SUPPORTING DOCUMENTATION PROPOSED TRAILS DEVELOPMENT AND IMPLEMENTATION PLAN

SUPPORTING DOCUMENTATION PROPOSED TRAILS DEVELOPMENT AND IMPLEMENTATION PLAN Prepared For: Prepared By: Town of Rocky Mountain House Recreation, Parks and Community Services

1 INTRODUCTION 1.1 Purpose Trails contribute to a community by providing people of all ages with an attractive, safe and accessible place for recreation and transportation. In communities across the world, there is a growing need and responsibility to provide options that give people the opportunity to walk and bike more often, to more places and to feel safe while doing so. When we design communities around walking, we create places that are socially, environmentally and economically vibrant. A focus on walkable communities addresses much of what ails us and restores the social fabric of the places we love. The Alberta and Recreation Parks and Recreation Association (ARPA) envisions A province, and communities within, that embrace and proactively use recreation and parks as an essential means for enhancing individual well-being and community vitality, economic sustainability and natural resource protection and conservation. ARPA supports and promotes healthy, active lifestyles and the preservation of open space. Because of the multiple benefits associated with trail and greenway development, ARPA embraces the implementation of trail networks throughout the province. The Town has historically embraced and supported the creation of a municipal trails system. The planned network builds upon past efforts and is a blueprint for the development and operation of trails throughout Rocky Mountain House over the short, medium and long-terms. 2

1.2 Planning Context The Town of Rocky Mountain House has adopted a number of long range plans and undertaken a variety of parks and recreation studies that address the need for a comprehensive trail network. The variety of plans contain statements that guide the way the Town plans and implements improvements. These statements range from the general to the specific (goals, objectives, policies, and action items). Community Services and Facilities Needs Study The Community Services and Facilities Needs Study conducted in September, 2009 conducted a statistically reliable household survey to identify the residents priorities for indoor and outdoor recreation facilities. When respondents were asked to rank all of the Town s recreation facilities in terms of which were the most frequently used and which were rated the most positive facilities, the Trail Network ranked second. When asked whether or not they use the Town s recreation facilities, 88% responded that they do and they consider themselves to be a member of an active community. This is a strong indicator that facilities promoting and accommodating active living are important to residents and contribute to the community s quality of life. Municipal Development Plan Chapter 6.0: Urban Form and Design Policy 6.3: promote functional and attractive pedestrian linkages between adjacent neighbourhood s and the existing trail system, designing for universal accessibility Policy 6.4: encourage complete streets which take into account many modes of travel and activity Chapter 14.0: Parks, Recreation and Culture Goal: To create an integrated, high-quality and cost-effective open space and parks system that encourages active living and supports a broad range of recreation and cultural opportunities that cater to diverse age groups, income levels and skill levels. Objectives: Develop a continuous system of pathways with linkages to parks and natural areas as Rocky Mountain House grows. To ensure where possible that the design and development of community sites and facilities are accessible to everyone. Policy 14.1: As new areas are planned and developed, the Town shall ensure the design of the parks and open space system provides linkages between major open spaces and connections between neighbourhoods and linear corridors. Chapter 16.0: Transportation Objectives: Ensure the coordination and construction of safe and efficient roads, bicycling, transit and pedestrian facilities. 3

Seek opportunities to reduce travel demands and promote alternatives to the private automobile. Policy 16.1: The Town shall coordinate transportation and land use patterns with the objective of minimizing travel distances and managing transportation demand, including encouraging the use of alternatives that do not rely on single occupant passenger vehicles and promoting pedestrian friendly neighbourhoods and trail networks. Policy 16.6: The Town intends to provide bicycle and pedestrian facilities throughout the town through the joint efforts of the municipality and private developers. The Town shall view bicycle and pedestrian facilities as integral parts of the transportation system serving both recreation and transportation needs. Inter-municipal Development Plan Chapter 5.5: Major Green Space, Parks and Trails Goal: To create an integrated system of green space that preserves natural features for their intrinsic and functional value and provide open space and trail opportunities for the community. Policy 5.5.4: A regional trail network connecting points of interest within the Town and Country to major concentrations of residential development Community Sustainability Plan Environment Action: Encourage walking and bicycling. Economic Development Goal: More walking trails to every business. Promote health and shopping. Action: Support the Rocky Nordegg Trail Measure: Rocky Nordegg Trail is recognized as a tourist destination. Recreation Goal: Active living is a key part of the recreation experience as many residents take part in sports, healthy living and increased activity i.e. use of an expanding and well-connected series of trails and bike paths. Transportation Action: User-friendly pedestrian and non-motorized trails linking residential areas with community and recreation facilities. These trail systems are also good for leisure, health and wellness. Action: Actively pursue an improvement plan intended to reduce and eventually eliminate gaps in the sidewalk and trail network to enable walking and bicycling as an alternative to automobile use. 4

1.3 Users and Needs When designing a trail network it is important to consider the characteristics and preferences of potential users. There is no one-size-fits-all approach and trail design has to acknowledge that different types of users have different needs. Pedestrians Pedestrians can be walkers, joggers, in-line skaters, skateboarders, people pushing strollers or people requiring mobility assistance. Because the types of pedestrian are so diverse and walking is such a basic activity, it is important that facilities are accessible to all potential users. Runners While technically these are considered pedestrians, their primary motive is for fitness and exercise. These trail users tend to be accomplishment oriented and enjoy trails at higher speeds and over greater distances than a typical pedestrian. Cyclists The distances that cyclists use a trail network varies widely depending on the fitness level and motivation of the cyclist. While cyclists have a legal right to access the public road network some do not have the desire or skill level to ride in traffic. Off-road facilities that are shared with pedestrians can offer recreation and commuter cyclists a more secure environment to enjoy the use of their bicycles. Users with Physical Disabilities Trails should be accessible to people of all abilities, including pedestrians using wheelchairs, the visually impaired and older adults with limited mobility. A vehicle blocking the sidewalk may be a nuisance to one pedestrian, but is an obstacle to a pedestrian using a wheelchair or one who is visually impaired. Ongoing maintenance is a key aspect of a quality network to ensure that trails remain accessible to all. 5

2 VISION, GOALS AND OBJECTIVES Vision Identifying goals and objectives requires a vision that promotes a more pedestrian and bicycle friendly community. The Town s vision for establishing a comprehensive trail network is: Rocky Mountain House continues to build on its trail network to provide a balance among all modes of travel, create safe environments for pedestrian and cyclists and encourage residents to integrate walking and cycling into their daily activities. The Walkable and Livable Communities Institute lists the following principles necessary for a pedestrian and bicycle friendly community: 1. Low speed, attractive streets 2. Well connected streets and walkways 3. Streets and buildings align to form strong, compelling views 4. Streets work for everyone 5. Mix of buildings and uses, allowing easy walking access 6. Welcoming, socially engaging meeting places 7. Compact housing and many housing types and a range of cost 8. Emphasis on downtown and other key centres 9. Well located parks and open spaces (easy access to all) 10. Well located schools, within walking distance of homes 11. Easy access to efficient and welcoming transit 12. Land use and transportation partnerships 13. Homes and buildings face principal streets, parks and schools 14. Codes, taxes and other incentives that favour compact land form 15. Decisions favouring long-term sustainable growth and value 6

Goals and Objectives The goals associated with implementing the trails network fall into two main categories, create a pedestrian and bicycle friendly community and improve awareness of walking and cycling as alternative modes of transportation. 1. Create a pedestrian and bicycle friendly community Characteristics of a pedestrian and bicycle friendly community can be grouped into three main categories, Connectivity, Travelway Character and Context Character. Because sidewalks form a significant part of the existing and proposed network, particularly in the downtown core, the Context Character deals with the impact that adjacent land uses have on the character of the pedestrian environment. Each one is described below followed by a set of objectives related to it. A. Connectivity: A well connected network of streets and trails means that it is easy for the pedestrian and cyclist to get around. i. Develop a cohesive network of trails, sidewalks and crossings that make walking and cycling a realistic way to get around. ii. Provide crossings that are convenient and comfortable to use. iii. Improve safety at intersections and mid-block locations by providing safe, wellmarked crossings. B. Travelway Character: Refers to the roadway space between curbs, including sidewalks. Roadway space can be designed to serve traffic while still providing a high-quality pedestrian environment and improving safety for all modes of travel. The design of the sidewalk and the elements within it is also a key part of creating a pedestrian-friendly environment. i. Design sidewalks that are enjoyable to walk along and that acknowledge their multifunctional purposes. ii. Develop and implement speed management policies that support safe driving speeds on all streets. 7

C. Context Character: A pedestrian friendly environment should have a positive relationship to an area s land use. A mix of complementary land uses and appropriate densities is necessary to make walking a realistic option. Improvements can be made by building stores with little or no set back and constructing parking at the side or rear of a site. Providing a defined street wall makes the pedestrian feel less exposed, and limiting vehicle accesses reduces the number of potential conflict points. Good walking environments have visual interest, a sense of security and protection and easy access to adjacent buildings. i. Strengthen the transportation land use connection by mixing land use types, allowing appropriate densities and encouraging compact development where walking is the mode of choice. ii. Configure development on a site to have a strong relationship to the pedestrian setting, providing easy and frequent access and minimizing potential automobile conflicts. iii. Provide pedestrian friendly automobile parking layouts to prevent isolating pedestrians from their destinations. 2. Improve awareness Part of the success of the trail network will come from implementing programs that encourage their use, such as programs targeted to specific age groups or events targeted to encourage walking and cycling. Promoting the role of walking and cycling can contribute positively to the social cohesion of the community. A. Promote pedestrian and cycling awareness through annual events that promote pedestrian and bicycle safety. B. Improve access, awareness and legibility of trails with defined trailhead locations, wayfinding signage and access to trail maps and information. C. Actively market and promote the trail network. D. Utilize trails as tools to support local businesses and encourage tourism. 8

3 BENEFITS AND BARRIERS 3.1 Benefits The positive consequences of walking and cycling as modes of transportation, or as purely recreation activity, span across many aspects of our lives. A transportation system that is conducive to walking and cycling can reap many benefits and improve the community s quality of life. The increased use and implementation of trail networks can have significant positive impacts on the environment, which are interrelated among a number of the following identified benefits. 1. Health and Fitness Sedentary lifestyles have serious health consequences. Walking and cycling are both popular recreational activities and an efficient and affordable means of transportation that promote healthy lifestyles. The health benefits of regular physical activity are far reaching, including decreased risk of heart disease, stroke, diabetes and other chronic diseases, decreased health care costs and an increased quality of life for people of all ages. Regular exercise provides the opportunity for health benefits for older adults, a more positive mental outlook and an increased chance of remaining independent indefinitely, a benefit that will become increasingly important as our population ages. Individuals must choose to exercise, but communities can make that choice easier. Lack of time or access to convenient outlets for healthy transportation and recreation opportunities are the reasons commonly cited as barriers to regular exercise. Communities can use trails as the tools to make exercise more convenient and create healthier habits. 2. Transportation Urban passenger travel is a major source of greenhouse gas (GHG) emissions in Canada. Promoting trails and providing the infrastructure that supports alternative modes of transportation can decrease traffic volumes and the resulting emissions. Compact communities with mixed land use serviced by trails provide excellent transportation choices and decrease the need to drive to daily destinations. 9

3. Safety A well connected trail network helps improve safety providing higher visibility for motorists with greater expectations of where pedestrians and cyclists will emerge, decreasing the potential for pedestrian, cyclist and vehicle conflicts. As more people use the network the added safety benefit comes from greater numbers. 4. Economic Support for trails can be argued on the basis that trail systems contribute to the economy both directly (as a tourist attraction) and indirectly (through increased land values). Trails can become travel destinations in themselves, encouraging visitors to extend their stay. An expansive trail network can improve the Town s reputation as an attractive community. Historically, communities with well planned trail networks have outperformed their peers in terms of job growth, increased property values and an expanding local business environment. Beyond the economic benefits to the community, an extensive trail network can generate cost savings to individual households as well. Residents increasing the frequency of how often they bike and walk for daily trips can realize cost savings by not using their car. CAA calculates that the average cost to operate a car ranges from $0.64-$0.87/KM (assuming an average of 12,000 KM/Year). Decreasing driving by 5 KM/day could save between $1,168-$1,587/year. Conversely the cost of operating a bicycle, according to the League of American Bicyclists, is approximately $120/year and walking is free! 5. Social Perhaps the most important factor in transportation and social justice is choice. When providing transportation facilities communities allow people to choose how they want to travel. For those who do not have the options to drive, such as children, those unable to drive a car and people with physical disabilities, this lack of choice in transportation creates an inconvenient and socially unjust barrier to mobility. The high cost of car ownership means that low-income families will have to spend a greater portion of their income on owning and operating a car or choose not to have one. If automobile travel is the only feasible mode of transportation in a community, low-income families are placed at a large disadvantage with very limited mobility. By providing safe and convenient facilities, the community can ensure citizens have access to a viable mode of transportation. 10

6. Quality of Life In a growing number of communities, the level of walking is considered an indicator of a community s liveability, which is a factor that has a profound impact on attracting business and workers as well as tourists. In communities where people are regularly seen walking, there is a sense that these are safe and friendly places to live and visit. The social interaction possible when the number of people walking increases is a major factor for improving the quality of life. By providing appropriate facilities and amenities, communities enable the interaction between neighbours and other citizens that can strengthen relationships and contribute to a healthy sense of identity and place. 3.2 Barriers With the increasing importance of the automobile in our transportation system and consequently in how we design our communities, there have been a growing number of barriers to walking and cycling. An awareness and understanding of the barriers that influence people s decision or ability to walk and bike are the first steps to make the necessary changes that will effectively reduce or eliminate these barriers. 1. Personal and Social There are a number of common personal and social perceptions, or in some cases realities, that often factor into people s decision not to walk or cycle. These range from it is boring, driving is faster, concerns with safety (either from a criminal element or from fear of drivers), among many others. There are no simple solutions that can erase all of the negative perceptions or attitudes. Many of these perceptions can be erased as people gain positive experiences while using the trail network. As the trail network expands it will expose people to greater opportunities and conveniences to incorporate walking and cycling into their everyday activities. 2. Physical Physical barriers can take a number of forms, including partial or nonexistent paths, poor quality surfaces, high speed traffic, wide road crossings, etc. Each obstacle presents a different level of difficulty for different types of users. For example, a road with a high volume of fast traffic may present a greater challenge for children or older adults than it would the average adult. There are a variety of ways to address physical barriers that can generally be dealt with through the following three E s: a. Engineering: designing, engineering, operating and maintaining quality facilities is a critical component of creating a bicycle and pedestrian friendly communities. b. Education: this can be a powerful tool for changing the behaviour of motorists, pedestrians and cyclists and improving safety skills. It is important that all users are aware of the rules, rights and responsibilities of each mode of travel. It is important that educational programs are tailored to the specific audiences they intend to address. c. Enforcement: enforcing laws and regulating all users of the transportation system is a key element for ensuring a safe environment. Enforcement programs, beyond their use to enforce traffic laws, can encourage safer behaviours and monitor and protect public spaces 11

3. Institutional and Organizational Institutional and organizational barriers make walking and bicycling more difficult by affecting decisions that influence them. These include land use patterns that result in the need for longer trip distances to undertake day-to-day activities, greater funding priority provided to automobile transportation and challenges in justifying the costs of bicycle and pedestrian facilities. Having a well developed understanding of the benefits of providing walking and cycling facilities and the plans and policies in place to support further facility development is a good start to helping overcome institutional barriers. 4. Funding The identification and planning of a comprehensive trail network is a first step but the longterm implementation requires significant amounts of money. Municipal funding for trail projects is scarce and the only way to fully implement the full network requires significant contributions from new development. Beyond the construction costs associated with new trails there are costs associated with their ongoing maintenance. This is a critical component of maintaining an effective network and is a cost that cannot be underestimated. Recognizing the need to make the most out of available funding will ensure that priority routes will be defined and that the Town will continue to negotiate with private developments to explore how new neighbourhoods can be integrated into the community through the defined trail network. 12

4 TRAIL NETWORK Map 1 and Map 2 illustrate the existing and planned network respectively. The focus has been on completing existing gaps and ensuring that major destination points within the town are linked as a part of the network. The existing network includes approximately 3.6 kilometres of gravel surfaced trails and approximately 7.9 kilometres of asphalt surfaced trails, illustrated in Map 1. The planned network, illustrated in Map 2 includes approximately 6.4 kilometres of new trail facilities. Each planned trail segment is numbered and reflects the priority with which it will be constructed. In addition to the construction and maintenance of the trail surfaces, part of the long-term planning for developing a fully functional trail system includes providing additional amenities (washrooms, benches, trash receptacles, signage, lighting, etc.) that improve the safety and comfort of all users As illustrated in Map 2, a key component of the long-term implementation of the network as proposed will require public-private partnerships with new developments. The successful implementation of the network cannot solely be a function of the town and will require all new development to be integrated with the greater community through the trail network. The Town went through the following general process in identifying the long-term comprehensive trail network: 1. Inventory of existing conditions: using the GIS database all existing trails within the municipality were mapped. 2. Network analysis: major gaps were identified and along with significant routes linking major recreation areas and key destination points. 3. Route types: recommendations on the types of facilities that should be developed along each segment were made (off-road asphalt trail, sidewalks, gravel surfaced trails). 4. Responsible entity: as part of the mapping process the network defines whether or not the Town or new developments are responsible for trail implementation. 5. Develop phasing plan: short, medium and long term phasing has been done to outline a staged implementation of the network. 13