CYCLE ROUTE IMPROVEMENTS 2016 PROJECT BRIEF NO. 2 · CYCLE ROUTE IMPROVEMENTS 2016 PROJECT BRIEF NO. 2 Client: City of Prince George L&M Project No.: 1035 r61 L&M ENGINEERING LIMITED

CYCLE ROUTE IMPROVEMENTS 2016

PROJECT BRIEF NO. 2

Client: City of Prince GeorgeL&M Project No.: 1035 61

L&M ENGINEERING LIMITED1210 Fourth Avenue, Prince George, BC V2L 3J4Phone: (250) 562 1977

May 20th, 2016

1210 Fourth Avenue Pnnce George, B.C. V2L 3J4 Te l. (250) 562-1977 Fax (250) 562-1967

City of Prince GeorgeCycling Route Improvements 2016 Date: May 20th, 2016Project Brief No. 2 L&M Project No.: 1035 61

L&M Engineering Limited Page | 1

1.0 INTRODUCTION

Further to the Project Brief No 1 dated January 22nd 2016, a series of stakeholdermeetings have been conducted and feedback gathered from City staff and communityagencies. The conflict areas previously identified as shown in Map 2 have been reviewedin more detail and recommended solutions have been provided for those areas.

The overall project limits are shown in Map 1.

This project brief provides a summary of work to date as well as an outline of theproposed process to complete the project.

2.0 STAKEHOLDER MEETINGS2.1 Meetings

Prior to commencing any design, a series of stakeholder meetings were held withbusinesses and organizations affected along the designated arterial routes. Inaddition, meetings were also conducted with various City and community agenciesthat may be impacted. The meetings were grouped by the route to increase efficiencyand to focus attention on a specific area. The following stakeholder meetings wereheld with those invited detailed below:

CN Centre Event Staff March 3rd 2016

10th Ave – March 3rdPhoenix Medical CentreSimon Fraser Senior CentreNorthern Health

15th Ave – March 8th 2016Carter Light Industrial Park BusinessesApartment BuildingsNorthern Health

City Staff March 8th 2016Prince George Cycle ClubCoPG Roads and FleetParks



EngineeringCommunity PartnershipsBylaw ServicesSD57Prince George Traffic Safety CommitteePrince George Transit

Ospika Blvd – March 9th 2016Lakewood Funeral HomeCalvary United PentecostalVarious Apartment BuildingsTabernacle SocietyChristian and Missionary AllianceSalvation ArmyNorthern Health AuthorityICBCDominoes and ShootersMinistry of ForestsOur Savior’s Lutheran churchBC Conference of MennoniteAIMHI

Prince George Youth Soccer Association – May 4th 2016

2.2. Results

A summary of the pertinent comments from each meeting are listed below.

2.2.1 CN Centre Event Staff

The elimination of parking on Ospika Blvd during sold out or near capacityevents will have an impact on the event parking.Parking is available in the Aquatic Centre and Mens and Womens soccerparking lots. It is utilized now but has capacity for additional parking.The Rodeo Grounds have the potential to be utilized for overflowparking.By eliminating the parking on Ospika Blvd it will greatly reduce thepedestrian conflict currently occurring from event users crossing the roadto access their vehicles.



2.2.2 10th Avenue

The Simon Fraser Lodge was very concerned about the availability ofparking for their facility if parking is eliminated on 10th Ave. During thesummer months, 6 to 8 staff members park on the street. They employ150 staff over 3 shifts.The Phoenix Medical Centre has 220 stalls including 22 undergroundstalls. They do not have enough parking for all of their 120 staffmembers. Approximately 15 staff members park on the surroundingstreets. Their parking lot is full from 9:00am to 4:30pm Monday toThursday. Fridays are less busy.

2.2.3 15th Avenue

None of the businesses invited attended the stakeholder meeting.Communication with these stakeholders is ongoing.

2.2.4 City Staff

2.2.4.1.1. Roads and Fleet

• If bikeways are to be cleared in the winter with the samepriority as the vehicle lanes there will be an impact to thebudget. Currently the snow is plowed to the gutter lineand removed as time permits.

• Paint lines are applied once per year and symbols every 2years.

2.2.4.1.2. Parks

• There is no off street parking for Rainbow Park.• The City issues special events permits for Rainbow Park

which are primarily for wedding photos. The gazeboadjacent to Ospika Blvd is the most popular gatheringplace.

• If the on street parking on Ospika Blvd. is eliminated anoff street parking lot will be required.

2.2.4.1.3. Community Partnerships

• Rainbow Park is also a concern. The weddings are arevenue source for the City.

2.2.4.1.4. Bylaw Services



• Currently bylaw services staff work to 9:00 or 10:00pmwith 1 to 2 staff members on the weekend.

• A minimum 30 day phasing in program is recommendedas outlined previously. Additional phasing in can beimplemented in problem areas.

• Portable signs could be considered for CN Centre parkingadvising the public they can’t park on Ospika Blvd.

• Prohibiting the parking on arterial roads may push theparking to surrounding roadways.

• The signing along Winnipeg St has been very effective.

2.2.4.1.5. Engineering

• Increase the proposed sign spacing on routes withoutparking conflict. (i.e. Foothills Blvd). Additional signs areineffective and increases maintenance.

2.2.4.1.6. Traffic Safety Committee

• Intersection safety is a concern.• ICBC can relay bicycle safety messages during campaign

periods.• Stress eye contact between drivers and cyclists.

2.2.4.1.7. Prince George Cycling Club

• There is no point having bikeways lanes if parking isallowed.

• The PGCC is seeing more and more winter riding.• They have requested 5th Ave (Ospika Blvd to Central

Street) be included in the program.• They have requested a connection from CNC to the

arterial roadways.• They queried whether the City would consider closing one

of the downhill lanes on University Way to create apedestrian corridor.

• Consider adding a directional arrow to the bike symbol(e.g. sharrow) to educate riders as to which direction theyshould be travelling.

2.2.5 Ospika Boulevard



The only organization to attend was the Calvary United PentecostalChurch. With the elimination of the parking on Ospika Blvd adjacent toLac des Bois school the church has seen an increase in the use of theirparking from parents using it as a drop off for children attending theschool. They are concerned if parking is restricted further this use willincrease and cause damage to their parking lot.Communications with the remaining stakeholders is ongoing.

2.2.6 PGYSA

They were concerned about the impact on the availability of parking ifthe Ospika Blvd parking was eliminated. The Aquatic Centre parking lot isvery busy however the CN Center parking is underutilized.They agreed that the parking on Ospika Blvd is dangerous with childrenexiting out of the vehicle driver side or on the east side of Ospika Blvdand crossing the road mid block.They queried whether a drop off zone could be installed on 18th Avewhere the sani dump used to be.They also inquired whether a drop off zone could be constructedbetween the soccer fields and the east side of the Aquatic Centre.They were concerned about the impact of the Mega sale conducted inearly June and the loss of the CN Parking lot during that period. Theyasked if dedicated parking in the CN lot could be made available to themduring this period (i.e. from the first parking lot access northward).

3.0 TYPICAL SIGNAGE AND PAVEMENT MARKINGSThe Transportation Association of Canada (TAC) publication Bikeway Traffic ControlGuidelines for Canada outlines the appropriate traffic control for the installation of signsand pavement markings on bikeways in Canada. These guidelines have been utilized todevelop the recommended signing and painting marking for dedicated bikeways as wellas several other situations where it is not possible to install dedicated bikeways due toavailable width or other constraints. The different standards proposed are brieflydiscussed below.



3.1 Dedicated Bikeway

The dedicated bikeways will be used in the vast majority of the arterial roadways. Thebikeways will consist of a painted 1.8m wide path adjacent to the curb line. The lanewill have the standardized bike symbol and diamond symbol which indicates that thelane is reserved for bicycles only. The symbols are placed down stream of allintersections and every 200 metres along long uninterrupted stretches. In addition topaint line markings the lane is also identified by the installation of a Reserved BicycleLane Signs (RB 91). The lower right panel of the sign can be modified to show nostopping or no parking. Bylaw Services have confirmed that the no stopping is simplerto enforce. The typical paint line markings and signage are shown in Figure 1.

Figure 1

3.2 Share the Road

In areas where the parking cannot be removed at this time due to other constraints theroadway can be signed and painted to permit a shared use of the outer lane. Thestandard bike symbol with directional arrows is installed 3.4 metres from the curb sothat the cyclist position is outside the door zone. This option is accompanied by theShare the Road Sign (WC 19). The typical paint line markings and signage for thissituation is shown in Figure 2.

3.65 VARIES MIN 3.65

TYPICAL DEDICATED BIKE LANE



Figure 2

3.3 Shared Use Lane – Single File Operation

If the lane width is 4.0 metres or less, then the road needs to be treated as a SharedUse Lane – Single File Operation. In this case there is not sufficient width for the cyclistand motorist to share the road side by side and they must use it in single file. Thestandard bikeway lane and directional arrows are installed in the center of the lane. AShared Use Lane Single File Sign (WC 20) is installed in conjunction with the paint linemarkings.

This option can be used on a portion of the 15th Ave Frontage Rd or along Dominion Stwhere there is not sufficient width to install a dedicated bikeway lane on the arterialroad. The speed limit in these areas should be reduced to 30 or 40km/h to minimizevehicle and cyclist conflicts. Refer to Figure 3.

3.65 4.30

WC-19

SHARE THE ROAD



Figure 3

3.4. Transition at Loading Zone

In situations where parking is required for loading, say in front of apartments, thededicated bikeway can be transitioned to a share the road standard as depicted inFigure 4. The dedicated bikeway is terminated with the standard bike symbol andthe painted word “End” above it. A Reserved Bicycle Lane Ends sign is installedadjacent to the bicycle symbol and a Share the Road (WC 19) prior to the loadingzone.

SHARED USE LANE (ON FRONTAGE ROAD)

WC-20



Figure 4

3.5. Transit Stops

The majority of the transit stops along the arterial roadways are not situated indedicated bus pullouts and utilize the bikeway space. Signage and paint markingsshould be installed to direct cyclists into the outer lane to circumnavigate around thebuses as shown in Figure 5. A custom sign will be required to be installed justupstream of the transit sign.

Figure 5

z • E

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TRANSITION AT LOAOING ZONE

TRANSIT STOP



3.6. Route Signs

To assist with route identification and the linkage to the anticipated bikeway map theCity intends to create, it is recommended that Bike Route signage be installed on thedownstream side of the intersections of Arterial roadways. The signage can be on itsown post or in conjunction with other bikeway signage. The bike route wording isreplaced with the actual route name as shown in Figure 6. (e.g. University Route). Theroute naming is still in development.

Figure 6

4.0 SPECIAL CONDITIONS

For the majority of the 36km of arterial roadways the dedicated bikeway lane treatmentas depicted in Figure 1 can be installed with minimal impact to surrounding businesses,organizations and residents. There are however, some areas which will require specialtreatment. The areas in which alternate treatments are required is discussed in thefollowing sections.

4.1 15th Avenue (Highway 97 to Foothills Blvd)

The eastbound lanes along 15th Ave have sufficient width to install a dedicatedbikeway lane. The westbound lanes however are too narrow to accommodate thebikeway lane without widening the roadway. Adjacent to the westbound lanes is the15th Ave Frontage Rd which is a one way road that provides access to the surroundingneighbourhood including commercial developments and multiple apartment buildings.For the majority of road, parking is allowed on the north side and is only restricted



near Tim Hortons. The Frontage Rd commences just east of Ahbau St and terminateswest of Tabor Blvd. The westbound bikeway lanes can be accommodated on theFrontage Rd by utilizing the share the road treatment shown in Figure 2. East of AhbauSt, the Frontage Rd is only 4.0 metres wide with no parking. For this section theShared Use Lane – Single File Operation as shown in Figure 3 is recommended. AtOspika Blvd the Frontage Rd is terminated on either side and connects to Ospika Blvdprior to the 15th Ave/Ospika Blvd intersection. To provide a continuous route for thecyclists a short dedicated bicycle path on either side of Ospika Blvd could be installedto connect the Frontage Rd to the intersection as shown in Figure 7.

Figure 7

4.2. 15th Avenue (Highway 97 to Edmonton St)

This area is predominately residential with the exception of several apartment buildingsand the University Hospital of Northern British Columbia (UHNBC). A good portion ofthe housing is orientated along the intersecting streets but there is a section from IrwinSt to Carney St where the houses front the south side of 15th Ave. These houses all havea rear lane but there are several of them that have accesses directly onto 15th Ave.Restricting the parking in this area will require the homeowners to utilize theirdriveways for parking.

In the vicinity of UHNBC the parking on 15th Ave is utilized by the users of the hospital.In some instances the parking along 15th Ave is a result of avoiding paying for the



hospital onsite parking. The parking on the south side of 15th Ave has created safetyconcerns with increased pedestrian traffic crossing 15th Ave at Edmonton St.

Given the small number of driveways fronting 15th Ave along this corridor and thedesire to minimize the number of pedestrians crossing 15th Ave to the hospital thissection should be signed as a dedicated bikeway in accordance with Figure 1.

4.3. Dominion St (7th Ave to 1st Avenue)

The parking along this corridor is intensive and is routinely full during the weekdaybusiness hours. Loss of this parking will create a major inconvenience to thesurrounding businesses. The asphalt width is too narrow however to accommodate theShare the Road treatment. The appropriate treatment along this corridor is the SharedUse Lane – Single File Operation.

4.4. 10th Avenue

The parking along 10th Ave is concentrated between Burden St and McBride Cres as aresult of the adjacent Phoenix Medical Centre, the Simon Fraser Lodge, Laurier Manorand possible employee parking from the University Hospital. Stakeholder meetingsconducted with the Simon Fraser Lodge and Phoenix Medical Centre identified thatstaff and users from the two facilities do utilize the parking on 10th Ave. It appears thatthe onsite parking for both facilities is not sufficient to accommodate the demand. Areview of the bylaw parking requirements has not been completed to see if thebusinesses are in compliance

In addition, there have been safety concerns filed with the City regarding the 10th Aveand Alward St crosswalk due to the presence of parked cars blocking sightlines andcreating a dangerous crossing in particular for seniors with mobility issues.

Even with the increased parking demand it is still appropriate to install the dedicatedbikeway treatment in accordance with Figure 1.The restriction of the parking will likelyresult in the migration of the parking on to the adjacent local streets. The City shouldconsider reviewing the parking signage in this area to ensure the residentialneighbourhood is not adversely affected.

4.5. Rainbow ParkThe stakeholder meetings have identified the lack of off street parking to serviceRainbow Park. The elimination of parking adjacent to Rainbow Park on Ospika Blvdbetween 10th Ave and 5th Ave without other alternatives would have a detrimentaleffect on the park users. The City should review the parking requirements for the entire



park and consider locations for off street parking. This could consist of a conventionalparking lot accessed from 10th Ave, Stuart Drive or behind the fire hall. Another optionto consider is angled parking from a pullout lane on Ospika Blvd. The park hassignificant topographical challenges limiting the possible locations for parking. Until offstreet parking can be provided, the northbound lane should be signed for Share theRoad as depicted in Figure 2. The southbound lanes can be signed and marked as adedicated bikeway.

4.6. Apartment Buildings

There are several apartment buildings along the four lane arterial routes that haveexisting loading zones. They are located on:

15th Ave (east of Johnson St)15th Ave (west of Tabor Blvd)Ospika Blvd (between 1st Ave and McDermid Dr)Tabor Blvd (between Granite Ave and Ness Ave)

In these loading areas the dedicated bikeway can transition to Share the Road signageas depicted in Figure 4.

5.0 ENFORCEMENTThe implementation of the bikeways will depend upon the successfulness of theenforcement measurements set in place to ensure motorists comply with the proposedsigning. The key to enforcement initially will be the implementation of a communicationplan to ensure the information is conveyed to the public in a clear and efficient manner.Media notices in both the radio and newspapers should commence a month in advanceof when the bikeways are in operation with an increase in frequency for the final week.In addition to the media spots those that are directly affected along the routes shouldreceive written communication 2 weeks prior to implementation.

The enforcement of the no parking should be phased in over a period of time. Initiallywarning tickets could be issued for a period of 30 days. This grace period could beextended in the problem areas if the City experiences substantial non compliance. In thepast the City has employed a policy of issuing 2 warning tickets and upon receiving the3rd warning ticket the motorist would receive a ticket requiring a fine to be paid.



Towing of vehicles would be in accordance with the City’s Towing Policy. Motorists whoreceive a ticket that already have 2 outstanding tickets would be towed. The exceptionto this rule is if a vehicle is parked in a location or manner that constitutes a safetyhazard the vehicle will be towed regardless if they have outstanding tickets or not.

6.0 RECOMMENDATIONS

6.1. Signage and paint line markings as shown in Figure 1 should be installed on the majorityof the arterial roads within the bowl area to clearly delineate the presence of dedicatedbikeways.

6.2. Parking on the majority of the arterial roadways should be prohibited to prevent theconflict between cyclists and motorists and promote cycling in the Prince Georgecommunity.

6.3. There are several zones along the arterial routes where the asphalt width is not wideenough to install dedicated bike lanes and require alternate treatments. Therecommendations for those areas are identified below and summarized in Table 1. Ofthe approximate 36 km of arterial roads in the City only 2.73 km require alternatetreatments for the bikeways.

6.3.1. 15th Avenue Highway 97 to Foothills BlvdDue to insufficient asphalt width in the westbound direction, the bicycle trafficshould be directed to the 15th Ave Frontage Rd. Install signage and paintmarkings for Share the Road and Shared Use Lane – Single File Operationtreatments.

6.3.2. Dominion St (7th Ave to 1st Avenue)The parking along this corridor is intensive and is routinely full during theweekday business hours. The Shared Use Lane – Single File Operation treatmentshould be installed in this area. The speed limit should be reduced to 40km/hr toreduce conflicts between cyclists and motorists.

6.3.3. Rainbow ParkThere is currently no off street parking facility for Rainbow Park. The loss ofparking along the east side of Ospika Blvd will have a significant impact on theoperation of the park. It is recommended to install signage and paint markingsfor the Share the Road treatment along the eastside of Rainbow Park from 10th



Ave to 5th Ave. This should be considered an interim solution until other optionsfor parking in the park are developed.

6.3.4. Apartment BuildingsThere are several apartment buildings along the arterial roadways that currentlyhave loading zones. Signage and paint markings should be installed to transitionfrom a Dedicated Bikeway to a Share the Road treatment in these zones.

6.3.5. Transit StopsThe majority of the transit stops along the arterial roadways are not situated indedicated bus pullouts and utilize the bikeway space. Signage and paint markingsshould be installed to direct cyclists into the outer lane to circumnavigate aroundthe buses.

Table 1Alternate Treatment Summary

Section Concern Alternate Standard Fig. Length (km)15th Ave Hwy 97 to

Ospika Blvd Westbound Narrow Asphalt Width Share the roadShare Use lane

23 1.4

Dominion St.(7th Ave to 1st)

Narrow AsphaltIntensive parking Share Use Lane 3 0.63

Rainbow ParkNorthbound Intensive Parking Share the Road 2 0.45

Apartment Building Loading Zones Transition atLoading Zone 4 0.25

TOTAL 2.73

6.4. EnforcementA communication plan to ensure the information is conveyed to the public in a clear andefficient manner should be implemented prior to the operation of the dedicatedbikeways. Media notices in both the radio and newspapers should commence at least amonth in advance of when the bikeways are in operation with an increase in frequencyfor the final week.

The enforcement of the no parking should be phased in over a period of time. Initiallywarning tickets could be issued for a period of 30 days. This grace period could beextended in the problem areas if the City experiences substantial non compliance.



6.5. Future Capital Projects

Several improvements have been recommended that are outside the scope of thecurrent grant application and should be considered as future capital projects. Theseworks are listed below.

6.5.1. Rainbow Park Off Street ParkingThe City should commence a study to determine the available options to provideoff street parking that will accommodate the users of Rainbow Park.

6.5.2. 15th Ave Bikeway ConnectionsTo provide a connection from the 15th Ave Frontage Road to Ospika Boulevardthe City should consider the construction of short sections off street bikeways asshown in Figure 7.

7.0 SUMMARYThe design drawings can be completed by June 30th 2016 to allow the signing and paintmarking improvements to be completed by the fall of 2016.

If you have any questions or require further clarification please feel free to contact theundersigned directly.

Prepared by:

L&M ENGINEERING LIMITED

Terry Fjellstrom, P.Eng.President

Copy to: Heather Andreychuk CoPG

G:\Job Files\1000\1035 CoPG\61 Bicycle Lanes\Clerical\Project Brief No. 2\1035 61 Project Brief No.2 body (for report).docx

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Documents

CYCLE ROUTE IMPROVEMENTS 2016 PROJECT BRIEF NO. 2 · CYCLE ROUTE IMPROVEMENTS 2016 PROJECT BRIEF NO. 2 Client: City of Prince George L&M Project No.: 1035 r61 L&M ENGINEERING LIMITED