Traffic Control Review District of Sparwood

Transcription

1 97 Traffic Control Review District of Sparwood File No David Dean, PEng Road Safety Engineer Insurance Corporation of B.C. Danny Dwyer Director of Engineering District of Sparwood December 2013 McElhanney Consulting Services Ltd. Glenn Stanker, PEng, PTOE

2 Table of Contents 1 Introduction Background Objectives Study Area Methodology Traffic Signs Stop and Yield Signs New Stop Signs Adjustments to Existing Stop Signs Reduced Visibility Yield Signs Speed Crosswalks Zebra Stripe Crosswalks at Stop Conditions Other Crosswalk Adjustments School Zones Playground Zones Lion s Park Engelmann Spruce Playground Cypress Park Hickory Playground Curve Warnings Object Markers Checkerboards No Thru Road Signs Other Signing Issues Traffic Signs Road Markings Centrelines Shoulder Lines December 2013 Page iii

3 4.3 Stop Lines New Stop Lines Potentially Unwarranted Stop Lines Crosswalk Lines Intersection Geometry White Birch Crescent at Engelmann Spruce Drive Sparwood Heights (Arbutus Drive) at Ponderosa Drive Spruce Avenue at Aspen Drive Pine Avenue at Douglas Fir Road Pine Avenue at Tamarac Road Industrial Road No. 2 at Michel Creek Road Blackhawk Drive Corners Further Study Recommendations and Conclusion Closure Table of Figures Figure 1: Traffic Conflicts When Stop Condition is on Top of T Intersection... 3 Figure 2: Locations Warranting New Stop Signs... 4 Figure 3: Stop Sign Warrant on Cherrywood, Downstream from Ponderosa (Photo 178)... 5 Figure 4: Example Upgrade of T Intersection... 6 Figure 5: Potential Locations for Adjustments to Existing Stop Signs... 7 Figure 6: Stop and Yield Signs on Same Approach Pine Avenue at Pine (Photo 15)... 7 Figure 7: Parked Vehicles Obstructing Stop Sign - Sparwood Dr at Highway (Photo 12)... 9 Figure 8: Locations of Stop Signs with Visibility Issues Figure 9: Locations of Issues with Yield Signs Figure 10: Potentially Confusing Yield Sign White Birch at Engelmann Spruce (Photo 105) Figure 11: Sample Blanket Speed Limit Sign Design Figure 12: Locations of Issues with Posted Speed Limits Figure 13: Posted Speed Limit Conflicts with Bylaw Arbutus Rd at Highway 43 (Photo 169) Figure 14: Locations with Zebra Stripe Crosswalks at Stop Conditions Figure 15: Zebra Stripe Crosswalk at Stop Condition Red Cedar at Pine (Photo 98) Figure 16: Locations of Other Crosswalk Issues December 2013 Page iv

4 Figure 17: Non-Standard School Crosswalk Signs Red Cedar near Alpine (Photo 92) Figure 18: Existing School Zones in Sparwood Figure 19: Redundant School Area Sign on Blue Spruce Cres (Photo 53) Figure 20: Recommended School Signing Figure 21: Existing Playground Zones at Lion s Park Figure 22: Recommended Playground Zones at Lion s Park Figure 23: Playground Sign Locations at Engelmann Spruce Playground Figure 24: Unwarranted Playground Sign on Cypress Drive (Photo 186) Figure 25: Locations of Playground Area Signs on Pinyon Road and Ponderosa Drive Figure 26: Curve Warning at Intersection Sign Figure 27: Locations of Identified Issues with Curve Warning Figure 28: Left Turn Only Sign at Douglas Fir Road (Photo 7) Figure 29: Locations of Identified Issues with Object Markers Figure 30: Object Marker Warranted on Pine Avenue at Douglas Fir (Photo 14) Figure 31: Locations of Identified Issues with Checkerboards Figure 32: Checkerboard Warrant in Place of Left Turn Only Douglas Fir Rd (Photo 6) Figure 33: Common Applications of No Thru Road Signage Figure 34: Locations of Identified Issues with No Thru Road Signs Figure 35: Atypical Dead End Sign on Sparwood Drive (Photo 11) Figure 36: Standard Sign Applications Figure 37: Keep Right Sign Warrant on Pine Avenue at Douglas Fir (Photo 16) Figure 38: Digital Message Sign at Main Community Junction (Photo 129) Figure 39: Identified Centerline Issues Figure 40: Faded Centreline on Douglas Fir Road (Photo 4) Figure 41: Potential Warrant for Shoulder Lines on Ponderosa Drive (Photo 201) Figure 42: Locations of Identified Stop Line Warrants Figure 43: Locations of Potentially Unwarranted Stop Lines Figure 44: Potentially Unwarranted Stop Line Juniper Ct at Engelmann Spruce (Photo 115) Figure 45: Potential Upgrade to White Birch / Engelmann Spruce Intersection Figure 46: Unprotected Signs at Arbutus/Ponderosa Looking West (Photo 174) Figure 47: Potential Upgrade for Sparwood Heights / Ponderosa Drive Figure 48: Potential Upgrade for Spruce Avenue at Aspen Figure 49: Raised Corner Islands at Pine Avenue at Douglas Fir Figure 50: Potential Upgrade for Pine Avenue at Tamarac Figure 51: Corner Island at Industrial Road No. 2 and Michel Creek (Photo 144) Figure 52: Blackhawk Drive Corners (Photo 245) Figure 53: Municipal Office Laneway December 2013 Page v

5 1 Introduction 1.1 Background Effective traffic signing and paint marking on roadways are critical to the safe movement of vehicular traffic, cyclists, and pedestrians. These traffic control devices establish the rules of the road in accordance with the Motor Vehicle Act, warn drivers of specific conditions they are approaching, and provide guidance to help travelers find their destinations. However, the warrants, designs, applications, and strategies of traffic control can change over time. Furthermore, community growth and new development can change traffic volumes and patterns. These can lead to existing traffic control becoming unwarranted, obsolete, or inappropriate. Such inconsistencies may create confusion in road users, render some traffic control more difficult to enforce, and affect road safety. The Insurance Corporation of British Columbia (ICBC) has initiated a program with BC communities to undertake comprehensive reviews of traffic signs and road markings within those communities. This study was commissioned by ICBC to complete a review of the traffic control in the District of Sparwood. 1.2 Objectives The objectives of the Sparwood Traffic Control Review are: 1. To review current principles and recent developments in traffic control standards with District staff; 2. To learn what policies and practices the District has adopted for its traffic control; 3. To identify specific locations of concern to be reviewed in the field; 4. To complete a comprehensive field review of existing traffic control to identify potential areas for adjustments to improve road safety; and 5. To develop a field book of traffic signing and road marking standards for use by District staff. 1.3 Study Area The study area includes all roads under the jurisdiction of the District of Sparwood. Provincial highways within the municipal limits are not included in the scope of the study, expect for issues that may affect District traffic control. December 2013 Page 1

6 2 Methodology The stages of the project are as follows: 1. Meet with the District of Sparwood staff on October 22, The minutes from this meeting are provided in Appendix A. 2. Complete a comprehensive field review of the existing traffic control in Sparwood. 3. Evaluate the existing traffic control against national guidelines from the Transportation Association of Canada, and common practices in British Columbia. 4. Address the specific locations of concern identified by the District, specifically: Description Report Section(s) a. Pedestrian crossing safety concerns half way up Red Cedar Drive hill , 6.0 b. Limited visibility at pedestrian crosswalk at Red Cedar/Centennial c. Concerns with crosswalk geometry at Red Cedar/Alpine (flashing beacon) d. Crosswalk placement questions on Aspen, between Spruce and Tourist Ctr 3.4.2, App B e. One way entrance from Aspen, near Spruce 5.3 f. Challenging crosswalk geometry and access at Red Cedar/Aspen g. Awkward geometry at lane near Municipal Office. Potential four leg I/S. Recommend realign to four leg I/S h. Warning signing missing at Pine Spur/Hemlock crosswalk i. School zones should be reviewed. 3.5 j. Driver confusion at two-way stop at Pine/Sparwood Dr/Highway k. Playground zone issues on Red Cedar Drive l. Michel Creek Road and Ponderosa may be candidates for shoulderlines. 4.2 m. Douglas Fir Road may need No Thru Road sign Complete a report identifying potential issues with existing traffic control and road safety, and recommending options for improvement. The supporting photographs may be viewed with their GPS location by using the program Picasa 3. This software may be freely downloaded at 6. Complete a field book for common applications of traffic control for use by District staff. December 2013 Page 2

7 3 Traffic Signs The following sections outline the findings in the review of all traffic signage, and provide suggestions for improvement. 3.1 Stop Signs Stop signs are necessary at intersections to establish clear right-of-way between approaches. In general, the stop signs in Sparwood are well-placed and in good condition. The following sections describe stop sign issues that were identified in the field review New Stop Signs There were apparent warrants for new stop signs at eight intersections in Sparwood. All identified locations were T intersections, at which the stop condition is ideally applied to the stem of the T (according to the Transportation Association of Canada). This is more intuitive to drivers, and avoids conflicts between free-flow traffic traveling across the top of the T and freeflow traffic turning from the stem of the T (see Figure 1). Figure 1: Traffic Conflicts When Stop Condition is on Top of T Intersection Stop signs were generally considered high priorities, especially when guidance and/or traffic rightof-way was unclear. Lower priorities were assigned to private access roads (e.g. Pine Avenue campground) and minor bulbs in the roadway (e.g. Hickory). The locations are listed below. December 2013 Page 3

8 Priority Photo No. Location High 34 Red Cedar Cres at middle access High 178 Cherrywood westbound, downstream from Ponderosa Comments Traffic entering the parallel road from Pine Avenue is uncontrolled. A stop condition is necessary to establish right-ofway. Alternately, this access may be a candidate for closure. Challenging intersection geometry. Uncontrolled inbound traffic from Ponderosa conflicts with outbound traffic from Cherrywood. However, sight lines are good, traffic volumes are low, and local drivers should be familiar with the area. A stop sign should be considered on the north leg, especially as development grows and/or conflicts become a concern. High 207 Valleyview at Valleyview Stem of T intersection. High 239 Blackhawk Drive at Whiskey (installed shortly after site visit). Jack Med 9 Campground Road at Pine Stem of T intersection Ave Med 19 Buckthorn Cul de sac Stem of T intersection at cul-de-sac Low 227 Hickory Court at Hickory Cres Stem of T intersection. Very wide cul-de-sac may render a stop sign ineffective. Low 229 Hickory Place at Hickory Cres Small bulb on crescent with centre island technically warrants stop signage, but traffic volumes are low, sight lines are good, and local residents should be aware of traffic conditions. If concerns arise, consider a stop sign on the south section of Hickory Place as it approaches Hickory Cres. The existing Yield sign should ideally be converted to a stop sign (Section 3.2). Figure 2: Locations Warranting New Stop Signs December 2013 Page 4

9 Figure 3: Stop Sign Warrant on Cherrywood, Downstream from Ponderosa (Photo 178) December 2013 Page 5

10 3.1.2 Adjustments to Existing Stop Signs The following stop signs appear to warrant adjustments, as noted below. Priority Photo No. Location High 15 Pine Avenue at Douglas Fir Comments Stop and Yield signs together on same approach may confuse drivers. To allow right turning traffic to have a separate Yield condition, raised corner island channelization should be provided to separate the lanes, and thus allow the stop sign for the left lane to be moved to the island. If islands would be problematic for snow operations, both lanes could be given stop conditions. High 29 Lions Park Place Stop sign should be relocated to the stem of T intersection, or intersection reconfigured (see Section 3.1.1, and below) High 141 Aspen at Highway Stop Ahead sign appears warranted before the crest vertical curve. Med 43 Pine Avenue at Blue Spruce Stop ahead sign too low; may be hazard to pedestrians on sidewalk Med A-K Road at Michel Creek Rd Low 26 Pine Ave at Engelmann Spruce Low 209 Ponderosa at Pinyon Low 241 Blackhawk Drive at Golden Eagle Stop sign appears too close to intersection, and may be confusing to drivers on Michel Creek Road. Stop sign and stop bar should be relocated, or stop sign turned and/or shielded. Four way stop does not appear warranted by traffic volumes. Three-way stop may not be warranted by traffic volumes. Stop sign on Blackhawk. At this stage of the development, it is unclear which approach should be given right-of-way. In the case of T intersections where the primary objective is to facilitate free flow traffic around a corner (e.g. Lions Park Place), the intersection should ideally be realigned to create a through road with a curve, and have the third leg T into the curve (ensuring sufficient sight distance is provided on all approaches). An example of this design is shown in Figure 4 below. Figure 4: Example Upgrade of T Intersection December 2013 Page 6

11 Figure 5: Potential Locations for Adjustments to Existing Stop Signs Figure 6: Stop and Yield Signs on Same Approach Pine Avenue at Pine (Photo 15) December 2013 Page 7

12 If a new stop sign or an adjustment to existing stop signage is likely to change the existing traffic pattern, drivers and affected stakeholders should be notified accordingly. For example, a recommended procedure for changing the stop condition from one approach to another approach is as follows: Consult with the affected stakeholders to explain the rationale, timing and procedure of the change, and confirm there are no unforeseen concerns. This can be done with letters. Install stop signs on all approaches, with Traffic Pattern Changed signs approximately 30 to 50 metres in advance of the intersection. After approximately one month, remove the Traffic Pattern Changed signs. After approximately one more month, remove the stop signs on the approaches which will become free-flow, and restore the Traffic Pattern Changed signs on all approaches. After approximately one more month, remove the Traffic Pattern Changed signs. December 2013 Page 8

13 3.1.3 Reduced Visibility Despite being placed well, a stop sign s effectiveness can be reduced if it lacks visibility due to age, poor reflectivity, or obstructions. The following stop signs have identified issues with visibility. Priority Photo Location Comments No. High 12 Sparwood Drive at Highway Parking obstructions. Parking should be restricted on approach to stop sign., especially on boulevard/sidewalk. High 180 Cherrywood at Ponderosa Stop sign offset from roadway, obscured by trees. Consider relocation closer to roadway. High 192 Woodland Place at Cypress Stop sign offset from roadway, obscured by trees. Consider relocation closer to roadway. Med 127 Golf Course at Sign appears old on approach to highway; may lack reflectivity. Highway 3 Med 209 Ponderosa at Pinyon Stop signs low on both approaches, and projecting into pedestrian space. Low 21 Engelmann Spruce Stop sign low on post. at Pine Low 38 Pine Ave at Red Stop sign low on post. Cedar Low 48 Blue Spruce S at Stop sign low on post. Pine Low 231 Hickory at Pinyon Stop sign appears old and faded. Low 234 Pinyon at Ponderosa Stop sign appears old and faded. Figure 7: Parked Vehicles Obstructing Stop Sign - Sparwood Dr at Highway (Photo 12) December 2013 Page 9

14 Figure 8: Locations of Stop Signs with Visibility Issues December 2013 Page 10

15 3.2 Yield Signs Yield signs have historically been used to allow drivers to coast through an intersection unless they see a vehicle on another approach. According to TAC guidelines, Yield signs can be appropriate at intersections with low traffic volumes, a low frequency of collisions, and adequate sight lines. However, Stop Signs are generally recommended as a safer alternative to Yield signs due to their clear message. The following intersections had Yield signs which appeared to be candidates for conversion to Stop signs. Priority Photo No. Location Med 31 Red Cedar Cres at Lions Park Place Med 35 Red Cedar at Lions Park Place Med 161 Intersection at Matevic Road Low 214 Sycamore at Ponderosa Low 228 Hickory Crescent approach to Hickory Place Comments Stem of T intersection Stem of T intersection Acute angle T intersection. Stem of T intersection; traffic volumes from west leg are very low. In addition, there were two locations that were candidates for adjustments to the existing Yield signs, as described below. Priority Photo No. Location High 105 White Birch at Engelmann Spruce Low 175 Sparwood Hts at Ponderosa Comments Yield condition on straight roadway, potentially hidden by parked vehicles. Revisit intersection geometry (see Section 5). Yield sign faded and mounted low on its post. December 2013 Page 11

16 Figure 9: Locations of Issues with Yield Signs Figure 10: Potentially Confusing Yield Sign White Birch at Engelmann Spruce (Photo 105) December 2013 Page 12

17 3.3 Speed Speed signs are used to indicate the safe speed at which a road can be driven. If the posted speed is too high, safety concerns may result. If the posted speed is too low, it may not be respected by drivers. To be effective and enforceable, the posted speed limits should be consistently applied, reasonable for the conditions, and clearly delimit the area. In the District of Sparwood, Part 1 of the Traffic, Parking and Highways Regulation Bylaw No. 472 (1987; currently being reviewed and updated by the District) establishes the basic speed limit on public roadways at 40 km/h unless otherwise posted. The two identified exceptions to this are Michel Creek Rd and Arbutus Road, both of which have 60 km/h speed limits under the bylaw. This speed is also posted on Michel Creek, but Arbutus is posted at 40 km/h (which conflicts with the bylaw). Within the town core, there are a number of 40 km/h signs posted, which may be considered redundant with the bylaw. As some roads are posted, and others are not, this practice could invite problems with compliance and enforcement on streets without explicit posted speed limits. An alternative which may reduce driver confusion and improve compliance is to clearly identify the blanket 40 km/h speed limit at each entrance to the community, and on any cross-streets immediately downstream of roads with higher speed limits. For further clarity, the signs could include a reference to District of Sparwood Bylaw 472 (Figure 11). Once in place, the redundant 40 km/h signs could be removed. Figure 11: Sample Blanket Speed Limit Sign Design December 2013 Page 13

18 The identified locations with Speed Limit sign issues are listed below, and shown in Figure 12. Priority Photo Location Comments No. High 169 Sparwood Hts (Arbutus)at Hwy km/h signage conflicts with bylaw, which indicates the speed limit on Arbutus is 60 km/h. High 172 Sparwood Hts (Arbutus), West of 40 km/h signage conflicts with bylaw, which indicates the speed limit on Arbutus is 60 km/h. Ponderosa Med 3 Douglas Fir Road at Redundant 40 km/h sign Joy Global Med 5 Douglas Fir Road at Redundant 40 km/h sign Pine Med 18 Pine Avenue n of Redundant 40 km/h sign Pine Avenue Med 20 Pine Avenue at Redundant 40 km/h sign Engelmann Spruce Med 24 Pine Avenue at Redundant 40 km/h sign Balsam Med 36 Pine Ave N of Lions Redundant 40 km/h sign Park Med 37 Pine Avenue S of Redundant 40 km/h sign Red Cedar Med 41 Pine Avenue N of Redundant 40 km/h sign Western Larch Med 46 Pine Avenue W of Hemlock Redundant 40 km/h sign. May require curve warning signage (see Section 3.7). Med 56 Pine Avenue at Redundant 40 km/h sign Tamarack Med 87 Red Cedar near Redundant 40 km/h sign Centennial Med 130 Red Cedar at Aspen Primary community entrance; sign should indicate 40 km/h unless otherwise posted (Figure 11). Med 160 Matevic Road Road connects to Highway 43. Sign should indicate 40 km/h unless otherwise posted (Figure 11). Med 183 Cypress at Redundant 40 km/h sign Ponderosa Med 196 Ponderosa between Redundant 40 km/h sign Cypress Med 200 Cypress S at Redundant 40 km/h sign Ponderosa Med 235 Ponderosa N of Pinyon Redundant 40 km/h sign Low 236 Whiskey Jack at Golden Eagle Sign downstream of Arbutus appropriately indicates blanket 40 km/h zone. However, sign should be mounted closer to Arbutus, and on its own post. December 2013 Page 14

19 Figure 12: Locations of Issues with Posted Speed Limits Figure 13: Posted Speed Limit Conflicts with Bylaw Arbutus Rd at Highway 43 (Photo 169) December 2013 Page 15

20 3.4 Crosswalks Crosswalks should be placed at locations where warranted by volumes or network requirements, and at appropriate distances from other crosswalks and signals. Otherwise, drivers may become desensitized to the crosswalks and/or grow frustrated at successive stops for pedestrians over short distances. Both conditions may contribute to poor compliance and safety concerns Zebra Stripe Crosswalks at Stop Conditions There are two types of painted crosswalks generally used in B.C: Parallel Line Crosswalks, which are typically used at stop conditions (e.g. stop signs, traffic signals) with a pedestrian crossing demand. These crosswalks may be supplemented with stop bars, but do not require signing. Zebra Stripe Crosswalks, which are typically used where greater emphasis or visibility is required. The common convention is to use zebra stripe markings on free-flow crosswalks, and supplement the markings with four (4) crosswalk signs (i.e. one sign on each side of each approach, with figures walking toward the roadway). This design makes the crosswalks easier to see on roads with free-flow traffic. A result of this practice is that many drivers now interpret parallel line crosswalks as an indication of a stop condition, and zebra stripe markings as an indication of free-flow traffic. At the following locations, zebra stripe paint markings have been used at stop conditions. These could be adjusted to parallel lines if the District chooses to adopt this convention, as recommended. As these locations are stop conditions, the painted stop bars may be left in place. December 2013 Page 16

21 Priority Photo Location Comments No. Med 25 Pine Ave at Eng. Spruce Also has redundant crosswalk signing behind stop sign. Med 39 Pine Avenue at Red Cedar Med 49 Blue Spruce S at Pine Med 54 Blue Spruce N at Pine Med 55 Cottonwood at Pine Med 63 Hemlock at Pine Spur Med 66 Hemlock at Pine Med 69 Spruce at Aspen Crosswalk located behind raised island. Consider reconfiguring intersection (see Section 5). Med 70 Pine Spur at Aspen Med 74 Pine Spur at Tamarack Med 76 3rd Avenue at Pine Spur Med 77 Library Lane at Pine Spur Med 79 Centennial at Spruce Med 81 Centennial Square Med 85 Centennial at Red Cedar Med 88, 89 Alpine Place at Red Cedar (east and west) Med 93 Western Larch at Red Cedar Med 96 Western Larch at Pine Ave Med 98 Red Cedar at Pine Med 100 Pacific Yew (E) at Red Cedar Med 101 Pacific Yew (W) at Red Cedar Med 120 Engelmann Spruce at Pine Med 121 Mountain Ash S at Pine Med 124 Balsam at Pine Med 126 Mountain Ash N at Pine Med 132 Aspen at Red Cedar Med 135 Mall at Aspen Med 181 Cherrywood approach to Ponderosa Very long crosswalk; ideally median island should be extended to provide pedestrian refuge. Med 191 Woodland Place at Cypress Med 199 Cypress S approach to Ponderosa Med 203 Valleyview at Ponderosa ideally median island should be extended to provide pedestrian refuge Med 208 Ponderosa at Pinyon Redundant crosswalk signage in place. Med 215 Sycamore at Ponderosa Replace with parallel lines if Yield sign is converted to Stop. Med 218 Pinyon Court at Pinyon Med 219 Pinyon at Ponderosa Med 225 Hickory at Pinyon Med 226 Hickory at Hickory Med 233 Pinyon at Ponderosa December 2013 Page 17

22 Figure 14: Locations with Zebra Stripe Crosswalks at Stop Conditions Figure 15: Zebra Stripe Crosswalk at Stop Condition Red Cedar at Pine (Photo 98) December 2013 Page 18

23 3.4.2 Other Crosswalk Adjustments At the following locations, other issues have been identified with crosswalk warrants, placement, and/or design. Higher priorities were assigned to major roads and issues that may invite driver confusion (i.e. stop bars at free-flow traffic conditions). Priority Photo Location Comments No. V. High 86 Red Cedar at Centennial Pedestrian safety concerns on wide road. Existing signs should be moved to crosswalk; left signs missing. Also, stop bars painted at free-flow condition. Sidewalk bulbs could be used to reduce traffic speeds, and improve pedestrian safety High High Pine Avenue at Blue Spruce Cres Red Cedar near Alpine School Crosswalk Ahead signs used in place of standard black/white school crosswalk signs. Also, stop bars at freeflow condition. Flashing beacons could be upgraded to a Special Crosswalk (i.e. ped-activated flashers) if warranted. High 58 Pine Avenue at Tamarack SB signs not at crosswalk; NB signs missing. High 65 Pine Spur Road at Hemlcok Stop bars at free-flow condition; no signage. A Crosswalk Ahead sign appears warranted on EB approach (from school) High 80 Centennial at Square Stop bars at free-flow condition; and no signage. (on corner) High 84 Centennial at Square Stop bars at free-flow condition Downtown; and no signage. High 90 Red Cedar crosswalk at trail Noted crossing demand on hill with limited visibility. Additional study required (see Section 6). High 131 Red Cedar at Aspen Relocate signs to crosswalk. Also, crosswalk painted at an angle to the roadway; should be 90 degrees if possible. High 133 Aspen at Mall Crosswalk on curve, and has stop bars at free-flow condition. Crosswalk location should be revisited in context of redevelopment in area (see study in Appendix B). Med 40 Pine Avenue at Western Larch Stop bars not required for free-flow traffic. Also, crosswalk figures in same direction (should both point to roadway). Med 59 Tamarack at Spruce Stop bars at free flow condition; also signs obscured EB. Med 83 Centennial Square No crosswalk signage (within square) Med 136 Aspen at Spruce Stop bars at free-flow condition. Also consider relocating crosswalk to south side of intersection (see Appendix B). Med 182 Ponderosa at Cherrywood Relocate signs to crosswalk; stop bars at free flow condition Med 187 Cypress at Whitewood No crosswalk signs. Crosswalk may not be warranted. Med 198 Ponderosa at Cypress S Stop bars at free-flow traffic condition; also signs low. Med 202 Ponderosa at Valleyview Move signs to crosswalk. Stop bars at free-flow condition. Med 212 Ponderosa at Pinyon S Missing left signage; also stop bars at free-flow condition. Med 222 Pinyon Cres at Sycamore Two crosswalks together; not likely warranted. Consider one crosswalk at park access; extend sidewalk to connect. Med 237 Whiskey Jack Drive One crosswalk sign, but no crosswalk. Not likely warranted. Med 240 Blackhawk Drive Crosswalk signs in same direction and low on post; no painted crosswalk. Not likely warranted. Low 216 Sycamore at walkway Crosswalk should ideally be aligned 90 degrees to roadway. Painted stripes should be parallel to roadway. Low 220 Pinyon Cres at Walkway New crosswalk potentially warranted on path to playground Low 223 Pinyon at Walkway Consider realigning crosswalk to 90 degrees, and connect to pathway with short sidewalk section. Low 232 Pinyon at Hickory N Crosswalk sign is low on post December 2013 Page 19

24 Figure 16: Locations of Other Crosswalk Issues Figure 17: Non-Standard School Crosswalk Signs Red Cedar near Alpine (Photo 92) December 2013 Page 20

25 3.5 School Zones School Area signs (fluorescent-green pentagons) advise drivers that there is a school in the vicinity, and that they should be aware of the potential for school children on the road. School Zones use the same pentagon sign, but are supplemented with speed reduction tabs (typically 30 km/h). The Transportation Association of Canada has developed a warrant system to help determine if and what signs are appropriate for the streets surrounding a given school. The maximum score is 100, with higher scores indicating the need for stricter signing. To be clear, effective, and enforceable, one (1) school sign is required on every approach to the defined school zone. If an approach is not signed, a driver may enter the zone without being aware of the school proximity or the reduced speed limit. Redundant school signs within the zone can also create enforceability problems as the Motor Vehicle Act stipulates that a school zone ends at the school sign in the opposing direction. There are two schools in Sparwood: Frank J. Mitchell Elementary School, and Sparwood Secondary School. The schools are located together between Pine Avenue and Red Cedar Drive, with existing school signage delimiting the zones as shown in Figure 18. Figure 18: Existing School Zones in Sparwood December 2013 Page 21

26 Applying the Transportation Association of Canada s (TAC) school zone warrants to the four perimeter/access roads, the results are as follows: Pine Avenue (76/100 Elementary; 44/100 Secondary): The score indicates a 30 km/h School Zone is appropriate along the perimeter of the elementary school. School Area signing is arguably warranted along the perimeter of the secondary school, but both conditions together would invite issues with driver confusion and enforceability. If there are no concerns with the existing signage, it should be left as is to maximize the effectiveness of the 30 km/h Zone near the Blue Spruce crosswalk. The local 40 km/h blanket speed zone should be sufficient for the high school. If concerns have been raised, the School Zone could be extended up to 100 metres further east to the school yard gate. Blue Spruce Crescent (86/100): The score indicates a 30 km/h school zone is strongly warranted. However, the existing signing indicates a School Area (i.e. with no speed reduction). This signing should be amended to reflect one continuous 30 km/h zone, with the redundant signing removed. This should be completed as a high priority. Red Cedar Drive (63/100): Red Cedar Drive provides a secondary access to both schools. The existing School Area signs appear warranted, and appropriately provide warning of the school crosswalk. Pine Spur Drive (61/100): There is no existing school signing on Pine Spur Drive, but a 15 km/h posted speed is provided near the entrance to the parking lot. The TAC warrants indicate a School Area sign on the approach to the school would be appropriate. Figure 19: Redundant School Area Sign on Blue Spruce Cres (Photo 53) December 2013 Page 22

27 The recommended school signing is shown in Figure 20. Figure 20: Recommended School Signing December 2013 Page 23

28 3.6 Playground Zones As with School Zones, Playground Zones are most effective when they are used only where warranted, are consistently applied, and are placed in close proximity to the playground itself. As well, playground signing must be clearly defined with one sign on each approach. Redundant signs or missing signs render the playground limits ambiguous, and hence unenforceable. There were four (4) identified playgrounds in Sparwood, as discussed below Lion s Park Lion s Park is part of a large recreational complex on the west side of Sparwood, and accessed via Red Cedar Crescent. The complex includes soccer fields, ball fields, playgrounds, and a water park. The fields are generally fenced and offset from the public roads. However, the playgrounds and water park abut Red Cedar Crescent. Applying the TAC playground zone warrant calculations to Red Cedar Crescent, a 100/100 score indicates a strong need for a 30 km/h Zone. The existing Playground Zones and Areas are shown in Figure 21. Figure 21: Existing Playground Zones at Lion s Park December 2013 Page 24

29 A 30 km/h Playground Zone is opened in the northbound direction on Red Cedar Crescent, but is not delimited with opposing signage for southbound traffic. A Playground Area is opened near the Pine Ave/Red Cedar Crescent intersection, but may be unwarranted by field activity, and arguably conflicts with the 30 km/h Zone. Another Playground Zone is opened on Western Larch Crescent at the Pine Avenue intersection, but is not delimited with signage on Pine Avenue, and is arguably unwarranted due to the distance to the playgrounds. An alternative Playground Zone configuration for Lion s Park which should improve compliance and enforceability is shown in Figure 22. This should be considered a high priority, as the zone is otherwise unenforceable. Figure 22: Recommended Playground Zones at Lion s Park December 2013 Page 25

30 3.6.2 Engelmann Spruce Playground On Engelmann Spruce Drive, there is a children s playground behind the multi-family residential development on Juniper Court. Applying the TAC warrant calculations for Playground Zones, a 30 km/h zone is almost warranted (75/100) on Engelmann Spruce Drive. As the zone exists now, it should be left as is. Additional 30 km/h Playground Zone signage has been installed at the entrances to Juniper Court (Figure 23). These two signs should be removed as a high priority, since the Playground Zone on Engelmann Spruce inherently covers Juniper Court. More importantly, the presence of the signing on Juniper Court renders the Engelmann Spruce Playground Zone unenforceable. As the Motor Vehicle Act states that a Playground Zone ends at the playground sign location in the opposing direction, traffic entering Engelmann Spruce Drive from Juniper Court may believe they have left the 30 km/h zone. Figure 23: Playground Sign Locations at Engelmann Spruce Playground December 2013 Page 26

31 3.6.3 Cypress Park A greenspace was identified on Cypress Drive. However, there was no playground equipment found in the area. A Playground Area sign exists in the southeast corner of Cypress Drive, but was not complemented by a sign in the opposing direction. As no official Playground Area is delimited, and as a Playground Area did not appear warranted, the sign should be removed as a mediumlevel priority. Figure 24: Unwarranted Playground Sign on Cypress Drive (Photo 186). December 2013 Page 27

32 3.6.4 Central Park A playground is located between Hickory Crescent and Pinyon Road (Figure 25). Although the playground does not immediately abut any roadways, it is part of a trail system that is accessed via Ponderosa Drive, Hickory Place and Pinyon Road. For this reason, Playground Area signs have been installed as shown by the red pins in Figure 25. These installations are supported by TAC playground sign warrant calculations, with scores of 57 and 60 for Ponderosa and Pinyon respectively. The only recommendation is to reconfigure the Pinyon Road signage to fully delimit the two playground entrances (yellow stars in Figure 25). This should be completed as a mediumlevel priority. Playground Area signing is arguably warranted on Hickory Place also, as the fourth trail access to the playground. However, as this is a small crescent with inherently low traffic volumes and speeds, the signage was deemed unnecessary. Figure 25: Locations of Playground Area Signs on Pinyon Road and Ponderosa Drive December 2013 Page 28

33 3.7 Curve Warnings Curve warning signs give drivers the necessary information they need about the direction and severity of the alignment they are approaching. This is particularly important on higher speed and higher class roads, or roads with unclear grade or alignment issues. The following locations would appear to benefit from new or adjustments to existing curve warning signs. Higher priorities were assigned to more severe curves, and areas with potentially confusing or inconsistent signing. However, before any curve warning sign is installed or adjusted, the warrants and design of the signing should be determined based on engineering curve testing. Priority Photo No. Location V. High 7 Douglas Fir Road at Pine High 78 Pine Ave on approach to Aspen Comments A Left Turn Only sign is in place, indicating that all traffic is legally required to turn left (i.e. access to the adjacent parking lot from this approach is prohibited). This sign should be replaced with a curve warning sign, which would indicate the alignment of the main road, but would not prohibit right turns. Potentially confusing alignment. Pine Avenue sharply turns right (south) to Aspen Drive, but a minor access road continues straight. Curve warning (see Figure 26), yellow curbing, and/or corner delineation would help clarify the alignment. High 164 Matevic Road Existing curve warning sign is located within the curve, and is partially hidden by trees. May also warrant advisory speed reduction. Med 42 Pine Avenue Potential warrant for curve warning at sharp corner on hill. Med 46 Pine Avenue W of Potential warrant for curve warning. Hemlock Med 162 Matevic Road No curve warning sign, although a sign exists in opposing direction. May also require an advisory speed reduction. Med 163 Matevic Road Existing curve warning sign may warrant an advisory speed reduction. Med 166 Matevic Road WB Existing curve warning sign may warrant advisory speed reduction Figure 26: Curve Warning at Intersection Sign December 2013 Page 29

34 Figure 27: Locations of Identified Issues with Curve Warning Figure 28: Left Turn Only Sign at Douglas Fir Road (Photo 7) December 2013 Page 30

35 3.8 Object Markers Object markers are used to indicate potential roadside hazards. The WA-36R signs (stripes pointing to the top right) indicate a hazard on the right side. The WA-36L signs (stripes pointing to the top left) indicate a hazard on the left side. These signs are commonly used at the ends of roadside barrier, or other obstacles in close proximity to the roadway. The following locations appear to warrant new object markers. Higher priorities were assigned to roads with higher functional classifications and higher traffic volumes, and to hazards of greater severity and/or proximity to the roadway. Priority Photo Location Comments No. High 140 Aspen at Highway Large roadside barrier High 146 Industrial Road No 1 Roadside barrier used as retaining wall High 156 Michel Creek Road EB Object marker on right side of bridge; also required on left side. Med 150 Michel Creek Rd Short roadside barrier section NB direction South of 305 Med 151 Michel Creek Rd Multiple barrier sections at railway tracks Med 154 Michel Creek Rd WB Roadside barrier Low 71 Alley between 2nd and Roadside barrier 4th Low 145 Industrial Road No 1 Short barrier section protecting utility Low 149 Michel Creek Rd Short barrier section off the roadway South of 305 Low 165 Matevic Road Roadside barrier Low 167 Matevic Road Roadside barrier There were also two recommended adjustments to existing object markers, as follows: Priority Photo No. Location High 14 Pine Avenue at Douglas Fir Road High 68 Spruce Ave at Aspen Drive Comments Object marker provided at intersection (end of raised median island). Should be relocated to start (north end) of median island, under existing flashing beacon. This will provide extra emphasis of the presence of the median island, especially if/when the flashing beacon fails. Left side object markers used in corner island, but these are on the opposite side of road. The sign could misdirect drivers on Spruce Avenue to approach the Aspen Drive intersection in the oncoming lane. See suggested geometric upgrade (Section 5). December 2013 Page 31

36 Figure 29: Locations of Identified Issues with Object Markers Figure 30: Object Marker Warranted on Pine Avenue at Douglas Fir (Photo 14) December 2013 Page 32

37 3.9 Checkerboards Checkerboards are used to indicate the end of the road, or an abrupt change in the road alignment. They provide a critical message to drivers that the road no longer continues straight. The following locations are candidates for new checkerboards, or adjustments to existing checkerboards. Locations where the end of the road may be unclear or hazardous (especially in unlit areas) are ranked as higher priorities. Priority Photo Location Comments No. V. High 6 Douglas Fir Road at Pine Left turn only sign indicates all traffic is legally required to turn left. This sign may be removed, or replaced with a checkerboard with a left turn arrow. High 153 Michel Creek Rd WB Checkerboard required at pedestrian bridge. limit at river xing Med 138 Aspen End of road warrants checkerboard. Med 155 Michel Creek Rd Wb Checkerboard and No Thru Road sign mounted on a tire on the road centreline. The checkerboard should be located at the actual end of road (see above). A gate and/or a formal cul-de-sac may be more effective at discouraging traffic from driving to pedestrian bridge. Low 2 Douglas Fir Road at Joy Global Checkerboard installed facing highway, but not technically the end of a road. If highway access is prohibited, it could be more effectively reinforced with ditching or a berm. Low 72 Fourth Avenue, N of Pine Spur A checkerboard is in place, but the road appears to continue to the right (possibly onto private property). A checkerboard with a right arrow may be more appropriate. Low 213 End of Ponderosa End of road warrants checkerboard. December 2013 Page 33

38 Figure 31: Locations of Identified Issues with Checkerboards Figure 32: Checkerboard Warrant in Place of Left Turn Only Douglas Fir Rd (Photo 6) December 2013 Page 34

39 3.10 No Thru Road Signs Although typically a lower priority sign, No Thru Road signs (or No Exit, Dead End, etc) give important information for drivers. The signs provide guidance concerning route connectivity, and also serve as a warning to drivers of larger vehicles that may need extra space to turn around. Residents also appreciate these signs for reducing the amount of errant traffic on their road. The following locations were identified as either requiring new No Thru Road signs, or adjustments to existing signage. These are typically cul-de-sacs of short to medium length. The design of the signs should be standardized in the District for clarity and consistency (Figure 33). Higher priorities were assigned to higher class roads. Priority Photo Location Comments No. Med 11 Sparwood Drive Atypical dead end sign on approach to cul-de-sac. Med 23 Engelmann Spruce at Pine Med 157 Michel Creek Rd Westbound Apparent warrant for new No Thru Road sign No Thru Road sign at pedestrian bridge could be relocated back to Industrial Road No. 3, which is the last intersection before the dead end. Apparent warrant for new No Thru Road sign Low 95 Lodgepole Place at Western Larch Low 137 Aspen N of Highway 43 Sign designed as a tab Low 185 Cypress Pl at Cypress Apparent warrant for new No Thru Road sign Figure 33: Common Applications of No Thru Road Signage December 2013 Page 35

40 Figure 34: Locations of Identified Issues with No Thru Road Signs Figure 35: Atypical Dead End Sign on Sparwood Drive (Photo 11) December 2013 Page 36

41 3.11 Other Signing Issues Traffic Signs The following additional issues were noted with regulatory and warning signs around Sparwood: Priority Photo No. Location High 16 Pine Avenue at Douglas Fir Road High 128, Red Cedar Drive 129 inbound from Highway High 177 Cherrywood at Ponderosa High 179 Cherrywood approach to Ponderosa High 204 Valleyview at Ponderosa High 205 Valleyview at Ponderosa Med 1 Douglas Fir Road at hammerhead Med 168 Matevic Road at private access Med 170 Sparwood Heights Dr approach to Hwy 43 Med 171 Sparwood Hts in from Hwy 43 Low 82 Centennial Square at Centennial Comments Keep Right sign warranted at end of island (see Figure 36). Digital messages are typically wordy, which can cause a distraction to drivers near critical junction. Consider keeping messages brief, or relocating sign away from intersection. New keep right sign warranted on median island. New keep right sign warranted on median island. New keep right sign warranted on median island. New keep right sign warranted on median island. Potential need for No Parking signs to keep turn-around clear at end of road. Unwarranted Signal Ahead traffic sign within view of roadway. Non-standard sign: Important Intersection Ahead Instead consider installing a highway shield (see Figure 36) New Traffic Control Ahead sign is Alberta standard. Unclear to what the sign applies, and if it is still new (i.e. first 60 days) Non Standard One Way Sign (see Figure 36) Figure 36: Standard Sign Applications Keep Right Sign One Way Sign Hwy 43 Route Shield December 2013 Page 37

42 Figure 37: Keep Right Sign Warrant on Pine Avenue at Douglas Fir (Photo 16) Figure 38: Digital Message Sign at Main Community Junction (Photo 129) December 2013 Page 38

43 4 Road Markings 4.1 Centrelines Road centrelines help establish the rules of the road (e.g. regarding passing, turning, etc), and provide guidance to drivers. For these reasons, centrelines are typically warranted on higher class roads with significant traffic volumes. There were very few issues identified with the existing centrelines in Sparwood, as discussed below. Priority Photo Location Comments No. Med 4 Douglas Fir Road Existing centreline is fading; appears necessary due to width Med 134 Aspen Drive Road appears to be a good candidate for a Two-Way Left Turn Lane with bicycle lanes. This would reduce traffic speeds and improve safety without impacting mobility. Med 238 Whiskey Jack Drive Wide residential collector appears to require a centreline There were also a number of minor roads with existing centrelines which may not be warranted, as listed below. These roads likely have low volumes of residential traffic. If the District confirms there are no local issues which necessitate the centrelines, the existing paint markings could be allowed to fade over time. This appears to be happening at a number of the identified locations. Priority Photo No. Location Low 10 Sparwood Drive near Pine Low 28 Lions Park Road Low 62 Hemlock Road Low 159 Matevic Road Comments Centreline appears unwarranted on minor roads. All identified centreline issues are shown in Figure 35. December 2013 Page 39

44 Figure 39: Identified Centerline Issues Figure 40: Faded Centreline on Douglas Fir Road (Photo 4) December 2013 Page 40

45 4.2 Shoulder Lines Shoulder lines provide additional guidance to drivers (especially on wider roads), and can be strongly beneficial for cycling if adequate width is available (typically 1.2 metres minimum). There were a number of roads with shoulder lines in Sparwood. Ponderosa Drive appeared to have sufficient width to be a candidate for painted shoulders, which would be beneficial as bike lanes in this residential neighbourhood (Figure 41). On-street parking would have to be controlled in order to keep the cycle lanes clear. Michel Creek Road may also be a candidate for shoulderlines, although the road is not as wide Figure 41: Potential Warrant for Shoulder Lines on Ponderosa Drive (Photo 201) December 2013 Page 41

46 4.3 Stop Lines Stop lines are an effective treatment to enhance the visibility of a stop condition. They are beneficial on the minor road approaches to major roads (e.g. provincial highways, arterials, major collectors), particularly when the visual cues may suggest the road is continuous. Stop lines may also be used wherever there has been a history of compliance issues New Stop Lines Stop lines are installed effectively at numerous intersections in Sparwood, and typically include short sections of centreline to emphasize the approach to the stop condition. The following four intersections appeared to warrant new stop lines by virtue of being an approach to a major road. Priority Photo Location Comments No. Med 8 Pine Ave at Hwy 3 Existing lines are faded (both sides). This location was identified as having problems with driver confusion. The faded road markings should improve the situation. Med 22 Engelmann Spruce at Pine Med 152 Michel Creek Rd EB Approach to Hwy 43 Med 158 Matevic Road at Hwy 43 Figure 42: Locations of Identified Stop Line Warrants December 2013 Page 42

47 4.3.2 Potentially Unwarranted Stop Lines There were a number of intersections where stop bars appeared unnecessary. These included minor (especially cul-de-sac) approaches to minor roads, and T intersections where the stop condition did not require emphasis. While there is no traffic concern created by painting unwarranted stop lines, the cost of the repainting could become an unnecessary burden over time. If there are no identified concerns with safety and/or stop compliance at the following intersections, the stop lines (and centrelines, where present) could be allowed to fade over time. Priority Photo Location Comments No. Low 33 Red Cedar Cres at Red Cedar Potentially unwarranted stop lines Low 50 Cottonwood at Blue Spruce (and centrelines, where present) Low 94 Lodgepole Place at Western Larch Low 102 Maple Street at Pacific Yew Low 103 Maple Street at White Birch Low 108 White Birch at Maple Low 114 Juniper Court at Engelmann Spruce Low 115 Juniper Court at Engelmann Spruce Low 117 Dogwood at Engelmann Spruce Low 118 White Oak Place at Engelmann Spruce Low 119 Willow Place at Engelmann Spruce Low 122 Alderwood at Engelmann Spruce Low 123 Alderwood at Mountain Ash Low 125 Balsam at Mountain Ash Low 184 Cypress Pl at Cypress Low 188 Whitewood at Cypress Low 190 Woodland Place at Cypress Low 193 Briarwood at Wildwood Low 194 Birchwood at Wildwood Low 195 Wildwood Drive approach to Cypress Low 206 Valleyview Place at Valleyview Low 217 Sycamore at Pinyon Low 224 Hickory at Pinyon Low 230 Hickory at Pinyon December 2013 Page 43

48 Figure 43: Locations of Potentially Unwarranted Stop Lines Figure 44: Potentially Unwarranted Stop Line Juniper Ct at Engelmann Spruce (Photo 115) December 2013 Page 44

49 4.4 Crosswalk Lines Adjustments to painted crosswalks are discussed with adjustments to crosswalk signing in Section 3.4. December 2013 Page 45

50 5 Intersection Geometry A number of intersections in Sparwood were identified as having issues with geometry, such as alignment, sight distance, access conflicts, or other concerns that may affect the intersection safety and/or operation. These are discussed below in descending order of recommended priority. 5.1 White Birch Crescent at Engelmann Spruce Drive The intersection of White Birch / Engelmann Spruce is a T intersection separated by a corner island. The only traffic control is a Yield condition for westbound traffic on White Birch Crescent on each approach to Engelmann Spruce Drive. This results in potential conflicts between north/westbound traffic on Engelmann Spruce and eastbound traffic on Engelmann Spruce traveling straight to White Birch Crescent (both of which have right-of-way). Additional safety concerns may arise if the westbound Yield sign on White Birch is obscured by on-street parking. There is space available to upgrade the intersection to a roundabout, which would safely control the traffic from all directions. However, a roundabout would not easily accommodate the residential property accesses in the vicinity. A simpler alternative would be to upgrade the T intersection to give clear priority to the Engelmann Spruce traffic. This concept is similar to the treatment shown in Figure 4 on Page 6, and is illustrated in Figure 45. A traffic study is recommended to confirm the traffic patterns are conducive to this solution (see Section 6). Figure 45: Potential Upgrade to White Birch / Engelmann Spruce Intersection December 2013 Page 46

51 5.2 Sparwood Heights (Arbutus Drive) at Ponderosa Drive The intersection of Sparwood Heights and Ponderosa Drive is a simple four-leg intersection. However, the large intersection width has created a challenge for traffic sign visibility and driver guidance. A number of stop signs have been placed on temporary bases within the intersection to improve visibility (Figure 46). However, the signs do not give adequate guidance to traffic, and are in danger of being struck by passing vehicles. Furthermore, additional driver confusion may result from three approaches being stopped, while the fourth (westbound) approach is free-flow. Figure 46: Unprotected Signs at Arbutus/Ponderosa Looking West (Photo 174) December 2013 Page 47

52 To improve the intersection and give clear guidance to traffic, the approach geometry and traffic control should be revisited. For higher volume movements (e.g. northbound right turns from Ponderosa to Sparwood Heights), the lane can be channelized with a raised corner island and the signs placed on the island (if not an impediment to snow operations). For lower volume movements (e.g. eastbound right turns from Sparwood Heights to Ponderosa), the approach can be narrowed as required to match the opposing geometry. To simplify the traffic control, east and westbound traffic on Sparwood Heights Drive should be free flow together, creating a standard opposing two-way stop condition on Ponderosa Drive (Figure 47). The likely low volume of eastbound traffic should ensure westbound traffic encounters minimal delay turning south into Ponderosa. This change in traffic control would warrant the implementation of the procedure outlined in Section on Page 8. In future, this intersection may warrant a roundabout to safely manage traffic with minimal delay; right-of-way should be preserved for this improvement. Figure 47: Potential Upgrade for Sparwood Heights / Ponderosa Drive December 2013 Page 48

53 5.3 Spruce Avenue at Aspen Drive The intersection of Spruce Avenue and Aspen Drive appears to have appropriate traffic control for the traffic conditions. However, the width of Spruce Avenue on the approach to Aspen Drive is approximately 30 metres at the crosswalk. Aside from this being a long distance for pedestrian crossings, the crosswalk is also set back 5 metres from the intersection and located behind two landscaped corner islands. The wide intersection approach also creates challenges with traffic guidance, as described in Section 3.8. And finally, an access in the northwest corner of the intersection connects at the curb return, at the crosswalk. The intersection could be converted to a roundabout if desired, as there appears to be adequate space available. This would also keep traffic moving with minimal delay, even if volumes eventually warrant a signal. However, a simple alternative would be to realign and narrow the Spruce Avenue approach. This could have a number of safety benefits, including (a) improving pedestrian visibility; (b) reducing the crosswalk to 15 metres; (c) eliminating the corner islands; (d) reducing traffic speeds in the corner; and (e) improving guidance. These improvements should be feasible in the context of a proposed development in the southwest corner of the intersection. However, plans for a one-way lane should ensure the entrance and exit have adequate sight distance, and are offset sufficiently from the Aspen/Spruce intersection to prevent any traffic conflicts. Furthermore, any commercial drive-thrus should be designed with sufficient storage to prevent any vehicle queuing impacts on the public roadways. Figure 48: Potential Upgrade for Spruce Avenue at Aspen December 2013 Page 49

54 5.4 Pine Avenue at Douglas Fir Road The intersection of Pine Avenue and Douglas Fir Road has been designed wide, and with multiple lanes to accommodate the industrial traffic in the area. However, the resulting width has introduced challenges in traffic guidance and the placement of traffic control. Furthermore, a pedestrian on the Douglas Fir sidewalk would have to walk 40 metres to cross the intersection. This intersection also appears to have sufficient area for a future roundabout, which would safely manage traffic volumes with minimal delay. However, a simple cost-effective alternative would be to construct raised corner islands (if not an impediment to snow operations) to facilitate guidance and traffic control, and improve pedestrian safety (Figure 51). Figure 49: Raised Corner Islands at Pine Avenue at Douglas Fir December 2013 Page 50

55 5.5 Pine Avenue at Tamarac Road The traffic control at the Pine Avenue / Tamarac Rd / Pine Spur Drive appears appropriate for the traffic patterns. The east and westbound approaches stop to give right-of-way to north and southbound traffic. However, the geometry of the westbound approach (including the large width of the channelized right turn lane) appear to invite speeding, non-compliance of the stop condition, and misguided eastbound traffic turning into the westbound right turn lane. If these problems are arising, the westbound approach geometry could be narrowed to create a simple right turn lane (Figure 48), or a right lane with a smaller corner island (if not an impediment to snow operations). This configuration would improve traffic guidance, and may have a traffic calming effect as well. With slower traffic speeds and shorter crossing distances, the improvements would also benefit pedestrian safety (esp. in proximity to the school). Figure 50: Potential Upgrade for Pine Avenue at Tamarac December 2013 Page 51

56 5.6 Industrial Road No. 2 at Michel Creek Road The geometry of the Industrial Road No. 2 and Michel Creek intersection incorporates a corner island, which facilitates the placement of traffic control within the wide intersection (Figure 52). The island is made of concrete barrier, which may be an effective short term treatment. However, if the corner island is going to be a permanent installation, it should be upgraded to a raised island as time and resources permit. A concrete island is designed to provide the same channelization, but can be fit more closely to match the intersection geometry, and is more forgiving to errant vehicles. Figure 51: Corner Island at Industrial Road No. 2 and Michel Creek (Photo 144) December 2013 Page 52

57 5.7 Blackhawk Drive Corners A new subdivision on Blackhawk Drive is incorporating large islands in the corner of the crescent. This is a unique and aesthetic design, which facilitates property access in the corner. However, the design may pose challenges for traffic control and guidance. Traffic right-of-way is not explicit, and the road geometry may not be clear to visitors (especially at night). Furthermore, there appears to be no safe or convenient provision for pedestrians around the corners. The low traffic volumes will likely prevent this design from becoming a serious concern. However, the District may wish to monitor the effectiveness of these applications to determine if they are inviting any problems with traffic and/or pedestrian safety. If so, curve delineation, road markings (e.g. centrelines), dedicated pedestrian pathways, and traffic control should be considered. Figure 52: Blackhawk Drive Corners (Photo 245) December 2013 Page 53

58 6 Further Study A number of issues identified in this report cannot be fully resolved within the scope of this highlevel review of the traffic control and intersection geometry. In some cases, more detailed traffic analysis, collision analysis, and/or data collection is necessary to determine an effective recommendation. In other cases, the actual problems may be beyond traffic control. These could entail land use planning, network planning, geometric design, or other disciplines (e.g. environmental, geotechnical, hydrological). Some recommended future studies are outlined below, in order of priority: 1. Speed Limit Study: To improve compliance (and arguably enforceability) with the 40 km/h blanket speed zone in Sparwood, the existing 40 km/h signs should be replaced with a welldesigned and well-understood posted speed at each community entrance. This should be combined with a public information campaign to alert the community to the changes. The scope of the study should include: Confirm which roads should be covered by the 40 km/h speed zone, and what speeds should be posted on other District roads; Design effective signage identifying the blanket speed zone, and identify the locations where this signage is warranted; Conduct comprehensive public and stakeholder (e.g. police) consultation to explain the proposed changes, and solicit feedback; Replace existing signage with new signs. 2. Red Cedar Pedestrian Crossing Study: To fully address the concern with uncontrolled pedestrian crossings on Red Cedar hill, a formal study should be conducted to: Evaluate the existing infrastructure that directs pedestrians to this crossing location; Analyze the source and patterns of the existing pedestrian crossing demand; and Identify alternatives to (a) safely accommodate the existing crossings, (b) redirect the crossings to a safer location, or (c) curtail the pedestrian crossing demand. December 2013 Page 54

59 3. Municipal Office Parking Lot: The District has expressed concern about the traffic control and geometry in the laneway around the municipal office, parking lot, and Greenwood Mall. Currently, the traffic control and lane geometry may be unclear to some drivers, which invites safety concerns from traffic, parking, and pedestrian conflicts. These issues could be addressed by adding the necessary curb/gutter, landscaping, pedestrian pathways, and/or traffic control to improve sight lines, clarify right-of-way, reduce conflicts, and slow traffic. However, with such a large area affected, and with local improvement initiatives currently under consideration at the Greenwood Mall and the Centennial Square, the laneway and parking lot improvements should ideally be designed in conjunction with the larger downtown neighbourhood plans. Figure 53: Municipal Office Laneway 4. Studies to Support Geometric Upgrades: A number of conceptual improvements to local intersections were discussed in Section 5. Before these improvements can be implemented, additional analysis is required to advance these concepts to detailed design. This may include counts/analysis to evaluate the traffic and pedestrian patterns, geometric evaluation of turning vehicle paths, and other studies as required (e.g. geotechnical, environmental, etc). December 2013 Page 55

60 7 Recommendations and Conclusion In general, the traffic control in Sparwood is well-designed and placed. Approximately 240 issues were noted and recorded during the field visit in October These ranged from minor suggestions and curiosities to more significant concerns. To facilitate the District s efforts in reviewing, confirming, and responding as required to these issues, they have each been classified by type and priority. Higher priorities were assigned to issues directly affecting traffic safety. A suggested strategy would be to immediately address the very high priorities identified. These are urgent priorities because the safety concerns from potentially unclear traffic control, and are listed below Priority Photo Location Comments Section No. V. High 178 Cherrywood westbound, Challenging intersection geometry. Uncontrolled downstream from Ponderosa inbound traffic from Ponderosa conflicts with outbound traffic from Cherrywood. Stop control should ideally be on the stem of the T intersection to establish right-of-way. Sight lines appear sufficient for a Yield sign as an alternative. V. High 86 Red Cedar at Centennial Pedestrian safety concerns on wide road. Existing signs should be moved to crosswalk; left signs missing. Also, stop bars painted at free-flow condition. Sidewalk bulbs could be used to reduce traffic speeds, and improve pedestrian safety V. High 7 Douglas Fir Road at Pine A Left Turn Only sign is in place, indicating that all 3.7 traffic is legally required to turn left (i.e. access to the adjacent parking lot from this approach is prohibited). This sign should be replaced with a curve warning sign, which would indicate the alignment of the main road, but would not prohibit right turns. V. High 6 Douglas Fir Road at Pine Left turn only sign indicates all traffic is legally required to turn left. This sign may be removed, or replaced with a checkerboard with a left turn arrow. 3.9 The high priorities should be addressed next. These are typically traffic safety issues, but also include simple but important adjustments to the traffic control. The medium priorities can be addressed over time, as these are typically important but less urgent issues. The low priorities can be taken as suggestions for future consideration, especially as traffic control infrastructure is replaced as time and resources permit. In all cases, the District should review and confirm the issues, as there may be local or historic considerations which affect the recommendations. December 2013 Page 56

61 Once the District has confirmed their priorities and identified an implementation strategy, the District can discuss with ICBC the potential for cost-sharing improvements under the Road Improvement Program (RIP). This program allows ICBC to contribute funds to road safety improvements when an estimated benefit in collision reduction can be demonstrated. The program includes specific initiatives that are directly related to sign and road marking upgrades. December 2013 Page 57

62 8 Closure This Traffic Control Review has been completed by McElhanney Consulting Services Ltd. (MCSL) for the Insurance Corporation of British Columbia and the District of Sparwood. The study is a cursory review of the existing traffic signage, road markings, traffic signals and intersection geometry under the jurisdiction of the District of Sparwood. The identified issues and the prioritized list of suggested improvements are intended to assist the City in improving the traffic control and traffic safety in the municipality. The information and data contained herein represent the MCSL s best professional judgment in light of the knowledge and information available at the time of preparation. McElhanney Consulting Services Ltd. denies any liability whatsoever to other parties who may obtain access to this report for any injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this document or any of its contents without the express written consent of MCSL, the Insurance Corporation of British Columbia, and the District of Sparwood. McELHANNEY CONSULTING SERVICES LTD Prepared By: V. Glenn Stanker, PEng, PTOE Senior Transportation Engineer December 2013 Page 58

63 Appendix A: Project Meeting Minutes Time: 8:30 AM Date: Tuesday, October 22, 2013 Location: Sparwood Municipal Hall Attendees: David Dean, PEng, Road Safety Engineer, Insurance Corporation of British Columbia Danny Dwyer, Director of Engineering, District of Sparwood Duane Allen, Public Works Foreman, District of Sparwood Mel Bohmer, Director of Public Works, District of Sparwood Glenn Stanker, PEng, PTOE, Sr. Transportation Engineer, McElhanney Consulting Services Ltd. Brandon Bolan, EIT, McElhanney Consulting Services Ltd. Minutes: Presentation: 1. Dave explained the rationale and methodology of the Traffic Control Review program, and presented the common applications from the Transportation Association of Canada. 2. ICBC will contribute to the costs of installation of stop signs at otherwise unregulated intersections. Although local residents may understand the traffic rules, non-local drivers may be confused. 3. ICBC will also help fund the upgrade of regulatory and warning signs to high reflectivity. 4. If issues are noted on provincial highways, they will be forwarded to MoTI for consideration. Existing Practices: 1. Highway Regulation Bylaw 472 authorizes Sparwood to install traffic control. 2. Mel has a digital plan for all road markings in Sparwood. These will be forwarded to Glenn. 3. A fourth leg is planned for the Highway 343 intersection. 4. There is no existing written agreement defining the maintenance jurisdiction with MoTI. 5. All signs are now fabricated on diamond-grade high reflective materials. 6. Water based road markings are not durable. Thermoplastic is not used. With the local aggregate, raveling is a concern, and may reduce the life-expectancy of thermoplastic. 7. Some larger stop signs were received, and were installed. 8. Reflective strips are the preferred method of enhancing stop signs. Stop bars are used everywhere, but Sparwood would like to retract this practice to where they are needed. 9. Sparwood only has collectors (major roads). December 2013 Page 59

64 10. Four way stops were installed for traffic calming. None of the four way stops are likely to have the traffic volumes to warrant the stop condition. 11. There is a 40 km/h blanket speed limit in Sparwood. The 40 km/h signs are posted on all streets. However, the District could post signs only at the District limits stating 40 km/h unless otherwise posted 12. Sparwood has flashing beacons at a couple local crosswalks. 13. Zebra crosswalks used exclusively in Sparwood. A revised approach can be considered, especially if costs can be saved without affecting safety. Specific Areas of Concern 1. Frequent pedestrian crossings halfway up the hill on Red Cedar Drive. Coming down the hill has limited visibility. 2. At the top of the Red Cedar Drive, there is an existing crosswalk with limited visibility (Centennial). 3. Flashing beacon crosswalk at Red Cedar Drive and Alpine. 4. Crosswalk locations are a question on Aspen between Spruce and the Tourist Centre. A future tunnel is proposed to connect to the future business park. Aspen is a candidate for a lane diet. 5. There is a proposed one-way entrance from Aspen near Spruce. 6. Challenging crosswalk geometry and access at Red Cedar/Aspen. 7. The lane at the municipal office has awkward geometry. Could be realigned to a four leg intersection. 8. Pine Spur at Hemlock at crosswalk is a concern. Advance warning and signing missing. 9. School zones are a major concern in Sparwood; all should be reviewed. 10. Pine/Sparwood Drive/Highway is a two way stop, but drivers seem confused about the right of way. 11. Playground zone at Red Cedar Cres. Playground zones should be checked against TAC guidelines. 12. Michel Creek Road may be a candidate for shoulder lines. Ponderosa also. 13. Douglas Fir Road may need a No Thru Road sign. 14. Red Cedar is a concern at the Centennial Crosswalk /VGS December 2013 Page 60

65 Appendix B: Aspen Drive Crosswalk Study The following study was commissioned separately by Sparwood to evaluate crosswalk options on Aspen Drive in the context of proposed renovations to the Greenwood Mall and the proposed highway underpass. December 2013 Page 61

66 \/IcEIhanney November 21, 2013 Our File: Nelson Wight Manager of Planning PO Box Spruce Avenue Sparwood BC V0B 2G0 Re. Crosswalk Placement on Aspen Drive, Sparwood BC As discussed, we have reviewed the options for crosswalk placement on Aspen Drive in an effort to determine the optimal locations to complement the existing pedestrian network, existing and future developments (e.g. Greenwood Mall), and the pedestrian crossing demand. The local pedestrian network and the apparent pedestrian destinations are shown in Figure 1 below. The destinations include: Downtown Sparwood, with numerous shops, amenities, and the public square; Greenwood Mall, with shops in an enclosed building; Grocery Store, an anchor tenant to the Greenwood Mall; Post Office, where Sparwood residents collect their mail; Farmers Market, a local event hosted Friday evenings in the summer months; Tourist Information Office, providing local information for guests to the community, and located next to the Titan Truck attraction; Fast food restaurants and gas station/convenience stores; and A proposed underpass on the Crowsnest Highway. Figure 1: Existing Pedestrian Network

67 Technical Analysis There are three existing crosswalks on Aspen Drive, as shown by the red stars in Figure 1. These are as follows. 1. Red Cedar Drive Crosswalk The first crosswalk is located at the Red Cedar Drive intersection. This is a logical crossing location, as westbound traffic already stops at the intersection. However, the zebra paint markings (Figure 2) should be converted to two parallel lines to reflect and emphasize the stop condition on Aspen Drive. Figure 2: Zebra Paint Markings at Aspen Drive / Red Cedar Drive Intersection Crosswalk Placement on Aspen Drive, Sparwood BC Page 2

68 2. Mid-Block Crosswalk The second crosswalk is located between the Tourist Information building and the Greenwood Mall. There are two feasible locations for this crosswalk, as shown in Figure 3: At the existing location (2A); and Relocated 50 metres east to align with the primary mall entrance (2B). Figure 3: Locations for Mid-Block Crosswalk The preferred crosswalk should be based on consideration of pedestrian safety, traffic operations on Aspen Drive, and the expected pedestrian crossing demand, as discussed below. Safety: The existing crosswalk (2A) is located immediately east of a curve on Aspen Drive. This may adversely affect the ability for eastbound drivers to see pedestrians on the north side of the road, especially with the adjacent landscaping foliage (see Figure 4). The second location (2B) is on the tangent section of Aspen Drive, which would inherently have better sight distance. This sight distance would be further enhanced by the proximity of an adjacent street light, which would improve pedestrian visibility at night. The existing crosswalk is not located under a street light. Crosswalk Placement on Aspen Drive, Sparwood BC Page 3

69 Figure 4: Eastbound View of the Existing Mid-Block Crosswalk A second safety advantage with a crosswalk at location 2B would be realized if Aspen Drive was converted from four lanes to two lanes, with bike lanes and a two-way left turn lane. This would create a pedestrian refuge in the median, which could either be left painted, or formalized with a raised median island (see Figure 5). A refuge improves pedestrian safety by allowing pedestrians to cross one direction of traffic at a time. At the existing crosswalk location (2A), the proximity of the accesses to the mall and Tourist Information Office would prevent the use of a pedestrian refuge since the median would be needed for left turn traffic. Figure 5: Potential Pedestrian Refuges on Aspen Drive Crosswalk Placement on Aspen Drive, Sparwood BC Page 4

70 Traffic Operations: From a traffic operations perspective, there is also a slight advantage with location 2B by virtue of the better crosswalk spacing along Aspen Drive. Location 2B is located approximately mid-way between the Red Cedar Drive and Spruce Avenue intersections, affording almost a 200 metre separation from each intersection. This can reduce the potential for driver frustration having to make successive stops in a short distance. The existing crosswalk is only located 130 metres from the Red Cedar Drive intersection. Pedestrian Demand: The preferred crosswalk location strongly depends on the pedestrian crossing demand. This demand should ideally be measured by site observations during peak periods, but can also be evaluated at a planning-level based on the known pedestrian destinations in the vicinity. Furthermore, the demand can be managed by the control of those destinations and the links thereto. At the existing location (2A), the crosswalk is ideal for tourists parking at the Tourist Information Office and walking to the grocery store (or vice versa; see Table 1). This demand would be difficult to redirect, but may be of a manageable volume. The existing crosswalk is also well-situated for pedestrians crossing between the mall parking lot and the Farmers Market. This crossing volume could be substantial, but is only once per week in the summer. If this was a concern, the market could be relocated if necessary. A crosswalk at location 2B would provide a direct pedestrian connection between the post office and the restaurants / convenience stores on the south side of Aspen Drive. If the mall parking lot was upgraded to include a protected walkway between Aspen Drive and the mall entrance, a crosswalk at location 2B would also serve the mall and (via the internal mall passageway) Downtown Sparwood. The proposed highway underpass could be connected by pathway to either crosswalk 2A or 2B, but the main destinations (other than the grocery store) would be more directly connected by a crosswalk at location 2B. Table 1: Preferred Crosswalk Locations based on Known Pedestrian Destinations North Side of Aspen Drive Downtown* Grocery Store Mall* Post Office South Side of Aspen Drive Farmers Market - 2A - - Tourist Information / Titan Truck - 2A - - Fast Food Restaurants 2B - 2B 2B Gas Stations / Convenience Stores 2B - 2B 2B Proposed Underpass on Crowsnest Highway 2B - 2B 2B - no difference in crosswalk locations * assuming a new pedestrian walkway through the mall parking lot. Crosswalk Placement on Aspen Drive, Sparwood BC Page 5

71 3. Spruce Avenue Crosswalk The third crosswalk is located on the east side of the Spruce Avenue intersection. Although the adjacent pedestrian destinations appear limited to a gas station/convenience store on the south side of Aspen Drive (see Figure 1), the crosswalk is situated on the Sparwood Heritage Walk (see Figure 6). Figure 6: Heritage Walkway at Spruce Avenue Intersection When the proposed underpass at the Crowsnest Highway is completed, a new pedestrian demand may be introduced between the highway and the amenities in town. At that time, the crosswalk may be better relocated to the west side of the Aspen Drive intersection, especially if a public pathway can be developed between the gas stations (see Figure 7). Pedestrian crossing counts should be conducted at that time to confirm the appropriate crosswalk location. Figure 7: Potential Relocation of Spruce Avenue Crosswalk Crosswalk Placement on Aspen Drive, Sparwood BC Page 6

72 Summary and Recommendations There are three crosswalks located on Aspen Drive, between Red Cedar Drive and Spruce Avenue. The recommendations for each are as follows: 1. The crosswalk at Red Cedar Drive is well-located at the intersection. However, the zebra paint markings should be replaced with parallel lines to reflect the stop condition. 2. There are safety and operational advantages in relocating the existing mid-block crosswalk 50 metres further east. However, in the absence of a formal pedestrian crossing survey, the benefit to the actual pedestrian crossing demand is unclear. An evaluation of the known pedestrian destinations in the area suggests that the existing crosswalk location serves pedestrians crossing between the grocery store and the Tourist Information Office and Farmers Market. However, if this demand can be managed or curtailed (e.g. by the relocation of the Farmer s Market), a relocated crosswalk to the east would better serve other pedestrian destinations such as the post office, fast food restaurants and convenience stores. However, the chief advantages of the new crosswalk location would be realized if a protected walkway was developed through the parking lot to the mall entrance and, by extension, Downtown Sparwood. 3. The crosswalk at the Spruce Avenue intersection is located on the Sparwood Heritage walk. When the proposed highway underpass is completed, the crosswalk may be better relocated on the west side of the intersection to serve the new crossing demand. This is especially true if a public pathway can be built between the gas stations. Closure This Crosswalk Review has been completed by McElhanney Consulting Services Ltd. (MCSL) for the District of Sparwood. The recommendations are intended to assist the District in identifying the preferred locations for crosswalks on Aspen Drive. The information and data contained herein represent the MCSL s best professional judgment in light of the knowledge and information available at the time of preparation. McElhanney Consulting Services Ltd. denies any liability whatsoever to other parties who may obtain access to this report for any injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this document or any of its contents without the express written consent of MCSL and the District of Sparwood. If you have any questions or concerns with this analysis, please let me know. Yours truly McElhanney Consulting Services Ltd. Glenn Stanker PEng PTOE Senior Transportation Engineer H:\PROJ\2341\ \1874 Greenwood Mall Review\2.0 Documents\Greenwood Mall crosswalk review doc Crosswalk Placement on Aspen Drive, Sparwood BC Page 7

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74 Street Sign and Road Marking Manual for the District of Sparwood Table of Contents 1. Introduction Purpose and Use of the Manual Authority to Instate Traffic Control Road Classification Traffic Signing Design Classification Reflectivity Installation Traffic Signs Two-Way Stop Multi-Way Stop Yield Lane Use Turn Control Maximum Speed One-Way Crosswalk School Areas and Zones Playground Areas and Zones Curve Warning Object Marker Checkerboard Road Marking Centrelines Shoulder Lines Stop Lines Crosswalks Maintenance References November 2013 Page i

75 Street Sign and Road Marking Manual for the District of Sparwood THIS PAGE INTENTIONALLY LEFT BLANK Page ii November 2013

76 1. Introduction Street Sign and Road Marking Manual for the District of Sparwood 1.1. Purpose and Use of the Manual This manual has been commissioned by the Insurance Corporation of British Columbia (ICBC) to assist B.C. communities in applying national guidelines to the warrants, design, and installation of traffic control devices. A uniform approach to signing and road markings facilitates driver understanding of the traffic rules and conditions. Specifically, as drivers see the same signs and road markings applied consistently to the same circumstances in different locations, they are better able to predict and react to the ambient traffic conditions. This in turn will have a positive effect on traffic safety. The manual has been designed and written as a field guide for technical practitioners, installers of traffic control, and lay-persons. Only those signs and road markings that have the most direct effect on traffic safety have been included. Additional information on these and other traffic control devices may be found in most recent edition of the Transportation Association of Canada s Manual of Uniform Traffic Control Devices, as well as the other references listed in Section Authority to Instate Traffic Control Under Section 36 of the B.C. Community Charter, a municipality has the authority to regulate traffic on roads within its jurisdiction only in accordance with the Motor Vehicle Act. This authority does not extend to roads outside the municipal boundaries, nor to provincial highways within the municipality. The District of Sparwood Traffic, Parking and Highways Regulation Bylaw No. 472 (1987) delegates the municipality s authority to install traffic control to District staff. It is recommended that any significant change to the application guidelines herein be referred to technical experts for advice and Council for approval prior to implementation. This may require public/stakeholder consultation to ensure traffic control is accepted by users. November 2013 Page 1

77 2. Road Classification Street Sign and Road Marking Manual for the District of Sparwood Traffic signing and road markings should be appropriate for the class of road on which they are installed, and applied consistently on all roads within each classification. There are typically four (4) classes of public roadways within a municipality: Provincial Highways: roadways (typically numbered routes) under the jurisdiction of the B.C. Ministry of Transportation and Infrastructure. The municipality has no authority to install traffic control on these roads, except as outlined in the Maintenance Agreement (see Section 5). Arterial Roads: roadways primarily intended for the movement of people and goods. Traffic volumes and speeds are typically higher than on other road classes. Arterial roads may have multiple lanes of traffic, and carry a significant amount of heavy trucks and buses. For these reasons, traffic signs and road markings are used frequently on arterial roads. Collector Roads: roadways intended in part for the movement of people and goods, but also for access to adjacent properties. Traffic volumes and speeds are typically lower than on arterial roads, but may still be significant. Furthermore, with two different purposes, collector roads often require strict traffic control to ensure all traffic moves safely. Local Roads: roadways primarily intended to provide access to adjacent properties. Traffic volumes and speeds are typically lower than on the other road classes. Local roads rarely carry heavy truck traffic, except in commercial and industrial zones. Fewer signs are necessary on Local Roads, and centreline markings are rarely used. Page 2 November 2013

78 3. Traffic Signing Street Sign and Road Marking Manual for the District of Sparwood The objective of signing is to clearly and consistently provide drivers with necessary information regarding traffic regulations, roadway characteristics, hazards, and guidance. To be effective, signs should fulfill a need, command attention, convey a clear message, and allow adequate time for the driver to respond Design Signs should be designed to be easily recognizable and comprehensible. To achieve this, signs must be uniform in their design, including shape, size, layout, colour, symbology, and wording. See References in Section 6 for sign design resources Classification Signs are classified into different types based on their intended use. This manual includes signs from the following categories: Regulatory Signs: indicate a traffic regulation which is enforceable by legislation and/or local municipal bylaws. These signs are generally black and white, and rectangular in shape (except for stop and yield signs). Red and green colours are also used to indicate permitted and restricted movements. Examples are shown below: Warning Signs: alert drivers of upcoming roadway conditions which may require caution and/or a reduction in speed. These signs are usually diamond in shape, with black messaging on a yellow background. These signs may be supplemented with rectangular tabs, mounted below the warning sign. Examples are shown below: November 2013 Page 3

79 Street Sign and Road Marking Manual for the District of Sparwood Information and Guide Signs: provide drivers with information concerning their trip, such as route selection, and the location of services and points of interest. Signs are typically rectangular, with white messaging on a green, brown or blue background. Examples are shown below: Pedestrian Signs: include regulatory and warning signs that provide drivers and pedestrians with information concerning pedestrian movement on the roadway. Examples are shown below: 3.3. Reflectivity The reflectivity of a sign affects its visibility at night, particularly in unlit areas. A high degree of reflectivity is necessary all signs covered in this manual. Therefore, Microprismatic sheeting (e.g. Diamond Grade) is recommended Installation Location: 1. Traffic signs must be located within a driver s field of vision to command attention in time for the driver to comprehend the signs and safely respond. Signs should not be obstructed or cluttered by foliage, structures, parked vehicles, other signs, etc. 2. Signs should be visible to drivers as far in advance as possible. If adequate sight distance is not achievable, advance warning signs may be considered. 3. Regulatory Signs should be installed at or near the location where the regulation applies. Page 4 November 2013

80 Street Sign and Road Marking Manual for the District of Sparwood 4. Warning signs should be installed between 50 and 150 metres in advance of the subject road condition, depending on sight distance, travel speed, and the nature of the condition. 5. Signs are generally installed on the right side of the roadway, but may be placed on channelizing islands, overhead, or the left side of the road as and when warranted by site conditions. 6. Signs should be spaced no closer than 30 metres on km/h roads. A minimum 60 metre spacing is recommended for higher speed roads. When signs are relocated to meet the spacing criteria, priority should be given to regulatory and warning signs. Placement: 1. On rural roads, the distance between the edge of the sign and the first traffic lane should be between 2.0 and 4.5. Signs must be no closer than 0.6 metres from the edge of pavement (see illustrations next page). 2. On urban roads, the distance between the near edge of the sign and the face of the curb should be between 0.3 and 2.0 metres. If a sidewalk is adjacent to the curb, signs should be placed behind the sidewalk so that the signposts do not conflict with pedestrian pathways. 3. Unless otherwise noted, the sign height (measured from the elevation of the nearest traffic lane to the bottom of the sign) should be 1.5 to 2.5 metres in rural sections. This height should be 2.1 to 3.0 metres in urban sections to reduce conflicts with pedestrians and parked vehicles. Additional height may be considered in areas of heavy snow. Rural Road Section November 2013 Page 5

81 Street Sign and Road Marking Manual for the District of Sparwood Urban Section with No Sidewalk or with Boulevard SIDEWALK Urban Section with Sidewalk SIDEWALK 4. Signs must not be placed so as to block sight lines at adjacent accesses and intersections. Mounting 1. Each sign should be placed on its own post, except in cases where the signs supplement each other. 2. Underground and overhead conflicts should be identified before signs are installed. 3. Signs may be mounted on lamp posts or utility poles providing that they meet the placement criteria and are installed with the permission of the agency that owns the pole. 4. Bolts or other devices used to mount the sign on the post must not obscure or otherwise interfere with the sign message. Page 6 November 2013

82 Street Sign and Road Marking Manual for the District of Sparwood 3.5. Traffic Signs The following pages describe the different signs in this manual, and outline their warrants, application, and installation. November 2013 Page 7

83 Two-Way Stop Street Sign and Road Marking Manual for the District of Sparwood Purpose: The Two-Way Stop (or One-Way Stop at a T intersection) establishes traffic right-of-way at an intersection by requiring drivers on the minor road to stop and wait for a safe gap in traffic on the intersecting road before proceeding into the intersection. Sign Class: Regulatory TAC Reference No: RA-1 Dimensions: 600 x 600 mm Colour: white on red background Warrants: Two-way stops are generally used on the minor road approach(es) to a through road. At intersections of two roads of the same classification, stop signs are used on the approach with the lower traffic volumes. At four leg intersections, the stop signs should normally be installed on opposing approaches. At T intersections, the stop sign should normally be installed on the stem of the T. Stop signs should not be used in the following situations: On roads with speeds greater than 60 km/h. The posted speed should be reduced first. As a traffic calming device to reduce traffic speeds. The strategies listed in TAC s Canadian Guide to Neighbourhood Traffic Calming (1998) are safer and more effective. On an approach controlled by a traffic signal, or wherever the sign would interfere with the performance of a signal. Page 8 November 2013

84 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Stop Signs should be placed on the right side of the road where vehicles are expected to stop, applying the following guidelines: 1. Install the Stop Sign between 1.5 and 5.0 metres before the edge of the intersecting road. When necessary, this distance may be increased to, but no greater than, 15.0 metres. 2. The Stop Sign should be installed before a crosswalk, if present. 3. On one-way or divided roads with multiple lanes, a second Stop Sign should be installed on the left side of the road. 4. A Stop Sign may share a post with a Street Name sign, One Way Sign (Section 3.5.7), or a Turn Control Sign (Section 3.5.5). Source: Transportation Association of Canada Enhancements: Where necessary to improve visibility and/or compliance, Stop Signs may be supplemented with: 1. Stop lines (see Section 4.3); 2. Red reflective tape on the sign post; 3. Stop Ahead (WB-1) signs (shown at left), placed according to the installation guidelines in Section 3.4, and/or 4. Red flashing beacons, either mounted below the Stop Sign or overhead. November 2013 Page 9

85 Multi-Way Stop Street Sign and Road Marking Manual for the District of Sparwood Purpose: The Multi-Way Stop requires drivers on all approaches to an intersection to stop completely before entering the intersection, and not proceed until it is safe to do so. Drivers are expected to give right-ofway to vehicles on their right side. Sign Class: Regulatory TAC Reference No: RA-1 & R-1T4 Dimensions: 600 x 600 mm Colour: white on red background Warrants: Multi-Way Stops are used when traffic volumes on intersecting roads are approximately equal (but insufficient to warrant a signal), and there are problems with excessive stop delays on the minor road during peak hours and/or five or more reported collisions per year. Multi-Way Stops may also be used as an interim measure prior to the installation of traffic signals, or for a period of one month prior to switching the direction of a Two-Way Stop. At Multi-Way Stops, all approaches must be signed, and a 4-Way tab installed below the Stop Signs. A 3-Way tab is used on intersections with only three approaches, or when only three out of four approaches are stopped. Stop signs should not be used in the following situations: On roads with speeds greater than 60 km/h. The posted speed should be reduced first. As a traffic calming device to reduce traffic speeds. The strategies listed in TAC s Canadian Guide to Neighbourhood Traffic Calming (1998) are safer and more effective. On an approach controlled by a traffic signal, or wherever the sign would interfere with the performance of a signal. Page 10 November 2013

86 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Stop Signs should be placed on the right side of the road where vehicles are expected to stop, applying the following guidelines: 1. Install the Stop Sign between 1.5 and 5.0 metres before the edge of the intersecting road. When necessary, this distance may be increased to, but no greater than, 15.0 metres. 2. The Stop Sign should be installed before a crosswalk, if present. 3. On one-way or divided roads with multiple lanes, a second Stop Sign should be installed on the left side of the road. 4. A Stop Sign may share a post with a Street Name sign, One Way sign (Section 3.5.7), or a Turn Control Sign (Section 3.5.5). Source: Transportation Association of Canada Enhancements: Where necessary to improve visibility and/or compliance, Stop Signs may be supplemented with: 1. Stop lines (see Section 4.3); 2. Red reflective tape on sign post; 3. Stop Ahead (WB-1) signs (shown at left), placed according to the installation guidelines in Section 3.4; and/or 4. Red flashing beacons, either mounted below the Stop Sign or overhead. November 2013 Page 11

87 Street Sign and Road Marking Manual for the District of Sparwood Yield Purpose: The Yield sign establishes right-of-way at an intersection by requiring drivers to yield to all other traffic (stopping if necessary), and not proceeding until it is safe to do so. Sign Class: Regulatory TAC Reference No: RA-2 Dimensions: 750 mm sides Colour: white on red background Warrants: Yield Signs are used to control right-of-way where a Stop Sign would be overly restrictive, such as where the available sight lines allow a safe speed of greater than 15 km/h on the merging approach. Common applications are on one-way ramps or channelized right turns where insufficient acceleration length is provided. The MUTCD recommends installation of Yield Signs only after a traffic engineering study. Yield Signs should NOT be used in the following situations: As a substitute for a Stop Sign, especially at right-angle intersections; On roads with speeds greater than 60 km/h. The posted speed should be reduced first. To control a large volume of traffic, unless that traffic is turning right; or Wherever it is apparent that the Yield Sign would create a dangerous situation. Page 12 November 2013

88 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Yield Signs should be placed on the right side of the road where vehicles are expected to stop, applying the following guidelines: 1. Install the Yield Sign between 1.5 and 5.0 metres before the edge of the intersecting road. When necessary, this distance may be increased to, but no greater than, 15.0 metres. 2. Where the Yield Sign may not be sufficiently visible to drivers, a second Yield Sign may be installed on the left side of the road or ramp. 3. The Yield Sign(s) should be oriented so that they are not visible to drivers on the through road. 4. A Yield Sign may share a post with a One Way sign (Section 3.5.7), mounted above the Yield Sign. Enhancements: 1. Where there is insufficient sight distance available for the Yield Sign, a Yield Ahead (W-13) sign may be placed according to installation guidelines in Section A yellow flashing beacon may also be considered where there are problems with visibility or compliance with the Yield Sign. 3. Reflective tape can also be used on the sign post. 4. On a ramp or channelized right turn onto an undivided road, a Do Not Enter (R-9) sign may be mounted on the back of the Yield Sign to prevent opposing traffic from entering the lane from the main road. November 2013 Page 13

89 Street Sign and Road Marking Manual for the District of Sparwood Lane Use Purpose: The Lane Use signs indicate to drivers that all vehicles within that traffic lane must make only the movement(s) indicated on the sign when arriving at the next intersection. Sign Class: Regulatory TAC Reference No: RB-41 to 45 Dimensions: 750 x 750 mm Colour: white on black Warrants: Lane Use Signs are used on intersection approaches where the traffic movements may be contrary to driver expectations, or to the normal rules of the road. Lane Use Signs must not be used as a substitute for Turn Control Signs (Section 3.5.5), which control all movements in all lanes on an intersection approach. Common Lane Use signs are: RB-41L Left Turn Only (or 41R for Right Turn). May be shoulder mounted if used with Right (or Left) Lane tab. RB-42R Right or Through Only (or 42L for Left/Through) RB-44 All Movements Permitted RB-45 Straight Through Only. If the actual road alignment changes through the intersection, the arrow may be drawn to reflect this alignment. RB-46R Two Lanes Right (or 46L for Two Lanes Left). Side-mounted only, installed on the side to which it applies. RB-47L Left Lane Left; Right Lane Left/Through (or 47R for opposite). Side-mounted only, installed on the side to which it applies Page 14 November 2013

90 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Lane Use Signs should be installed 25 to 50 metres in advance of an intersection, providing enough visibility for drivers to safely respond to the lane assignments. If two or more sets of signs are used on the same intersection approach, they should be spaced at least 75 metres apart. In these cases, there should be no other intersections prior to the main intersection to which the Lane Use Signs apply. Lane Use Signs are preferably mounted overhead, with each sign centred over the lane to which it applies. The signs may be mounted on mast arms, bridge structures, or span wires between 4.5 and 6.0 metres above the roadway (measured to the bottom of the sign). Under no circumstances must the signs obscure or otherwise interfere with the traffic signal. If overhead signs are not practical, the signs may be installed on the side of the road where (a) traffic volumes and speeds are low, (b) sight distance is good, and (c) the lane(s) to which the sign applies are no more than two lanes away from the sign. The RB-46 and 47 are only intended to be side-mounted, and apply to multiple lanes. Signs applicable to the left lane(s) can be mounted on a median island, if present. Signs applicable to the right lane(s) can be mounted on the shoulder. November 2013 Page 15

91 Street Sign and Road Marking Manual for the District of Sparwood Turn Control Purpose: The Turn Control signs are used on intersection approaches to mandate or prohibit the traffic movement(s) indicated on the sign. These signs apply to all traffic in all lanes, and are not to be confused with Lane Use signs which apply only to specific lanes. Sign Class: Regulatory TAC Reference No: RB-10 to 16 Dimensions: 600 x 600 mm Colour: black/green/red on white Warrants: Turn Control Signs are used at intersections to prohibit or mandate specific movements. Movements may be restricted for reasons of safety (e.g. limited sight distance), traffic operation (e.g. left turn delays), or laning/geometry. Any movement (restricted or required) which is unclear to drivers should be signed, especially those with a history of violation. Some common Turn Control Signs are: RB-11R Right Turn Prohibited (or 11L for Left Turn Prohibited). RB-14L Turn Left (or 14R for Turn Right) RB-15 Turns Prohibited RB-16 U-Turns Prohibited At intersections with one-way streets, use One-Way signs (Section 3.5.7) rather than Turn Control signs. Page 16 November 2013

92 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: At signalized intersections, Turn Control signs should be mounted above, below, or next to the traffic signal governing the traffic to which the signs apply. When mounted below a traffic signal, the signs must leave at least a 4.5 metre clearance above the road. The signs must in no way obscure or otherwise interfere with the traffic signals. At unsignalized intersections, Turn Control signs are typically placed on the near right corner of the intersection. These may be mounted below a Stop Sign, if present. For left turn prohibitions, a supplementary Turn Control Sign should be installed on the far left corner of the intersection, or on the median island (if present) before the intersection. Enhancements: Turn Control signs may be supplemented with tabs specifying the day(s) and time(s) at which the signs apply. Tabs may also be used to exempt buses from the Turn Control regulations. Tabs are mounted below the Turn Control Signs, ensuring sufficient vehicle clearance is provided. November 2013 Page 17

93 Street Sign and Road Marking Manual for the District of Sparwood Maximum Speed Purpose: Maximum Speed signs establish the maximum legal traffic speed permitted, in kilometres per hour, under ideal road and weather conditions. Sign Class: Regulatory TAC Reference No: RB-1 Dimensions: 600 x 750 mm Colour: black on white Warrants: Under Section 146 of the provincial Motor Vehicle Act, the maximum speed permitted on roads within a municipality is 50 km/h, unless otherwise specified by municipal bylaws and posted signs. In this respect, signs should be posted at the District Limits stating the speed limit is 50 km/h unless otherwise posted. Before a posted speed is assigned or adjusted, a thorough engineering study should be conducted by a qualified professional. Once an appropriate speed limit is determined, Maximum Speed signs are warranted at the point where the speed changes on the roadway. This also includes locations immediately downstream of intersections with higher-speed roadways (e.g. provincial highways). A second confirmatory Maximum Speed sign may be used 300 to 600 metres downstream of the first sign to emphasize the new speed, especially if there is history of speed violations. Page 18 November 2013

94 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Maximum Speed signs should be installed on the right side of the road at the point of the speed change. Signs should be installed with sufficient visibility to allow motorists the distance required to safely adjust their speed. The speed limit in the opposing direction should change at the same location, such that both directions of traffic always travel at the same speed. This improves safety and facilitates enforcement. Maximum speed signs should not be installed where they may conflict with other speed zones, such as school zones (Section 3.5.9), playground zones (3.5.10) and curve advisory speeds (Section ). The posted speed should change by no more than 20 km/h at any location. If a greater change in speed is required, the speed should be adjusted in well-spaced increments by using multiple Maximum Speed signs. The Maximum Speed is shown in multiples of 10 km/h. Although not mandatory, the units should be specified as km/h for the benefit of visitors from the United States (especially near borders and airports). Enhancements: On the approach to a reduced speed zone, a Maximum Speed Ahead sign shall be installed in advance of the Maximum Speed sign according to the installation guidelines in Section 3.4. These signs are commonly posted as regulatory signs (black-on-white), but may also be warning signs (black on yellow). Note that these signs are not required downstream of an intersection with a higher-speed facility. November 2013 Page 19

95 Street Sign and Road Marking Manual for the District of Sparwood One-Way Purpose: One-Way signs are used to identify one-way streets. The signs advise drivers that traffic in all lanes is permitted to travel only in the direction indicated by the sign. Sign Class: Regulatory TAC Reference No:RB-21 Dimensions: 900 x 300 mm Colour: white on black background Warrants: One-Way signs are warranted on every approach to a one-way street, including intersections, alleys/lanes, and major accesses. The text ONE WAY may be added within the arrow for greater emphasis. Turn Control signs (Section 3.5.5) should not be used as a substitute for One-Way signs. Installation Guidelines: One-Way signs should be installed at intersections parallel to the one-way traffic flow, and pointing in the direction of that flow. At signalized intersections, a One-Way sign should be placed as close as possible to the traffic signal heads governing the traffic to which the signs apply. At unsignalized intersections, One-Way signs should be installed on the near right and far left corners of the intersection. The signs may be mounted on top of Stop Signs, if present. At T intersections, or directly opposite alleys/lanes or major accesses, One-Way signs may be installed on the opposite side of the road, facing the approaching traffic. Page 20 November 2013

96 Street Sign and Road Marking Manual for the District of Sparwood Enhancements: One-Way signage may be supplemented by the following signs to help clarify traffic flow: Do Not Enter (RB-23, 600 x 600 mm) signs may be installed on the far right and far left corners of an intersection, facing traffic which might enter a one-way roadway in the wrong direction. At a signalized intersection where traffic on an approach is facing a one-way street, the Do Not Enter sign should be placed near the signal heads. Wrong Way (RB-22, 600 x 600 mm) signs may be used to supplement the Do Not Enter signs to advise motorists they are traveling the wrong way on a one-way road. The signs should be conspicuously placed beyond the point of illegal entry. Two Way Traffic (RB-24, 600 x 750 mm) signs indicate the end of a one-way section. The signs are installed on both sides of the one-way road at the point where the two-way operation begins. At a traffic signal, the two-way sign may be mounted near the signal heads. November 2013 Page 21

97 Street Sign and Road Marking Manual for the District of Sparwood Crosswalk Purpose: Crosswalk signs are used with road markings to identify the location of a pedestrian crosswalk. At these locations, motorists are required to yield right-of-way to pedestrians legally within the crosswalk. Sign Class: Regulatory TAC Reference No: RA-4R (or L) Dimensions: 600 x 750 mm Colour: black on white background Warrants: Crosswalk signs are used wherever crosswalks are installed across free-flow roadways (i.e. without a stop sign or signal). A crosswalk may be considered warranted when the traffic and pedestrian crossing volumes are sufficient to satisfy the criteria listed in the Pedestrian Crossing Control Manual for BC (Ref. 3, or TAC s Pedestrian Crossing Control Manual, 1998), and the location is suitable for a crosswalk. The following guidelines for crosswalk warrants are typically applied: Traffic speeds are 60 km/h or less; Sight distance in all directions is adequate; Road grades are less than or equal to 4%; There is supporting pedestrian infrastructure that will lead the pedestrians to the crossing (e.g. sidewalks, pathways, etc); There are no more than two through lanes in each direction; There are no traffic or pedestrians signals within 200 metres; and The crosswalk would not unreasonably disrupt traffic flow. Crosswalks may also be used to designate safe routes to school, and where a major multi-use trail crosses a roadway. Crosswalks should only be installed when justified by the above criteria. An abundance of unwarranted crosswalks desensitizes drivers, and could affect pedestrian safety. Page 22 November 2013

98 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Four (4) signs are required at every crosswalk, with two signs mounted back-to-back on each side of the road. Signs are oriented such that the crossing figures are shown entering the crosswalk (i.e. RA-4R on the right side, walking left; RA-4L on the left side; walking right). On roads with a raised median, one RB-4R is installed on the right side of each approach, and two RB-4Ls are installed back to back in the median. If there are crosswalks on both sides of an intersection, only four signs are required (i.e. RB-4R on the right side of the near crosswalk, and RB-4L on the left side of the far crosswalk, both directions). See sign placement illustrations on next page. The signposts are placed at each end of the crosswalk according to the criteria in Section 3.4, on either the near or far edge of the crosswalk. Sign posts must be placed outside the pedestrian passageway. On roadways with two through-lanes in each direction and no raised median, crosswalk signs should be mounted overhead to improve visibility. For further details on crosswalk installation, see Section 4.4. Enhancements: Crosswalk signs may be adjusted or supplemented by the following: School Crosswalk (RA-3, 600 x 750mm) signs may be substituted for RA-4 signs at crosswalks on designated safe routes to school, as determined and agreed by the school and road authorities. Pedestrian Crossing Ahead (WC-2, 600 x 600 mm) signs may be installed 50 to 150 metres in advance of pedestrian crosswalks where sight distance is limited. In advance of school crosswalks, fluorescent yellow-green warning signs are used. White reflectorized tape may be placed on Crosswalk signposts to improve visibility. November 2013 Page 23

99 Street Sign and Road Marking Manual for the District of Sparwood One Crosswalk on Two Lane Road Two Crosswalks on Two Lane Road Source: Pedestrian Crossing Control Manual for BC Page 24 November 2013

100 Street Sign and Road Marking Manual for the District of Sparwood Crosswalk on Road with Median Island Crosswalk with Overhead Signs Source: Pedestrian Crossing Control Manual for BC November 2013 Page 25

101 School Areas and Zones Street Sign and Road Marking Manual for the District of Sparwood Purpose: The School Area sign indicates there is a school nearby, and that school children may be present near or on the roadway. Sign Class: Warning TAC Reference No:WC-1 Dimensions: 600 x 600 mm Colour: black on yellow-green Warrants: School Area signs are warranted on public roads abutting and approaching a public or private school attended by students between Kindergarten and Grade 12. School Area signs may be used on all classes of road to alert motorists of the potential for students in the area. On Local and Collector Roads, a 30 km/h black on white regulatory speed tab may be mounted below the School Area sign to create an enforceable speed zone on school days between 8am and 5pm. School Zones are not typically appropriate on arterial roads, which tend to have higher volumes of traffic and heavy trucks. Instead, pedestrian safety on arterials should be accommodated by the strategic placement sidewalks, pedestrian crossing facilities, and fencing around the school yard. If this infrastructure is not in place, a School Zone can be considered on an arterial as a short term solution until the pedestrian environment can be improved. Once the necessary pedestrian infrastructure is in place, the School Zone should be removed and the normal posted speed restored. However, the School Area signs can remain without the reduced speed zone tab to alert drivers to the presence of the school. Page 26 November 2013

102 Street Sign and Road Marking Manual for the District of Sparwood If a school has a playground which may be used during non-school hours, the school officials should determine the primary use of the area (i.e. school or playground). If the playground is the primary use, the road(s) abutting a school playground may be signed as a Playground (Section ) to provide dawn to dusk coverage every day. The disadvantage of this alternative is that dawn may come after 8am, and dusk may come before 5pm, during winter months in northern cities. In any case, a road should not be signed with overlapping School and Playground Areas, as the conflicting messages may confuse drivers and affect the enforceability of the speed zone. School Area signs are not used around pre-schools, daycares, or post-secondary institutions. Installation Guidelines: School Area/Zone signage should be kept in close proximity to the school to maximize driver awareness where it is needed most. The signs should be installed on every approach to the school to completely define the limits of the School Area. Signs should be located as follows: On a free-flow road past a school, the School Area sign should be installed between 30 and 100 metres before the start of the school property, and preferably before any school crosswalks. At a stop-controlled intersection (Section 3.5.2) at the corner of the school property, the School Area sign may be installed approximately 20 metres downstream of the intersection. On roads connecting to school perimeter roads, signs should be installed 30 to 50 metres before the intersection. School Areas/Zones are terminated by the School Area/Zone sign in the opposing direction. Therefore, additional confirmatory signing should not be used within the School Area. Otherwise, motorists would be given the false perception that they are leaving the School Area. November 2013 Page 27

103 Street Sign and Road Marking Manual for the District of Sparwood Enhancements: At the start of a school zone (particularly on a road with free-flow traffic), the School Area or Zone sign can be supplemented with a second sign on the left side of the road or on a median island (if present). This can increase driver awareness by creating a gateway effect. The 30 km/h speed tab can be amended to extend (but not decrease) the school zone hours. A School Area sign with an ENDS tab may also be used to terminate the zone in areas where the end point may be unclear. Page 28 November 2013

104 Street Sign and Road Marking Manual for the District of Sparwood Sample School Area Layout November 2013 Page 29

105 Street Sign and Road Marking Manual for the District of Sparwood Playground Areas and Zones Purpose: The Playground Area sign indicates there is a playground nearby, and that children may be present near or on the roadway. Sign Class: Warning TAC Reference No:WC-3 Dimensions: 600 x 600 mm Colour: black on yellow Warrants: Playground Area signs are warranted on public roads abutting and approaching playgrounds or other major outdoor recreational facilities utilized by children. Playground Area signs may be used on all classes of road to alert motorists of the potential for children in the area. On Local and Collector Roads, a 30 km/h black on white regulatory speed tab may be mounted below the Playground Area sign to create an enforceable speed zone every day from dawn to dusk. Playground Zones are not typically appropriate on arterial roads, which tend to have higher volumes of traffic and heavy trucks. Instead, pedestrian safety on arterials should be accommodated by the strategic placement sidewalks, pedestrian crossing facilities, and fencing around the school yard. If this infrastructure is not in place, a Playground Zone can be considered on an arterial as a short term solution until the pedestrian environment can be improved. Once the necessary pedestrian infrastructure is in place, the Playground Zone should be removed and the normal posted speed restored. However, the Playground Area signs can remain without the reduced speed zone tab to alert drivers to the presence of the playground. Playground Area signs may also be used as a substitute for School Area signs at schools with playgrounds, following consultation with Page 30 November 2013

106 Street Sign and Road Marking Manual for the District of Sparwood the school officials to determine the primary use of the area (see Section 3.5.9). A road should not be signed with overlapping School and Playground Areas, as the conflicting messages confuse drivers and render the area unenforceable. Installation Guidelines: Playground Area signage should be kept in close proximity to the playground to maximize driver awareness where it is needed most. The signs should be installed on every approach to the playground to completely define the limits of the Playground Area. Signs should be located as follows: On a free-flow road past a playground, the Playground Area sign should be installed between 30 and 50 metres before the start of the playground, and preferably before any crosswalks which may be used to access the playground. At a stop-controlled intersection (Section 3.5.2) at the corner of the playground, the Playground Area sign may be installed approximately 20 metres downstream of the intersection. On roads connecting to playground perimeter roads, signs should be installed 30 to 50 metres before the intersection. Playground Areas are terminated by the Playground Area sign in the opposing direction. Therefore, additional confirmatory signing should not be used within the Playground Area. Otherwise, motorists would be given the false perception that they are leaving the Playground Area. Enhancements: At the start of a playground zone (particularly on a road with free-flow traffic), the Playground Area or Zone sign can be supplemented with a second sign on the left side of the road or on a median island (if present). This can increase driver awareness of the playground by creating a gateway effect. A Playground Area sign with an ENDS tab may also be used to terminate the zone in areas where the end point may be unclear. November 2013 Page 31

107 Curve Warning Street Sign and Road Marking Manual for the District of Sparwood Purpose: The Curve Warning sign warns motorists that they are approaching one or more curves which should be driven below the posted speed due to limitations in the road geometry (e.g. short radius, insufficient superelevation). Sign Class: Warning TAC Reference No:WA-1 to WA-6 Dimensions: 600 x 600 mm Colour: black on yellow Warrants: Curve Warning signs are warranted wherever the safe speed around a curve is less than the posted speed on the roadway, even in ideal road and weather conditions. The signs warn motorists of: The direction of the curve, as indicated by the direction of the arrow. For multiple curves, the first (bottom) turn on the arrow matches the first turn in the roadway. The severity of the curve, as indicated by the change in arrow direction and the use of advisory speed tabs. The common Curve Warning signs (for left turns) are as follows: WA-2L (or R) shows the arrow turning 90 degrees, and is used to indicate a sharp curve ahead. WA-3L (or R) shows the arrow turning 45 degrees, and is used to indicate a more gradual curve ahead. WA-5L (or R) Reverse Curve indicates two turns ahead in opposite directions, separated by a tangent less than 120 metres. WA-6L (or R) Winding Road indicates a series of five or more turns ahead, separated by less than 120 metre tangent distances. Page 32 November 2013

108 Street Sign and Road Marking Manual for the District of Sparwood The necessary Curve Warning sign is selected by testing the curve(s) with a Ball Bank Indicator, and calculating the advisory speed at which the curve(s) can be safely driven. Curve Testing guidelines and procedures may be found in the MoTI Manual of Standard Traffic Signs and Pavement Markings (Ref. 2). With the posted speed and the advisory speed, the necessary Curve Warning sign is determined from the following table: Speed Limit (km/h) Advisory Speed Limit (km/h) WA-3 WA-3* WA-3* WA-2* WA-2* WA-2* WA-2* 80 WA-3 WA-3* WA-2* WA-2* WA-2* WA-2* 70 WA-3 WA-3* WA-2* WA-2* WA-2* 60 WA-3* WA-2* WA-2* WA-2* 50 WA-3* WA-2* WA-2* * Advisory speed tab required. For multiple curves, the WA-5 or 6 signs may be used as required. In these cases, the advisory speed tab should be based on the lowest advisory speed for the series of curves. Installation Guidelines: Curve Warning signs should be installed sufficiently in advance of the curve to allow drivers the time to safely decelerate. This distance is determined by applying the installation guidelines in Section 3.4, and the guidelines in the BC MoTI Sign Manual (Ref 3). Advisory speed tabs are mounted below the Curve Warning sign. Enhancements: To enhance curve warning and guidance, especially at locations with severe speed reductions and/or frequent off-road collisions, the following may be considered: Delineators around the outside of the curve; Curve chevrons around the outside of the curve; Amber flashers mounted on the sign post; and/or Overhead Curve Warning signing November 2013 Page 33

109 Object Marker Street Sign and Road Marking Manual for the District of Sparwood Purpose: The Object Marker warns motorists of an obstruction in or near the roadway. The design of the sign indicates on which side traffic may pass. Sign Class: Warning TAC Reference No:WA-36 Dimensions: 300 x 900 mm Colour: black on yellow Warrants: Object Markers are warranted where motorists must be warned of an obstruction within or adjacent to the roadway, such as bridge piers, raised islands, and concrete barriers. The stripes on the Object Marker slope downward toward the side(s) of the obstruction on which traffic may pass. Specifically: The WA-36L Left Object sign warns motorists of an object on their left side, such as a bridge pier on the left side. The WA-36R Right Object sign warns motorists of an object on their right side, such as roadside barrier or a bridge pier on the right side. The WA-36 (chevron) sign warns motorists of an object within the roadway which traffic may pass on either side, such as the diverge point on a raised corner island or gore area. Page 34 November 2013

110 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Object Markers should be installed on top of the obstruction being identified, with the inside edge of the marker in line with the inside edge of the obstruction. Object Markers should be located as near as possible to the beginning point of the obstruction. However, in the case of roadside barrier flares, the Object Marker should be located at the point where the tapered flare section connects to the tangent barrier section. Object Markers are mounted such that the bottom of the sign is 1.0 metres above the surface of the adjacent traveled roadway. This height may be reduced to 0.5 metres if needed for sight distance. Enhancements: On median islands or underpass piers, a WA- 36L sign may be mounted below a RB-25 Keep Right sign, with the Object Marker centred between the Keep Right sign and the pavement level. To further improve visibility, an amber flasher may be installed between the signs. November 2013 Page 35

111 Checkerboard Street Sign and Road Marking Manual for the District of Sparwood Purpose: The checkerboard sign indicates to drivers that the road ends or changes alignment abruptly. Sign Class: Warning TAC Reference No:WA-8 Dimensions: 750 x 750 mm Colour: black and yellow Warrants: Checkerboard signs are warranted wherever the through road terminates, and drivers cannot proceed straight. If a road continues to the left or right after an abrupt change (~90 degrees) in alignment, the applicable arrow(s) are shown in the centre of the checkerboard to indicate which way(s) motorists may turn. Checkerboard signs should not be used as a substitute for Curve Warning signs (Section ) or curve chevrons, which are intended for curves on continuous roadways. Page 36 November 2013

112 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Checkerboard signs should be mounted where the through road terminates, placed on the far side of the intersection or approach, in line with approaching vehicles. The signs should be oriented so that black squares occupy the top and bottom corner positions. Enhancements: Checkerboard signs at the end of a road may be used in conjunction with advance No Thru Road signs. Checkerboard signs used where a road abruptly turns left and/or right may be used in conjunction with advance warning signs. November 2013 Page 37

113 Street Sign and Road Marking Manual for the District of Sparwood THIS PAGE INTENTIONALLY LEFT BLANK Page 38 November 2013

114 4. Road Marking Street Sign and Road Marking Manual for the District of Sparwood The objectives of painted road markings are to provide lane information and definition, separate opposing traffic flows, and control passing manoeuvres. Road markings are also used to establish stop lines and crosswalks. There are three types of road markings: 1. Longitudinal, aligned parallel to the roadway, such as centrelines, lane lines, and shoulder lines. Yellow lines separate opposing traffic; white lines separate traffic moving in the same direction. 2. Transverse, aligned across the roadway, such as crosswalks and stop lines (white) or hatching (yellow or white). 3. Symbols, such as turning arrows and bike lane markings. These are generally white. As road markings can be obscured by snow and debris at times, every effort should be made to keep road markings uniform in their application and design. Sudden changes in the lane markings should be avoided to prevent driver confusion and safety concerns. Where sudden changes are necessary, the lane markings should be supplemented with appropriate signage. Paint used for road markings should include reflectorized glass beads to increase visibility and durability. Road markings may also be applied with thermoplastic. This is more expensive, but can last longer and is more cost-effective for certain installations. Provincial colour specifications are provided in Section 321(f) of the MoTI Standard Specifications for Highway Construction. November 2013 Page 39

115 Street Sign and Road Marking Manual for the District of Sparwood 4.1. Centrelines Purpose: Centrelines are used to separate two opposing directions of travel, and to advise drivers if and where it is permissible to use the oncoming lane to pass other vehicles. TAC Reference: C2.1, MUTCD Colour: yellow Warrants: Centrelines are warranted along the full length of all arterial roads and major collectors. The following guidelines may be used for selecting an appropriate centreline on these facilities: Linetype: Passing: Applications: Double Solid Not permitted either direction High-speed roads (>60km/h) with no passing allowed Multi-lane roads Solid / Broken Permitted only on broken side Two-lane, high-speed roads with passing allowed on one-side Single Broken Passing permitted both sides Two-lane, high speed roads with passing allowed on both sides Single Solid Passing permitted with caution Two-lane, low speed arterials and collectors. Single solid centrelines may also be warranted on lower class roads: 1. Where road alignment limits sight distance to 150 metres or less; 2. For 10 metres (urban) or 30 metres (rural) on the approach to a major road (used in conjunction with stop lines, Section 4.3); 3. For 30 metres in advance of a railway crossing; or 4. On sections where the collision history indicates a need to define the division between opposing directions; Centreline markings do not restrict turning movements entering or leaving the roadway (Section 156 of the Motor Vehicle Act). Page 40 November 2013

116 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Centrelines are typically installed on the geometric centre of the roadway. Exceptions to this guideline are common: In sections with auxiliary lanes, Through transitions in pavement width, Where parking is permitted on one side, or Where the number of lanes is different in each direction. Centrelines are typically 100 to 150 mm in width. Double lines are separated by a width equivalent to the line widths. The dashes in a broken line are typically 3.0 metres long, with 6.0 metre spacing (9.0 metre spacing on high speed roads). See figure below: Broken lines are used where passing is permissible, as determined by an engineering study following guidelines in the MoTI and TAC Manuals (Refs. 2 and 4). In locations with median islands, the centreline should be painted no less than 0.3 metres from the face of the island. Enhancements To improve centreline visibility at night, yellow reflectors may be installed on, or inset into, the paved surface. The location and spacing guidelines are provided in the MoTI Manual of Standard Traffic Signs and Pavement Markings (Ref.2). November 2013 Page 41

117 Street Sign and Road Marking Manual for the District of Sparwood 4.2. Shoulder Lines Purpose: Shoulder lines are used to indicate the right edge of the traveled lane. TAC Reference: C2.4, MUTCD Colour: white Warrants: Shoulder lines are warranted on major roads (i.e. arterials and collectors) where a paved shoulder and/or bicycle lane exists. Shoulder lines may also be installed in areas where fog occurs frequently, or where the road has unusual physical conditions, transitions or obstructions which require additional guidance. Shoulder lines are rarely used on local roads. Page 42 November 2013

118 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Shoulder lines are typically 100 mm wide. The lines should be placed so as to leave no less than a 0.3 metre wide paved shoulder, and adequate width for the adjacent traffic lane (typically 3.6 metres) Where the paved shoulder width is between 1.0 and 2.0 metres, the shoulder can be designated as a bike lane (providing there are no conflicts with on-street parking). In these cases, the lane should be supplemented with painted bicycle logos and signing. Shoulder lines are discontinued through intersections with public roads and major accesses. Enhancements: Shoulder lines may be dashed for up to 30 metres on the approach to intersections to legally allow right turning vehicles to use the shoulder to get around traffic queues. Bike lanes can also be coloured through known conflict areas with traffic. Shoulder lines should not be supplemented with reflective markers, as this may cause driver to mistake the shoulder line for a lane line. November 2013 Page 43

119 Street Sign and Road Marking Manual for the District of Sparwood 4.3. Stop Lines Purpose: Stop lines are painted across the traffic lane(s) at a stop or signal-controlled intersection to indicate to drivers where they should stop. TAC Reference: C3.2, MUTCD Colour: white Warrants: Stop Lines are warranted on all arterial roads and collector roads where traffic is required to stop for a stop sign (Section & 3.5.2), traffic signal, drawbridge, railway crossing, etc. Stop Lines may also be used on the local road approach to an intersection with a major road, especially where the stop condition requires extra emphasis. In these cases, the Stop Line should be painted with a short yellow centreline (Section 4.1). Stop Lines must only be used as a supplement to a stop sign or signal which indicates the reason why traffic is required to stop. Page 44 November 2013

120 Street Sign and Road Marking Manual for the District of Sparwood Installation Guidelines: Stop Lines should be located where traffic is expected to stop, as near as possible to the stop sign (if used). Stop Lines should extend from the right curb (or pavement edge) to the centreline at a width between 300 mm and 600 mm. At locations with crosswalks (Section 4.4), Stop Lines should be painted a minimum 1.0 metres before the near edge of the crosswalk. At locations without crosswalks, Stop Lines should be painted no less than 1.2 metres from the near edge of the intersecting roadway. On an approach with a left turn lane, the Stop Line may require a greater setback to facilitate left turns into that approach from the adjacent road. Source: TAC MUTCD At actuated traffic signals, the Stop Lines must be designed to ensure vehicles stop where they can be detected by the traffic signal. Enhancements: At locations where the stop line can be obscured by snow, an RC-4 Stop Line sign can be used to help motorists identify where they are supposed to stop. November 2013 Page 45

121 Street Sign and Road Marking Manual for the District of Sparwood 4.4. Crosswalks Purpose: Crosswalks establish right-of-way between pedestrians and motorists. They warn motorists of the pedestrian crossing location, and guide pedestrians in the protected path across the roadway. TAC Reference: C3.1, MUTCD Colour: white Warrants: There are two types of crosswalks: 1. Parallel Line Crosswalks, which are typically used only at stop conditions (e.g. stop signs or traffic signals) with any foreseeable pedestrian crossing demand. These crosswalks do not require crosswalk signing. 2. Zebra Stripe Crosswalks, which are typically used only at freeflow (uncontrolled) crosswalks, which are warranted by criteria listed in the Pedestrian Crossing Control Manual for BC (Ref. 3, or TAC s Pedestrian Crossing Control Manual, 1998). These crosswalks are always used with Crosswalk signs (Section 3.5.8). Zebra Stripe Crosswalks are also warranted at Yield conditions (Section 3.5.3), such as across a channelized right turn lane at an intersection with raised corner islands. Installation Guidelines: Parallel Line crosswalks should be painted with two 300 mm lines parallel to the crosswalk direction, spaced no less than 2.5 metres apart. Zebra Stripe crosswalks should be painted with alternating 600 mm stripes and 600 mm gaps, painted perpendicular to the crosswalk direction, at a width of 3.0 metres in urban sections (up to 4.0 metres in rural sections). See figure below. Page 46 November 2013

122 Street Sign and Road Marking Manual for the District of Sparwood At intersections, crosswalks should be placed no less than 0.6 metres back from the projected edge of the traveled lanes or curb face. The centreline should be painted to restrict passing within 65 metres of the crosswalk. On multi-lane roads, solid lane lines should be painted to restrict lane changes within 30 metres of the crosswalk. Parking and roadside stopping should also be restricted up to 30 metres in advance and 15 metres downstream of a crosswalk to provide adequate sight lines. Ideally, all crosswalks should be in illuminated areas. Enhancements: Where sidewalks exist, ramps should be provided to facilitate the crosswalk use by the mobility-challenged. In traffic-calmed neighbourhoods, the crosswalk surface can be raised or set in coloured and/or textured material (e.g. bricks) to increase driver awareness and reduce traffic speeds. Also, sidewalks can be extended out to the traveled lane edge to improve pedestrian visibility and safety, and decrease pedestrian crossing distances. November 2013 Page 47

123 5. Maintenance Street Sign and Road Marking Manual for the District of Sparwood Signs and road markings require routine inspection to ensure they remain clear and in good condition. Reviews should be undertaken periodically to verify that the traffic control is still effective and relevant to the traffic conditions. Unnecessary signs and markings should be removed as soon as possible. Asset records should be kept current. Within the municipal boundaries, the following maintenance agreement has been negotiated between the District of Sparwood and the province: 1. The Ministry of Transportation and Infrastructure (MoTI) is responsible for: All road markings, traffic signs, traffic signals, parking signs and street lights on the provincial highways, not including street name signs. All highway route signs, green guide signs, and brown tourist signs on the provincial highways, and on the municipal roads directing traffic to the highways. 2. The District of Sparwood is responsible for: All traffic signs on municipal roads, including stop and yield signs on the approaches to highway intersections, but not including guide signs directing traffic to the provincial highways. All road markings on municipal roads, including centreline and stop line markings on the approaches to highway intersections. All street name signs within the municipality. 3. No new signs or road markings may be installed on municipal roads on the approach to a provincial highway without the prior written approval by MoTI. Page 48 November 2013

124 6. References Street Sign and Road Marking Manual for the District of Sparwood More information on traffic signing and road marking may be found at: 1. Traffic Control Devices, Division 23, BC Motor Vehicle Act Regulations (Province of B.C.): These are the provincial regulations applied by the police in enforcing traffic signing and road markings. The regulations are available online at: 26_58_00 2. Manual of Uniform Traffic Control Devices for Canada (Transportation Association of Canada, 2008): This manual establishes national guidelines for warrants, design, and installation of traffic signing, signals and road marking. The objective of the manual is to promote uniformity in the application of traffic control devices on all Canadian roads in order to facilitate driver understanding and traffic safety. The manual is available for purchase at the TAC Bookstore: 3. Manual of Standard Traffic Signs and Pavement Markings (BC MoTI, 2000): This manual establishes the standards for warrants and application of traffic signing and road markings on provincial roads in British Columbia. The manual is available online at: electrical/most_pm.pdf 4. Pedestrian Crossing Control Manual for B.C. (BC MoTI, 1994): This manual explains the warrants, design, and application of crosswalks. The manual is available online at: Ped_X_Manual/1358-PedX_all.pdf November 2013 Page 49