City of Kamloops March Pedestrian Master Plan

Transcription

1 City of Kamloops March 2013 Pedestrian Master Plan

2 TABLE OF CONTENTS EXECUTIVE SUMMARY... 1 Vision... 1 Goals of the Plan... 1 Guiding Principles INTRODUCTION Vision Goals of the Plan Guiding Principles Community Consultation Kamloops Policy Context EXISTING CONDITIONS Existing Infrastructure and Pedestrian Generators Pedestrian Walkability and Potential Analyses Existing Travel Patterns New Potential Walking Trips PROPOSED PEDESTRIAN NETWORK Proposed Pedestrian Network Walkways Micro-improvements Neighbourhoods NETWORK EVALUATION Evaluation Framework Network Priorities IMPLEMENTATION Capital Investment Funding Opportunities Pedestrian Supportive Policies Moving Forward Project Selection Appendix A - Evaluation and Cost Estimates of Links Appendix B - Household Travel Survey Regions... 51

3 EXECUTIVE SUMMARY The City identified the need to update the 2002 Pedestrian Master Plan to create a document that aligns with the updated 2010 Bicycle Master Plan. To share common engagement opportunities and similar processes, the Pedestrian Master Plan was developed in parallel with the new Trails Master Plan. The Pedestrian Master Plan identifies gaps in the current pedestrian network in Kamloops and evaluates each link to create a list of projects. This list is intended to guide future investment of capital projects and identify areas of improvement for those completing development processes. There is no time line to complete the list of projects, as it will be dependent on available funding from all potential sources. Vision To develop a plan that enables a safe, active, healthy community with opportunities for all residents and visitors of Kamloops to walk in every neighbourhood. Goals of the Plan To increase pedestrian trips of all types - developing pedestrian infrastructure, combined with supporting facilities and programs, will increase pedestrian activity in the community for recreational and commuter purposes and may help alleviate congestion on the transportation network. To improve safety for pedestrians - identify and mitigate any safety issues on the existing and future pedestrian network. Based on these two overarching goals, the mandate of this plan is to: Identify where future pedestrian infrastructure is required; Integrate with the Bicycle and Trails Master Plans and the Sustainable Kamloops Plan; and Prioritize investments in pedestrian upgrades. Guiding Principles Creation of a Walking-friendly Environment - The City of Kamloops will create an environment that facilitates walking for pedestrians of all ages and abilities in a safe, convenient and direct route; Relying on the Subdivision and Development Control By-law - The City of Kamloops will utilize the Subdivision and Development Control By-law to ensure that new construction and reconstruction incorporates appropriate pedestrian infrastructure; Align with Other Programs - The City of Kamloops will align pedestrian improvement projects with other programs and initiatives such as the Sustainable Kamloops Plan, local road programs, Local Area Service improvements, the Bicycle Master Plan, and the Trails Master Plan; Improve Comfort and Safety - The City of Kamloops will improve the comfort and safety of pedestrians to encourage walking as a viable transportation choice; 1/51

4 Sustainable Kamloops Targets - The City of Kamloops will work towards the goals of the Sustainable Kamloops Plan of reducing greenhouse gas emissions, increasing alternative transportation choices for commuting and all trips, and reducing fossil fuel consumption for transportation; and Prioritization of Projects - The City of Kamloops will prioritize capital projects wisely to maximize value throughout the city. Network Evaluation In order to determine which pedestrian links should be added, a decision support framework, illustrated in Figure 3.1, was followed. In general, the links were included if they were adjacent to an arterial or collector roadway, were utilized for transit, or were part of a vital neighbourhood connection and had a pedestrian infrastructure deficiency. In some instances, sections of roadways were omitted due to extremely low pedestrian demand. All identified pedestrian improvements were put through an evaluation framework. Each item scored high, medium, or low on the following categories: Cost Network Contribution Practicality Safety Pedestrian Demand Transit Routes Existing Infrastructure Pedestrian Zone Analysis A total score was tabulated for each item with the entire list broken down as high, medium, or low. The list in Appendix "A" compares projects relative to each other based on the evaluation matrix, but is not meant to serve as the order of implementation. If there are medium-priority projects that align with other initiatives, they may be completed prior to other high-priority projects. Pedestrian projects are just one component of capital projects in the City. Every year, staff will look at the priorities of this plan, the Bicycle Master Plan, the Trails Master Plan, road reconstruction plans (arterial, collector, and local), the Pavement Management Plan, other infrastructure upgrades (sewer/water), and available funding to determine the highest benefit/cost projects to undertake. Combining projects often leads to cost savings, more efficiency, and a longer-lasting product. The construction value to complete the pedestrian only list of projects has been estimated at $12.8 million. These projects will continue to grow and enhance the pedestrian network in Kamloops. The major projects that share a benefit with the Bicycle Master Plan and/or Trails Master Plan are an additional $9.2 million. 2/51

5 1.0 INTRODUCTION Fundamentally, walking is a part of every transportation trip. Whether it is the short distance from the house to the car or a much longer distance recreational walk, walking is critical to how we move around our neighbourhoods and our community. To support this, our pedestrian network needs to accommodate a wide range of user needs, including: Walking as a connection to destinations such as homes, businesses, and schools; Walking as a connection between different forms of transportation such as transit and carshare; Walking for health and recreation; and Evolving forms of pedestrian activity such as the use of scooters and wheelchairs and people with large strollers for children. The City identified the need to update the Pedestrian Master Plan in This is part of an overall strategy to create active transportation plans for the City, starting with the update of the Bicycle Master Plan (completed in 2010) and the development of the Trails Master Plan (concurrent with the Pedestrian Master Plan). Integrating these plans with one another to form an active transportation network is a key goal for the City of Kamloops. Further, this work complements the guidance of the Sustainable Kamloops Plan and will be integrated with future updates to the City's overall transportation plan. 1.1 Vision Develop a plan that enables a safe, active, healthy community with opportunities for all residents and visitors of Kamloops to walk in every neighbourhood. 1.2 Goals of the Plan Increase pedestrian trips of all types - developing pedestrian infrastructure, combined with supporting facilities and programs, will increase pedestrian activity in the community for recreational and commuter purposes and may help alleviate congestion on the transportation network. Improve safety for pedestrians - identify and mitigate any safety issues on the existing and future pedestrian network. Based on these two overarching goals, the mandate of this plan is to: Identify where future pedestrian infrastructure is required; Integrate with the Bicycle and Trails Master Plans and the Sustainable Kamloops Plan; and Prioritize investments in pedestrian upgrades. 3/51

6 1.3 Guiding Principles To achieve the City's vision, guiding principles for the development of the pedestrian network have been established. These include: Creation of a Walking Friendly Environment - The City of Kamloops will create an environment that facilitates walking for pedestrians of all ages and abilities in a safe, convenient and direct route; Relying on the Subdivision and Development Control By-law - The City of Kamloops will utilize the Subdivision and Development Control By-law to ensure that new construction and reconstruction incorporates appropriate pedestrian infrastructure; Align with Other Programs - The City of Kamloops will align pedestrian improvement projects with other programs and initiatives such as the Sustainable Kamloops Plan, local road programs, Local Area Service improvements, the Bicycle Master Plan, and the Trails Master Plan; Improve Comfort and Safety - The City of Kamloops will improve the comfort and safety of pedestrians to encourage walking as a viable transportation choice; Sustainable Kamloops Targets - The City of Kamloops will work towards the goals of the Sustainable Kamloops Plan of reducing greenhouse gas emissions, increasing alternative transportation choices for commuting and all trips, and reducing fossil fuel consumption for transportation; and Prioritization of Projects - The City of Kamloops will prioritize capital projects wisely to maximize value throughout the city. 1.4 Community Consultation Consultation on the Pedestrian and Trails Master Plans occurred simultaneously. A community survey was undertaken in late summer 2010 requesting feedback on what pedestrian and trails infrastructure people use as well as where improvements could be made. 288 surveys were completed. Some of the salient outcomes of the survey include the following: Most people walk for exercise and recreation, particularly dog walking, while fewer walk for commuting to work and/or for social activities; Key improvements to make neighbourhoods more walkable include adding more sidewalks, adding more lighting, and making sidewalks wider; anecdotally, issues relating to winter conditions, traffic calming measures, litter and dog waste, and green space could be addressed to make walking more attractive; and There is a desire for improved pedestrian facilities throughout Kamloops. Further, there were individual discussions with several key stakeholder groups. Open houses were held in October 2010 to solicit community feedback on key elements of the plan, which also included surveys and follow up communication with key stakeholders. This feedback has been considered through the development of the plan. 4/51

7 1.5 Kamloops Policy Context Throughout the Kamloops policy framework, there are numerous policies and stipulations that relate to the development of the pedestrian network in the community. These include: Sustainable Kamloops Plan - Foundations of Sustainability The Foundations of Sustainability is the City's newly adopted Sustainability Plan. The Plan calls for increasing spending on active transportation facilities and programs by 50% and increasing the number of people using other modes of travel for all trips to 30% by Further, the Plan recognizes the health benefits of a good pedestrian network by calling for the increase in availability of active transportation facilities including trails and walkways. The Plan also supports the pedestrian network by promoting densification of neighbourhoods. KAMPLAN - Official Community Plan KAMPLAN recognizes the importance of developing pedestrian networks, particularly in urban areas, as part of the evolution of complete neighbourhoods. Specifically, KAMPLAN supports pedestrian oriented commercial activity in the City Centre and that commercial centres in general should encourage a pedestrian friendly environment. KAMPLAN encourages the development of new multi-use trails and ensuring that new subdivisions enable properties to be within 300 m walking distance of a transit stop. Walking is promoted as a viable mode of transportation, acting as an alternative to the automobile, and will have significant benefits for the health and well-being of Kamloops residents. The Plan indicates that the City will continue to ensure that walkways and pedestrian linkages are provided in all new developments, particularly for sites where topography is a factor or for major destination points. These shall be provided by the developer at the time of subdivision. 5/51

8 Neighbourhood Plans The City has completed numerous neighbourhood plans for different areas of the City over the last 20 years that provide some guidance for the development of pedestrian facilities. In the recent past, the City has completed three key neighbourhood plans. These include the City Centre Plan, the North Shore Neighbourhood Plan, and the Aberdeen Area Plan. City Centre Plan The City Centre Plan was completed in Many pedestrian and trail enhancements are recommended in the Plan. Some specific improvements include: Developing the northern portion of Peterson Creek to become a greenway; Enhancing the Rivers Trail; Providing pedestrian amenities such as benches, trash receptacles, directory signs; and Ensuring that Lansdowne and Seymour Streets are more pedestrian friendly by adding curb extensions. North Shore Neighbourhood Plan The North Shore Neighbourhood Plan was adopted in Some of the key principles of the Plan included promoting the health and livability of the neighbourhood creating inviting and safe environments for pedestrians and cyclists and promoting the development of cost-effective infrastructure to support development. The Plan recognizes that there is a lack of a continuous sidewalk system in Brocklehurst and North Kamloops, with a number of inconsistencies in the pedestrian network owing to historical development patterns (i.e. many areas were developed to more rural standards). One particular issue identified in the Plan was the challenge of encouraging students to walk to schools. The Plan calls for improving the pedestrian environment through the following: Improving development patterns (i.e. discouraging cul-de-sacs) and increasing density; Promoting complete neighbourhoods; Improving lighting, landscaping, and other amenities; Creating and retaining greenways that work for all users; Improving accessibility; and Improving arterial corridors to make them more pedestrian and bicycle friendly and supporting pedestrian oriented uses. 6/51

9 Aberdeen Area Plan The Aberdeen Area Plan was completed in 2008 and provides guidance for the development of Aberdeen. A key policy is to develop a road network that gives equal consideration to vehicles and transit, as well as bicycle and pedestrian traffic. It is recognized that while there is already good sidewalk coverage in Aberdeen, pedestrian facilities should be provided on both sides of streets having transit service. Subdivision and Development Control By-law All streets with a proposed subdivision that fronts or abuts a school, park, recreation facility, library, or other public building or any commercial development shall be provided with sidewalks to City specifications. City specifications include having sidewalks on at least one side on arterial, collector, and local roads. 7/51

10 2.0 EXISTING CONDITIONS This section summarizes the existing pedestrian infrastructure and demand characteristics for pedestrian activity in Kamloops as well as the policies and plans that influence the development of the pedestrian network in the city. Existing pedestrian conditions in Kamloops are summarized in the following ways: Existing infrastructure - location of sidewalks, walkways, and pedestrian shoulders; Pedestrian generators - location of key land uses that generate pedestrian activity; Pedestrian walkability - analysis of how attractive and suitable various areas of Kamloops are for walking; and Pedestrian potential - analysis of how much pedestrian activity could be expected based on key characteristics. 2.1 Existing Infrastructure and Pedestrian Generators Community-wide, there are approximately 260 km of sidewalks. In addition, there are 29 km of pedestrian shoulders. In general, there is extensive sidewalk coverage in the downtown and in newer neighbourhoods such as Aberdeen, Dufferin, and Juniper Ridge, while there is less coverage in areas such as Valleyview and North Kamloops. This is mainly due to the historical development patterns in Kamloops whereby areas such as Valleyview, Brocklehurst, the North Shore, Westsyde, and Barnhartvale were developed with more rural standards for road with very little drainage infrastructure and thus sidewalks, curbs, and gutters were not constructed. The City has used pedestrian shoulders in many of these areas as a means of providing a facility for pedestrians. Fleetwood Avenue was recently developed as a Green Street. An asphalt pathway has been constructed. There are many different types of land uses that generate pedestrian activity. Schools, parks, shopping areas, seniors' housing, civic activities (i.e. recreation centres, churches), and large employers all generate significant pedestrian activity. Figures 2.1 to 2.6 summarize pedestrian infrastructure and some of the key pedestrian generators for each neighbourhood in Kamloops. 8/51

11 Figure 2.1 9/51

12 Figure /51

13 Figure /51

14 Figure /51

15 Figure /51

16 Figure /51

17 2.2 Pedestrian Walkability and Potential Analyses Two analyses were undertaken to determine the current walkability and potential for walking in neighbourhoods throughout Kamloops. In order to undertake these analyses, the City was broken into 33 pedestrian zones. Pedestrian zones have relatively homogenous pedestrian characteristics. The pedestrian walkability analysis provides an indication of the current walkability of various areas of Kamloops. This analysis took into account criteria that included: Road network density; Road network connectivity; Topography; Land use; Sidewalk coverage; Pedestrian crossings; Access to transit; Lighting; and Vegetation (i.e. street trees). Figure 2.7 summarizes pedestrian walkability in the community. The pedestrian potential analysis provides an indication of what potential there is for walking in various areas of Kamloops. This analysis focused on criteria that are more challenging to change, including: Road network density; Road network connectivity; Topography; and Land use. Figure 2.8 summarizes the pedestrian potential in the community. Some of the salient points from the analysis of pedestrian potential and pedestrian walkability include: The downtown has both high walkability and high potential for pedestrian use; Areas of the North Shore, Brocklehurst, and Valleyview have higher potential for pedestrian use (due to flat topography and greater mix of land use) than current walkability, likely due to the lack of sidewalk coverage and limited lighting in some sections indicating areas where improvements could make an impact; Areas in Aberdeen, Sahali, the West End, and Juniper Ridge generally have higher current walkability than pedestrian potential; the extensive sidewalk coverage makes the area more walkable while the topography, homogenous land use, and the disconnected road network decreases the potential for pedestrian activity; and Other areas in the community have similar pedestrian potential and walkability, indicating that the facilities in these neighbourhoods likely match the anticipated demand. 15/51

18 2.3 Existing Travel Patterns The City of Kamloops 2007 household travel survey was used to estimate overall walking trip patterns within the City of Kamloops. The travel survey data indicates that on a typical weekday, approximately 250,000 trips are made within the Kamloops area. Approximately 18,500 of those trips are walking trips. The majority of these walking trips occur in the City Centre, North Kamloops, and the southwest sector. Figure 2.9 highlights the number of walking trips by region. A map outlining the areas can be found in Appendix B. Figure Walking trips by Area In terms of mode share (i.e. the percentage of trips by a particular mode of travel), walking trips vary throughout the different regions of Kamloops from 3% in the northeast sector to 14% in the City Centre. City-wide, approximately 7% of all trips are walking trips. Figure 2.10 below outlines the number of walking trips by region. Figure Mode Share of Walking Trips by Area 16/51

19 When examining the origins and destinations of walking trips, not surprisingly, approximately 90% of all walking trips stay completely within their region of origin. The average walking trip distance for all trips (to work, school, shopping, etc.) is 700 m while the average walking trip distance to work only is 1 km. These findings indicate that Kamloops residents are willing to walk much greater distances to get to work. 2.4 New Potential Walking Trips Based on the above results, current trips less than 1 km in length have the potential to be made by walking. There are approximately 18,500 trips per day made by vehicle drivers less than 1 km in length. In other words, for every walking trip made by Kamloops residents, a short vehicle trip of 1 km or less is made. For an average person, a 1 km trip takes approximately 15 minutes on foot. It is not realistic to assume that every vehicle trip less than 1 km can shift to walking; nevertheless, there is significant potential to increase walking trips in Kamloops by converting a portion of those short vehicle trips to walking. 17/51

20 Figure 2.7 Very Low Low Moderate High Very High 18/51

21 Figure Pedestrian Potential Very Low Low Moderate High Very High 19/51

22 3.0 PROPOSED PEDESTRIAN NETWORK The proposed pedestrian network is aimed at addressing key gaps in the existing network and sets the basis of making walking and other pedestrian activities more attractive for commuting and recreational purposes. The proposed pedestrian network is based on the guiding principles identified in Section 1.4 along with several concepts, including: Addressing large gaps in the pedestrian network such as on the North Shore and in Brocklehurst where the pedestrian network is underdeveloped compared to the rest of the City; Completing coverage in the City Centre area; Enhancing sidewalk coverage in areas with concentrations of high pedestrian needs such as schools, seniors' facilities, and core business areas; Providing context-sensitive solutions for the various neighbourhoods (i.e. using paved pathways and pedestrian shoulders rather than formal sidewalks in Brocklehurst); Identifying existing roads that have a gap between the current condition and the standards for sidewalk coverage indicated in the Subdivision and Development Control By-law; Providing more direct connections between key areas (i.e. between Upper College Heights and TRU, between Overlanders Bridge and the City Centre West End); and Facilitating pedestrian enhancements in key commercial areas such as the City Centre and Tranquille Market areas. 3.1 Proposed Pedestrian Network This section provides a summary of where pedestrian facilities should be implemented. Approximately $12.8 million in pedestrian improvements have been recommended plus $0.5 million of multi-use pathways. In order to determine what pedestrian links should be added, a decision support framework, illustrated in Figure 3.1, was followed. In general, the links were included if they were adjacent to an arterial or collector roadway, were utilized for transit, or were part of a vital neighbourhood connection and had a pedestrian infrastructure deficiency. In some instances, sections of roadways were omitted due to extremely low pedestrian demand. 20/51

23 Figure 3.1: Link Selection Criteria Five types of pedestrian facilities have been recommended. These include: Sidewalks - generally m wide concrete sidewalks including curb and gutter. They provide grade separation from the adjacent road and are located on one or both sides of the road. Enhanced sidewalk - these are typically be greater than 2 m wide and can include trees, bricks, and coloured concrete. These are implemented as part of broader streetscape improvement projects. Pedestrian shoulder - these are paved 1.5 m wide and located adjacent to the roadway with no grade separation. Typically they are located in areas with no drainage infrastructure. 21/51

24 Pedestrian pathway - these are paved 1.5 m wide and separate from the roadway. They can be used in areas with no drainage infrastructure. Multi-use pathway - these are paved, 3-5 m wide, and used not only for pedestrians, but for cyclists, rollerbladers, and other nonmotorized users, as well. In order to determine the recommended type of facility, a decision-support framework was established. This framework is summarized in Figure 3.2. Figure 3.2: Facility Selection Criteria 22/51

25 3.2 Walkways The walkways included in this plan are City-owned rights-of-way that are used as a non-motorized connection between streets and to schools. There are numerous walkways throughout Kamloops that are well utilized parts of the pedestrian network. The existing walkways are typically multi-use pathways and may include stairs where there is a substantial grade change. There are a few locations that have been identified as future connections in order to provide a shortcut for pedestrians. These proposed locations may require a right-of-way agreement and/or construction of an appropriate facility. The future walkways are shown on the neighbourhood maps Figures Micro-improvements Within the pedestrian environment, there are often small areas of sidewalk that may be missing or at a substandard. These small areas can often be improved with a small investment of money to the construction of a piece of concrete. Filling in these small gaps can make major improvements and key connections within the pedestrian network. Funds should be directed towards these projects as they are identified. 3.4 Neighbourhoods Brocklehurst Brocklehurst had moderate-to-high pedestrian potential while existing walkability was lower. The lower walkability is due to the general lack of sidewalk coverage. Given the presence of four public schools in Brocklehurst, a major emphasis should be placed on upgrading some of the paved shoulders to sidewalks and designating space for pedestrians on certain corridors. Figure 3.3 illustrates pedestrian upgrades in Brocklehurst. North Shore The North Shore has a high potential for walking but only moderate walkability. Similar to Brocklehurst, the North Shore has issues with a lack of sidewalks in the neighbourhood. Further, the North Shore is home to a burgeoning mixed-use commercial area. Development and densification along the Tranquille corridor will precipitate the need for pedestrian enhancements such as lighting, wider sidewalks, and crosswalks where warranted. Figure 3.4 illustrates pedestrian upgrades on the North Shore. Westsyde/Batchelor Heights While the pedestrian potential in Westsyde is high, in Batchelor Heights it is lower due to the topography and the homogenous land use. The Bicycle Master Plan also called for enhancing connections into Batchelor Heights by constructing direct connections from Westsyde Road and Ord Road into Batchelor Heights with a trail or multi-use pathway. Figure 3.5 illustrates pedestrian upgrades in Westsyde and Batchelor Heights. 23/51

26 Aberdeen, Upper Sahali, Mount Dufferin While pedestrian potential in the area is generally lower than other parts of the City due to topography and homogenous land use, the well-established pedestrian infrastructure in the area increases the walkability of the area. Sidewalk coverage is well provided and all key streets in the area have sidewalks on at least one side of the road. In order to complete sidewalk coverage in this area, sidewalks will be added to provide sidewalks on both sides of the road to support transit and align with the Subdivision and Development Control By-law. Additional sidewalk coverage will be added as new development occurs as per the Subdivision and Development Control Bylaw. Attention should be paid to ensure there are shortcut routes throughout this area to mitigate the impact that cul-de-sacs and long circuitous roads have on pedestrian circulation. Figure 3.6 illustrates pedestrian upgrades in Aberdeen, Upper Sahali, and Mount Dufferin. TRU, West End, Southgate, Lower Sahali Pedestrian walkability is generally high in this area of the City despite the lack of sidewalks in some areas. The major issue in this area is finding a better way to connect students and staff living in the Dalgleish Road area with Thompson Rivers University. An overpass of Summit Drive is recommended in conjunction with bicycle network improvements. In addition, providing and maintaining direct connections from Lower Sahali into the downtown area is also important as there are a number of people who use these off-road trails to commute to/from the downtown. A connection from Victoria Street West to the West End should be considered, though additional engineering feasibility will be required. Figure 3.7 illustrates pedestrian upgrades in the West End, Southgate, and Lower Sahali. City Centre The City Centre has the highest pedestrian potential and pedestrian walkability. While there is already significant sidewalk coverage in the downtown core, there are areas outside of the core that need improvement. In addition, within the core area, there is a need for pedestrian enhancements on Lansdowne Street and Seymour Street to help improve the commercial viability of these two corridors. Peterson Creek Pathway, a multi-use pathway from City Centre to Sahali through Peterson Creek Nature Park, will be a key commuter and recreational route. It is important to consider implementing enhanced crosswalks and countdown timers at key intersections in the downtown core area. An overpass of the Canadian Pacific Rail line from Lansdowne Street to Lorne Street near 7th Avenue is recommended and could be implemented in conjunction with the Peterson Creek greenway enhancements identified in the City Centre Plan. Figure 3.8 illustrates pedestrian upgrades in the City Centre. Valleyview While pedestrian walkability in Valleyview is generally low, the potential for walking is fairly high. Improvements in Valleyview focus on improving pedestrian connectivity between shopping areas and along transit routes. Figure 3.9 illustrates pedestrian upgrades in Valleyview. 24/51

27 Juniper Ridge/Rose Hill Pedestrian walkability is high in Juniper Ridge but the potential is low, similar to Rose Hill due to topography and homogenous land use. While there is no need for sidewalk coverage in Rose Hill, improvements in Juniper Ridge focus on adding a second sidewalk to collector roadways and transit routes. In addition, a multi-use pathway is proposed to enhance connections to Juniper Ridge. The proposed corridor will connect Juniper Ridge to Valleyview via Highland Road from Qu'appelle Boulevard to Valleyview Drive. Figure 3.10 illustrates pedestrian upgrades in Juniper Ridge and Rose Hill. Dallas/Barnhartvale The pedestrian potential and walkability in Dallas and Barnhartvale is low, though the potential could change in Dallas with the development of the Dallas commercial/residential centre. However, a community survey indicated that there were significant concerns for safety on the part of Barnhartvale residents due to the lack of pedestrian facilities. Figure 3.11 illustrates pedestrian upgrades in Dallas and Barnhartvale. Rayleigh/Heffley Creek Rayleigh and Heffley Creek have low pedestrian potential and walkability. Due to the rural nature of these areas, improvements will be pedestrian shoulders. Figure 3.12 illustrates pedestrian upgrades in Rayleigh and Heffley Creek. 25/51

28 Figure Brocklehurst Proposed Pedestrian Facilities 0 26/51

29 Figure North Shore Proposed Pedestrian Facilities 27/51

30 Figure Batchelor Heights and Westsyde Pedestrian Facilities 28/51

31 Figure Aberdeen, Upper Sahali, and Mount Dufferin Proposed Pedestrian Facilities 29/51

32 Figure TRU, West End, Southgate, Lower Sahali 30/51

33 Figure City Centre Pedestrian Facilities 31/51

34 Figure Valleyview Proposed Pedestrian Facilities 32/51

35 Figure Juniper Ridge/Rose Hill Proposed Pedestrian Facilities 33/51

36 Figure Dallas/Barnhartvale Proposed Pedestrian Facilities 34/51

37 Figure Rayleigh/Heffley Creek Proposed Pedestrian Facilities 35/51

38 4.0 NETWORK EVALUATION 4.1 Evaluation Framework Each link of the Pedestrian Master Plan was evaluated based on the following criteria. The criteria provide a ranking of high, medium, and low, which can be used to guide future investment into the pedestrian network (Appendix "A"). Cost: Low (1) = link cost greater than $500,000 Medium (3) = link cost between $250,000 and $499,999 High (5) = link cost less than $250,000 Network Contribution: Low (1) = links parallel to an existing pedestrian facility or isolated from other pedestrian facilities would score low, Medium (3) = links connecting to existing pedestrian facilities High (5) = links connecting existing facilities and have no alternative connection Practicality: Low (1) = links that require private property right of way or significant engineering design (retaining walls, stairs, or bridges) Medium (3) = links that require detailed design High (5) = links that are easy to implement Safety: Low (1) = links that are adjacent to a low volume local road or on any road with one existing pedestrian facility Medium (3) = links that are adjacent to a high volume local road or a low volume collector road High (5) = links that are adjacent to a high volume collector or arterial road or links that have a curb lane width of less than 3.5 m Pedestrian Demand: Low (1) = links that are close to low density residential and industrial lands Medium (3) = links that are adjacent to or connect to one high demand use (school, senior facility, commercial) High (5) = links that are adjacent to or connect to two or more high demand uses (school, senior facility, commercial) 36/51

39 Transit Routes: Low (1) = links that are not on a transit route Medium (3) = links that are on a low frequency transit route High (5) = links that are on a high frequency transit route Existing Infrastructure: Low (1) = links that have a sidewalk on one side Medium (3) = links that have a pedestrian shoulder on one or two sides High (5) = links that have no existing facility Pedestrian Zone Analysis Low (1) = current pedestrian walkability is greater than pedestrian potential Medium (3) = current pedestrian walkability is equal to pedestrian potential High (5) = current pedestrian walkability is less than pedestrian potential It is important to note that pedestrian safety is recognized in two ways in this evaluation framework. The first is explicit in the safety category. The second is in the review of existing infrastructure and recognizing that links without sidewalks or pedestrian shoulders are inherently less safe than those that do have those facilities. These two criteria together comprise approximately 25% of the evaluation criteria, which is similar to the ICBC Safer Cities methodology for ranking pedestrian improvements. Seniors and children are often considered as more vulnerable pedestrians who may have a greater benefit from an improved pedestrian environment. These users are also more likely to be pedestrians. These users are expressly considered through the evaluation framework in the Network Contribution and Pedestrian Demand categories. 37/51

40 4.2 Network Priorities Based on the evaluation criteria, network priorities were identified. Table 4.1 summarizes the high priority links for investments. These are pedestrian-only facilities and do not include multi-use pathways. Table 4.1: High Priority Investments On Street From Street To Street Victoria Street Battle Street Seymour Street Lansdowne Street/Victoria Street Seymour Street 6th Avenue Battle Street Columbia Street 12th Avenue Vernon Avenue Lane East of Tranquille Road Fortune Drive Fleetwood Avenue Holt Street Southill Street Overlander Drive Harrington Road Bank Road Wood Street Tranquille Road Fortune Drive Franklin Road Westsyde Road Park Crestline Street Tranquille Road Briarwood Avenue Desmond Street Happyvale Avenue Tranquille Road Elm Avenue Tranquille Road Oak Road Oak Hills Boulevard Westsyde Road End Puett Ranch Road Spurraway Road Yellowhead Highway Greenfield Avenue Singh Street Desmond Street Summit Drive McGill Road Columbia Street West Arlington Crescent Tranquille Road Arlington Court Oak Road Fortune Drive Schubert Drive Oak Road Tranquille Road Fortune Drive Versatile Drive 1795 Versatile Drive Copperhead Drive Willow Street MacKenzie Avenue Renfrew Lane York Avenue Schubert Drive Sitka Street Versatile Drive 1675 Versatile Drive 1675 Versatile Drive 38/51

41 Table 4.1: High Priority Investments On Street From Street To Street Bank Road Bissette Road Overlander Drive Lorne Street 7th Avenue 8th Avenue Tanager Drive Trans Canada Highway East Valleyview Drive Frontage Road Industrial Drive River Road Lethbridge Avenue 8th Street 12th Street Todd Road Dallas Drive Barnhartvale Road Fortune Drive Simcoe Avenue Lane Soldier Road Bank Road Westsyde Road Bank Road Overlander Drive Harrington Road Happyvale Avenue Singh Street Desmond Street McQueen Drive Westsyde Road Grasslands Boulevard Nicolani Drive Lethbridge Avenue Parkcrest Avenue Westmount Drive Collingwood Drive Westsyde Road Bebek Road Westsyde Road End Rogers Way Princeton-Kamloops Highway Rogers Place Summit Drive Guerin Creek Way McGill Road Sydney Avenue Schubert Drive Sarnia Place Marriott Road Yellowhead Highway Tod Mountain Road Richmond Avenue Schubert Drive 7th Street River Road Trans Canada Highway East Valleyview Drive Appendix A has a summary of the evaluation framework for all the proposed links along with the estimated construction values. 39/51

42 5.0 IMPLEMENTATION 5.1 Capital Investment The Pedestrian Master Plan identifies and prioritizes numerous capital investments. The construction value to complete the projects that are not shared with the Bicycle Master Plan has been estimated at $12.8 million. These projects will continue to grow and enhance the pedestrian network in Kamloops. The major projects that share a benefit with the Bicycle Master Plan are an additional $9.2 million. Appendix A summarizes the evaluation and cost estimates for each of the links Major Capital Investments These capital investments have a wide range of scope and cost. The large projects that will have a great impact on the pedestrian network are often a mutual benefit to cyclists and/or through a park or open space. Due to the mutually beneficial nature of these major projects, it is recommended to synergize the funding and implementation schedules from the Bicycle Master Plan, Trails Master Plan, and other City plans Minor Capital Investments The proposed network has identified numerous minor capital projects (generally less than $500,000). Todd Road is an exception due to the length and scope of the project. These will require detailed engineering to confirm designs, costs, and feasibility and may involve some road reconstruction work in order to be implemented. 5.2 Funding Opportunities In 2012, the City's annual budget allocation for investment in pedestrian facilities is $500,000 in the Five-year Capital Plan. The Community Works Fund provides 87% of the funding, with remaining being derived from Development Cost Charges. Increasing the level of funding will allow the City to implement capital improvements and to achieve the vision of this plan. This will expedite the implementation of this plan and help the City leverage larger amounts of funding from senior government sources. The City should also pursue all available private and public sector sources of funding for pedestrian facilities and programs, including the programs identified below. Completed detailed designs and cost estimates are required to take advantage of many of the external public sector funding opportunities requires. The costs of preparing detailed designs are sometimes not eligible for cost share funding - only the capital costs of construction are eligible. 40/51

43 5.2.1 Public Sector Funding Sources Public funding sources include: Development Cost Charges: the City charges developers a series of Development Cost Charges (DCCs) on new developments. These one-time charges are set by by-law and approved by the Inspector of Municipalities. The intent of these charges is to assist the municipality in funding the costs associated with infrastructure to serve a growing and changing community. These charges include sewer, water, recreation, and transportation charges. Transportation and recreation DCCs collected can be used for expenditures included in the Pedestrian Master Plan. Public Transportation and Pedestrian Upgrade Reserve Fund: the City has recently established a fund for alternative transportation based on contributions from developers who request a reduction in parking stalls. While this will be a relatively small fund, it can be used to help support the implementation of the Pedestrian Master Plan. Community Works (Gas Tax) Fund: the City has access to substantial amounts of dedicated funding for "green" infrastructure projects. This funding could be used for pedestrian facilities. Provincial programs: the provincial government currently has several programs which provide funds for pedestrianrelated projects. These include the Built Environment and Active Transportation Planning Program and the Infrastructure Planning Grants. Infrastructure Canada: manages several programs that provide funding for environmental and local transportation infrastructure projects in municipalities across Canada. Typically, the federal government contributes one-third of the cost of municipal infrastructure projects. Provincial and municipal governments contribute the remaining funds, and in some instances there may be private sector investment as well. A recent example has been the Building Canada Fund. Community Development Trust: the province, through the Community Development Trust, has been providing money for trails improvements to communities impacted by downturns in the forestry industry. Green Municipal Funds: the Federation of Canadian Municipalities (FCM) manages the Green Municipal Fund. This fund is intended to support municipal government efforts to reduce pollution, reduce greenhouse gas emissions, and improve quality of life. The expectation is that knowledge and experience gained in best practices and innovative environmental projects will be applied to national infrastructure projects. FCM provides grants for planning projects and a combination of very low interest loans/grants for capital projects. 41/51

44 Other federal programs: at any given time, there is usually one or more federal grant program for which pedestrian facilities would be eligible Other Funding Sources Other sources of funding that can be considered for financing of pedestrian facility projects and pedestrian programs include: ICBC: has, in the past, provided funding for pedestrian facilities, particularly where these have the potential to reduce crashes and claims costs to ICBC. Private sector: private sector businesses, non-profit community groups, and service clubs often times sponsor or provide donations to important community infrastructure projects such as installing high profile pedestrian network facilities. This type of funding has been provided for projects in Kelowna, Salmon Arm, Sechelt, Vancouver, Burnaby, and New Westminster. Local Area Service Program: under this program property owners may be eligible to cost share with the City to construct a sidewalk adjacent to their property. The cost can be paid through a one-time fee or through a parcel tax. The majority of property owners adjacent to the proposed facility must consent and it is subject to Council approval. Advertising: there are several options for obtaining funding for pedestrian projects from advertising revenues. The costs of producing and distributing a walking route map can be partially or fully offset by selling advertising space on the map. 5.3 Pedestrian Supportive Policies The City of Kamloops has many existing policies and initiatives that support pedestrians. They include: Crosswalk Enhancement Program: identified all multi-lane crosswalks for upgrade to pedestrian activated flashing beacons and signage. Enhancing crosswalks along busy routes can encourage people to walk more often by increasing safety. Safer School Travel Program: working with School District No. 73 to identify and enhance safe routes to school. The improvements include crosswalks, pathways, and increased signage. Improving safety will encourage more parents and children to walk to school. Curb Drop Program: each year, a number of wheelchair ramps are installed at intersections to improve accessibility of the sidewalks. When many sidewalks were originally constructed, there were no considerations for persons using mobility aids. Audible Signals: additional aids for the visually impaired are installed at some traffic signals. These audible signals indicate to pedestrians when the signal is in their favour. 42/51

45 Countdown Timers: located at traffic signals, the pedestrian countdown timer shows the number of seconds remaining to cross the street during the flashing "Don't Walk" phase. They allow for pedestrians to be aware of how much time is available to cross the street. With this information, the pedestrian can make an informed decision on whether or not to continue on into the intersection. With a wide range of walking speeds for pedestrians, the countdown timer can improve the walking time of the some trips. Bus Stop Improvement Program: each year, the City constructs a number of bus pads that improve the waiting area and accessibility to the transit system. The construction of a concrete pad allows wheelchairs to access the transit system at more bus stops. City Centre Complete Streets Project: emphasizes safety, comfort, and convenience for all modes of travel including pedestrians. Improvements create special standards for sidewalk width, surface treatments, streetscape, and amenities and reclaim a portion of the street for these boulevard and sidewalk improvements. Sidewalk Inspection: all sidewalks are inspected on a four-year cycle to monitor major maintenance issues. Any reports of damage are repaired as soon as possible. Trails Network: there are a number of existing trails networks throughout Kamloops that connect communities and offer places to walk outside of the road right-of-way. Some of these trails include Kenna Cartwright Park, Peterson Creek Park, and the Rivers Trail. 5.4 Moving Forward There are various action items the City will take to implement the goals and vision of the Pedestrian Master Plan to encourage and improve safety of walking in Kamloops. These actions include: a) Review Subdivision and Development Control By-law As Kamloops grows, pedestrian friendly enhancements, such as curb extensions, in new developments need to be identified. New walkways will be considered to enhance the pedestrian connectivity and sidewalks should be located where the greatest connectivity can be achieved. b) Review Crosswalk Installation Guidelines The City of Kamloops currently follows the BC Pedestrian Manual to guide crosswalk installation recommendations. The Transportation Association of Canada is completing new Crosswalk Installation Guidelines for Canadian cities and this document may provide improved direction on recommendations. 43/51

46 c) Review Curb Drop Program and Countdown Timer Funding Currently, the City of Kamloops upgrades a few sidewalks at intersections to allow wheelchair access each year. An increase in funding would allow more intersections to be upgraded each year. The funding for countdown timers at signalized intersections limits the number of upgrades completed annually. d) Investigate Age-friendly Design As the demographics of Kamloops changes over time, the number of residents over 65 will continue to grow. Communities and transportation professionals are studying and recommending changes to improve the pedestrian environment for aging populations. Monitoring new trends that may emerge will enable Kamloops to provide a comfortable environment for our residents. e) Alternative Construction Materials Communities across Canada are exploring the use of alternative construction materials, such as recycled rubber sidewalks. New materials can provide a more comfortable walking experience, reduce the environmental impact, and/or reduce costs of construction or maintenance. Monitoring new trends will enable Kamloops to take advantage of these potential opportunities. f) Review Snow Clearing Policy Complaints have arisen during winter months about snow clearing of sidewalks and of streets that can push the snow onto the sidewalk. A review of snow clearing policies in other communities may provide an opportunity to revise the current policy to some benefit to the community. g) Review Pedestrian Priority at Signals At high pedestrian volume signalized intersections, a review should be completed to determine if the length of time for the pedestrian walk phase is adequate. If there are many pedestrians competing with vehicles for green time at a signal, consideration should be given to increase the phase for pedestrians above the bare minimum. h) Align Bus Stop Amenities with Sidewalks The interaction between the pedestrian network and transit is essential to a comfortable transit experience. The location of new transit benches and shelters must not inhibit pedestrian movements and future sidewalk construction can provide wheelchair access to the transit system. 44/51

47 i) Incorporate Tactile Treatments for the Visually Impaired There are many improvements that can be made to assist the visually impaired in navigating the pedestrian network. Identifying key locations for tactile treatments will be the first step to roll out an improvement program. j) Development of Promotional Materials The City will develop promotional materials that describe the pedestrian network, including up-to-date walking route maps available on the City's website and in hard copy. The City will promote the commuter, recreational, and health benefits derived from walking. These materials will be integrated with other materials that promote active transportation and will be utilized to promote walking through community events, classroom presentations, and media coverage. k) Walking Tours The City will develop (or co-develop with community partners) walking tours that bring residents together to expose them to the experience of walking in their own neighbourhood. The City will also facilitate "Walk and Talk" walking tours in the neighbourhoods where significant pedestrian upgrades have occurred and provide residents with insight into how an area becomes more walkable. l) Walk 21 International Charter for Walking The City will endorse and sign the International Charter for Walking in recognition of the benefits of walking as a key indicator of healthy efficient, socially inclusive, and sustainable communities and to help create a culture where people choose to walk. m) Walkway Evaluation While many of the City's walkways are vital pedestrian connections, there are some that have proven ineffective for a number of reasons including changes in pedestrian patterns or trespassing of adjacent landowners. A review of the City's walkways would determine which walkways could be disposed of by the City and which walkways should be further enhanced and maintained. 45/51

48 5.5 Project Selection Appendix A has a list of projects that are ranked either high, medium, or low. This list compares projects relatively to each other based on the evaluation matrix, but is not meant to serve as the order of implementation. If there are medium priority projects that align with other initiatives, they may be completed prior to other high priority projects. Pedestrian projects are just one component of the capital projects in the City. Every year, staff will look at the priorities of this plan, the Bicycle Master Plan, Trails Master Plan, Road Reconstruction Plans (Arterial, Collector, Local), Pavement Management Plan, other infrastructure upgrades (Sewer/Water), and available funding to determine the highest benefit/cost projects to undertake. Combining projects often leads to cost savings, more efficiency, and a more long-lasting product. 46/51

49 HIGH Pedestrian Demand* Safety* Practicality* Cost* Network Contribution* Existing Facilities* Transit Route* Pedestrian Zone Analysis* Total Score* Pedestrian Master Plan Appendix A - Evaluation and Cost Estimates of Links Street From To Cost Proposed Facility Victoria St Battle St Seymour St $129,000 1 Standard Sidewalk Lansdowne St/Victoria St Seymour St 6th Ave $383,000 2 Standard Sidewalk Battle St Columbia St 12th Ave $122,000 1 Standard Sidewalk Vernon Ave Lane east of Tranquille Rd Fortune Dr $72,000 1 Standard Sidewalk Fleetwood Ave Holt St Southill St $141,000 2 Pedestrian Shoulder Overlander Dr Harrington Rd Bank Rd $94,000 1 Pedestrian Shoulder Wood St Tranquille Rd Fortune Dr $190,000 2 Standard Sidewalk Franklin Rd Westsyde Road Park $45,000 1 Pedestrian Pathway Crestline St Tranquille Rd Briarwood Ave $94,000 1 Pedestrian Shoulder Desmond St Happyvale Ave Tranquille Rd $22,000 1 Pedestrian Shoulder Elm Ave Tranquille Rd Oak Rd $29,000 1 Pedestrian Shoulder Oak Hills Blvd Westsyde Rd end $44,000 1 Pedestrian Shoulder Puett Ranch Rd Spurraway Rd Yellowhead Hwy $58,000 1 Pedestrian Shoulder Greenfield Ave Singh St Desmond St $62,000 1 Pedestrian Shoulder Summit Dr McGill Rd Columbia St W $103,000 1 Premium Sidewalk Arlington Cres Tranquille Rd Arlington Crt $18,000 1 Standard Sidewalk Oak Rd Fortune Dr Schubert Dr $114,000 1 Standard Sidewalk Oak Rd Tranquille Rd Fortune Dr $83,000 1 Standard Sidewalk Versatile Dr 1795 Versatile Dr Copperhead Dr $133,000 1 Standard Sidewalk Willow St MacKenzie Ave Renfrew Lane $50,000 1 Standard Sidewalk York Ave Schubert Dr Sitka St $74,000 1 Standard Sidewalk Versatile Dr 1675 Versatile Dr 1675 Versatile Dr $87,000 1 Standard Sidewalk Bank Rd Bissette Rd Overlander Dr $223,000 2 Pedestrian Shoulder Lorne St 7th Ave 8th Ave $132,000 2 Standard Sidewalk Tanager Dr Trans-Canada Hwy E Valleyview Dr $115,000 2 Standard Sidewalk Frontage Rd Industrial Dr River Rd $398,000 1 Standard Sidewalk Lethbridge Ave 8th St 12th St $175,000 1 Standard Sidewalk Todd Rd Dallas Dr Barnhartvale Rd $511,000 1 Pedestrian Pathway Fortune Dr Simcoe Ave Lane $32,000 1 Standard Sidewalk Soldier Rd Bank Rd Westsyde Rd $36,000 1 Pedestrian Pathway Bank Rd Overlander Dr Harrington Rd $57,000 1 Pedestrian Shoulder Happyvale Ave Singh St Desmond St $67,000 1 Pedestrian Shoulder McQueen Dr Westsyde Rd Grasslands Blvd $29,000 1 Pedestrian Shoulder Nicolani Dr Lethbridge Ave Parkcrest Ave $26,000 1 Pedestrian Shoulder Westmount Dr Collingwood Dr Westsyde Rd $34,000 1 Pedestrian Shoulder *See page for Evaluation Framework Description. 47/51

50 MEDIUM HIGH Pedestrian Demand* Safety* Practicality* Cost* Network Contribution* Existing Facilities* Transit Route* Pedestrian Zone Analysis* Total Score* Pedestrian Master Plan Street From To Cost Proposed Facility Bebek Rd Westsyde Rd end $62,000 1 Standard Sidewalk Rogers Way Princeton-Kamloops Hwy Rogers Pl $27,000 1 Standard Sidewalk Summit Dr Guerin Creek Way McGill Rd $234,000 1 Standard Sidewalk Sydney Ave Schubert Dr Sarnia Pl $47,000 1 Standard Sidewalk Marriott Rd Yellowhead Hwy Tod Mountain Rd $62,000 2 Pedestrian Shoulder Richmond Ave Schubert Dr 7th St $120,000 1 Standard Sidewalk River Rd Trans-Canada Hwy E Valleyview Dr $181,000 2 Standard Sidewalk Dallas Dr Cougar Rd 390 Lafarge Ramp $59,000 1 Pedestrian Pathway Birch Ave Fortune Dr Schubert Dr $34,000 1 Pedestrian Shoulder Cammeray Dr Chetwynd Dr Reighmount Dr $37,000 1 Pedestrian Shoulder Cammeray Dr Puett Ranch Rd Chetwynd Dr $18,000 1 Pedestrian Shoulder Clapperton Rd Leigh Rd Cedar St $47,000 1 Pedestrian Shoulder Collingwood Dr Westsyde Rd Westsyde Rd $112,000 1 Pedestrian Shoulder Dallas Dr Bogetti Pl Yarrow Pl $244,000 1 Pedestrian Shoulder Mattoch-McKeague Rd Furiak Rd Yellowhead Hwy $97,000 1 Pedestrian Shoulder Ord Rd Batchelor Dr Singh St $143,000 1 Pedestrian Shoulder Reighmount Dr Spurraway Rd Cammeray Dr $60,000 1 Pedestrian Shoulder Ord Rd McLean St Farm Rd $161,000 1 Pedestrian Shoulder 13th Ave Columbia St Pine St $72,000 1 Standard Sidewalk Bestwick Dr McGill Rd Anvil Cres $52,000 1 Standard Sidewalk Desmond St Lane north of Tranquille Sunny Crest $49,000 1 Standard Sidewalk Fraser St Lane west of Robinson Cres 9th Ave $65,000 1 Standard Sidewalk Kenora Rd 12th St Cottonwood Ave $99,000 1 Standard Sidewalk Oriole Rd Falcon Rd Lane $85,000 1 Standard Sidewalk Tanager Dr Thompson Dr Trans-Canada Hwy E $30,000 1 Standard Sidewalk Frontage Rd Valleyview Dr East End $524,000 1 Standard Sidewalk Briarwood Ave Crestline St Schreiner St $35,000 1 Pedestrian Shoulder Fleetwood Ave Southill St Fleetwood Crt $114,000 1 Pedestrian Shoulder Lamar Dr/Clearview Dr Todd Rd Todd Rd $169,000 1 Pedestrian Shoulder Settlement Rd Bank Rd Westsyde Rd $20,000 1 Pedestrian Shoulder Spurraway Rd Puett Ranch Rd Huckleberry Pl $1,000 1 Pedestrian Shoulder 7th Ave Douglas St Lane North of Munro St $14,000 1 Standard Sidewalk 7th Ave St Paul St Pleasant St $99,000 1 Standard Sidewalk 9th Ave Seymour St Columbia St $100,000 1 Standard Sidewalk Comazzetto Rd Valleyview Dr Frontage Rd $30,000 1 Standard Sidewalk Dalhousie Dr Notre Dame Dr Laval Cres $108,000 1 Standard Sidewalk *See page for Evaluation Framework Description. 48/51

51 LOW MEDIUM Pedestrian Demand* Safety* Practicality* Cost* Network Contribution* Existing Facilities* Transit Route* Pedestrian Zone Analysis* Total Score* Pedestrian Master Plan Street From To Cost Proposed Facility Dallas Dr Rachel Pl Bogetti Pl $62,000 1 Standard Sidewalk Highland Rd Trans-Canada Hwy E Valleyview Dr $172,000 1 Standard Sidewalk Hillside Way Hillside Dr Princeton-Kamloops Hwy $45,000 1 Standard Sidewalk MacKenzie Ave Holway St Kenora Rd $175,000 1 Standard Sidewalk Notre Dame Dr Laval Cres Dalhousie Dr $52,000 1 Standard Sidewalk Valleyview Dr Frontage Rd Meadowlark Terrace Access $62,000 1 Standard Sidewalk Flamingo Road Glenwood Dr Highland Dr $54,000 1 Standard Sidewalk McLean St Parkcrest Ave Ord Rd $67,000 2 Pedestrian Shoulder Parkcrest Ave 14th St McLean St $393,000 1 Pedestrian Pathway Bank Rd/Kyle Dr Westsyde Road Bissette Rd $267,000 1 Pedestrian Shoulder Barnhartvale Rd Dallas Dr Todd Rd $285,000 1 Pedestrian Shoulder McGill Rd Summit Dr Hillside Dr $254,000 1 Premium Sidewalk Windbreak St Tranquille Rd Parkcrest Ave $491,000 2 Standard Sidewalk Copperhead Dr Highway Off-Ramp Hugh Allan Dr $121,000 1 Standard Sidewalk Hugh Allan Dr Princeton-Kamloops Hwy Gloaming Dr $204,000 1 Standard Sidewalk Lorne St 425 Lorne Street 7th Ave $120,000 1 Standard Sidewalk McGill Rd Monashee Crt Frontage Rd $129,000 1 Standard Sidewalk Valleyview Dr Knollwood Cres Apple Lane $35,000 1 Standard Sidewalk Victoria St W Lansdowne St Overlanders Bridge $152,000 1 Standard Sidewalk Knox St Alexander Ave Tranquille Rd $37,000 1 Standard Sidewalk 12th St Kenora Rd Halston Ave $305,000 1 Standard Sidewalk Hillside Dr University Dr Pacific Way $436,000 1 Standard Sidewalk Camosun Cres Dalhousie Dr McGill Rd $156,000 1 Standard Sidewalk Hugh Allan Dr Pacific Way Versatile Dr $70,000 1 Standard Sidewalk Laval Cres Notre Dame Dr Notre Dame Dr $379,000 1 Standard Sidewalk 10th Ave Nicola St Columbia St $57,000 1 Standard Sidewalk 13th Ave Nicola St Lane South of Battle St $28,000 1 Standard Sidewalk Pacific Way Hugh Allan Dr Howe Rd $188,000 1 Standard Sidewalk Sahali Terr Columbia St W Pemberton Terr $73,000 1 Standard Sidewalk 10th Ave Pleasant St Lane $17,000 1 Standard Sidewalk 10th Ave St Paul St Lane south of St Paul St $9,000 1 Standard Sidewalk 49/51

52 LOW Pedestrian Demand* Safety* Practicality* Cost* Network Contribution* Existing Facilities* Transit Route* Pedestrian Zone Analysis* Total Score* Pedestrian Master Plan Multi-use Pathways/ Overpasses Street From To Cost Proposed Facility 11th Ave Columbia St Pleasant St $102,000 1 Standard Sidewalk 2nd Ave Nicola St Columbia St $28,000 1 Standard Sidewalk Abbeyglen Way Aberdeen Dr 2381 Abbeyglen Way $107,000 1 Standard Sidewalk Van Horne Dr Laurier Dr Aberdeen Dr $70,000 1 Standard Sidewalk Hugh Allan Dr west end Lodgepole $45,000 1 Standard Sidewalk Abbeyglen Way Bramble Ln Pacific Way $97,000 1 Standard Sidewalk Pacific Way Trans-Canada Off Ramp Hillside Dr $43,000 1 Standard Sidewalk Highland Rd Valleyview Dr Highland Pl In Progress Multiuse Path Tranquille Rd Leigh Rd Royal Ave In Progress Multiuse Path Tranquille Rd Desmond St Crestline St $485,000 *Multiuse Path 7th Ave Overpass Lansdowne St Lorne St $5,000,000 Overpass Summit Dr Overpass Dalgleish Dr University Dr $3,700,000 **Overpass $21,965,000 *See page for Evaluation Framework Description. *Cost shared with Trails and Bicycle Master Plans. Pre-design required. **Total $5.5 million shared with Bicycle Master Plan 50/51

53 Appendix B - Household Travel Survey Regions 51/51