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Complete Streets ~ Sarnia ~ 2018

Complete Streets

Designing Streets for Everyone

Sarnia

Complete Streets ~ Sarnia ~ 2018 2

Introduction Our City is made up of a network of streets that we use to go for a walk, cycle to work, drive to the store, and take the bus to downtown. Historical road design has prioritized motor vehicles with little attention to other modes of transportation. Complete Streets is a design approach that creates streets that are attractive and functional for all users. Providing people with the choice of which mode of transportation they want to use will ensure an efficient transportation system, provide accessibility for all ages and abilities, and support healthy and active transportation. The purpose of this policy and design guideline is to highlight Complete Streets tools that have already been utilized within the City and some that can be incorporated in fu-ture projects. It will inspire staff, designers, developers, and the community to generate creative ideas to improve city streetscapes. From the dramatic transformation of Christi-na Street to adding a sidewalk on Lincoln Park Avenue, every infrastructure project pro-vides an opportunity to improve our City. The intent of Complete Streets is not to negatively impact motor vehicle travel but to en-hance the other modes of transportation. Combining Complete Streets improvements with other infrastructure projects means they can often be implemented with minimal to no additional cost. Each City street is unique and the design approach taken will need to suit the local context.. Using this document for inspiration, we can create streets for every citizen to enjoy.


Community Support

Complete Streets is identified as a policy in the City’s Official Plan and builds on a number of existing initiatives including the Corporate Strategic Plan, Age-Friendly Sarnia, and the Trans-portation Master Plan. Complete Streets aligns with the goals of many community organiza-tions to create a safer and more attractive community. This document has been endorsed by:

Sarnia Heavy Construction Association

Environmental Advisory Committee Planning Advisory Committee


Vision

Building Complete Streets will enhance the quality of life for all residents of Sarnia and de-velop a built environment that supports active and healthy lifestyles. The key components of our Complete Streets strategy are:

Apply to all projects from rehabilitation to new construction

Incorporate concept into design standards and policies

Take into account the local context

Account for impact to underground infrastructure and maintenance

Create integrated networks by connecting to parks, trails, and green spaces

Analyze cost/benefit to ensure best value

Create a safe and efficient transportation network for users of all ages and abilities and all modes of transportation, including motorists, transit users,

cyclists, and pedestrians.


Implementation

Complete Streets should be applied to all right-of-way projects including new construction, reconstruction, site plans, and subdivisions. The details of the design approach should be customized to each individual project but will follow the same general process.

Review toolkit and local context

Consult stakeholders

Analyze cost/benefit

Implement selected

tools

Review lessons learned

Select potential tools


Tool

1 Improve Connectivity

2 Add Sidewalk

3 Upgrade Cycle Facilities

4 Enhance Pedestrian Zone/Improve Snow Storage

5 Strategic Property Acquisition

6 Protect Trees and Improve Planting Zones

7 Improve Multi-Modal Intersection Efficiency

8 3-Lane Road

9 Placemaking—Community Enhancement Features

10 Neighbourhood Placemaking

11 Bury/Move Utilities

12 Parks/Facilities Integration

13 Traffic Safety Measures

14 Access Control

15 Asphalt Shoulders

Toolkit

Complete Streets are created by implementing various tools that suit the local context. The tools below are a starting point to inspire designers to create Complete Streets.


Before

After

Rapids Parkway Subdivision—2003

Rapids Parkway Subdivision—2017

1. Improve Connectivity

Complete missing links in sidewalk/cycle routes or add new connections to create integrated networks. Look beyond

direct project limits for additional opportunities. Consider long term benefits when evaluating any necessary property

acquisition or utility relocation. Complete networks make cycling and walking more attractive options.

No connection to Wawanosh Wet-lands Conservation Area

Connection to Wa-wanosh Wetlands Conservation Area

New neighbourhoods connected to Howard Watson Trail and Wa-wanosh Conservation Area


2. Add Sidewalk

Add sidewalk to improve safe pedestrian travel by separating pedestrians from traffic. Pedestrians forced to walk on

the road increases risk of conflict, especially when visibility is limited by parked vehicles Avoid curb faced sidewalk

whenever possible. Tree removals may be required, strategically plant new trees to avoid future conflicts. Install tactile

plates and longer gradual ramping to improve accessibility.

Before

After

Lincoln Park Avenue—2009

Lincoln Park Avenue—2017

Wide road with no sidewalk is uninviting to pedestrians

Sidewalk set back from road improves walkability of neighbourhood


3. Upgrade Cycle Facilities

Add bike lanes on identified routes and make connections to multi-use paths. May require widening road, reducing ve-

hicle lane widths, and/or removing on-street parking. Reducing unnecessarily wide vehicle lane widths will have a traf-

fic calming effect that encourages slower speeds.

Before

After

Old Lakeshore Road—2014

Old Lakeshore Road—2017

Pavement markings reallocate underutilized asphalt to im-prove other modes of travel

Narrow bike lane/pedestrian path

Excessive travel lane size encour-ages speeding

Appropriate lane size reduces speeding


4. Enhance Pedestrian Zone/Improve Snow Storage

Before

After

Maximizing boulevard width between the sidewalk and road improves sense of pedestrian safety, simplifies winter

maintenance, and creates space for landscaping. Ideally achieve barrier curb with minimum 1.5m boulevard and no

obstructions in or adjacent to sidewalk (i.e. hydro poles, fence, etc.).

Curb face sidewalk No snow storage or landscaping

Improved pedestrian safety

Snow storage and landscaping space


5. Strategic Property Acquisition

Strategically acquire property to ensure a complete design where benefit outweighs the cost. Often required at inter-

sections but also along roads to provide sufficient width for cycle lanes or to avoid curb face sidewalk. Also, consider

where possibilities exist to connect pedestrian and cycle networks.

Before

After

Private property extends to curb prohibiting connection of sidewalk at corner

Purchased property to install continuous sidewalk


6. Protect Trees and Improve Planting Zones

Ensure proper tree protection during construction and do cost/benefit analysis of trenchless vs. open cut to save trees.

Increase boulevard space or plant new trees behind sidewalk. Avoid planting new trees in locations that conflict with

utilities.

Mature trees in boulevard should be saved when possible

Ensure proper tree protection and minimize impact to root zone during construction

After

Before


7. Improve Multi-Modal Intersection Efficiency

Before

Lochiel Street—2009

Wide crossing for pedestrians

After

Improve intersection safety by shortening pedestrian crossing distances and increasing visibility of pedestrians. Con-

sider use of pedestrian crossing signals at high traffic intersections.

Lochiel Street—2016

Pedestrian zone enhanced in high volume areas Intersection bump out reduces

crossing distance and improves visibility of pedestrians

Narrow pedes-trian zone


8. 3-Lane Road

Before

Four lane road not re-quired for volume of traffic

After

Consider 3-lane road instead of 4-lane road when 2-lane roads need to be widened. 3-lane roads improve safety for

vehicles by aligning opposing left turning vehicles, eliminating unnecessary lane shifting, and simplifying intersections.

Can also consider road diets converting 4-lane roads to 3-lane roads, the underutilized road width can be reallocated to

provide safe space for cycling.

Opposing left turning vehicles are aligned at intersections, unnecessary lane shifting is eliminated, and speeding is discouraged

Underutilized road width is reallocated to other modes of transportation

Left turning vehicles are off-set at intersections, vehicles continually switch lanes to avoid parked cars or left turning vehicles


9. Place Making—Community Enhancement Features

Absence of trees and street furniture

Before

After

Work with local community to incorporate unique features. Create inviting pedestrian zones with seating and shade

trees. In neighbourhood districts consider custom street name signs, street name stamped in sidewalk, etc.

Trees beatify the street and provide shade

Street furniture creates inviting pedestrian zone


10. Neighbourhood Placemaking

Before

After

Implementing general Complete Streets tools enhances the attractiveness and livability of neighbourhoods. A great

way to enhance communities even more is by creating identifiable and unique neighbourhood themes.

Unattractive car focused street with no defining characteristics

Wide road with no trees in boulevard

Walking trails and sidewalks connect neighbourhoods

Neighbourhood surrounds feature lake

Unique Streetlights

Trees planted in boulevard provide shade and help slow traffic

Lack of sidewalk forces pedestrians onto the road


11. Bury/Move Utilities

Before

Pole needs to be moved to extend sidewalk

Consider long term benefit vs. cost of utility relocation. Move utilities out of pedestrian zone and eliminate trip hazards

like manholes and valves. Bury utilities in high profile areas.

After

New pole location allows installation of sidewalk


12. Parks/Facilities Integration

Unused green space

Before

Howard Watson Trail/Michigan—2015

Tie street into parks and multi-use pathways to improve overall network connectivity. Add pedestrian crossings where

volumes are high.

After

Howard Watson Trail/Michigan—2017

Parking lot and enhanced en-trance added to better integrate trail system

Narrow and uninviting entrance to trail

inviting entrance to trail sys-tem with shelter


13. Traffic Safety Measures

Before

After

Reduce lane sizes and intersection curb radii where appropriate to lower speeds and improve safety for pedestrians

and cyclists.

Wide straight street in residential area leads to high speeds

Appropriate lane size and intersec-tion curb radii reduce speeds

Separating vehicles, cyclists, and pedestrians reduces the potential for conflicts


14. Access Control

Removing duplicate access reduces conflict points and improves pedestrian safety. Wide driveways should be nar-

rowed to conform with updated standards. Ensure sufficient sight lines of pedestrians on sidewalks at access points by

removing obstructions and avoiding utility infrastructure.

Before

After

Multiple wide driveways to same property

Driveway too close to intersection

Removed duplicate access to reduce pedestrian conflicts


15. Asphalt Shoulders

Before

Waterworks Road—2012

After

Waterworks Road — 2017

Adding paved shoulders to rural roads provides a safe space for cyclists along these higher speed routes and can ex-

tend the life of the asphalt by moving initial stages of deterioration outside of traffic lanes.

Paved shoulder enhances safety for cyclists

Life of asphalt is extended by widening beyond lane

Road deterioration often starts at edge of lane

Cyclists forced to share road with high speed vehicles

Documents

Complete Streets - Peopleengineering.smartsarnia.com/wp-content/uploads/2018/04/Complete-Streets...Building Complete Streets will enhance the quality of life for all residents of Sarnia