Bench
Amenities
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Garbage
Notes
N
Y
Y
Y
Y
212 118 Ave W of 11 St WB
215 116 Ave W of 13 St EB
Good
Good
Good
N/A
Good
Good
Good
Good
Y
Good
211 11 St N of 120 St NB
Y
Good
Y
Y
Good
210 120 Ave E of 10 St WB
Y
204 Northern Lights College WB
Good
Y
Y
203 Dawson Mall, 9 St
Good
Y
202 Safeway, 9 St
Good
Good
Y
Good
Y
Y
Good
Y
Good
Good
Y
Good
207 Wal Mart
Y
Good
Visibility
Signage
Exist?
Y
Location
ID
Bus Stop Inventory
None
None
None
None
None
None
None
None
None
Sidewalk
Sidewalk
None
Sidewalk
Sidewalk
Sidewalk
None
Sidewalk
Sidewalk
Sidewalk
Sidewalk
None
Type
Access
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Good
Good
N/A
Good
Good
Good
N/A
Good
Good
Good
Good
N/A
Condition
No
No
No
No
No
No
No
No
No
Yes
Yes
No
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
No
Accessible?
None
None
None
Poor
None
Moderate
None
None
None
Good
Good
None
None
None
None
None
None
None
None
None
None
Shelter
N
N
N
Y
N
Y
N
N
N
Y
Y
N
Y
Y
N
N
Y
N
N
Y
N
Bench
Amenities
N
N
N
N
N
N
N
N
N
Y
N
N
N
Y
N
N
N
Y
N
N
N
Garbage
Sign is broken, replace with second sign
Notes
Y
Good
Good
Good
Moderate
Moderate
Moderate
Y
Moderate
Y
Good
Y
Y
224 108 Ave W of 17St EB
Good
302 Dave's No Frills WB
Y
Good
Good
Y
222 110 Ave W of 19St WB
N/A
Y
Y
Good
301 102 Ave E of 14St EB
N
Good
Good
Y
Good
300 110 Ave W of 9 St WB
Y
Good
Visibility
Signage
Exist?
Y
Location
ID
Bus Stop Inventory
Sidewalk
Sidewalk
Sidewalk
None
None
None
Sidewalk
None
None
None
None
None
None
None
None
None
None
Type
Access
Good
Good
Good
N/A
N/A
N/A
Good
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Condition
Yes
Yes
Yes
No
No
No
Yes
No
No
No
No
No
Yes
No
Yes
No
No
Accessible?
None
None
None
None
None
None
None
None
Moderate
None
None
None
Good
None
Moderate
None
None
Shelter
N
N
N
N
N
N
Y
N
Y
N
N
N
Y
N
Y
N
N
Bench
Amenities
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Garbage
Only accessible from the street, no sign
Only accessible from the street
Notes
APPENDIX E
SUMMARY OF
LAND USE + FUTURE
DEVELOPMENT AREAS
Rd 221
q
Rd 21
0
e
t
AS
18
9 St
Dr
r
od
D
Lyma
n
7 St
Elw
o
4 St
5 St
2 St
4 St
6 St
3 St
5 St
6 St
7 St
4 St
5 St
Collins Rd
1 St
7 St
3 St
115 Ave
Soccer Field Road
120 Ave
10
1 St
121 Ave
122 Ave
4 St
Airport Rd
6 St
Adams Rd F
ronta
ge R
d
9
Hwy 2
1 St
strataroad
122 Ave
Rosella Borek
119 Ave
8 St Frtg East
9 St
11 St
118 Ave
116 Ave
Rd
117 Ave
8
4 St
5 St
12 St
116 Ave
lla
Ro
14 St
114 Ave
114 Ave
115 Ave
16 St
113 Ave
113 Ave
9 St
114 Ave
112 Ave
6 St
13A St
113 Ave
111 Ave
112 Ave
13 St
14 St
Dr
Pa
rk
Vie
w
16 St
111 Ave
8 St Frtg West
9 St
10 St
r
D
105 Ave
105A Ave
110 Ave
110 Ave
eo
n
106
Ave
ve
9
108 Ave
109 Ave
Tu
rg
19 St
y4
Dr
14 St
16 St
109 Ave
8 St
107
A
10 St
19 St
20 St
Ave
Chamberlain Dr
108 Ave
14A St
Tel.: 250 388 9877
Fax: 250 388 9879
www.blvdgroup.ca
Aspen Dr
18 St
Willowview Dr
Zoning Designation
Agricultaral
Aviation
Commercial Local
Commercial General
Commercial Highway
Commercial Service
Comprehensive Development One
Industrial Light
Industrial Heavy
Institutional Public
Parks and Recreational
Exhibitional Grounds
Civic Use
Residential Low Density Multiple Family
Residential Medium Density Multiple Family
Residential High Density Multiple Family
Residential Mobile Park
Residential Single Family
Residential Single and Duplex Family
Residential Single Family Mobile Park
Future Development Areas
Industrial
Residential
Hw
ill
rkh
Pa
104 Ave
8A
St
McK
ellar
Chamberlain Dr
100B Ave
d
ve
Cottonwood Cres
Cedarwood Crt
7 St
8 St
9 St
104
A
ve
107 Ave
Cyprus Crt
nR
9S
t
10
St
11
St
105
A
Wil
so
Rd 217
107 Ave
15 St
106 Ave
Willowbrook Cres
103
Ave
100 Ave
100A Ave
100B Ave
13A St
105 Ave
ve
100
AA
ve
12
St
104 Ave
104 Ave
98 Ave
99 Ave
12A St
14 St
13 St
18 St
102 Ave
100
A
6
97A Ave
Sp
inn
ey
Dr
99
Ave
7
Ave
13A St
101 Ave
101 Ave
ska
97 Ave
ec
k
97A Ave Cre
s
10
St
100 Ave
96A Ave
Re
as
b
11
St
18 St
16 St
Ala
96 Ave
W
at
so
all
n
Cr
Cr
es
es
99 Ave
99 Ave
19 St
Co
rn w
9 St
96A Ave
97 Ave
Roy Forbes Dr 11 St
12 St
13 St
13 St
14 St
96 Ave
97 Ave
20 St
9 St
11 St
13 St
14 St
10 St
Ravine Dr
Forest Park Dr
16 St
16 St
18 St
19 St
20 St
tg
Fr
20 St 20 St
s
97
Rd 94
re
94 Ave
95 Ave
96 Ave
98 Ave
93 Ave
95 Ave
96 Ave
11
C
y
e
et
Hw
m
Ce
92 Ave
93 Ave
y
rle
d
un
Hwy 97
5
ve
al
e
Av
o
gr
mp
ca
27 St
94 Ave
Rd
91A Ave
C
92
Loran Dr
13A St
y
91 Ave
92 Ave
ry
90 Ave
91 Ave
7 St
17 St
19 St
Hw
St
89 Ave
90 Ave
93
Av
e
20
3
9 St
18 St
20 St
89 Ave
89 Ave
12
87 Ave
88 Ave
10 ST
ka
as
Al
20A St
86 Ave
18
St
21 St
tg
Fr
87A Ave
4
85 Ave
19 St
y
e
86 Ave
87 Ave
19A St
Hw
84 Av
17A St
83 av
st
19A
ka
as
Al
2
1
0
0.25
0.5
1
1.5
2
Kilometers
Land Use & Future Development
Y:\Project Files\1473 - Lantzville Transportaton St udy\GI S\M
X D\ Temp l ates?
Dawson Creek - Long Term Trip Generation
Area 1
Code
Land Use
220 Apartment
231 Condo/Townhouse
160 units
16 units
Area 2
Rorison's Crescentview North
Code
Land Use
210 SFD & Duplex
Area 3
Sunset Ridge / Harvest View
Code
Land Use
220 Apartment
Area 4
Code
210
231
220
826
Sunset Ridge / Harvest View
Land Use
SFD
Condo/Townhouse
Apartment
Specialty Retail
Area 5
Code
Land Use
210 SFD
231 Condo/Townhouse
Area 6
Code
210
231
231
826
Dawson Hills
Land Use
SFD
Condo/Townhouse
Condo/Townhouse
Commercial
Area 7
Montney Apartment - Phase 2
Code
Land Use
220 Apartment
Area 8
Code
210
231
220
210
231
220
240
Woodlands
Land Use
SFD
Condo/Townhouse
Apartment
SFD
Low-Rise Condo/Townhouse
Apartment
Mobile Home Park
PM Trip Rate Trips In
0.62
65
0.78
8
73
Trips Out Trips
35 100
5
13
40 113
117 units
1.00
74
Trips Out Trips
43 117
200 units
0.62
81
Trips Out Trips
43 124
1.00
438
0.78
468
0.62
392
2.71
24
1322
Trips Out Trips
258 696
339 807
211 603
31
55
839 2161
2.74
108
0.78
62
170
Trips Out Trips
55 163
45 107
100 270
1.00
20
0.78
26
0.78
13
2.71
37
96
Trips Out Trips
11
31
18
44
10
23
46
83
85 181
0.62
26
Trips Out Trips
14
40
1.00
50
0.78
6
0.62
10
1.00
49
0.78
41
0.62
33
0.59
39
228
Trips Out Trips
29
79
4
10
5
15
29
78
30
71
17
50
24
63
138 366
696
1034
971
20,000
units
units
units
ft2
59.3 acres
136 units
31
56
29
30,488
units
units
units
ft2
64 units
79
12
24
78
90
80
106
units
units
units
units
units
units
units
Area 9
Code
Land Use
110 Light Industrial
76.6 acres
7.26
123
Trips Out Trips
434 557
Area 10
Code
Land Use
84 acres
7.26
134
Trips Out Trips
476 610
0.60
61
9.85
30
7.26
177
1.43
11
13.86
71
350
Trips Out Trips
59 120
20
50
629 806
11
22
68 139
787 1137
7.26
245
Trips Out Trips
868 1113
Area 11
Code
310
932
110
942
946
Land Use
Hotel
Restaurant
Light Industrial
Automobile Care Centre
Gas/Service with Con. Store
Area 12
Code
Land Use
200
5,000
111
15
10
rooms
ft2
acres
employees
fuel stations
153.2 acres
APPENDIX F
TRAFFIC CALMING
POLICY (DRAFT)
TRAFFIC CALMING POLICY
The Traffic Calming Policy provides guidance on the administration, planning, design and implementation of traffic
calming in Dawson Creek. The policy presents a consistent vision of how traffic calming is applied to provide clarity
to the community, staff, and Council. It also seeks to limit the liability/risk by giving appropriate guidance on the
application of traffic calming.
1. OBJECTIVES
The objectives of the policy are as follows:
1. Establish standardized procedures to initiate a traffic calming study;
2. Identify steps to identify and confirm issues, develop options, gather feedback, and implement a plan; and
3. Determine standardized traffic calming measures to be implemented in the City to resolve issues;
2. PRINCIPLES
2.1 What is Traffic Calming?
Traffic calming is defined by the Institute of Transportation Engineers (ITE) as follows:
Traffic calming is the combination of mainly physical measures that reduce the negative effects of
motor vehicle use, alter driver behaviour and improve conditions for non-motorized street users.
Traffic calming is a series of features coordinated to address a known or anticipated neighbourhood issue of vehicle
speeding, short-cutting, and/or safety. Traffic calming features fall into five (5) categories:
Vertical Deflections: Features that require a motorist to reduce speed due to a varied surface level. Vertical
deflections have the primary benefit of reducing vehicle speeds, and secondary effects of decreased traffic
volumes, reduced conflicts, and enhanced pedestrian corridors.
Horizontal Deflections: Features that require a motorist to alter their direction or choose an entirely new route.
Horizontal deflections can be applied to reduce neighbourhood short-cutting, reduce vehicle speeds, and reduce
conflicts.
Obstructions: Features that obstruct specific vehicle movements. Obstructions discourage short-cutting, reduce
conflicts, and enhance the neighbourhood environment. They are typically applied to intersections, but can be used
midblock.
Signage: Features that regulate traffic movements within a neighbourhood. Signage requires police enforcement
and in many cases can be replaced with self-enforcing features.
Technology: Features that utilize newer technologies to communicate a message to motorists, such as radar
speed signs and in-road lighting.
2.2 Why Calm Traffic?
The basic function of a street is to provide varying levels of both movement and access depending on the
classification. Traffic calming aims to restore streets to their original intended functions by achieving one or more of
the following:
• Reduce vehicle speeds;
• Reduce traffic volumes;
• Discourage neighbourhood short-cutting;
• Minimize conflicts between vehicles and other street users; and
• Generally improve the neighbourhood environment.
1
TRAFFIC CALMING POLICY, cont.
2.3 Traffic Calming + the Transportation Network
Each road classification is intended to provide a different function within the network. Traffic calming should be
planned in consideration of road classification, purpose and the larger network. The cross-section of different road
classifications (urban or rural) will directly affect the traffic calming measures which can be implemented on them. The
roadway classifications are as follows:
Arterial Road has the primary function of carrying through traffic from one area to another with as little interference
as possible from adjacent land uses. An Arterial road may provide direct access to properties as a secondary
function when alternate access is not available; however, this secondary function is discouraged.
Collector Road has the primary function of distributing traffic between Arterial, other Collector and Local roads
within an area. A Collector road may also provide direct access to properties. Collector Roadways are further
broken down into urban, urban industrial, and rural industrial classifications.
Local Road has the primary function of providing direct access to properties. Local roads normally connect to other
Local roads or to Collector roads.
2.4 Process Principles
The process to develop a traffic calming plan will utilize the following principles:
Identify the Real Problem: The perceived nature may be different from the real problem and a solution to fix a
perceived problem may make the real problem worse.
Quantify the Problem: Collect the appropriate data to confirm suspected issues, which may include traffic counts,
vehicle classification counts, speed studies, license plate surveys, and collision statistics.
Consider the Surrounding Network: Determine the source of short-cutting problems which are often the result of
another problem on a higher-order street. There are low-cost options to improve operations on the arterial network
that should be considered in advance of traffic calming on local roads.
Traffic Calm Areas, Not Sites: Traffic calming must be considered at a neighbourhood level, rather than on a siteby-site basis to avoid shifting an issue from one location to another.
Avoid Restricting Access: Diverters, barriers and closures restrict access to residences and businesses. Traffic
calming solutions should be developed which retain access for neighbouring residents and businesses.
Do Not Impede Non-motorized Modes: Traffic calming seeks to reduce the negative effects of motor vehicles
and improve conditions for other modes. Traffic calming measures should be designed to permit cyclists and
pedestrians, while slowing or obstructing motor vehicles.
Accommodate Service Vehicles: Service vehicles have unique manoeuvring requirements that must be
accommodated when traffic calming is implemented. Designs should consider day-to-day services, transit, garbage
collection, snow plowing, street cleaning, and emergency services (police, fire, and ambulance).
Use Self-enforcing Measures: Some traffic calming measures require police presence to ensure compliance.
Motorists recognize this and often fail to abide by the measure, compromising the effectiveness of the traffic
calming solution. Self-enforcing measures require motorist compliance and do not need constant enforcement.
Public Education: Educate the community about traffic calming improvements, why traffic calming is used and
implemented, how it works and the benefits.
Monitor and Follow-up: Traffic calming measures are not universally applicable, it is important to monitor
applications to identify the successes and failures of specific devices in Dawson Creek. This must involve data
collection before and after implementation, and constant feedback from the community.
2
1
3. APPROACHES TO TRAFFIC CALMING
Applied appropriately, traffic calming can provide solutions for issues related to traffic, safety, and community livability.
There are three (3) scenarios where traffic calming can be applied - a response to community request, concurrent
with new development, and on arterial roads. Each is described below.
3.1 Community Requests for Traffic Calming
The City will use the following process to enable staff, Council and residents to best use time and resources to
address community requests for traffic calming.
Step 1: Submit Request to District Staff
A resident requesting traffic calming will provide a letter stating the location and nature of the concern, and a
petition with signatures from at least 50% of the households on the affected roadway.
Step 2: Assess Conditions
Once a formal request and petition is received, the City will collect data to assess conditions and the need for traffic
calming. Data collected will include collision data, vehicle volumes, speeds, and short-cutting. The City will proceed
to develop a traffic calming plan only if one of two conditions, as follows:
1. A location presents an immediate safety issue as confirmed through a demonstrated collision history. Traffic
calming may be used to improve safety.
2. A location exceeds thresholds defined in Table 1. Traffic calming may be used to return the roadway to it’s
intended function.
3.2 Traffic Calming in New Developments
Design standards are developed to ensure roadways are designed safely. In certain cases roadways designed to
standard may result in speeding and short-cutting (e.g. straight sections with significant grades). Under the Traffic
Calming Policy, roadways proposed with the potential for safety or speeding problems (i.e. extraordinarily long or
wide segments) will be required to include traffic calming in their design consistent with the vision of the communitywide plan for the specific neighbourhood.
3.3 Traffic Calming on Arterial Roads
The application of traffic calming measures on major roads must be considered carefully since calming traffic may
improve conditions in a particular neighbourhood but decrease the roadway’s function/service level in other areas.
Traffic calming on these higher order roads may be appropriate under the following circumstances:
• To address a location of high collision frequency;
• To improve an area with poor pedestrian conditions;
• To improve modal integration; and
• To improve compatibility with adjacent land uses.
TABLE 1. TRAFFIC CALMING THRESHOLDS
Road Classification
Traffic Volume
Operating Speed
Short Cutting
Local
> 1,000 vpd
> 10 km/h over posted
speed limit
> 25% vehicles not making
trips to/from the area
Collector
> 5,000 vpd
> 10km/h over posted
speed limit
Arterial
Typically assessed at community planning (OCP) level in consultation with local road
authority
Other items/areas
to consider
▪ Adjacent Land Use
▪ Commercial land use, playgrounds, schools, emergency service routes
3
1
4. DEVELOPING A TRAFFIC CALMING PLAN
The following describes a recommended process to develop a traffic calming plan for a specific neighbourhood as per
the prioritized neighbourhood list.
Step 1: Define Issues and Locations
Specific traffic calming issues and locations must be addressed and clearly defined before pursuing traffic calming
plans. This includes clearly articulating traffic concerns, identifying additional data collection needs, and defining a
scope/location of the issue.
Step 2: Present the Issues (Open House)
An open house will be used to present the issues and seek input from the community as to their concerns. A
minimum level of support must be achieved in order to continue the process indicated through a survey at the open
house. This will ensure staff time and City monies are used on community supported initiatives.
Step 3: Collect Data
Data is required to ensure the plan is developed to respond to confirmed traffic issues. Data collection should
include collision data, vehicle volumes, speeds, and potentially short-cutting vehicles.
Step 4: Develop Concepts
A number of traffic calming plan options should be developed at a concept level, and may include any of the
features identified in Section 5. Options should include different ways to address the identified issues. Options
should be illustrated for ease of communication with the community.
Step 5: Consult with the Community
Traffic calming concepts should be brought to an open house to select the option that achieves the traffic calming
goals and the community supports. Questionnaires should be used to solicit feedback from both open house
attendees and those who cannot attend but can submit via the City web site.
Step 6: Prepare Plan
A final traffic calming plan should be prepared. In most cases, the final plan will be the option that received the
highest level of support from the community. Where justified, an alternate option or combination of a number of
options may be considered. The final plan will be presented to Council for consideration.
5. TRAFFIC CALMING DEVICES
5.1 Device Applicability
Not all traffic calming devices are appropriate for all roads. Virtually all devices are appropriate for local roads whose
primary function is to provide access and are fronted by primarily residential land uses. Conversely, arterial roads
provide movement across longer distances and extensive traffic calming is not appropriate. Applicable traffic calming
devices are considered by road classification in Table 2.
4
1
TABLE 2. TRAFFIC CALMING DEVICE APPLICABILITY, BY ROAD CLASSIFICATION
Device Type
Applicable Road Classification
Arterial
Collector
Local
Obstructions
O
Vertical Deflections
O
Horizontal Deflections
O
O
Signage
O
O
O
Technology
O
O
O
5.2 Specified Devices
The following are the preferred traffic calming devices for application in Dawson Creek, chosen in consideration of
local context and in discussion with City staff, operations, transit, and emergency services. Specified devices are
identified on the following pages.
Obstructions
These features obstruct specific vehicle movements. They discourage short-cutting to varying degrees, depending
on the type and number of features applied, reduce conflicts, and enhance the neighbourhood environment. They
are typically used at intersections, but are also applied effectively at mid-block.
Direct Closure
A curb extension or vehicle barrier extending to approximately the centreline of a roadway,
effectively prohibiting traffic entering or exiting a particular road.
Applicability: Major and Urban Residential Roads (Curb and Gutter)
Speed
Volume
Source: Canadian Guide to Neighbourhood Traffic Calming, Section 4.4.1, pg. 4-19
Conflict
Diverter
A barrier extending across the entire width of a roadway, which obstructs all motor vehicle
traffic movements from continuing along the roadway.
Speed
Applicability: Urban Residential Roads (Curb and Gutter)
Full Closure
A barrier extending across the entire width of a roadway, which obstructs all motor vehicle
traffic movements from continuing along the roadway.
Intersection Channelization
Raised islands located in an intersection, used to obstruct specific traffic movements and
physically direct traffic through an intersection.
Raised Median Through Intersection
An elevated median located on the centreline of a two-way roadway through an intersection,
which prevents left turns and through movements to and from the intersecting roadway.
Right-In, Right-Out Island
A raised triangular island at an intersection approach which obstructs left turns and through
movements to and from the intersecting street or entranceway.
Volume
Conflict
Speed
Volume
Conflict
Speed
Volume
Conflict
Speed
Volume
Conflict
Speed
Volume
Conflict
5
1
Vertical Deflections
Features that require a motorist to reduce speed due to varied surface level. Vertical deflections have the primary
benefit or reducing vehicle speeds, and secondary effects of decreased traffic volumes, reduced conflicts, and
enhanced pedestrian corridors.
Raised Crosswalk
A marked pedestrian crosswalk constructed at a higher elevation than the adjacent roadway.
This feature may be located at an intersection or mid-block location.
Applicability: Urban Residential and Rural Residential Roads
Raised Intersection
An intersection (incorporating crosswalks) constructed at a higher elevation than the adjacent
roadways.
Sidewalk Extension
A sidewalk is continued across a local street intersection. For a ‘raised’ sidewalk extension, it is
continued at its original elevation (no let-down) with the local roadway raised to the level of the
sidewalk at the intersection. For an ‘unraised’ sidewalk extension, the sidewalk is lowered to
the level of the roadway.
Speed
Volume
Conflict
Speed
Volume
Conflict
Speed
Volume
Conflict
Speed Hump
A raised area of roadway, which deflects both the wheels and frame of a traversing vehicle.
If there is no curb obstructions such as posts are bollards placed on roadside at speed hump
location.
Speed
Volume
Conflict
Speed Cushion
A raised area of roadway constructed in separate sections along the width of the roadway. The
width of each section is designed to slow passenger vehicles and allow vehicles with larger
axle widths (emergency vehicles) to pass between the raised sections unaffected by the traffic
calming device.
Speed
Volume
Conflict
Source: N/A
Textured Crosswalk
A crosswalk incorporating a textured and/or patterned surface which contrasts with the
adjacent roadway. Texture helps alert motorists of the pedestrian crossing area.
Speed
Volume
Conflict
6
1
Horizontal Deflections
Horizontal deflections require a motorist to alter their direction or choose an entirely different route. Horizontal
deflections can be applied to reduce neighbourhood short-cutting, to reduce vehicle speeds, or to reduce conflicts.
Chicane
A series of curb extensions on alternating sides of a roadway, which narrow the roadway and
require drivers to steer from one side of the roadway to the other to travel through the chicane.
Typically, a series of at least three curb extensions are used.
Speed
Conflict
Volume
Curb Extension
A horizontal intrusion of the curb into the roadway resulting in a narrower section of roadway.
Typically applied at intersections, but also effective at mid-block.
Speed
Volume
Conflict
Curb Radius Reduction
A reconstruction of an intersection corner using a smaller radius, usually in the 3.0 to 5.0m
range. Small curb radii require vehicles to slow when making a right turn, and also decreases
the crossing distance for pedestrians.
Speed
Conflict
Volume
On-Street Parking
A raised area of roadway, which deflects both the wheels and frame of a traversing vehicle.
If there is no curb obstructions such as posts are bollards placed on roadside at speed hump
location.
Speed
Conflict
Volume
Raised Median Island
An elevated median constructed on the centreline of a two-way roadway to reduce the overall
width of the adjacent travel lanes. Medians also provide opportunities to improve landscaping/
streetscape.
Speed
Volume
Conflict
Traffic Circle
A raised island located in the centre of an intersection, which requires vehicles to travel
through the intersection in a counter-clockwise direction around the island.
Speed
Volume
Conflict
7
1
Signage
Signage features regulate traffic movements within a neighbourhood and in many cases may be replaced with
physical features that do not require enforcement.
Traffic Calmed Neighbourhood Sign
A sign indicating to drivers that traffic calming measures are in effect within a neighbourhood.
This sign promotes driver awareness, and discourages short-cutting and speeding.
Source: Manual of Uniform Traffic Control Devices of Canada, Section A4.6.6 (ID-32)
Through Traffic Prohibited Sign
A sign indicating to drivers that they are not permitted to proceed straight ahead. When used
as a traffic calming measure, it discourages through traffic from short-cutting along a street.
Source: Manual of Uniform Traffic Control Devices of Canada, Section A2.4.1 (RB-10)
Turn Prohibited Sign
A sign indicating to drivers that they are not permitted to make a particular turn (either right
or left). When used as a traffic calming measure, it prevents through traffic from short-cutting
along a street.
Speed
Volume
Conflict
Speed
Volume
Conflict
Speed
Volume
Conflict
Source: Manual of Uniform Traffic Control Devices of Canada, Section A2.4.3/A2.4.4/A2.4.5
Technology
Certain technologies exist that may be used as traffic calming to communicate a message to motorists about the
intended use of a street.
Radar Message Sign
A radar device and message sign that measures a vehicles speed and displays either the
vehicles speed or a warning message, providing real-time feedback to motorists on posted
speed limits.
Speed
Volume
Conflict
8
1
Source: N/A
In-Ground Lighting
In-ground lighting provides illumination within the road surface that more clearly communicates
paint markings in key locations, including at crosswalks and land guidelines in high-conflict
intersections.
Source: N/A
Speed
Volume
Conflict
APPENDIX G
SUMMARY OF
DOWNTOWN PARKING
CONDITIONS
N
103 Ave btw 9 St and 10 St
S
E
W
S
S
11 St btw 103 Ave and 104 St
11 St btw 103 Ave and 104 St
S
N
N
W
12 St btw 102 Ave and 103 Ave
E
E
S
103 Ave 12 St to 102 Ave
W
N
103 Ave 12 St to 102 Ave
S
102 Ave btw 12 St and 103 Ave
S
N
N
12 St btw 102 Ave and Alaska Ave
102 Ave btw 12 St and 103 Ave
S
N
E
S
W
N
W
S
E
S
W
N
E
W
10 St btw 102 Ave and Alask Ave
10 St bt
btw 102 A
Ave and
d 103 A
Ave
S
E
10 St btw 102 Ave and Alask Ave
N
E
S
W
N
W
S
E
N
E
S
W
N
W
S
E
N
E
S
W
N
W
E
N/S/ E/W
Road Segment
Wednesday, May 8th, 2013
Downtown Parking Data Collection, overall
All Day
All Day
1 Hr
DT: 2Hr Max
None
None
DT: 2Hr Max
DT: 2Hr Max
1Hr 9AM-5PM
1Hr 9AM-5PM
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
1Hr 8AM-6PM
Fire Lane
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT 2H
DT:
2Hr M
Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
Reserved
DT: 2Hr Max
DT: 2Hr Max
1Hr 8AM-6PM
DT: 2Hr Max
DT: 2Hr Max
2HR 9AM-5PM
None
None
1Hr 8AM-5PM
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
DT: 2Hr Max
1HR 9AM-5PM
None
None
1HR 9AM-6PM
1Hr 8AM-6PM
2HR 9AM-6PM
1HR 9AM-6PM
Restrictions
Off-Street Lot
Off-Street Lot
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Angle
Angle
Parallel
Parallel
Angle
Angle
Parallel
Parallel
Angle
Angle
Angle
Angle
Angle
A l
Angle
Angle
Angle
Angle
Angle
Parallel
Angle
Angle
Angle
Parallel
Parallel
Angle
Angle
Parallel
Parallel
Parallel
Parallel
Angle
Angle
Parallel
Parallel
Parallel
Parallel
Parallel
Parallel
Angle
Angle
Type
0
12
827
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
1
0
0
0
0
0
0
0
0
1
2
0
1
0
0
0
0
0
0
1
0
0
0
0
1
1
0
0
0
0
0
1
0
1
Accessible
Stalls
34
34
8
4
13
15
8
8
13
12
6
8
11
11
10
7
3
4
27
34
4
5
34
34
7
7
12
25
18
26
14
20
14
12
34
34
3
8
21
13
7
7
10
21
5
8
11
8
21
21
9
8
6
5
14
12
21
18
Total Stalls
374
18
22
1
0
1
6
2
2
1
2
1
1
1
1
0
1
2
12
15
1
2
25
27
1
3
7
12
12
19
6
14
5
6
18
17
0
7
13
8
5
5
5
17
0
3
8
1
8
9
0
0
0
0
6
4
7
4
Vehicles
Observed
453
16
12
7
4
12
9
6
8
11
11
4
7
10
10
9
7
2
2
15
19
3
3
9
7
6
4
5
13
6
7
8
6
9
6
16
17
3
1
8
5
2
2
5
4
5
5
3
7
13
12
9
8
6
5
8
8
14
14
Vacant Spaces
10:00 - 11:00am
45%
53%
65%
13%
0%
8%
40%
25%
0%
15%
8%
33%
13%
9%
9%
10%
0%
33%
50%
44%
44%
25%
40%
74%
79%
14%
43%
58%
48%
67%
73%
43%
70%
36%
50%
53%
50%
0%
88%
62%
62%
71%
71%
50%
81%
0%
38%
73%
13%
38%
43%
0%
0%
0%
0%
43%
33%
33%
22%
Occupancy
Rate
403
18
22
1
0
3
4
3
2
4
1
5
2
1
4
0
0
2
2
12
18
2
2
21
18
3
6
8
11
12
24
8
17
3
7
19
18
1
6
16
8
5
4
8
19
0
0
6
3
12
13
0
1
0
0
3
4
7
4
Vehicles
Observed
2:00 - 3:00pm
424
16
12
7
4
10
11
5
6
9
11
1
6
10
7
10
7
1
2
15
16
2
3
13
16
4
1
4
14
6
2
6
3
11
5
15
16
2
2
5
5
2
3
2
2
5
8
5
5
9
8
9
7
6
5
11
8
14
14
Vacant Spaces
49%
53%
65%
13%
0%
23%
27%
38%
25%
31%
8%
83%
25%
9%
36%
0%
0%
67%
50%
44%
53%
50%
40%
62%
53%
43%
86%
67%
44%
67%
92%
57%
85%
21%
58%
56%
53%
33%
75%
76%
62%
71%
57%
80%
90%
0%
0%
55%
38%
57%
62%
0%
13%
0%
0%
21%
33%
33%
22%
Occupancy
Rate
Count conducted June 5th, 2013
Count conducted June 5th, 2013
Bike parking rack `Bike shaped`
2 `Car Only`spaces
15 min limit in front of the Butcher Block
9 spaces blocked for construction
15 min
i lilimit
it iin ffrontt off Bill
Bills N
News and
dC
Confection
f ti
4 Spaces closed for construction
10 Spaces closed for construction
-
Notes
46
37
11th Street
12th Street
159
64
26
103 Avenue
104 Avenue
105 Avenue
2
12
139
172
108
90
827
Zone 3
Zone 4
Zone 5
Zone 6
0
Zone 2
2
3
2
3
190
128
Zone 1
Total Stalls
Zone
12
827
Accessible
Spaces
0
34
34
103 Avenue, between 10th + 11th Street
0
1
0
1
3
0
2
4
1
Accessible
Spaces
103 Avenue, between 9th + 10th Street
Off-Street Lots
248
102 Avenue
East-West
38
141
10th Street
Total Stalls
9th Street
North-South
Road Name
Downtown Parking Data Collection, by street + zone
374
60
51
97
40
78
48
Vehicles
Observed
374
18
22
10
16
77
136
8
15
52
20
Vehicles
Observed
453
30
57
75
99
50
142
Vacant Spaces
10:00 - 11:00am
453
16
12
16
48
82
112
29
52
68
18
Vacant Spaces
10:00 - 11:00am
45%
67%
47%
56%
29%
61%
25%
Occupancy
Rate
45%
53%
65%
38%
25%
48%
55%
22%
33%
37%
53%
Occupancy
Rate
403
67
56
108
38
71
63
Vehicles
Observed
403
18
22
7
17
92
130
16
21
64
16
Vehicles
Observed
424
23
52
64
101
57
127
Vacant Spaces
2:00 - 3:00pm
424
16
12
19
47
67
118
21
46
56
22
Vacant Spaces
2:00 - 3:00pm
49%
74%
52%
63%
27%
55%
33%
Occupancy
Rate
49%
53%
65%
27%
27%
58%
52%
43%
46%
45%
42%
Occupancy
Rate
7
Fire Lane
120
8
Reserved
None
12
Disabled
Total Spaces
Restriction
569
68
827
Off Street
Off-Street
111
267
Parallel
2 Hour Maximum
492
Angle
1 Hour Maximum
Total Spaces
Type
Downtown Parking Data Collection, by supply type
15%
1%
1%
1%
69%
13%
Proportion of
Total
8%
32%
59%
Proportion of
Total
Ave
13A
Ave
St
Tel.: 250 388 9877
Fax: 250 388 9879
www.blvdgroup.ca
105
®
t
¬
«
11
¬
«7
10
¬
«
101A Ave
®
t
®
t
15
¬
«
13
¬
«
12
¬
«
13
¬
«
34
¬
«
27
¬
«
Alaska Ave
®
t
®
t
25
¬
«
12
¬
«
12
¬
«
14
¬
«
¬
«8
¬9
«
34
¬
«
34
¬
«
®
t
105 Ave
®
t
®
t
®
t
®
t
106 Ave
11
¬
«
26
¬
«
18
¬
«
34
¬
«
34
¬
«
®
t
104 Ave
102 Ave
9 St
¬
«3
¬8
«
®
t
13
¬
«
21
¬
«
y
21
¬
«
10
¬
«
Alaska Hw
Ave
105
Ave
q
Downtown Parking Key Map
104
Hwy 4
9
S
14
t
Downtown Parking Supply
103 Ave
t
Disabled Parking
St
12
¬
«
®
t
Way
1 Hour - Parallel
1 Hour - Angle
2 Hour - Parallel
2 Hour - Angle
No Restriction - Parallel
Fire Lane - Parallel
Ave
- Angle
05
1Reserved
Total Stalls (All Types)
Parking Restriction - Type
104
Ben Happner
¬6
«
12 St
14
¬
«
12
¬
«
14
¬
«
20
¬
«
11 St
¬
«4
¬
«5
¬8
«
¬4
«
¬
«6
¬
«5
t
21
¬
«
S
13
10 St
¬
«8
21
¬
«
21
¬
«
¬
«7
¬
«7
18
¬
«
12A
¬7
«
¬7
«
t
¬
«5
¬
«8
8S
8A St
8S
¬
«8
¬
«8
Ave
101
St
13
ve
S
14
t
Ave
106
t
Tel.: 250 388 9877
Fax: 250 388 9879
www.blvdgroup.ca
104 Ave
10
¬
«
10
¬
«
¬
«7
¬
«9
101A Ave
¬
«9
12
¬
«
11
¬
«
11
¬
«
19
¬
«
15
¬
«
¬8
«
¬8
«
¬
«8
¬9
«
13
¬
«
¬
«5
¬7
«
¬9
«
105 Ave
¬
«7
¬
«3
¬
«7
¬6
«
17
¬
«
16
¬
«
107 Ave
0
¬5
«
¬
«8
100
106 Ave
¬
«4
¬
«5
100
103 Ave
8A St
200
Meters
9
Ave
105
Ave
104
Hwy 4
A
105
Ave
400
Wilson Rd
q
Downtown Parking Occupancy, 10-11 AM
102 Ave
ve
BA
t
8S
Parking Counts Completed: Wednesday, May 8, 2013
¬
«5
S
13A
85% - 100%
70% - 84%
50% - 69%
0% - 49%
Vacant Stalls
t
Ave
105
Way
Alaska Ave
100A Ave
t
A
Occupancy Rate
105
Ave
104
Ben Happner
¬4
«
¬7
«
12 St
¬
«6
¬
«8
¬
«2
¬2
«
¬9
«
¬6
«
¬8
«
¬6
«
11 St
¬
«3
¬
«3
¬6
«
¬4
«
¬7
«
¬4
«
¬
«6
14
¬
«
¬
«5
t
10 St
S
13A
¬5
«
¬5
«
S
12A
13
¬
«
12
¬
«
9 St
¬
«3
¬1
«
t
8S
14
¬
«
7S
Ave
101
St
13
S
14
t
t
S
13A
Tel.: 250 388 9877
Fax: 250 388 9879
www.blvdgroup.ca
104 Ave
¬
«7
10
¬
«
10
¬
«
¬
«7
101A Ave
11
¬
«
10
¬
«
11
¬
«
¬9
«
16
¬
«
15
¬
«
¬8
«
11
¬
«
¬
«7
¬9
«
105 Ave
18 / 34
Stalls Occupied
14
¬
«
¬4
«
16
¬
«
13
¬
«
¬
«5
¬
«5
¬2
«
¬6
«
16
¬
«
15
¬
«
107 Ave
22 / 34
Stalls Occupied
0
106 Ave
8A St
200
Meters
9
Ave
105
Ave
104
Hwy 4
A
105
Ave
400
Wilson Rd
q
Downtown Parking Occupancy, 2-3 PM
100
¬2
«
¬6
«
102 Ave
103 Ave
¬5
«
¬5
«
100
ve
BA
t
8S
Parking Counts Completed: Wednesday, May 8, 2013
Ave
106
t
Ave
105
Way
Alaska Ave
100A Ave
t
Occupancy Rate
Ave
85% - 1100%
05
70% - 84%
50% - 69%
0% - 49%
¬
«5 Vacant Stalls
Parking Lots
Ave
104
Ben Happner
¬1
«
¬6
«
12 St
¬
«5
¬6
«
¬2
«
¬3
«
11
¬
«
¬5
«
¬6
«
¬3
«
11 St
¬
«2
¬
«3
¬4
«
¬1
«
¬7
«
¬4
«
¬
«6
¬
«5
14
¬
«
t
10 St
S
13A
¬
«5
¬8
«
S
12A
¬
«9
¬
«8
9 St
¬
«2
¬2
«
t
8S
14
¬
«
7S
APPENDIX H
SITE PLANNING FOR
SUSTAINABLE TRANSPORTATION
CHECKLIST (DRAFT)
CHECKLIST
SITE PLANNING FOR SUSTAINABLE TRANSPORTATION
The following highlights the key site design considerations for promoting sustainable transportation based on the
Institute of Transportation Engineers Promoting Sustainable Transportation Through Site Design guidebook. City staff,
land developers, professionals, and Council are encouraged to reference this checklist when planning, designing, and
reviewing developments to ensure the City’s objectives for sustainable transportation are addressed.
LAND USE + URBAN FORM
□ Site is located within designated the urban boundary
□ Development is compact and orients major uses to transit streets
□ Land use and density is compatible with planned uses, particularly if located in a designated node or corridor
□ Highest-density land uses are located closest to activity nodes such as transit stops and intersections
□ Land use densities are sufficient to support transit
□ Proposed use adds to mix of land uses in area and does not result in large tracts of similar uses
BUILDING ORIENTATION
□ Buildings are located close to the street, yet set back enough to permit pedestrian activities along street frontage
□ Building entrances are located close to the street, with direct pedestrian access
□ Where appropriate, restaurants and other pedestrian-oriented uses animate the street frontage
□ Vehicle paths do not cross major building entrance points
STREET NETWORK
□ Adjacent street network provides for connectivity of transit, cycling, and pedestrian routes
□ Block lengths are limited and mid-block crosswalks are provided where appropriate
□ Internal streets and pathways match up with surrounding networks and ensure direct connections through the
site for cyclists and pedestrians, while discouraging through vehicle travel
□ Traffic calming principles are applied, where appropriate (proper site design will avoid the need to apply
extensive traffic calming)
□ Travel lanes are designed to accommodate vehicles and cyclists and to remind respective users of the other
networks on the site
□ Streets are designed to cross at right angles and mindful of necessary sightlines
□ Appropriate measures are taken to ensure transit vehicles are accommodated on site, if required
□ Appropriate traffic signals and compact geometry of intersections control speeds and allow for safe passage of
cyclists
1
PARKING + LOADING
□ Parking supply meets the minimum requirement, but does not exceed it, and adjacent on-street parking has
been considered
□ Off-street parking is located away from the street, preferably behind buildings or underground
□ Parking lots are kept small, include separation and/or landscaping, are designed to prevent speeding, and
parking rows are perpendicular to buildings entrances and access routes, not parallel
□ Vehicle access is separate from pedestrian access and vehicle and loading areas do not block pedestrian routes
□ Preferential parking is provided for hybrid, carshares, carpools, or small vehicles in the most convenient areas
□ Loading areas are located off the street and are screened from public view
□ Passenger pick-up and drop-off areas are located to the side or rear of buildings, downstream from the
entrance, but no more than 30 meters away from it
PUBLIC TRANSIT
□ Appropriate measures are taken to ensure transit vehicles are accommodated on site, if required
□ On-site or adjacent transit stops are located close to the main entrances of activity generators
□ Bus stops are properly illuminated, visible from a distance, and have amenities such as shelters and benches
particularly at popular boarding locations or where a large volume of elderly or disabled riders board
□ Shelters and rest areas are identifiable, accessible, placed appropriately and are comfortable
□ Bus stops within 200m of the site are upgraded to include shelters, lighting, and accessible features
□ Pathways between the site and bus stop are direct and safe
PEDESTRIAN + CYCLING FACILITIES
□ Overall site design attempts to minimize conflict points between vehicles, pedestrians and cyclists
□ Consideration has been given to personal security for pedestrians, cyclists, transit riders and carpool patrons
□ Safe, continuous and clearly defined routes for pedestrians and cyclists are provided along desired lines to link
with open spaces, parks, schools, commercial/service areas, and other public institutions
□ Pedestrian routes are of sufficient width, provide separation from the roadway where possible, and include
weather protection and lighting
□ Amenities are provided that create an appealing environment including street furnishings, landscaping, and trees
□ Properly signed crossings are provided wherever a path or sidewalk crosses a road and physical treatment of
the pathway warns pedestrians of upcoming crossings
BICYCLE STORAGE
□ Safe and sheltered short-term bicycle parking is provided at each building entrance
□ Weather-protected long-term bicycle parking is provided in a secure area
□ Where appropriate, showers, changerooms, and storage for cycling gear is provided
ACCESSIBILITY
□ Accessible signals and special road detailing allow the safe progression of the visually impaired
□ Pathways are kept reasonably level and ramps are provided wherever stairs are necessary
2