2013 -2018

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The Collingwood Ac/ve Transporta/on Plan (ATP) shows what agrowingcommunitywithapopula/onofunder 20,000cantakewhendedicated to: being crea/ve; leveraging their assets; facilita/ngcommunity engagement; focusing on prac/cal solu/ons andimprovements;and,buildingontheiruniquecontext.

“Whatdoweneedtodoforourcommunity’sfuture;tobesuccessful,complete,inspired,healthy,andvibrant?”

Thiswas theques/on thatwasaskedto help guide thedevelopmentandrefinementoftheimplementa/onprojects,or “Elements”,in thisATP. These were specifically craLed to work together to improveac/ve transporta/on by crea/ng beMer: transporta/on networks,neighbourhoods, places, and community engagement and support.The Plan was developed through an immersion in city buildingconcepts of a fine grain: of neighbourhood context; walkability;bikeabilty;and,human‐centereddesign.

TheElementsinthisATPrelatetotheplanningfor,anddevelopmentof, ac/ve transporta/on facili/es;as well as, ways of engaging andmobilizingCollingwood’sci/zenstohelpimprovetheircommunity.

With its focus on cumula/ve benefits, prac/cal solu/ons, andleveraging physical & community assets, this Ac/ve Transporta/onPlanalsohasasubtextofresiliencyandself‐reliance,a“StrongTown”vision. Thiswill hopefully facilitate the beginnings of conversa/onsandini/a/vesthatbringci/zenstogetherasacommunity;toimprovetheir ac/ve transporta/on systems and culture in coopera/on.Thereby projec/ng the Town of Collingwood into a more ac/vetransporta/onfriendlyfuture.

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Preface

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TheAc/veTransporta/onPlan(ATP)isdivided intofivesec/ons.Thefirst provides the Introduc/on to Ac/ve transporta/on, purpose,scope,and context of theATP and includes policy items. The fourremaining sec/ons are focused on areas of implementa/on(“Elements”).

Eachimplementa/onSec/on(listed inRomannumeralsI,II,III, IV)hasa different list of Elements that are arranged around successivelyshorter/meframesasfollows:

i) Long‐range:forprojectsthatareofascaletotakeapproximatelyfiveyears,ormore.

ii)Mid‐range:forimplementa/onprojectsthatrequirethreetofiveyearsforcomple/on.

iii)Near‐range:ini/a/vesthatshouldtakeuptothreeyears.

iv)100Day:forprojectsthatrequireapproximately100daysofintensiveandfocusedefforttocomplete.

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IIMid‐rangeImplementa3on 1)SunsetPoint&StLawrenceStreetCorridor‐pg42 2)PedestrianEnhancementsDowntown‐pg44 3)“Right‐size”DowntownParkingFacilities‐pg46 4)BusStopSeating‐pg48 5)FamilyBikeBoulevards‐pg50

6)Sidewalks&CrosswalksatPublicParks‐54 7)BridgeLinkatSidingTrail‐pg56 8)LinkatTrainTrail‐pg58 9)ATBridgeatMountainRoad‐pg60

ILong‐rangeImplementa3on 1)ConcurrencyReview‐pg26 2)MajorCorridorGateways‐CompleteStreets‐pg28 3)TrailsforActiveTransportation‐pg36

5yearsormore

3to5years

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The en/re ATP is designed to be implementable within 5 years andwithamodestbudget.Thisisbasedonanrealis/cassessmentofthecommunity’s assets and capacity to influence its own future withprac/calimplementa/onprojects.

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IIINear‐rangeImplementa3on

IV100DayImplementa3onProjects 1)BikeableCollingwoodWikiMap‐pg96 2)SharedWalkways/PromenadeStrategy‐pg98 3)DowntownParkingAnalysis‐pg100 4)Downtown“WalkingTime” WayfindingSignage‐pg102

5)ATPCitizen“DO‐TANK”TaskForce‐pg104 6)TownFacilityBikeParkingProgram‐pg106 7)AnnualATPMeetingofthePublic‐pg108 8)AnnualPublicInformationProgram‐pg110 9)AnnualCommunityATAudit‐pg112

1)“SharetheRoad”Routes‐pg64 2)UrbanAcupuncture&TrafficCalming‐pg66 3)ActiveTransportationMatchingFund‐pg70 4)UpdateSidewalkBy‐law‐Cycling‐pg72 5)UpdateSidewalkBy‐law‐Skateboarding‐pg74

6)DowntownLong‐termBikeParking‐pg76 7)On‐streetBikeRoutes‐pg78 8)PublicParkingLotPedestrianImprovements‐pg82 9)CompleteStreetsDesignMatrix‐pg84 10)Community‐wideWalkability/bikeability Audits‐pg90

upto3years

100days

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Activetransportationmeansanyformoftransportationthat ishuman‐powered. It includes walking, cycling, in‐line skating, skateboarding,crosscountryskiing, andcanoeing&kayaking;italsoincludestransportfor persons usingassistivemobilitydevices. In fact all trips includeactive transportation components, sometimes even just the act ofwalkingtoandfromacarortransitvehicle.Themostpopularmodesofactivetransportationarewalkingand cycling. Walking/wheelingistheonly formoftransportationthatcanbetakencompletelyindependentlyofallothersforanentiretripfrombeginningtodestination.

Theimportanceofactivetransportationis increasingly recognized asarelevant issue in light of environmental;chronic disease;and personalmobility issues, as well as the economic impacts associated withcommunitiesthatarenotdesignedandbuilttobeactivetransportation“friendly”. Thiswillcontinuetoincreaseinimportanceduetoanagingpopulation;challengingpeoples’ qualityoflifeandenhancingtheappealofcompact,walkablecommunities.1

Active transportation is particularly important recognizing that it isnecessaryforpeoplethatdonothaveachoiceoutsideofthesemodesfor getting around. “People who are physically, economically andsocially disadvantaged often rely on walking and cycling, so non‐motorized modes can help achieve social equity and economicopportunity objectives”.2 “Paying attention to all modes in streetplanningcanalsocreateamoreefficientsystemthatrespondsbettertotraveldemand”.3

Because of its far reaching influence, active transportation can havepositiveeffectsonmanyaspectsofcommunities’successesandoveralllivability. TheWalkableand Livable Communities Institutestates thisclearlywiththefollowing:

Communitiesthatsupportwalkability(activetransportation)have better health and well‐being, lower rates of trafficinjuriesanddeaths,betteraccessforpeopleof allabilities,higher property values, better air quality and lessgreenhousegasemissions.4

Additionally, the American Association of State Highway andTransportationOfficials(AASHTO)report,APolicyonGeometricDesignofHighwaysandStreets,2001specificallyidentifiestheneedtodesignanddevelopstreetswithregardtopedestrianneeds:

Pedestriansareapart ofevery roadwayenvironment,andattentionshouldbepaidtotheirpresenceinruralaswellasurban areas... provisions should be made, becausepedestriansarethelifebloodofoururbanareas, especiallyinthedowntownandotherretailareas. In general, themostsuccessfulshoppingsectionsarethosethatprovidethemostcomfortandpleasureforpedestrians.5

There aremany factors which impact active transportation, and theeffectiveness of overall community transportation systems. By only

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1OntarioProfessionalPlannersIns/tute,PlanningandImplemenNngAcNveTransportaNoninOntarioCommuniNes:ACallToAcNon,2012pg.2

2ToddLitman,VictoriaTransportPolicyIns/tute,WhoseRoads?EvaluaNngBicyclists’andPedestrians’RighttoUsePublicRoadways,May31,2012,pg.6

3Na/onalCompleteStreetsCoali/on,CompleteStreetsEaseCongesNon,2011

4WalkableandLivableCommuni/esIns/tute,EnvironmentalProtecNonAgencyWalkabilityPresentaNon,2012

5AASHTO,APolicyonGeometricDesignofHighwaysandStreets,2001,pg.96

Introduc3on‐Ac3veTransporta3on

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using theoutdatedparadigmthat “transportation”meansmobility, orphysicaltravel,andevaluation/planningshouldbebasedonlyonthese,communitiesarenotexaminingall thecharacteristics,orinfluenceson,transportationsystems. Thisresultsintransportationsystemsthat donotfullysupporttheneedsofthecommunity.

Mobility is not an end unto itself and is predominantly intended toprovideaccesstoneededanddesiredgoods,services,andexperiences.Transportationplanningmusttakethisintoaccountasachiefprinciple.Many factors affect transportation access; including the optionsavailable for differentmodes;qualityofthoseoptions;aswellas,landuse and design factors. When seen this way, the role of activetransportation within a community is better understood, and theimportanceofproperdesignforitisaswell.6

TheTransportationAssociationofCanada(TAC)identifiesthefollowingprinciplestoguidepractitionersandtheircommunitiesinrespondingtothe challenges of making progress toward greater activetransportation7,whicharealladdressedintheATP:

• Principle1‐Leadership• Principle2‐Partnerships

• Principle3‐Publicinvolvement• Principle4‐Financialandhumanresources• Principle5‐Knowledgeandskills• Principle6‐Policyandplanning• Principle7‐Travelfacilities• Principle8‐Roadsafety• Principle9‐Crimeandpersonalsecurity• Principle10‐Affectingaculture:attitudesandperceptions• Principle11‐Outreachtoencourageactivechoices

ThepurposeofthisPlanistodefinepolicies&implementationprojects,called “Elements”, that will make active transportation (AT) inCollingwoodsafe,easy,desirable,and,convenient;whileensuringthatall formsoftransportationworkwell. TheATP is focused on ashortplanninghorizonandkeycharacteristicstofacilitateimplementation:

• BuildinggreatplacesinCollingwood;• BuildingonCollingwood’sphysical&communityassets;• BuildingacultureofactivetransportationwithinCollingwood;• ImprovingunderstandingoftheATP;• Facilitatingcitizenparticipation;and,• DefiningElementsthateasilyandstrategicallyfitwithintheTown’sbudgetthatbuildcommunityresilienceandself‐reliance.

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6ToddLitman,VictoriaTransportPolicyIns/tute,WhoseRoads?EvaluaNngBicyclists’andPedestrians’RighttoUsePublicRoadways,May31,2012,pg.6

7 Transporta/onAssocia/onofCanada,AcNveTransportaNon:MakingitWorkinCanadianCommuniNes,March2012

AgoodacNvetransportaNonsystemprovidescommuniNeswithsafe,efficient,wellconnected,andappealingaccesstopeoples’ needs; this includes, placeswhere people live,work, learn, and play. Without thisconnecNvitytheuse ofacNvetransportaNonnetworkstendstobecomeprimarilyforrecreaNonal.

Purpose

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AreaThe ATP is town‐wide and designed to provide physical access andconnec/vityto thevariousplaceswithin thecommunitythat peopletravel to for their daily ac/vi/es; the places people live, work, learnandplay.

AdaptabilityTheATPis structuredto beveryunderstandableandmanageable forci/zens,electedofficials,municipalstaff,andotherstakeholdersalike.Addi/onally, intermsofitscontent,theATP isuniquein thatitisalsoan “open plan”. This means that it has implementa/on projects/processes built into it that specifically facilitate the ongoingpar/cipa/onofci/zensand stakeholderstoamend theplanwithnewprojects.

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Scope

TheAcNveTransportaNonPlanextendsacrosstheenNretown;whilealsodefiningkeyprojectsthatlink

CollingwoodtoneighbouringcommuniNes.

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Perspec3veAnAsset BasedCommunityDevelopment (ABCD) approachhas beenused in craLing the ATP. This is an approach that considers localassets and people as the principle resources of healthy communitydesignanddevelopment.Thisisawayofcrea/nggreatersuccessinacommunity by focusing inwardly to the community’s physical andsocial assets,desires,andcrea/vity;includingthosethatarecurrentlyuntaped or underu/lized. The Collingwood Official Plan providesguidanceinthisareainSec/on2.3‐StrategicPlanningPrinciples8thatisequallyapplicabletotheATP:

Ifthe strategy toguideCollingwood’sfuturegrowth over thenext fiZeen to twenty years is to be successful, it mustrecognizeandfostertheaspiraNonsoftheTown’sresidents.Amunicipality is not merely a mosaic of land uses; it is acommunityofpeople.ThesuccessfulplanningofCollingwood,therefore,isnot asdependent upon how neatly its landusesmight be arranged,as it is on ensuring that arrangement isconsistent with the wishes and future needs of thecommunity’sresidents.

Thelistbelowoutlinesanumberof theaspectsofthisperspec/veastheyrelatetotheAc/veTransporta/onPlan:

• Support and build on the value of land, infrastructure,developments,andbusinesses;

• Facilitatecommunityinvestmentandsupport;• Supportandbuildonthelivabilityofthecommunity;• ImprovethehealthandsafetyofCollingwood’sci/zens;• Doesnotnecessitatesupportfromothergovernmenten//esforthedevelopmentandfundingofinfrastructureand/orprograms;

• Scaledtofitwithintheregularbudge/ngprocessandcapacityoftheTown;

• Focusedonplacemaking;and,• Focusedonpeople‐centreddesign.

By structuring the ATP in this way, its Elements will be within thecontrolof thecommunity,greatlyincreasingitseffec/venessand thelikelihoodofitsgoalsandimplementa/onprojects,beingachieved.

From a financial perspec/ve the Elements in the ATP have beendesigned to bepar/cularlyachievable,fundable,andmanageable fortheMunicipality.

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8TownofCollingwoodOfficialPlan,page4

Scope

DO NOTSUPPORT

RESPONDENTS WHO SUPPORT PRIORITIZING WALKING, BICYCLING & TRANSIT IN

TRANSPORTATION PLANNING

SUPPORT

There is an overwhelming support for acNvetransportaNon planning in Collingwood, as illustrated inthe results from the Walk and Bike for LIfe, Trails forAcNveTransportaNonfrom2009DR

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TimelineThefourcategoriesofElementsgroupprojectstogetherwithasimilar/melinewhilealsofimngwellwithinothertypicalMunicipalprocessesof:

• Budgetcrea/on;• Staffanddepartmentalworkprograms;• Developmentplans&reviews;and,• Communityengagement&volunteerefforts.

ThefourSec/onsare:

i) Long‐rangeImplementa/on:forprojectsthatareofascaletotakeapproximatelyfiveyears,ormore.

ii)Mid‐rangeImplementa/on:forimplementa/onprojectsthatrequirethreetofiveyearsforcomple/on.

iii)Near‐rangeImplementa/on:ini/a/vesthatshouldtakeuptothreeyears

iv)100DayImplementa/onProjects:forprojectsthatrequireapproximately100daysofintensiveandfocusedefforttocomplete.

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Scope

Inthe2012communitysurveyrelaNngtotheATP,peoplewereaskedwhat their preference was for the four SecNons that describe theimplementaNonprojects. Themajorityofpeopleweremostinterestedintheshorter‐rangeprojectsbyasignificantmargin.

60%

40%

20%

Near-range100 Day Projects

Mid-rangeLong-range

Preferences for project timeframes defined in the ATP

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The Collingwood Ac/ve Transporta/on Plan is designed to beimplementablewithin approximatelyfive years,with somelong‐termpoliciesthatwillbeused toguidethe“regenera/on”thePlanfor thefollowing five year cycle. It has also been wriMen to address thechallenges the Transporta/on Associa/on of Canada (TAC) hasiden/fied as the “most important” barriers that impede progresstoward community objec/ves for greater ac/ve transporta/onac/vity,specifically:

• Funding• Data• Builtform• Cyclingculture• Individualpercep/onsofcycling• Winterweather• Geography• Otherins/tu/onalissues

ThiswaythePlanwillbeanac/veandlivingtoolfor improvingac/vetransporta/on within the community. It will also make it moremanageable and scalable for the needs and available assets ofCollingwood. The results of comple/ng the ATP’s Elements areexpectedtobe:

Changed Culture: Making ac/ve transporta/on easier for dailyac/vi/es;andsuppor/ngthelocalneighbourhoodsandeconomy.

ChangedEnvironment: A dd r e s s i n g a l l a s pe c t s o f a c/ vetransporta/on, including: people‐oriented design; beMer bikingfacili/es; beMer signage;and, complete streetsapproaches; that willall make the towns’ physical form more suppor/ve of ac/vetransporta/on.

EmpoweredPeople:Makingit easier for ci/zens&neighbourhoodgroups to get involved in real projects and facilitate projects inpartnershipthroughwiththemunicipality.

Changed Scope: Facilita/ng real measurable improvements to thevarious aspects of ac/ve transporta/on; having a range ofimplementa/onprojectsthatwill“makethingshappen”.

ChangedExpecta3ons: Improvedunderstandingbyci/zens,electedofficials, and professionals of ac/ve transporta/on and Municipalimplementa/on projects; including ongoing community inputthroughoutthePlan’slife.

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Effect

Wherecarsmaybethe designvehiclefor tradiNonal transportaNonplanning,for contemporary acNve transportaNonplans, the human‐being isviewedasthe design vehicle. Well done acNve transportaNonplanning and designoftransportaNon faciliNes with perspecNves such as “complete streets”, areinherentlypeople‐centred. Thisputsthe enduser at thecentreofall designconsideraNons.

Collingwood’sOfficialPlan(Page6)describestheresultsofthe1999VisioningCommiceework and the “Core Values for Collingwood”withclear direcNontowardamorehuman‐centreddesignperspecNve:

“Collingwood conNnually seeks to de‐emphasize a strong dependence onvehiclesandmovestowardbeingamore pedestrianfriendly,walkable townwithahumanscale”.

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ChallengeTypical municipal active transportation plans create a number ofsignificantchallengesforthetownorcity forwhichtheyweredeveloped;thefollowingisanoutlineofthese.Scope9:MostATplansareoverlyfocusedondevelopingtransportationnetworks and infrastructure, ignoring the range of necessarycharacteristicsthatmakeacommunityactivetransportationfriendly,suchas:

• Placemaking;• Completecommunitydesign;and,• Communityengagement.

The result is that they are overly prescriptive on the construction ofphysicalinfrastructurewhileequallylackinginwaysforcitizenstobecomeinvolved,andforwaysofmakingmemorableandmeaningfulplacesforpeopletospendtheirtimeand/orconductdailyactivities.Thisalsotendsto limit their adaptability because they cannot react to local contextdifferences in neighbourhoods, or the ever‐evolving engineering andplanningsolutionsassociatedwithactivetransportation.

Scale: MostATplansincludeaseriesofimplementationprojectsthatgowell beyond their planninghorizon. It is important,andproper,tohavesomelong‐termprojectsandpolicieswithinanATplan.However,ifit isoverburdenedwiththeseitbecomesunmanageable,confusing,andstale.Ifthemajorityoftheinitiativeswithinaplancannotreasonablybeachievedwithinits identified timeframe itdoesnotserve acommunityand its citizens well. The result is that the resources that go into

developing these many unachieved initiatives are effectuallymisappropriatedbecausemuchofthatworkwilllikelybeeitherforgottenor need to be redone with future revisions of the plan. An activetransportation plan must be developed as a strategy for achievingparticular goals if it is to be successful. Without the actionablecomponents beingreasonably “doable” the plan is reduced to beingavision document that will very likely have far less impact on thecommunity.

Cost: Mostactivetransportationplansdefinemanyprojectswhicharetown‐wide initiatives that tend to be excessively difficult to fund,particularlyforsmallertownsand cities.Theseprojectsarealso seldomeasy to initiate or complete in phases; leaving them half done, oraltogether passed‐over. Implementation recommendations that arerealistically not fundable, because of their size and/or number, areinappropriate and ineffective. The Collingwood Active TransportationPlanneeds to bereadilyachievable through theresourcesandassetsofthe community. The Town’s economic wellbeing and the health ofcitizensaredependentonthepracticalityofanactivetransportationplan.

TheProvincerecognizesthisintheProvincialPolicyStatement:

Long‐term economic prosperity should be supported by…providing for an efficient, cost‐effecNve, reliablemulN‐modaltransportaNonsystemthatisintegratedwithadjacentsystemsand thoseof other jurisdicNons,as is appropriate to addressprojectedneeds.10

It is this cost effec/veness, and appropriateness, that is oLenoverlookedinac/vetransporta/onplans.

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9Walk21,InternaNonalCharterforWalking,2010speakstotheneedtocommittoaclear,conciseandcomprehensiveac/onplanforwalkingtosettargets,securestakeholdersupportandguideinvestment.

10ProvinceofOntario,ProvincialPolicyStatement,2005,pg.13

MakingthePlan

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Communica3on: Most AT plans are not wriMen to be easilyunderstandable by ci/zens, elected officials, and professionals alike.This resultsin plansthatare,notonlyconfusing,but also uninspiringto the community; effec/vely making them easily ignored,unimplemented,andforgoMen.

Ac3onCollingwood’sATPhasbeenstructuredtoaddressthesefoursignificantchallengesandtherebyprovidingamoreeffectiveplan,and improvedlivabilityforthecommunitywithitsimplementation,itincludes:

• Placemaking;• Realactionitems;• Opportunitiesforcitizenstogetinvolved;• Lowcost‐highimpactinitiatives;and,• Anunderstandableformat.

This approach to creating the ATP and its content also accuratelyreflectstheWorldHealthOrganization’srecommendedcallstoactiontobuildhealthyandsafeurbanenvironmentswithinourlocalcontextby:

• Promotingurbanplanningforhealthybehaviourandsafety;• Creatingdesignstopromotephysicalactivity;• Enabling participatory governance, encouraging publicdialogue, involving citizens in decision‐making, and creatingopportunitiesforparticipation;and,

• Buildinganinclusivecitythat isaccessibleandage‐friendlybydeveloping safe AT networks and public places for easyaccess.11

TodothistheATPincludesfeaturesthataddresstherangeofinfluencesthatactonacommunityandmakeitmore,orless,activetransportationfriendly. The 2012 ASSHTO, Guide for the Development of BicycleFacilitiesspeakstothesemanyfeaturesinitsscopedefinition:

Facilities are only oneof several elements essential to acommunity’s overall bicycle program. Bicycle safetyeducation and training, encouraging bicycle use, and

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11WorldHealthOrganiza/on,WorldHealthDay2010callstoac/on

Without clarity in direcNon, acNonableprojects, and facilitated communityparNcipaNon, an acNve transportaNonplan easily becomes confusing andignored. This ATP is less about policyand vision (which is well documentedelsewhere) and more about affecNngreal change in the community toimproveacNvetransportaNon.

MakingthePlan

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enforcingtherulesoftheroadastheypertaintobicyclistsand motorists should be combined with engineeringmeasures to form a comprehensive approach to bicycleuse.12

TheSmartGrowthNetworkidentifiesthescaleofthechallengesmanycommunities, such as Collingwood face, in terms of activetransportation:

Streetsshouldbedesignednotonlytomovecarsbutalsoto be safe and inviting for pedestrians, cyclists, andtransit users. Such designmeans appropriatespeeds,widths, and sidewalks, as well as buildings, trees, andeven benches. Often, communities already have thebasic infrastructure for people to get aroundwithout acar;theyjustneedtomakeafewimprovementssothatit’seasierandmorecomfortable”.13

PhysicalOverall Collingwood’sphysicalformandbuilt environment isveryactivetransportationsupportive.Collingwoodhasgreatconnectivity,providedbyoverlappingnetworksoftrails,roads,andsidewalks.Ithasdevelopedatascalethatisverywalkableandbikeable,withanoverallsize,internalblock patterns, and land use mixes,that are well within theacceptedthresholds for peoples’desireto useactivetransportationmodes. Thetown also haswell designed sitesanddistricts that are interconnectedwiththeactivetransportationnetworksandtransitsystem.

Collingwood as a whole generally has the attributes, and scale, of acomplete community or a series of “20‐min neighbourhoods” asdescribedbyPortland’sBureauofPlanningandSustainability:

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12ASSHTO,GuidefortheDevelopmentofBicycleFaciliNes,2012,pg.1‐2

13SmartGrowthNetwork,ThisisSmartGrowth,pg.12

Context

CommuniNes that support acNve transportaNon provide easy andcomfortableopNonsforpeopletoaccesstheirdailyneedswithouttheneedforamotorvehicle. Toachievethistheydevelopatascale thatis human‐oriented,parNcularly inrelaNontothe lengthofNme ittakesapersontotravel from one desNnaNon to another under their own power. ThisillustraNonshowsthebasickindsofusesthatneedtobeaccessiblewithin20minuteswalkorbiketosupportacNvetransportaNon.

Thissmall“plaza”&walkwayssuccessfullyenhancethe walkability of the downtown district as anexampleofacNvetransportaNonsupporNvedesign.DR

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Agrowingbodyofnationalandinternationalresearchagreesonabasicset of featuresand elementsthatmakewalkableenvironmentsor20‐minuteneighborhoods.Accordingtotheresearch, walkable environments ‐ or 20‐minuteneighborhoods‐generallyincludethefollowing:

• Buildingscalesthatarecomfortableforpedestrians;• Mixed‐use & dense development near neighborhoodservicesandtransit;

• Distinctandidentifiablecentresandpublicspaces;• Avarietyofconnectedtransportationoptions;• Lowerspeedstreets;• Accessibledesign;and• Streetgridorother frequentlyconnectednetworkoflocalstreets14.

Thechallengeistotakethesecharacteristicsofthecommunityandbuildupon them to improve livability throughactivetransportation projects.Theoverall activetransportation networkneeds to be considered asawhole,with integratedstreets,bikeroutes,trails,sidewalks,and transitnetworksandfacilitiesthatfunctiontogether.

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14CityofPortlandBureauofPlanningandSustainability,StatusReport:Twenty‐minuteNeighborhoods,2009,pg.3

0%

10%

20%

30%

40%

50%

60%

70%

WALK FOR

RECREATION

WALK FOR

TRANSPORTATION

BICYCLE FOR

RECREATION

GREAT

BICYCLE FOR

TRANSPORTATION

GREATEST

COLLINGWOOD AS A

GREAT PLACE TO:

The 2009Walk andBike for Life CollingwoodreportidenNfied theneedfor acNvetransportaNonorientedfaciliNesforbothcyclingandwalking;as themajorityofrespondentsratedthecommunity’sfaciliNesasbeingeither great or greatest for walking and biking faciliNes oriented torecreaNon(page 19). “Over 50% of respondents rated Collingwoodaslow in terms of walking and bicycling for transportaNon. OverallCollingwoodwas ratedhigher for recreaNonrather thantransportaNonforwalkingaswellasbicycling”.

Context

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CultureThebuiltenvironment istheresultofmanyseriesofdesignideasandconstruc/on projects. Bypayingspecific aMen/on to the needs ofpedestriansandcyclists,the Towncan help createacommunitythatbecomesmoresuccessfulandmorelivable.

Astheprevious chart shows,the focuson recrea/onaltrailsover thepast years has resulted in peoples’ viewpoints about ac/vetransporta/on inCollingwood to be less sa/sfactorythan theirviewsofrecrea/onopportuni/es. ThisPlanacknowledgesthisandworkstouse these facili/es for the greatest benefit while diversifying theTown’s approach to ac/ve transporta/on. However, it is just asimportant for the Ac/ve Transporta/on Plan to focus on facilita/ngthecultureofac/vetransporta/onwithinCollingwood.Thisincludesthefollowing

• MakingATareasonableanddesirable,andconvenientchoiceforci/zens;

• Making AT prac/cal for those ci/zens that do not have achoiceoutsideofac/vetransporta/onmodes;

• Making community engagement in ac/ve transporta/onprojectsdesirableandeasy;

• Making the community aware of ac/ve transporta/onchallengesandempoweredtoaffectposi/vechange;and,

• Makingaccesstoac/vetransporta/onmodesapriority.

The 2012 IpsosReid poll done for the Ontario Professional PlannersIns/tute iden/fies the following about Ontarians’ views aboutinfrastructure planning for ac/ve transporta/on: 60% would placemoreemphasisoncyclistscomparedto6%thatwouldplaceless;52%would place more emphasis on pedestrians compared to 4% thatwouldplaceless;and,whileincreasedemphasisoninfrastructure forprivatevehicleswassplitbetween24%formore,25%forlessand51%fornochange.

Even when talking about Provincial scale ac/ve transporta/on the2008 Ontario Bike Plan bythe Cycle Ontario Alliance speaks to theculture and environment of cycling and importance of ci/zenpar/cipa/onwhenitstates:

CreaNng a supporNve environment for cycling in Ontariocanonlybeaccomplishedby sekngprioriNesand throughpartnership of Provincial ministr ies, municipalgovernments,privateorganizaNonsandindividuals.

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Collingwood’s Population: Age & Gender 2011 Census

0 to 14 15 to 64 65 and older

Many acNve transportaNon plans focuson demographic informaNon todescribeneeds and/orusers. While this is informaNve,itisalsoimportantto understand this informaNon in terms of the different viewpointsandassets people can bring to bare on the implementaNon of projects toaddresschallengesathand.This ATPdescribeswayscommunitymemberscan get involved with parNcular acenNon to encouraging diverseperspecNves.

Context

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In addi/on to the specific direc/on provided through the adoptedpolicies for the Town of Collingwood;theneed for this kind plan isbeing recommended and accepted as best prac/ce across manyprofessional fieldsdealingwithdevelopingcommuni/es.Examplesofadoptedpoliciesandsuggestedguidanceintheseareascomesfrom:

• ProvincialPolicyStatement• GrowthPlanfortheGreaterGoldenHorseshoe• SimcoeCountyOfficialPlan• AccessibilityforOntarianswithDisabili/esAct• SimcoeMuskokaDistrictHealthUnit• OntarioProfessionalPlannersIns/tute• Transporta/onAssocia/onofCanada(TAC)• MinistryofTransporta/on(MTO)• American Associa/on of State Highway and Transporta/on

Officials(AASHTO)• Na/onalAssocia/onofCityTransporta/onOfficials(NACTO)

ProvincialPolicyStatement:TheProvincialPolicyStatementsays:

Provincial plans and municipal official plans provide aframeworkfor comprehensive,integrated and long‐termplanning that supports and integrates theprinciples ofstrong communiNes, a clean and healthy environmentand economicgrowth,forthelong‐term...theProvincialPolicy Statement supports a comprehensive, integratedand long‐term approach to planning , and recognizeslinkagesamongpolicyareas.15

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15ProvinceofOntario,ProvincialPolicyStatement,2005,pg.1

PolicyDirec3on

TheimportanceofwalkabilityandoverallneighbourhooddesigntopeoplewhoareselecNngwheretolive isshowninthesethreetables adapted from the 2011 Community Preference SurveyconductedfortheNaNonalAssociaNonofRealtorsintheUnitedStates. These three charts indicate peoples’ preferenceswhenaskedhowimportantitwouldbewhendecidingwheretolive:1) tohavespecificuseswithineasywalkingdistance;2) theimportanceofcommunitycharacterisNcs;and,3) whichismoreimportant,sizeofhomeorneighbourhood.DR

AFT

Growth Plan for the Greater Golden Horseshoe (and Ministry ofTransportation):GrowthPlanfortheGreaterGoldenHorseshoe,PlacestoGrow,statesinthePoliciesforInfrastructuretoSupportGrowth,Transportationsection:

ThetransportationsystemwithintheGGHwillbeplannedandmanaged to: a) provide connectivity among transportationmodes formoving people and for moving goods b)offer abalanceof transportationchoicesthat reducesrelianceuponanysinglemodeandpromotestransit,cyclingandwalkingc)be sustainable, by encouraging the most financially andenvironmentally appropriatemode for trip‐making d) offermulti‐modal access to jobs, housing, schools, cultural andrecreationalopportunities,andgoodsandservicese)provideforthesafetyofsystemusers.16

WhendescribingtheGrowthPlantheMinistryofTransportationstates:

These policies include the promotion of transit, bicycling,walking, and transportation demand management, theidentificationofmulti‐modalcorridorsandthe facilitationofeffectivegoodsmovement17.

Additionally, the Ministry “encourage(s) municipalities to review bestpracticesinbicycledesign inotherCanadianprovincesandUSStatesforadditional guidance” as theMinistry’s Bicycle Policy is currently underreview.

SimcoeCountyOfficialPlan:TheSimcoe CountyOfficial Planrecognizesthe important linkbetweenpolicy,regulation,anddevelopmentofthebuiltenvironmenttocreateanactivetransportationsupportivecommunity.Policy4.1.5states:

Thedesign of streetscapes,building orientation, and trafficflowshouldbeplannedtoprovidesafepedestrianandcyclingaccessandmovementindowntowns,mainstreets, andotheractivityareas.18

TheSimcoeCountyOfficialPlanalsoprovidesminimumpolicystatementsfor the development of active transportationplans in theregion. Themajorityofthisdirectionhasbeen addressedwithacombinationoftheprovisionsoftheTownofCollingwood’sUrbanDesignManual19,aswellasthroughthisATP.TheCountydefinedminimumpolicystatementsareasfollows:

• Policies requiring the provision of sidewalks and/ormulti‐use trails through all new development areasand standards outlining a minimum number ofdevelopmentunitsforapplicationofthepolicy;

• Policies outlining the requirements and conditionsrelatedtothededicationoflandsinnewdevelopmentareas to complete future trail and sidewalkconnectionsidentifiedintheofficialplan;

• Policies outlining cycling and pedestrian safetymeasuresto reduce injuriesand fatalitiesassociated

18

16ProvinceofOntario,GrowthPlanfortheGreaterGoldenHorseshoe,2006,pg.24

17 OntarioMinistryofTransporta/on,GuidelinesforMunicipalOfficialPlanPreparaNonandReview,2012

18CountyofSimcoe,OfficialPlanoftheCountyofSimcoe,DRAFTJune2012,pg.71

19TheTownofCollingwood’sUrbanDesignManualspecificallyaddressescharacteris/csofthebuiltenvironmentintermsoflivability,human‐centreddesign,andsupportforac/vetransporta/on.

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with motor vehicle collisions (i.e. traffic calming,narrowerstreets,signage,cyclinglanes,etc.);

• Policies and standards specifying the designparameters that should be used for new trails andsidewalks that reflect Ontario Provincial Standards,AccessibilityActrequirements,andbestpractices;

• Policiesrequiring theprovisionofsecurebicycleracksand shelters, showers and change rooms, andsidewalk connections between buildings andmunicipal sidewalks for all new community centres,schoolsandotherpublicusebuildings,meetinghalls,and major employment land uses that meet aminimum floor space threshold to beestablished byeachmunicipality20

OntarioProfessionalPlannersInstitute:The recently released Call to Action from the Ontario ProfessionalPlannersInstitutestates:

New planning and engineering policies and standards arebeingdevelopedthroughoutNorthAmericaandglobally, notonly toallow,but torequirethesafe,efficient and effectiveaccommodation of active transportation modes within thesharedright‐of‐way. PlannersinOntarioshouldbefacilitatingadoptionandimplementationofsimilar requirements,plans,andprojects.21

SimcoeMuskokaDistrictHealthUnit(SMDHU):TheSMDHUrecognizesthat thebuilt environmentcanaffecttheoverallhealth of the communityboth negativelyand positively. SMDHU hasdevelopedtheHealthyCommunityDesign‐PolicyStatementsforOfficialPlansdocument,whichprovidespolicystatementstoassistmunicipalitiesin creating healthy and complete communities while alsomeeting theProvincialPolicies.

TheDocumentspeakstotheresearchwhichshowsthatphysicalformanddevelopment patterns of community impacts air pollution andgreenhouse gases, water quality, levels of physical activity, access tonutritiousfood,ratesof injuriesand fatalities for motorists,pedestriansand cyclists and social cohesion. The policy statement guide includesstatementsrelatedtoactivetransportationincluding:

• Ensureabuilt environment that supportsandencouragesactivetransportation;

• Develop a transportation system that ismulti‐modal, accessibleandinterconnected;

• Provideinfrastructurethatsupportssafewalkingandcycling;• Designroadsthatensurethesafetyofallusers.

TownofCollingwood:TheTownCouncilhasalsoprovideddirectiontoplaceincreasedemphasison alternative modes of transportation. In july 2009 the Town ofCollingwoodadoptedaCorporateStrategicPlanwhichhighlightsoneofitsgoalsas“ImprovingHowWeGetAround”.TheCorporateobjectiveslistedwithinthisgoalinclude:

• Increasingopportunitiesforactivetransportation‐walking,cycling;and,

19

20CountyofSimcoe,OfficialPlanoftheCountyofSimcoe,DRAFTJune2012,pg.97

21OntarioProfessionalPlannersIns/tute,HealthyCommuniNesandPlanningforAcNveTransportaNon:ACalltoAcNon,2012,pg.4

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• Increasingtransportationchoicespromotingmulti‐modaloptions.

TheTransportationsectionoftheTownofCollingwoodOfficialPlanstatesthefollowing:

These polices are intended to enable vehicles andpedestrianstomovesafely andefficientlywithinaraNonalsystemofroadsandtrailsthat,whereverpossible,shallbeseparated.

It goes on to describe a series of Goals and Objectives such as thefollowing(onegoalandtwospecificobjectives):

TomaintainatransportaNonsystem,thatpermitsthesafeand efficient movement of people and goods within thetown. To integrate where appropriate traffic calmingmeasuresintoplansforroadimprovementsthroughoutthecommunity. To promote suitable separaNons betweenpedestrian,cyclistandvehiculartraffic.

Also, on January14, 2008 a presentation was made to Council whichidentified a process to enable the Town of Collingwood to alter itshierarchyofinvestingintransportationtothefollowingorder:

1st Pedestrian 2nd Cyclist 3rd PublicTransit 4th Vehicle

Council adopted amotion on January28, 2008which directed staff todevelop an Active Transportation Policy that enables the Town ofCollingwood to alter the current hierarchy of transportation to therecommendationnotedabove.

FundingSpecificfundingofac/vetransporta/onshouldbeintegratedintotheTown’s budget, to support the Elements detailed in the ATP. It isrecommended that the Town provide dedicated funding for theimplementa/on of theATP Elements. The amount should be in theorderof$100,000to$150,000annually;whichissimilar inscaletotheamountdedicatedtothetrailssystemforthepastmanyyears. Notethat this amount does not necessarily address capital spendingrequiredfor final implementa/onofsomeofthelargerscaleprojectsoutlinedintheATP.

The Transporta/on Associa/on of Canada, in recognizing theincreasing costs municipali/es are facing to fund transporta/oninfrastructure,recommends:

RealisNc meansmust be found to provide adequate andsustainingsourcesoffundsfornew,expandedandproperlymaintained urban transportaNon infrastructure andservices22.

They go on to iden/fy that funding should be: stable over /me,predictable in magnitude, and transparent, open and easilyunderstoodbydecisionmakersandthepublic,anddesignedtofosteranurbantransporta/onsystemopera/ngatthelowestpossiblecost.

20

22Transporta/onAssocia/onofCanada,UrbanTransporta/onCouncil,ANewVisionforUrbanTransportaNon,ReprintNovember1998,pg.1

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Ac3veTransporta3onExper3seTheAASHTOGuidefor theDevelopmentofBicycleFaciliNesspeakstotheneed to integrate the needs of cyclists directly in thedesign ofstreetsthisdirec/onisalsoapplicabletopedestrianneeds:

Allroads,streets,andhighways,exceptthosewherebicyclistsare legally prohibited, should be designed and constructedunder the assumpNon that they will be used by bicyclists.Therefore,bicyclists’needs should beaddressed in all phasesof transportaNonplanning,design,construcNon, maintenanceand operaNons. All modes of transportaNon, includingbicycles,shouldbejointlyintegratedintoplansandprojectsatanearlystagesothattheyfuncNontogethereffecNvely.23

To achieve this, the Town requires staff resources that possess aspecific set of professional skills and mindset tobeeffec/ve. Thisisrecognized in theWalk21 2007:Walkability Roadshow Case Studiesreport which iden/fiedas“oneof Collingwood’s greatestchallenges”theneedfortechnicalexper/seonstaffthatisstrategically focusedonthese needs and planning.24 As such the Town should allocateresponsibility for implementa/on of the ATP Elements to a specificDepartment. It ismostappropriatetohavethiscloselylinkedwiththeEngineering,Planning,andParksRecrea/onandCultureDepartmentsto facilitate strong interrela/onships and effec/ve work programdevelopment.

Exis3ngProgramsThe Town has an excellent network of streets with sidewalks thatprovidepedestrian accesstomostof thecommunity’sbuiltup areas.However, therearea fewareas that areunder‐served by sidewalks,primarilysomeolder developedareasalongHighway26,in thesoutheastpor/onsofCollingwood.Therearealsoresiden/al, commercial,and educa/onal areas and ins/tu/ons that are not accessible bysidewalks due to gaps in the sidewalk network. While providingsidewalks for this last group of areasmaybe somewhat imprac/cal,theycan beoLen accessed from thecommunity’s trail network. Infact,thishasbeenthesolu/on formanyresidentsthathaveadaptedtheirtravelroutestoaccommodatethenetwork.

Ensuring that these gaps are eliminated and/or appropriateconnec/ons to trail linkagesareprovided isnecessarytomake theseareasof thecommunityaccessible for those travelingaspedestrians.Definingthepriorityloca/ons,andcomple/ngthesesidewalkgaps;aswell as, defining and adap/ng the trail corridors needed for ac/vetransporta/onisaprocessthatwillhavetobestagedand completedover a number of years with appropriate planning, design, andbudge/ng.

The Town’s Engineering Department has exis/ng programs formaintainingbike lanes, transit stops and for sidewalkmaintenance.These excellent work programs should con/nue to be supportedthrough appropriate alloca/onsof Town resources because of theirimportantimpactonac/vetransporta/on.

Through the Community‐wideWalkability/bikeability AuditsElementof the ATP, issues or gaps can be iden/fied, priori/zed, and then

21

23AASHTO,GuidefortheDevelopmentofBicycleFaciliNes,2012,pg.1‐1

24GreenCommuni/esCanada&Walk21,Walk212007WalkabilityRoadshowCaseStudies,2007,pg.27

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addressedthroughtheseexis/ngprograms.Alterna/vely,theycanbeaddressed through the Urban Acupuncture Element on page 66 oraddedtothe100dayprojectsasaresultoftheAnnualATPMee/ngofthePublicandAnnualCommunityATAuditElements.

The combina/on of the regula/ons in theUrban DesignManual, theEngineering Department’s programs,alongwith the implementa/onof thisATP,will effec/velyimproveac/vetransporta/on for inclusivemobilitydescribedbytheWalk21Interna/onalCharterforWalking:

InclusiveMobility:Ensuresafeandconvenient independentmobility for all by providing access on foot for as manypeople as possible to as many places as possibleparNcularlytopublictransportandpublicbuildings25

Implementa3on“Elements”The following pages describe the specific implementa/on projects,“Elements”thatmakeupthemajorityof theATP. TheElementsaregrouped bygeneral /meframe. However, these are not necessarilyrelated to a priority of execu/on, nor a /meline within which theymustbecompleted.These/melinesarerelatedto:

• The length of /me it is expected to take to complete theElements;

• The/meframewithinwhichthe Element ismostappropriatelyexecutedinrela/ontotheoverallATP;and,

• ThefocusoftheElementintermsofitsimpact.

These /meframes are also not concrete, as Elements may becompletedsoonerthanwithinthe/melinetheyhavebeenarrangedintheATP.

Note that these Elements oLen relate to strategic implementa/onmethodsandac/ons,someofwhichdirectlyresultinbuildingphysicalfeatures and infrastructure to support ac/ve transporta/on. OtherElements provide the necessary design, analysis, and direc/on toinformlargercapitalprojectsthatwillbecompletedinthefuture.Thiscombina/on of projects in terms of scope and implementa/on isnecessarytoaddressthe variouscharacteris/csof an effec/veac/vetransporta/onsystem.

22

25Walk21,InternaNonalCharterforWalking,2010

ATP‐Implementa3onProjects

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IIINear‐rangeImplementa3on

IV100DayImplementa3onProjects 1)BikeableCollingwoodWikiMap‐pg96 2)SharedWalkways/PromenadeStrategy‐pg98 3)DowntownParkingAnalysis‐pg100 4)Downtown“WalkingTime” WayfindingSignage‐pg102

5)ATPCitizen“DO‐TANK”TaskForce‐pg104 6)TownFacilityBikeParkingProgram‐pg106 7)AnnualATPMeetingofthePublic‐pg108 8)AnnualPublicInformationProgram‐pg110 9)AnnualCommunityATAudit‐pg112

1)“SharetheRoad”Routes‐pg64 2)UrbanAcupuncture&TrafficCalming‐pg66 3)ActiveTransportationMatchingFund‐pg70 4)UpdateSidewalkBy‐law‐Cycling‐pg72 5)UpdateSidewalkBy‐law‐Skateboarding‐pg74

6)DowntownLong‐termBikeParking‐pg76 7)On‐streetBikeRoutes‐pg78 8)PublicParkingLotPedestrianImprovements‐pg82 9)CompleteStreetsDesignMatrix‐pg84 10)Community‐wideWalkability/bikeability Audits‐pg90

ILong‐rangeImplementa3on

IIMid‐rangeImplementa3on

1)ConcurrencyReview‐pg26 2)MajorCorridorGateways‐CompleteStreets‐pg28 3)TrailsforActiveTransportation‐pg36

1)SunsetPoint&StLawrenceStreetCorridor‐pg42 2)PedestrianEnhancementsDowntown‐pg44 3)“Right‐size”DowntownParkingFacilities‐pg46 4)BusStopSeating‐pg48 5)FamilyBikeBoulevards‐pg50

6)Sidewalks&CrosswalksatPublicParks‐54 7)BridgeLinkatSidingTrail‐pg56 8)LinkatTrainTrail‐pg58 9)ATBridgeatMountainRoad‐pg60

upto3years

100days

5yearsormore

3to5years

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Policies5+yearsThe Elements that fall under this category aregenerallyoflargerscale and/or rela/ngtolong‐termpolicy direc/on that will guide the evolu/on ofCollingwood past this ini/al Ac/ve Transporta/onPlan,andintoitsfutureedi/ons.

Theymanyrequireanumberofyearstocompleteorset the path for the community to follow in itsongoing efforts to make ac/ve transporta/on andtheaccessibility itaffordsits ci/zens moreprac/cal,efficient,desirable,andcommonplace.

As work programsandbudgetsare generatedoverthecomingyears,theelementsinthis sec/onoftheATP shouldbeequally consideredas thosethatareshorter in term. This is necessary because thepreliminaryphases,and/orpreparatorywork,fortheElements in thisSec/onmay need to begin in thenear‐term althoughthey will be completed in 5 ormoreyearsfromnow.

24

Theresponsestothe2012communitysurveyindicatethatthelong‐termprojectsthatareconsideredmostimportantbymembersofthecommunityareHumeStreetredesign,HurontarioStredesign,BeachwoodRaod(Highway26toWasagaBeach)redesign

60%

40%

20%

Hume StHurontario St

HWY 26

80%

I. Long‐rangeImplementa3on

Preferred long-range projects

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1)ConcurrencyReview 2)MajorCorridorGateways‐CompleteStreets 3)TrailsforAc3veTransporta3on

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ChallengeThe benefits of active transportation are significant, far ranging, andrelatetoavarietyofareasthatareaddressedbyTownplansandpolicies.

Numerous intangible benefits areassociatedwith bicyclingandwalking. Providingmoretravel options canincreaseasenseof independence in seniors,young people,andotherswho cannot or choose not to drive. Increased levels ofbicyclingandwalkingcanhaveagreat impact onanarea’ssense of livability by creating safe and friendly places forpeopletoliveandwork.26

The recent Walk and Bike for Life survey and workshop askedparticipantstoidentifytheirlevelofsupportforTownpoliciesthatwouldensure: “all transportation, planning and development decisions takeintoaccounttheneedsofallusersofpublicrights‐of‐way,inthisorderofpriority: pedestrians, cyclists, transit users, motorists”; over 90% ofrespondentssupportedsuchafocus.27Toachievethisinacohesiveandeffective way is a relatively complex undertaking. As with allmunicipalities, theTown of Collingwood isfacedwithmanagingmanydocuments defining policy direction as well as their resultingimplementation programs and By‐laws. As the communityevolves itbecomes necessary to review the direction given by newly adoptedpolicydocumentsagainstthosethathavebeenadoptedpreviously.Thisis also needed because the physical and social context of the townchangesovertimeaswell.

The SMDHU identifies that physical activity, sedentary lifestyle,overweight and obesity areassociatedwith escalatingchronic diseaserates.ThemajorityofCanadianadultsareinactive,riskingtheirhealthandqualityoflife. Moderatelyintensephysicalactivitysuchaswalkingand cycling increases health benefits and has the potential to reducecardiovascular disease by as much as 50 per cent28 . Communitiesdesignedwith an activetransportation infrastructurethatprioritiesthepedestrianand cyclist while reducingautomobile dependencysupportsdailyphysicalactivity.Thiscanalsoleadtoeconomicandenvironmentalsustainability. TheOntarioProfessional PlannersInstituteidentifiesthecommunitybenefitsofactivetransportation:29:

• Health;• Safety;• Environmental;• Social/community;and,• Economic.

As a result, the ATP affects many different policies, regulatory andimplementation documents/processes for the Town. A municipalitycannot effectively manage its implementation programs, nor giveappropriatedirectiontopossiblepartnersandotherstakeholders, iftheirpoliciesand/orregulationsthatareconflictive.Establishingconcurrencybetween these guiding documents is necessary to facilitate effectiveimplementation of the elementspresented herein,and other projectsthatmayresultfromtheevolutionof theATP.Thereforeaconcurrencyreview exercise is necessary to ensure that the parts of this complexsystemarecomplementaryandsupportiveofeachother.

26

26 U.S.DepartmentofTransporta/onFederalHighwayAdministra/on,NaNonalBicyclingandWalkingStudy15‐YearStatusReport,May2010,page2

27AdaptedfromWalkandBikeforLife,TrailsforAcNveTransportaNon,2009,pg.21

28 SimcoeMuskokaDistrictHealthUnit,leMerSeptember28,2012

29OntarioProfessionalPlannersIns/tute,PlanningandImplemenNngAcNveTransportaNoninOntarioCommuniNes:ACallToAcNon,2012pg.3

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Ac3onThere are number of documents that need to be reviewed andamendedapartofthisexercisetoensurethattheysupportawalkableandbikeablecommunity.Thisconceptcanbestbeunderstoodbythewayit isreferred tobytheCityofPortland’sBureauof PlanningandSustainabilityasa “twenty‐minute neighbourhood”. This term isaneasy way for people to understand walkability, or a walkableenvironment:

A 20‐minute neighbourhood is a place with convenient,safe,and pedestrian‐oriented access to the places peopleneedtogotoandtheservicespeopleusenearlyeveryday:transit, shopping, quality food, school, parks, and socialacNviNes,thatisnearandadjacenttohousing.30

To complete this work will require the input from all Towndepartments, aswell as,theci/zensofCollingwood. Theregulatoryrequirements for specific procedures rela/ng to ci/zen no/fica/on,publishing,and public mee/ngs for certain kindsofplanningrelatedprocesses. However, in addi/on to any minimum requirementsrela/ng to community informa/on and engagement, the followingshall also be incorporated into these concurrency review exercises,andthenecessaryupdatesandamendmentsresul/ngfromthem:

• To informci/zens andstakeholders of theupcomingworktheconcurrencyreviewexercises shallbepresented for discussionas part of the annual ATP audit (described later in the ATP)precedingthestrategytomaketheamendment(s);

• A social media strategydedicated to the amendment projectshallbedevelopedtofacilitatecommunica/onandinforma/onaccessforci/zens,staff,stakeholders,andothers;

• Apublicopenhouse informa/onmee/ngshallbeheldrela/ngto theamendments to present informa/on and gather ci/zeninput;

• Aroundtablediscussion(or similaropenprocess) shallbeheldwithkeystakeholdersrela/ngtothespecificitem;and,

• Themembersof theATP task force “DOTANK” (see 100DayProjectSec/on)shallbeincludedintheprocess.

The end result of this Element will be updated and mutuallysuppor/ve regula/ons and work programs rela/ng to ac/vetransporta/on.

27

30CityofPortlandBureauofPlanningandSustainability,StatusReport:Twenty‐minuteNeighborhoods,2009,pg.2

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ChallengeThereareanumber ofstreet corridorsthataredesignatedasarterialsenteringCollingwoodthatareintendedtoaccommodatelargevolumesof vehicletraffic. However,theseroads also have anumber ofotherimportantrolestoplay,beyondthissimplisticdefinition,forexample:

1) Gatewaysintothecommunity;2) Connectors to outlaying areas & neighbouring

communities31;and,3) Opportunitiestoenhancethevalueofcontiguouslands.

Unfortunately,with standarddesignsanddevelopment treatments forthese roads they will not be able to effectively support these roles,resultingin:

1) Visually un‐attractive and unappealing gateways forresidentsandvisitorsalike;

2) Limitedor restrictedaccesstoneighbouringcommunitiesforactivetransportationandtransitmodes;

3) Reduced potential propertyvalues resulting from trafficspeedsand roadway improvements that are not contextappropriate.

Thechallengefor thisElement istocreate(re)designsforthesespecificcorridors thatwill address the roles thesestreetscan playwithin thegreater community‐wide context beyond just movingmotor vehicles;whileeliminatingthenegativeimpactsofstandarddesignsnotedabove.TheNationalCompleteStreetsCoalitionstates:“Planninganddesigningroadstomakethemsaferforallusersandmoreinvitingtopedestrians,bicyclists,andtransitusers can increaseoverallcapacityandefficiency

without a negative impact on automobile travel”.32 Through thisexerciseit is important tonotethat completestreetsdesign principlesneed tobe context specific; there is nosingle solutionfor everyroad,andnoteverymodecanbeoptimallyaccommodatedoneveryroad.

28

31TheTransporta/onSystemssec/onoftheProvincialPolicyStatementitstates:“1.6.5.3Connec/vitywithinandamongtransporta/onsystemsandmodesshouldbemaintainedand,wherepossible,improvedincludingconnec/onswhichcrossjurisdic/onalboundaries”.ProvinceofOntario,ProvincialPolicyStatement,2005,pg.12

32Na/onalCompleteStreetsCoali/on,CompleteStreetsEaseCongesNon,2011

2.MajorCorridorGateways‐CompleteStreets

These images illustrate before and aZerconceptual redesign of Hume Street usingcomplete street principles. This shows how allmodes of transportaNon funcNon together andlandusesthataresupportedbythestreetdesign.DRAF

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Ac3onFor this Element each of the iden/fied street corridors will beexamined and (re)designed by a mul/‐disciplinary team to createcontext sensi/vedesignsthatwill becapableoffulfillingthemul/plerolesdefinedinthechallenge.Thiswillalsoensurethat theresul/ngdesigns fullysupport andfacilitatethekindofdevelopmentexpresslyenvisioned by the community for these important corridors asdescribed in theOfficial Plan. Thesedesignscan thenbeusedwhenthe/mecomestoredeveloptheseroads.

Thefivecorridorsiden/fiedinthismajorelementare:

a. HumeStreet;b. HurontarioStreet;c. HighStreet;d. MountainRoad;and,e. Highway26toWasagaBeach(renamedtoBeachwood).

Each of thesehas unique characteris/cs;however,they share thingsthat make it appropriate to group them together in this element,specifically:

• The gatewayfunc/on they play in the community, essen/ally“semng the tone” for those entering Collingwood, helpingiden/fy its sense of place, priori/es and overall aMen/on toac/vetransporta/on;and,

• Signaling the shiL fromthemore rural surroundingareasintothebuilt‐upareaandtheexpecta/onsofhowtransporta/onismanagedinCollingwood.

Thesedesignsshallspecificallyaddress:

• Aesthe/cs;

• Ability of corridor to support pedestrian‐oriented commercialac/vity(wheredesignatedbytheOfficialPlan);

• Abilitytobeeffec/velyandefficientlyservedbymasstransit;• Usecompletestreetsbaseddesignprinciples,withappropriatetargetspeedsandprovideforallmodesoftransporta/on;

• Integrate street and landscape improvements that create avisually aMrac/ve senseof gateway for people traveling alongthesestreets;

• Designs that enhancethe land uses along the corridor and donot reduce property values through visual impacts, restrictedaccess, and/or excessive (motor vehicle oriented) safetyfeatures resul/ng from inappropriately target speeds that areabovethesignedspeedlimitsandintendeduseofthecorridor.

Streetscanbedesignedtomovecarsefficientlywithoutsacrificingtheability of people to walk or bike along them; it just means thatdifferent choicesmust bemadewhendesigningand buildingstreets.Below isan exampleof two different street sec/ons that have beendesignedwithdifferentsetsofparameters;theloweronehavingbeencreatedwith parametersthat havemoredepthand breathof design

29

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considera/ons,beyondjustfunc/onalclassifica/on(botharecollectorroads)andthemovementofmotorvehicles.33

There are a number of key aspects connec/ng how transporta/onplanning and land‐use planning can be suppor/ve of each other.34These need to be considered as part of this interdisciplinary designexercise. In determining the design of these corridorsa number ofconsidera/onswill have tobe compared.Aspartof thisprocessthefollowing guides are examples of useful analysis/design tools thatshouldataminimumbeusedasreferences:

• MTOBook18:BicycleDesignGuidelines(tobereleased2013)• TAC,BikewayTrafficControlGuidelinesforCanada,2012;• AASHTO,GuidetotheDevelopmentofBicycleFaciliNes,2012;• NACTO,UrbanBikewayDesignGuide,2011;• Los AngelesCounty, Model Design Manual for Living Streets,2011;

• AASHTO, Guide for the Planning, Design, and OperaNon ofPedestrianFaciliNes,2004;

• Na/onal Collabora/ngCentrefor HealthyPublic Policy,UrbanTrafficCalmingandHealth:ALiteratureReview,2011;

• Pedestrian and Bicycle Informa/on Center, Bicycle FacilitySelecNon,AComparisonofApproaches,2002.

For these designexercisesaclear strategy,and implementa/onplanneedstobedeveloped.The“toolsand techniques”recommendedintheSmart TransportaNonGuidebookareagood star/ngpoint for thisstrategicapproach35:

A. Understand the problem and the context beforeprogrammingasolu/onforit;B.U/lizeamul/‐disciplinaryteam;C.Developaproject‐specificcommunica/onplan;D.Establishthefullspectrumofprojectneedsandobjec/ves;E.Focusonalterna/vesthatareaffordable&cost‐effec/ve;F.Definewide‐rangingmeasuresofsuccess;G.Considerafullsetofalterna/ves;and,H.Compareandtestalterna/ves.36

30

33EnvironmentalProtec/onAgency,PrinciplesofWalkability,presenta/on,2012,pg.8

34Walk21,InternaNonalCharterforWalking,2010iden/fiesspecificac/ons,forexample:Putpeopleonfootattheheartofurbanplanning.Giveslowtransportmodessuchaswalkingandcyclingpriorityoverfastmodes,andlocaltrafficprecedenceoverlong‐distancetravel;Reducethecondi/onsforcar‐dependentlifestyles,re‐allocateroadspacetopedestriansandclosethemissinglinksinexis/ngwalkingroutestocreateprioritynetworks.

35PennsylvaniaandNewJerseyDepartmentsofTransporta/on,SmartTransportaNonGuidebook,March2008pg..,20

36TherecentlycompletedTransportaNonStudyTownofCollingwood,2012,producedbyC.C.Tatham&AssociatesLtd.wasfocusedonspecificareasofthecommunityanddidnotassesstransporta/onissuesthroughoutCollingwood,nornon‐motorvehicletransporta/on.TheReportrecognizestheneedformoredetailedanalysisforac/vetransporta/onmodes,andstates“WhileitisacknowledgedthatseveralmodesoftravelareavailablewithintheTown(i.e..Transit,walk,cycling,etc.),theprimaryfocusisonaddressingvehiculartravelbyroadandtheinfrastructurenecessarytoaccommodatesuch.Thedetailedassessmentofneedsastheyrelatetopedestrianandcyclistsnetworks,andpublictransit,isnototherwisewithinthescopeofthisstudy”.

Here is an illustraNve example of a complete street design soluNon that isachievable throughout many parts of Collingwood. This secNon includessidewalks, street trees, bike lanes, narrowedvehicle lanesappropriate for thetarget speed, turningpockets, refuge islands for crossing, marked crossingsand transit stops. All of these features make the street safer and moreappealingforallusers.

(Source:WalkableandLivableCommuniNes)DRAF

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The corridorsthatwill be specifically addressed through thisElementare showninthis illustraNon. Note that in 2012a surveywas conducted (withover 150respondents)togathercommunityinputthatrelatedtothecomponentsofthedraZATP. Therespondentsindicatedthatthetopthree long‐rangeprojectsthattheyweremostinterestedin,orfeltwerethemostimportantwerecompletestreet(re)designsfor:

• HumeStreetCorridor• HurontarioStreetCorridor• Highway26toWasagaBeachCorridor(renamedtoBeachwoodRoad)

WithalltheseMajorCorridorGatewaysthe finaldesignmaterialsgeneratedwillbedevelopedbyaninterdisciplinaryteamthroughapublicprocess. Thesewillthenbeusedtoprovide thenecessarydesign, analysis,anddirectiontoinformthe largercapital projectsofcompletingdesigndrawingsand(re)developingthese roadsinthefuture. Thecharacteristics andsuggestionsfor eachas outlinedabove willactasguidestothesedesignexercises anddonotdirect finaldesigns, nor shouldtheybeviewedasendresults;asthesewillbedeterminedappropriatelythroughthefutureengineering/designprocesses.

Hume Street

Hu

rontario

Street

Hig

h

Street

Mountain Road

Beachwood Road (“old” Highway 26)

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Challenge:HurontarioStreetHurontario Street isCollingwood’s“mainstreet”andoneofthemostsignificant corridors for entering the community from the south. Italsopassesdirectlyinfrontofthepublichighschool.

Hurontario’s current design includes significantly large pavedshoulders. TheserepresentanopportunitytocreateamoreaMrac/vegatewayintotheheartofthecommunityandanac/vetransporta/oncorridoraswell.

Challenge:HumeStreetTheHumeStreetcorridor isenvisionedintheOfficialPlantobemixed‐use, and should evolve as a contemporary transi/on into thedowntownbusiness/heritagedistrict.

The ac/ve transporta/on Technical Memorandum for the Town ofCollingwood (2011) from the Walkable and Livable Communi/esIns/tute iden/fiesthefollowingrela/ngtoacompletestreetsdesignapproachforHumeStreet:

thesekindsofimprovementswillresultinamoreeffecNvestreet thatnotonlymovescarsmoreefficiently andsafely,but also doesthesamefor non‐vehicular transportaNon...Notethatavalueengineeringassessmentandamendment

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Currently the paved shoulder along HurontarioStreetisoZenusedbycyclists,althoughdefinitelynotdesignedforthisuse.

The current use of the sidewalk for cycling, andtheexcessivepavedshoulderasa laybyfortransitvehicles indicates that Hume Street is notappropriately designed tomeet the needsof thecommunity.

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tothecurrentdesignshouldbetakenASAPasitcouldlikelyresult in reduced overall construcNoncosts,even with animproved street... Any increase in ongoing maintenancecostswill be fully offset by addingvaluetoadjacent reail,mixed useandotherproperNes,including increasedvaluetomanyhomeswithinwalkingdistance.37

Thiscorridorhasanumberofnoteworthycharacteris/csthatwillhavetobeconsideredinthedesign,suchas:

• Accesstothehospital;• FrontageandaccesstoCentralPark;• Crossingofmajortrailcorridors;and,• LinktoHighway26.

Challenge:HighStreetThe southern sec/on of High Street iden/fied for this Element willprovidean important opportunityto providea street corridor that ismoreconnected toneighbouringcon/guousdevelopmentwhile alsosuppor/ng all modes of transporta/on appropriately. The currentcondi/onmakesthisroadlookandfeellikea“highway”;more‐sothanastreetwithinthecommunity.

This street has residen/al uses,major trail corridor crossings,majorcrossing for school children, and linkages to the evolving westerncommercialdistrictand,thenewfirehall. Developingadesignthatissuppor/ve of these diverse uses/characteris/cs will be the primarydifficultyofthisdesignchallenge.

The“mul/‐usewalkway”alongpor/onsoftheHighStreetcorridor isalsoasignificantconsidera/onforthisdesignexercise.

33

37 WalkableandLivableCommuni/esIns/tute,AcNveTransportaNonComestotheTownofCollingwood:TechnicalMemorandum,November2011,page3

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Challenge:MountainRoadThe abilityof this road to support ac/ve transporta/onmodes (andfuture transit links) to the Town of the Blue Mountains will be themajorchallengeofthiscorridordesignexercise.

This roadalso includes amajor trail crossingat theBlackAsh Creekbridgethatmustalsobeaddressed.

Challenge:BeachwoodRoad“Old”Highway26toWasagaBeachThe evolu/on of this road, caused by the development of the newHighway26sec/on,allowsfor significantlyappreciablechangestobemade to meet the goals of this Element and ATP. These includeopportuni/estoincorporatethefollowinginthedesign:

• Bikelanes;• Pedestrianwalkwaysand/orsidewalks;• Transitstops;• Turningpockets;and,• Trees/landscaping.

The right‐of‐way in this area could be par/cularly well suited toseparatedbicycle tracts;which should beconsidered throughout thedesign exercise. This is an important considera/on given theinforma/on provided in the recently releasedCycling Death Reviewfrom the Office of the Chief Coroner for Ontario which states thefollowing, while also recommending the use of complete streetsdesignprinciplesforallroads:

StudiesinDenmarkhaveshown thatproviding segregatedbicycletracksorlaneslanesalongsideurbanroadsreduceddeathsamongcyclistsby35%.38

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38OfficeoftheChiefCoronerforOntario,CyclingDeathReview,June2012,pg.3

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NOTE:AswithalltheseMajorCorridorGatewaysthefinaldesignmaterialsgeneratedwillbedevelopedbyaninterdisciplinaryteamthroughapublicprocess.Thesewillthenbeusedtoprovidethenecessarydesign,analysis,anddirec/ontoinformthelargercapitalprojectsof(re)developingtheseroadsinthefuture.Thecharacteris/csandsugges/onsforeachasoutlinedabovewillactasguidestothesedesignexercisesanddonotdirectfinaldesigns,norshouldtheybeviewedasendresults;asthesewillbedeterminedappropriatelythroughthedesignprocesses.

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ChallengeSomeof the routes that are part ofCollingwood’s trail networkareappropriate as ac/ve transporta/on links. This is because theyprovide physical connec/ons to specific places or areas of thecommunityforpeopletravelingundertheirownpower.However,thedevelopment andmanagement of the trail system hasbeen focusedon recrea/on use for the most part, as opposed to ac/vetransporta/onparameters.

Whendescribingthisdifference,thereportcreatedforCollingwoodbyWalkandBikeforLifenotes:

Itisimportanttonotethedifferentneedsofdifferentusersof trails. RecreaNonalusersenjoy thevery curvy,windingpathsoftrailsthatareoZenoutsideoftheurbanizedareasofthecityandallowthemtoexperiencethenaturalbeautyandgreenspacesofacity.In termsoftransportaNon,themosteffecNveandwell‐usedbikeandpedestrianpathsintourbanized areas donotmeander aroundthecity,but arestraightcorridorsbetweenplacesoforiginanddesNnaNon.

Those that use acNve forms of transport want to get totheirdesNnaNon inthemostefficientmannerpossibleandneed corridors that go North‐South, East‐West in a gridsystemforefficienttransportaNon.39

The chart on the facing page from the ASSHTO Guide for theDevelopmentofBicycleFaciliNes40outlinessomeofthedifferencesincharacteris/csbetweenrecrea/onaltripsanu/litariantrips:

Afewkeyrouteshavebeeniden/fiedashavingthegreatestneedandpoten/alassharedpurposetrails.Theseareillustratedinthemaponpage38.Toensurethatthesekeysharedpurposeroutesfunc/onaspart of the ac/ve transporta/on network the Town will have toaddresstheirdesign, construc/on,andmanagementaccordingly;withworkprogramsexecutedtomakenecessarychangesintheseareas.

36

39WalkandBikeforLife,TrailforAcNveTransportaNon,2009pg.10

40ASSHTO,GuidefortheDevelopmentofBicycleFaciliNes,2012,pg.2‐4

3.TrailsforAc3veTransporta3on

Users of trails for recreaNon and acNve transportaNonpurposes have different needs; and trail systems aredevelopedwith these in mind. However, someporNonsofthetrails networkmayworkwell forbothkindsofusers(asillustratedabove). When thisis the case, these needtobedesigned,built,andmanagedforthisduelpurpose.DRAF

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Ac3onTo ensurethat theycan func/on as ac/vetransporta/on routes theiden/fied trails (as well as their various street crossings) shall bereviewed and improved/maintained as needed (including design;construc/on of improvements;seasonal maintenance; and,signage).Themaponpage39illustratesthecrossingsandtransi/onsalongtheoff‐street trail network that are applicable to this Element. Thosecrossings that correspond with the trail sec/ons iden/fied for thisElement shall be improved with facili/es, signage, and markings tomakethemfunc/onbeMerandimprovepedestrian/cyclistsafety.Thisappliestothefollowingnumbered crossings/transi/ons iden/fied onthemap41:

• 1‐BlackAshatMountainRoad• 11‐BlackAsh@6thStreet• 12–CranberryTrail;and,• 4,5,6,7,and10‐MemoryLaneandTrainTrail

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41VictorFordandAssociatesInc.,On&OffRoadCycling/PedestrianFaciliNes&TransportaNon:Safety&ImprovementRecommendaNons,December2009,AppendixB

Characteristic RecreationalTrips UtilitarianTrips

Directness Directnessofroutenotasimportantasvisualinterest,shade,protectionfromwind.

Directnessofroute&connected,continuousfacilitiesmoreimportantthanvisualinterest.

Connectivity Looptripsmaybepreferredtobacktracking;startandendpointsareoftenthesame.

Tripsgenerallytravelfromresidentialtoschools,shopping,orworkareasandback.

Distance Tripsmayrangefromunderamiletoover50miles.

Tripsgenerallyare1‐10milesinlength.

Parking Sort‐termbicycleparkingisneededatrecreationalsites,parks,trailheads,andotherrecreationalactivitycentres.

Short‐term&long‐termsbicycleparkingisneeded.

Topography Variedtopographymaybedesired.

Flattopographyisdesired.

Riders (individuals)Mayberidinginagroup.

(Individuals)Oftenridealone.

Destinations (Individuals)Maydrivewiththeirbicyclestothestartingpointofaride.

Usebicycleasprimarytransportationmode;maytransfertopublictransportation;maynothaveaccesstoacarfortrip.

Time Typicallyoccurontheweekendoronweekdaysbeforemorningcommutehoursoraftereveningcommutehours.

Bicyclecommutetrips mayoccuratanyhouroftheday.

Black AshCreekTrail crossing at 6thstreet that is inneedofphysical improvementstomakeitmoreacNvetransportaNonfriendlyandfuncNonal.DR

AFT

38

Thismapillustratesthesixcorridors(notnecessarilytheexacttraillocaNondepicted)alongwhichtheCollingwoodTrailsNetworkroutesshouldbeadaptedtosupport both recreaNonal andacNve transportaNonuses. These include exisNng trails, aswell asthose that may be built along these corridorsasaddiNonstotheNetwork inthe future. Thecorridors areclock‐wise fromupperleZ: Highway26(includingCranberrryInnTrail); TrainTrail; PrecyRiverParkwayandBeachwoodRaod;PoplarSideroad;SixthStreet;and,MountainRoad.

Sixth Street

Train Trail

Poplar Sideroad

Highway 26

Mountain Road

Pretty River PKW

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Developing the appropriate ac/ons for the analysis, design,implementa/on, and maintenance will primarily involve the TrailsCommiMee,ParksRecrea/on&CultureandEngineeringDepartments.

The end result will be that physical changes will bemade to thesespecificareasandthefundingfortheirmaintenancewillshiLfromtheTrailsCommiMeebudget to thatofPublicWorks(astheywillbepartoftheTown’stransporta/onsystem,not therecrea/onsystem).TheTown’sbudgetwill have totakeinto accountthisshiLin qualityanduse.Theextentofphysical improvementsandseasonalaccess,willbeimportant considera/ons of this work; as well as, the phasing ofimprovements.

The Collingwood Trails Network Management Strategy, 2012,developedbytheTown ofCollingwoodParks,Recrea/onandCultureDepartment, willbeusedasakeyresource forinforminganalysisanddesignoftrailsec/onsbeingadaptedthroughthisElement.

ThisElementwillhavetobecloselymanagedwiththeimplementa/onoftheMajorCorridorGateways‐CompleteStreetsElementdescribedearlier,becausetheyhaveagivenamountofoverlap.

39

PorNon of map from the On & Off Road Cycling/Pedestrian FaciliNes &TransportaNon: Safety & Improvement RecommendaNons” report, thatillustrates the locaNonsof the trail crossingsthatwillhave tobeaddressedtoimprovefuncNonandsafetyduringtheimplementaNonofthis Elementaslistedonpage37.DRAF

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LargeScaleProjects3to5yearsTheElements listedherearegenerally lesserinscaleandscopethantheprevious Sec/on;andareabletobe completedwithin3 to5 years of adop/ng theATP.

40

60%

40%

20%

Sidewalks to parks

Theresponsestothe2012communitysurveyindicatedthatthemid‐rangeprojectsthatarepartoftheATPthattheyconsideredmostimportantwere:Sidewalklinkstoparks;Sharetheroadsignage;TrainTrailextension;and,SidingTrailextension,andbikeparkingstrategy.

Share the roadTrain Trail

Siding TrailBike parking

II. Mid‐rangeImplementa3on

Preferences for mid-range projects of the ATP

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41

1)SunsetPoint&StLawrenceStreetCorridor 2)PedestrianEnhancementsDowntown 3)“Right‐size”DowntownParkingFacili3es 4)BusStopSea3ng 5)FamilyBikeBoulevards 6)Sidewalks&CrosswalksatPublicParks 7)BridgeLinkatSidingTrail 8)LinkatTrainTrailtoCollege 9)Ac3veTransporta3onBridgeatMountainRoad

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ChallengeSt. Lawrence Street along Collingwood’s waterfront connects thecommunitytoitsmajorwaterfrontparkandmostpopularplayground,alongthewayweavingthrough aresiden/alarea.Becauseofthis,itplaysasignificant rolein the communityin twoways:ashighprofileconnector forac/ve transporta/on,andasan influenceon thesenseofplaceofanimportantloca/oninthecommunity.

Although there have been trial projects along this street corridoraimed at improvingsafetyincludingon‐street bike lanesand reverseangleparking;unfortunately,thecurrentcondi/on ofthestreet doesnotallow ittoperformwell,becauseit isexcessivelywide,confusing,andoutofcontextfromadesignperspec/ve.

The ac/vity nodedefined by the areaaround Enviro Park (themostwidelyusedparkareaintownanddrawspeoplefromthroughoutthe

community, region, and from afar) and the food concessions is veryimportant tothesuccess ofSunset PointPark. However,it ispoorlydefined, has imprac/cal connec/ons and rela/onships betweenspaces, and has infrastructure that create conflicts betweenpedestrians, cyclists and vehicles. However, the elements andcharacteris/csof the areaafford it great poten/al for improvement;allowingitto func/onwellasagreatcommunityplaceandintegratedwellintotheTown’stransporta/onnetwork(s).

The challenge addressed with this Element is to make this streetfunc/onbeMer to accommodatethelarge number ofpeople comingtotheparkandplaygroundwhileachievingthefollowing:

1) Crea/ng an aesthe/cally appealing & context sensi/vevisualqualityalongitslength;

2) Beingsafeforallmodesoftransporta/on;3) Func/onsinawaythatitenhancestheloca/on’ssenseof

place(asopposedtoac/ngasawaythroughaspace);4) Thattheuniqueshareduseofthearea(resul/ngfromthe

presenceofmanyfamilieswithchildrenattheEnviroPark)isrecognizedandaddressedinitsdesignfeatures;

5) Create an aesthe/callyappealing entrance into the ParkfromthePreMyRiverParkway.

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1.SunsetPoint&StLawrenceStreetCorridor

ParNcular acenNon to the relaNonship betweentheplaygroundandthePark will have tobepaidduringthisproject. The role thestreetplaysinitscurrent locaNon will have to be seriouslyconsideredbecauseofthewayitdivideselementswithin this area. If becer relaNonships betweenthese areas can be formed the placemakingdividend of becer funcNon and livability will berealized.

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Ac3onManaging the conflicts between users (par/cularlybetween cyclistsand pedestrians) in areas of high use,suchas along thispart of thewaterfront, are a challenge. There are issues of expecta/ons,familiarity,travelspeed,lackofsignageanddesign.

AdesigntaskforceshouldbecreatedtoaddressthechallengesofthisElement; including representa/ves from Parks Recrea/on & Cultureand Engineering Departments, and lead by the Town’s Manger ofAc/ve Transporta/on. Issueswith urbandesign,street design,parkdesign, and ci/zen/neighbourhood engagement, as described here,

willbethe focusofthisteam’swork.Theresultwillbeanac/onablerecommendeddesignforCouncil’sconsidera/on.

Examplesoftheques/onsthatwillbecontemplatedforceare:

a) Howdoweimprove thesafetyof this “street through thepark”forpedestriansandcyclists”?

b)What design improvements could wemake to have thisstreetfunc/onmoreasaparkway?

c) Aretherewayswecanreducetheimpactthestreethas,intermsofthewayitdividestheEnviroParkplaygroundfromthewaterfrontpark?

d) Can we develop a design that is cost effec/ve,understanding that improvements to stormwaterstructures, and urban cross sec/ons for streets are verycostly?

43

1

0.8

0.6

0.4

0.2

0

0

20 40 60 80 100

IMPACT SPEED (km/h)

PR

OB

AB

ILIT

Y O

F D

EA

TH

Because of the large number of people acending the Park,playground,andresidenNal uses, vehicle speedsalongSt. Lawrencestreet isparNcularlyimportantandacriNcalaspectofthe designforitsredevelopment.The World Health OrganizaNon (Road Safety‐Speed Fact Sheet)idenNfiesthe important role that vehicle speed plays in pedestrianfatalityrisk.“Thehigherthespeedofavehicle,theshortertheNmeadriverhastostopandavoidacrash. Acartravelingat50km/hwilltypically require13metresinwhichtostop,while acar travelingat40km/hwill stop in less than 8.5metres”. The WHOgoes on tostate: “anincrease inaverage speedof1km/htypicallyresultsina3% higher riskofacrashinvolvinginjury, with a 4‐5% increase forcrashes that result in fataliNes”. The chart above illustrates thePedestrianFatalityRiskasaFuncNonoftheImpactSpeedofacar.

Currentlytemporary crossingwarningdevicesandtraffic calmingmeasures are in place inthe areanear Enviro Park. More appropriate andpermanent measureswill have to be part of thedesignforthis Element. Anappropriate reducNonofvehiclespeedwillbe necessary. Whenreducingspeedsofvehicles,twothingshappenthatmake itsafer for otherstreetusers. Oneisthat thedriverhas an increased response Nme to deal withobstacles in their way, and the secondisthat thedistance they travel before coming to a stop isreduced. Bothofthese factorsmake streetswithreducedspeedssafer.

Pedestrian Fatality Risk Related to Impact Speed of a Car

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ChallengeThe recent downtown streetscape redevelopment made changes tothe physical environment that improved walkability and bikeability,that included: iden/fied bike routes (perimeter streets), widersidewalks, careful arrangement of sidewalkuses, aMen/on to travelroutes and widths, curb extensions at corners to reduce walkingdistances, countdown and audio crossing signals, short‐term bikeparking,andaesthe/cimprovements.

Throughoutthedowntowncoretherearealsonumberofexis/ngmid‐block pedestrian walkways that that were not directly part of theredevelopment project and act as“shortcuts”. This is an importantfunc/on for ac/ve transporta/on from this group of walkwaysbecause they create a finer‐grained built environment that is moreconvenientandhumanscaled.Movingthroughout thedowntownonfoot is benefited from these through‐block pedestrian connec/onsthat are provided. These are especially useful for accessingneighbouringstreetsoffofthe“main street” ofHurontarioStreet,toreach the municipal parking areas, and to access some very uniquelanewaybusinesses. Unfortunatelyit appears thatmanyvisitorsarenotawareof these helpful “shortcuts”and access routesand othersdonotusethembecauseoftheirvisualcharacter.

Theimportanceofthesekindsifconnec/onsisdescribedbytheUrbanLandIns/tute:

Passagewaysthat cutthroughblocksandconnectwithsmall courtyards and other fragments of urban space(the “intersNNal space” between the primary streetsand public spaces) represent opportuniNes to extendthefabricofthepublicrealmandshouldnotbetreatedas throwaway spaces… Some of this space should be

leZas simplyuNlitarian,butmoreof itcanandshouldbeusedto createamorefine‐grainedvarietyof publicandsemipublicspace.42

Addi/onally, laneways in the downtown district of Collingwood arebeing used as suppor/ng infrastructure for “back‐of‐house”opera/onsand vehicleaccess. However,thesedowntown lanewaysareunderu/lizedforpedestrianandcyclistaccess,andalsointermsofplacemakingopportuni/esthat couldenhancebusiness interestsandoverall livability.Theselanesarenotbeingusedtotheirfullpoten/alasthosefoundinothercommuni/esforexample.

Overall there is a disparitybetween the use and poten/al of theseareas do to acombina/on of their loca/on,the adjacent uses,theirvisual quality,and awareness about them. Other communi/es havebeen able to successfully design and/or program the use of thesespacesascommunityenhancements.

The challenge is to develop a strategyand implementa/on programthat will physically improve these areas so that they add to thedowntowndistrictinthefollowingways:

1) Improvedpedestrianandbikeenvironment;2) Create posi/ve use opportuni/es beyond parking and

trash storage, and business opportuni/es whereappropriate;

3) Createasenseofplaceand/or iden/tythatcomplementsthedowntowndistrictandimproveswayfinding;

4) Makes the secondary entrances to commercialestablishmentsmoredesirableforpedestrians;and,

5) Maintaining/func/oning well for u/litarian uses whereneeded.

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42UrbanLandIns/tute,PlacemakingDevelopingTownCenters,MainStreets,andUrbanVillages,2002,Pg289

2.PedestrianEnhancementsforDowntown

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Ac3onTheexecution of thisElement must proceed with caution,and not beblindedbyoptimism.Thesuggestedrangeofamendmentstothequalityand function of the mid‐block connections and alley ways should besupportive of safe and attractive pedestrian movement and activities,while also improving the functionality of necessary “back‐of‐house”activitiesaswell. TheUrbanLandInstitutedescribestheimportanceofcreating this balanced approach to developing pedestrian‐focused “A”streetswiththemoreutilitarian“B”streets:

Toooften,towncentresareenvisionedasconsistingentirelyof high‐quality main streets, with no provision for theutilitarian needs of shops, restaurants, cinemas, andresidential buildings. Infact,theabsenceof“B” streetscanwreakhavoconthepedestrianqualityofatowncentre’smainstreets by pushing utilitarian activities out in front of thestores.

ThisElementwillrequireamulti‐disciplinaryapproach that includesthefollowingparticipantskillsets/interestsrepresented:

• Urbandesign;• BIA&business(ofascalerepresentativeofthedowntowndistrict);• Pedestrianandbicyclist;• Accessibility/mobility;and,• Serviceneeds.

The work of this Element should have a process flow similar to thefollowing,whileworkingcloselywiththeBIAandlandowners:

a) Determinationofthephysicalparameters;b) Determinationofexistingformalandinformalusesandneeds;c) Assessmentofexistingfunctionality;d) Preliminaryevaluationofopportunitiesandoptions;e) Engagementofpublic;f) Examinationofopportunitiesforphasedapproaches;g) Proofingofoptionswithpublicandstakeholders;h) Determinationofprioritizedoptions;and,i) Costingandimplementationstrategy.

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Here is an example of a laneway enhanced inVictoria, BriNsh Columbia. This laneway hassuccessfullychangedits usefroma“B”streettoamore pedestrian/businesssupporNve “A” typestreet.

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ChallengeOneof thewaysthat thecommunitycanprovideefficientuseofourland resources within the right‐of‐way is to ensure that on‐streetparkingisproperlydesigned. Thiscan easilybecombinedwith roaddietandbikeroutedesign concepts,theresultcanbetocreatemorefunc/onalstreetsthatincorporatemoreparking, whilealsofacilita/ngimprovedtransporta/onalongthestreetforallusers.43

In business districts parking demand management is par/cularlyimportant.Providingtoo liMleparkingcanmakeareasinaccessibletoapor/onofthecommunity;whileprovidingtoomuchcandamagetheoverall form of a retail district, making it unappealing and poorlyfunc/oning for pedestrians. Both of thesehaveanega/veeffect onretail areas. Collingwood has significant capital and culturalinvestments in its downtown district. To facilitate its success astrategic parking demand management strategymust be developed.Currentlyon‐street parking in the right‐of‐way, andoff‐street parkingare not being used to their func/onal capacity to best support thebusinessdistrict;long‐termbikeparkingisnotprovided;parkingareasare affec/ngthesuccessofpedestrian improvements;parkingareasare nega/vely impac/ng the streetscape; and, infill developmentopportuni/esthatcanprovidetaxrevenue,jobs,andamoredynamicdowntownarebeingforegoneforsurfaceparkinglots.

Thechallengetherefore,istoaddressthese issues,toprovideparkingfacili/eswithinthedowntownthatmaximizetheuseofvaluableland/right‐of‐way resources for parking. This is to be achieved throughappropriatedesignofparkingfacili/esthat:

1) Maximize the number of vehicles that can be parked tomeettheneedsofthedistrictandcommunity;

2) Balance the kinds of parkingfacili/esprovided,includingthoseformotorcyclesandbicycles;

3) Are safeand convenientfor driversandpedestriansalike;and,

4) Aredynamicallymanagedtobestsupportbusinesses.

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43Ins/tuteofTransporta/onEngineers,NewToolsforParkingDesignandAnalysisWebBriefing,

3.“Right‐size”DowntownParkingFacili3es

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Ac3onAprocesswill have tobedefinedand ini/ated for:analyzingparkingfunc/on and need; business and community engagement; andassessment of “highest and best” use of municipal resources forproviding,managing,andmaintainingparking.

Thefollowingprovidesanoutlineofthebasicelementsthatshould,ataminimum,beexploredwiththisac/onitem:

• Maximizeuseoflandsallocatedforparking;• Explora/onofparking“bestprac/ces”;• Pedestrian/cyclist/driversafety;• Sitespecificparkingneeds;• Fullcostaccoun/ngofparkingfacili/es;• Urbandesignandstreetscapeimpacts;

• actualuseofparkingfacili/es;• responsestopayparkingrates;• infill development opportuni/es on parking lots and theirimpactsontaxes,businesses,streetscape).

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On‐streetParallelvs.AngledParkingStalls

(base22footparallelstall)

On‐streetParallelvs.AngledParkingStalls

(base22footparallelstall)

Angleofparking(degrees)

Poten/alincreaseinnumberofstalls%

45 73

60 112

75 137

90 144

The ITE, “New Tools for Parking Design andAnalysisWebBriefing”describesoneofthewaysthat parking use can be opNmized to moreefficientlyuselandistodesignforangledparking;as an increased number of vehicles can beaccommodated with angled versus parallelarrangementsasshown inthe table above. ThiskindofcreaNvityanddesignanalysisneeds tobeintegrated into the implementaNon of thisElement.

Here is an example where car, motorcycle, and bicycle parkingfaciliNes are well integrated into a site. The design andmanagementofparkingfaciliNesiscriNcaltotheirsuccess.As Jeremy Nelson ofNelson\Nygaard stated in the 2009ParkingLotstoParksWorkshop. “Parkingdemandisalwayschanging,andthis iswhy it is criNcal toboth esNmate demand accurately andmanageparkingsupplydynamically”.

Source:DanBurdenDRAF

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ChallengeTo be effec/ve apublic transit system has to include safe, efficient,and func/onal transit stopsfor its users; asignificant component ofthistheavailabilityofsea/ngat busstops.This isamaMer ofhealthandaccessibilityforthetown’sci/zens,par/cularlyincluding.

• Elderlypersons;• Peopletravelingwithyoungchildren;• Peoplewith limited mobility and/or stamina due to physicalhealthorailments;and,

• Expectantmothers.

Itmaybedesirable, especiallygivenourlocalclimateandcommunity’slargeandgrowingnumberofseniors,tohavebussheltersateachbusstop. However, given the cost of developing and maintaining busshelters,itmaybeimprac/caltomeetthisdesire.AssuchtheTown’sEngineering and Public Works Departments have a long standingopera/onal policy for iden/fying priority stops that have shelters.Essen/ally the priori/es are based on: loca/on type (downtown;school; major recrea/on facility; hospital, et cetera); numbers ofusers;and,prioritysitesusedbymanychildren,orseniors.

The investment in sea/ng isminimal compared toprovidingshelterswhile s/ll significantlyimproving the func/on of the bus stops. Themaintenance of this infrastructure is also less to that of enclosedshelters.

This Element willcreatea strategyand priorityprocess for providingsea/ngat all busstopsto helpmaximize thenumber of people thatcanusethetransitsystem.

Ac3onFor this Element the ac/on will involve developing a strategy and/meline to install sea/ng at each bus stop loca/on within thecommunity. A phased program for implemen/ng these shall bedevelopedwith similar priority criteriato that currentlyused by theEngineeringandPublicWorkstoprovidebusshelters.

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4.BusStopSea3ng

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49

If seaNng is not provided at bus stops, there are manypeople within the community that will be sufficientlyinconvenienced. Forsomethiswilllimit/detertheirabilitytousetransit. InacommunitywithanincreasingpopulaNonofseniors,thisisasignificantconcern.

ThemajorityoftransitstopsinCollingwoodprovidenoseaNngforusers.

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Challenge The initial phase of the development of the bike route network inCollingwood is the delineation of the routes as described in the On‐StreetBikeRouteElement(page78).ThisElementisthenextphaseofmakingcyclingenjoyable,efficient,andpractical.

Throughoutmuchof the research and literature on cyclingandactivetransportation,cyclistsareoften identifiedbytheir level of comfort incycling in traffic (see also page37). Thishelps identify the kinds offacilities needed, and what can be expected, when developing acommunitywide network for active transportation. TheOntarioBikePlan44describesthesecategories:

• TheStrongandtheFearless‐perhaps1%of thepopulationwhowillrideregardlessoftheconditionofroadways.

• TheEnthusedandtheConfident‐5to10%ofthepopulationwho arecycling now attracted by improvements made tobikeway networks in their communities. They may becomfortablesharingtheroadwithmotorists, butappreciatebikelanesandotherfacilitiesdesignedspecificallyforthem.And they may choose to cycle more often as furtherimprovementsaremade.

• The Interested but Concerned ‐ perhaps 60% of thepopulation. Theymay like riding a bicyclebasedon goodexperiencesintheiryouthoraridetheytookinthesummer,butareafraid torideabicycleregularly buttheywouldrideif they felt the roadways were safer and traffic traveledslower.

• NoWayNoHow ‐Someone thirdofthepopulation isnotinterestedinorcapableofcyclingatall.

The greatest number of cyclists can be identified as “interested butconcerned” (62%of bikeriders arenot comfortable in traffic. Preferlow‐volume low‐speed and prefer physical separation from cars, offstreet, neighbourhood street), as they are not comfortable riding intraffic and prefer streetswith low‐volumesand low‐speeds. For thisreasontheATPincludesanumberofspecificroutestobeimproved asFamilyBikeBoulevards(seemaponpage53).45

An active transportation networkhas to be designed,developed andmaintainedto functionwellforthemanydifferentkindsofpeople inacommunity. This includes the young,andpeople thatmaynot be ascomfortableorproficientatcyclingforexample.

Tomakeactivetransportationmostpracticalforfamilies,intermsofthebicycleroutesthereneedstobeadedicatedsetofstreetsthatachievethefollowing:

1) Provide routes whose design features are enhanced forsafety so that they appeal to families, elderly, and lessproficient cyclists (primarily focusing on residential areaswherepractical);

2) Provideaestheticenhancementsandstreettreesalongtheirentire lengths to improveuser comfort and the appeal oftheroutes;

3) Connectwiththerestofthebikeroutes;4) Prioritize the movement of cyclists over cars with traffic

calming and road diet features that createa lower targetspeedthatisgearedtotherequirementsofcyclists;and,

5) Hasenhancedwayfindingsignage.

50

44CycleOntarioAlliance,OntarioBikePlan,February2008,pg.5

45Adaptedfrom:WalkandBikeforLife,TrailsforAcNveTransportaNon,2009,pg.38

5.FamilyBikeBoulevards

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TheMovingPeoplesubsectionPlacestoGrow,states:

Municipalities will ensure that pedestrian and bicyclenetworksareintegratedintotransportationplanningto:a) providesafe,comfortabletravel for pedestrians andbicyclists within existing communities and newdevelopmentb)providelinkagesbetweenintensificationareas, adjacent neighbourhoods, and transit stations,includingdedicatedlanespaceforbicyclistsonthemajorstreetnetworkwherefeasible.46

Onewaytoaddressthisistoprovideabikeboulevardnetwork.ABikeboulevardis“astreetsegment,orseriesofcontiguousstreetsegments,that has been modified to accommodate through bicycle traffic andminimize throughmotor traffic”47 Thechallengewith this Element iscreatingabikeboulevardnetworkthatispartofthehierarchyofcyclingorientedactivetransportationroutes.Notethattheimplementationofthe design features for each of theseElements shouldbesignificantlyinfluenced by the Ontario Traffic Manual Book 18: Bicycle Facilitieswhichwillbereleasedin2013;describedbytheOntarioTrafficCouncil:

The OTM Book 18 will be the primary referencedocument used by engineers, planners and designersthroughoutOntario. Itwill containinformationonlegalrequirements, standards, best practices, procedures,guidelines and recommendations for the justification,planning, design, timing and operation of bicyclefacilitiesandcontrolmeasures.48

ActionThere are four streetswithin Collingwood that arebeingidentified aspotentially being part of this enhanced family bikeway network (seemaponpage53).Theseconnecttothedowntown,anumberofparks,trailsandothermajorrouteswithinCollingwood.

Thesebikeways areenvisioned as streetswith specific enhancementsthat make cycling along them particularly safe and comfortable forthosepeoplethatarelessinclinedtorideonbusystreetswithvehiculartraffic; such as young children. They will be created through theintroduction of anumber of traffic calmingfeatures, landscaping,andpublicart,forexample:

• Travel laneswillbestrategicallynarrowedat(throughtheuseofcurbextensions)

• Shy space around features such as refuge islands will beenhancedwithwidedrainguttersand/orwidestripingtoreducevehicularspeeds

• Street trees will be planted to provide sun health and calmvehiculartraffic;

• Travel for bicycleand calmed vehicular travelwill beprioritizedalongthecorridors;

• Bikewaymarkingswillbepaintedonthestreet;• Signage designating the bikeway will be positioned along theroute;

• Keyintersections will incorporatepublic art into thesignage toact as wayfinding and identification markers for the familybikeway49.

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46ProvinceofOntario,GrowthPlanfortheGreaterGoldenHorseshoe,2006,pg.25

47ASSHTO,GuidefortheDevelopmentofBicycleFaciliNes,2012,pg.1‐2

48 OntarioTrafficCouncil,OTMBook18:BicycleDesignGuidelines,OMawaBikeSummit2012presenta/on,page4

49Intersec/onofOntarioStreetandRidgewaybikeroutesinVancouver,Bri/shColumbia

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Traffic calming will be an integral component of the design of theseroutes. The principles under which traffic calming functions,can bedefinedbythefollowingfourpoints50:

• VehicleSpeed:o Significantdeterminantofcrashseverityo Criticalfactorwheremodesconflicto Appropriatewithrespecttocontext

• Pedestrian/cyclistExposuretoRisk:o Reducetimeinvehicletravellaneso Physicalandvisualcuestoincreaselegibilityforuserso Human‐centreddesignfocus

• DriverPredictability:o Needforvehicleusetobepredictable

• Effective24hrsaDay:o Self‐evidentfunctionanduseo Self‐enforcingthroughphysicalcharacteristics

This Element will be completed by a multi‐disciplinary team with acommunityengagement component,and should include test projectswith low‐cost and temporarymeasures totestthedesignsolutions.Amonitoring and assessment strategy will have to be developed tocoincidewiththesetestprojects.

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50MichaelKing,Nelson\NygaardAssociates,“DesigningCompleteStreets”presenta/on,May29,2007

Characteristics EXPERIENCES/CONFIDENTRIDERS

CASUAL/LESSCONFIDENTRIDERS

Comfort Mostarecomfortableridingwithvehiclesonstreets,andareabletonavigatestreetslikeamotorvehicle,includingusingthefullwidthofanarrowtravellanewhenappropriateandusingleft‐turnlanes.

Prefersharedusepaths,bicycleboulevards,orbikelanesalonglow‐volume,low‐speedstreets.

Traffic Whilecomfortableonmoststreets,somepreferon‐streetbikelanes,pavedshoulders,orsharedusepathswhenavailable.

Mayhavedifficultyguagingtrafficandmaybeunfamiliarwithrulesoftheroadastheypertaintobicyclists;maywalkbikeacrossintersections.

Directness Preferamoredirectroute. Mayuselessdirectroutetoavoidarterialswithheavytrafficvolumes.

Sidewalks Avoidridingonsidewalks.Ridewiththeflowoftrafficonstreets.

Ifnoon‐streetfacilityisavailable,mayrideonsidewalks.

Speed Mayrideatspeedsupto40km/honlevelgrades,upto72km/honsteepdescents.

Mayrideatspeedsaround13km/hto20km/h.

Distance Maycyclelongerdistances. Cycleshorterdistances:1to8kmisatypicaltripdistance.

The faciliNes developed in the community need to address thespecificneedsofabroadrangeofpeople,whenitcomestoacNvetransportaNon. Not every walker, or cyclist is the same. TheASSHTO GuidetotheDevelopmentofBicycleFaciliNeshasachartthat explains the differencesbetween people’s level of skill andcomfort when cycling. There are similariNes in the ranges ofdifferences,andthingsthatneedtobe consideredwhenplanning,designing, andbuildingfaciliNesorwalkersas wellasoutlinedinthechartabove.48

These images show examples off e a t u r e s t h a t s h o u l d b econsidered for the Family BikeBoulevards, integrated into bikeroutes in Vancouver, BriNshColumbia. Picturedherearecurbextensions, mini‐roundabout,public art, roadmarkings, streettrees.

Source:Google DRAF

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Thismapillustratesthefourroutesenvisionedfor theFamilyBikeBoulevardsthatwillbedevelopedthroughthisElement.ThesuitabilityoftheseparNcularroads,andtheimplementaNonofthis porNon of the acNve transportaNon network will bedeterminedthroughtheprocessofcompleNngthisElement.

Ontario Stre

et

Peel Street

Map

le S

tree

t

Third Street

Campbell StreetDRAF

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ChallengeTheprimaryusersofCollingwood’spublicparksarechildrenandtheiraccompanyingparentsand/or minders. Walkingand bikingmake uptheirprincipleformsoftransporta/on.Unfortunately,alargenumberof Collingwood’spublic parksarenot accessible bysidewalks. Many/mesthereisnosidewalkalongtheparkfrontage.

The challengewill be to provide improved access to these parks forpedestrians.

Ac3onTheac/onforthisElementisthedevelopmentandimplementa/onofa priori/zed process to install pedestrian crossings and/or newsegments of sidewalk to address the lack of facili/es to supportwalkingtotheseimportantcommunityfacili/es.

The Town’s Parks,Recrea/on & CultureDepartment will assist withthe lead in this process with addi/onal assistance from theEngineeringandPublicWorksDepartments.

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6.Sidewalks&CrosswalksatPublicParks

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The Ontario Ministry of TransportaNon’sOntario Traffic Manual(Traffic Manual, Book 11, Pavement, Hazard and DelineaNon Markings,March 2000, pg. 97) states: “in urban areas, crosswalks must bemarked at all intersecNon where there is substanNal conflictbetween vehicular and pedestrian movements. Pedestriancrossings may be marked at non‐intersecNon points wheresubstanNal pedestrianmovementsoccur orwhere asafe crossingpointwouldnototherwisebeobvious,parNcularlytochildren”.

ForthisElementappropriatepedestriancrossings willbe designedandinstalledtosupportsafeandcomfortableaccesstomunicipalparks.

PARK

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ChallengeAc/ve transporta/on systems have to be designed,developed, andmanagedto connect peopleto the variousdes/na/ons theyneed toreach for their dailyac/vi/es. Thisincludes linkagesto placeswherepeoplework.

This Element will complete a long defined connec/on to theemploymentlandsinthesoutheastofthecommunitytrail. Withtheelimina/onof therailwayopera/onsit isnowpossibletodesign andcreate a trail link along the old rail line, poten/ally adap/ng theexis/ng bridge for trail use. This will improve connec/vity toemployment landsandmakeac/vetransporta/onmoreprac/cal forci/zensofCollingwood.

Ac3onThe Parks, Recrea/on & Culture Department and Trails CommiMee,willassistwithundertakingadesign exercisetodevelopasolu/on tothechallengeof thisElement.Theywillthenturntheireffortsto themanagementofitsimplementa/on.

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7.BridgeLinkatSidingTrail

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Collingwood is renowned for its extensive trail system; havingreceivedacenNonthroughouttheProvinceandbeyondforadecadeslong commitment and success in developing the network. ThisconnecNonhasbeenproposedformanyyears,asitprovidesaneededlinkforacNvetransportaNon.The locaNonofthe bridgecrossingis highlightedonthisscanof theTrailNetworkMap,andisindicatedasa“futuretrail”.

A photo of the exisNng trainbridge which could be converted foracNvetransportaNonuse,nowthattherailservicehasbeenclosedinCollingwood. DR

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ChallengeThegapinthetrailsystematthesouthendoftheTrainTrailcreatesasepara/on between the rest of the town and the newlydevelopedGeorgian College campus on Poplar Sideroad. It also nega/velyimpacts the effec/veness of the connec/on to Stayner along thisroute.

The challenge with this Element is to complete the linkingtrails andbridgeconstruc/on;similartothechallengeforthepreviousElement.This will improve connec/vity andmake ac/ve transporta/on moreprac/cal.

Asthecollegecampusevolvesover/me,ac/vetransporta/onaccessneeds to beprovided to link itwith the restofthecommunity. TheTownneedstoprovideimprovedac/vetransporta/onconnec/onstothisimportantpostsecondaryeduca/onalins/tu/onasitisoneofthekeydes/na/onswithinthecommunity.

Ac3onThe Parks, Recrea/on & Culture, Trails CommiMee, and Manger ofAc/ve Transporta/on will have to undertake a design exercise todevelop a solu/on to the challenge of this Element. Theywill thenturntheireffortstothemanagementofitsimplementa/on.

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8.LinkatTrainTrail

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Collingwood is renowned for its extensive trail system; havingreceivedacenNonthroughouttheProvinceandbeyondforadecadeslong commitment and success in developing the network. ThisconnecNonhasbeenproposedformanyyears,asitprovidesaneededlinkforacNvetransportaNon.The locaNonofthemissinglinkandrivercrossingarehighlightedonthis scan of the Trail Network Map, and is indicated as a “futuretrail”.DR

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ChallengeAc/ve transporta/on systems have to be designed,developed, andmanagedto connect peopleto the variousdes/na/ons theyneed toreach for their dailyac/vi/es. This includes linkagesto schools andneighbouringcommuni/es.

This Element will significantly improve an ac/ve transporta/onconnec/on to the Town of the Blue Mountains, and beMer linkpor/ons of Collingwood that are situated to the west of Black AshCreek,withthosetotheeastsideofthisrivercorridor.

The river inthis loca/on isasignificantbarrier;and neither the roadnor the trail system provide prac/cal and comfortable op/ons forac/vetransporta/onatthiscrossingofMountainRoad.

There is a need to support an improved connec/on for safety andefficiencywith the Town of theBlueMountains and the residen/alareasandjobcentrestothewestwiththerestofthebuiltuppor/onsofthetowntotheeast.Thatisthechallengethat isbeingaddressedwiththisElement.

Ac3onThe Parks, Recrea/on & Culture Department with input from theTrailsCommiMeewill lead theexerciseof designing,permimng,anddeveloping this river crossing with project management assistancefromtheMangerofAc/veTransporta/on.

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9.ActiveTransportationBridgeatMountainRoad

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Themore northerlyandsoutherlycrossings ofthe BlackAshCreekfor acNvetransportaNonare the pedestrianbridge andSixth street bridge respecNvely.Bothare notwell locatedforpeopletravelingalongthis directcorridortotheTownoftheBlueMountains.ThebridgecrossingofMountainRoaddoesnotfacilitatecomfortableandsafecrossingforpedestriansandcyclists.DR

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SmallScaleProjects0to3yearsThis Sec/on details the small projects that can beachieved within 3 years or less. Generally theseitems are system or network oriented; however,requiringliMlecapitalexpenditures.

These items are designed to help make ac/vetransporta/onmoreprac/cal and func/onal; whilefulling engaging the community in the process ofcrea/nganimprovedac/vetransporta/onsystem.

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40%

20%

Bike routes

Thisgraphillustratesthethreenear‐rangeprojectsidenNfiedbyrespondents tothe 2012ATPsurveyasbeingof highestpriority.

Kids riding on sidewalks

Skateboarding on sidewalks

III. Near‐rangeImplementa3on

Preferences for near-range projects of the ATP

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1)“SharetheRoad”Routes 2)UrbanAcupuncture&TrafficCalming 3)ActiveTransportationMatchingFund 4)UpdateSidewalkBy‐law‐Cycling 5)UpdateSidewalkBy‐law‐Skateboarding 6)DowntownLong‐termBikeParking 7)On‐streetBikeRoutes 8)PublicParkingLotPedestrianImprovements 9)CompleteStreetsDesignMatrix 10)Community‐wideWalkability/bikeabilityAudits

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ChallengeNot all streets can be redeveloped or retrofiMed to provide cyclinglanes or other improvements for ac/ve transporta/on. Some/mesthis is the result of the characteris/cs of the roads in ques/on, theamount of roadways in a town, the short and long‐term costs ofimprovements,or anycombina/on ofthese.However,oneeffec/vewayto improve thesafetyand appealof par/cular routes for cyclingalongsomeroadsistoinstall“sharetheroad”signage.

The Transporta/on Associa/on of Canada describes when the sharetheroadsignisused:

to warn motorists that they are to provide adequatedrivingspaceforcyclistsandothervehiclesontheroad.ThesignalsoadvicesmotoristsandcycliststouseextracauNonontheupcomingsecNonofroad.51

ThisElementis intendedto improvesafetyfor cycliststravelingalong“outlying” roads that are being used by people traveling toneighbouringareasor communi/es.Thisisalsointendedtocompletethe Collingwood por/ons of the “share the road” network beingcreatedacrosstheregion.

Ac3onTheTown’sEngineeringDepartmentwill assistwith thereviewoftheroutes designated on the map (facing page) and iden/fy theloca/on(s) for the signage to be installed along these roads, orappropriatesec/onsthereof.

Thismapwasgeneratedfromanamendedmapdevelopedthroughanextensiveprocessbythelocal SharetheRoadorganiza/on(whichhasincludedrepresenta/onfromtheTown).Thismapshowsthosestreetcorridors that will receive “share the road” signage in Collingwood.ThesemakeupmainroutesoLenusedbycycliststhatlinkthebuilt‐upareas of Collingwood, with the surrounding more rural streets,developments, and neighbouring communi/es. These routes willprovideanother linktotheneighbouringcommuni/esun/lsuch/measothercorridorredesignsareimplemented.

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51Transporta/onAssocia/onofCanada,BikewayTrafficControlGuidelinesforCanada,February2012,pg.39

1.“SharetheRoad”Routes

Example of the share the roadsignsbeingusedthroughout theregion.

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Thismapshowsthestreetsthatmakeupthe“sharetheroad”networkforthisElement.Areview oftheroutesdesignatedonthemapwillbedone toidenNfytheappropriatelocaNon(s)fortheshare theroadsignagetobeinstalledalongthese roads,orsecNonsthereof.

Sixth Street

Poplar Sideroad

Rag

lan A

ve

Mountain Road

Hig

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ChallengeCollingwood as a community, and its built environment is constantlyevolving.Thismeansthatnotallfeaturesofwhathasbeenconstructedin thepast canmeet theneeds of the communitytoday,or into thefuture. This is true of active transportation networks,and theplacespeoplegoalike. Placemakingandcreatinganinterestingandfunctionalbuiltenvironmentisasimportanttoactivetransportationasprovidinganetworkalongwhichtotravel.

On April 15, 2011 the Governing Council of UN‐Habitat adopted thefirst‐ever public space resolution which urged the development of apolicyapproach for the international applicationof Placemaking. TheResolution sights the importance of Placemaking for fostering social,cultural,economic andenvironmental benefits for theoverall livabilityof communities. Placemaking is the human‐centred design of publicspacesthatdirectly involvesthepeoplethatwillusethesite.Overthepastdecade thespecificvalueof placemakingto communitylivability;economicandbusinessresiliencyandsuccess;realestatedevelopment;and, community health has become increasingly understood. Thisapproach is well established and proven, and is gaining popularitybecauseof itspracticalityandfar reachinginfluenceon thesuccessofneighbourhoodsandcommunities.

The recentWalk and Bike for Life surveyand workshop conducted inCollingwood asked “how would you rate the need for the followingprogramsandfacilitiesinCollingwoodtoincreasethenumberofpeople

walkingonaregularbasis?”Thetoptwothatwereidentifiedaseithergreator greatest in needwerecrosswalksand traffic calming.52 Thegraphonthefollowingpageisadapted fromtheReportand illustratesthe results.53 Traffic calmingisawaytodesign streets,usingphysicalmeasures,toencouragepeopletodrivemoreslowly.Itcreatesphysicalandvisualcues that inducedriversto travel at slower speeds. Trafficcalming is self‐enforcing. The design of the roadway results in thedesiredeffect,withoutrelyingoncompliancewithtrafficcontroldevicessuchassignals,signs,andwithoutenforcement.Trafficcalmingisalsospecifically identified and recommended in the Chief Coroner ofOntario’s report Pedestrian Death Review54 to improve road safety.Trafficcalminghasfourbasicprinciplesintermsofdesign:

1) Vehicles speed (significant determinant of crash severity;criticalfactorwhensmodesconflict;needstobereducedtocontextappropriatetargetspeed);

2) Pedestrian/bikeexposurerisk(reducingtheamountoftimethat pedestrians are in the street with reduced crossingdistances,andappropriatepedestrianinfrastructure);

3) Driverpredictability(makingvehiclemovementspredictableforothers);and,

4) That traffic calmingmeasures are active 24 hours a day,sevendaysaweek(donotrelyonenforcement)55

The challenge is to make it easier for the greater community ofCollingwood,includingtheMunicipalityto affect changeandtest ideasby using the resources readily available. In fact, small scale

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52WalkandBikeforLife,TrailsforAcNveTransportaNon,2009,pg.21

53AdaptedfromWalkandBikeforLife,CollingwoodReport,2010,pg.21

54 OfficeoftheChiefCoronerforOntario,PedestrianDeathReview,pg.54,September2012

55MichaelKing,Nelson\NygaardAssociates,DesigningCompleteStreetspresenta/on,May29,2007

2.UrbanAcupuncture&TrafficCalming

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neighbourhood changescanhavesignificant impacts. As identifiedbytheCentersforDiseaseControl;

Small‐scalepedestrianimprovementsalongstreetsresultin higherphysicalactivity levelsandhavehigh levelsofpublicsupport.56

BycreatingamechanismthroughthisElement for citizenstoworkwiththemunicipality,theTowniscreatinganintegratedassistancesystemofsupportthat isuser‐friendlyand effectivelyleveragestheassetsofthecommunityforitsimprovement.

This Element is intended to provide a way for creating andimplementingsmall‐scaleprojectsthat:

1) Are focused on improvingthe built environment of thecommunity;

2) Improve one or more of the requirements for effectiveactive transportation (including quality public places,connections around town, connection to other areasoutside of town, improved safety for activetransportation modes, improved aesthetics and visualappeal of areas for active transportation, improved thesun health and visual qualityof street corridors withstreet trees, improved trail and pedestrian crossings,etcetera);

3) Arepermanent,ortemporarypilotprojects;and,4) Are initiated by community members, the Town, or

stakeholders,andfacilitated/assistedbytheTown.

The opportunities that are sought and potentially afforded thecommunity through pilot projects are multiple, and ofteninterconnected, including, creating community engagementopportunities for citizens of Collingwood to actively participate inimprovingtheir neighbourhoods. Additionally, regardless of the finaloutcomeofpilotprojects,thebenefitto theMunicipality,andgeneralpublicinworkingtogethertoexecutetheprojectwillbesignificant.Any

time community members come together in co‐operation foreveryone’sbenefit, theact itself is apositiveoutcome. Pilot projectsalsohelpinformallfuturecommunitybuildingimprovementinitiatives.

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56WalkBoston,GoodWalkingisGoodBusiness,2011

70%

60%

50%

40%

30%

20%

10%

0%CROSS-

WALKS

TRAFFIC

CALMING

GREAT

GREATEST

NEED FOR FACILITIES AND PROGRAMS TO

INCREASE WALKING IN COLLINGWOOD

The report byWalk andBike for Like indicatedthatpeople felttherewasagreatneedforbothcrosswalks andtrafficcalmingtoincreasewalkinginCollingwood.DR

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Ac3onThe purpose of thisElement is to provide facilita/on for small scaleneighbourhood improvements. This can be called Asset BasedCommunity Development (ABCD), Urban Acupuncture, Tac/calUrbanism or “Lighter,Quicker,Cheaper” (LQC). It describesa localdevelopment strategy that has produced excep/onally successfulpublicspacesandisgenerally lowerriskandlowercost,capitalizingonthecrea/veenergyofthecommunitytoefficientlygeneratenewusesandrevenueforplaces.

This cantakemanyforms,requiringvaryingdegreesof/me,money,and effort, and the spectrum of interven/ons should be seen as anitera/vemeanstobuild las/ngchange.Allplacemakingand livabilityimprovements are closely related to walkability and ac/vetransporta/on. By championing use, over design aesthe/c, andcapital‐intensive construc/on, LQC interven/ons strike a balancebetween providing comfortable spaces for people to enjoy whilegenera/ngandleveraginglocalassetsnecessaryforfurtherphases.FromtheBeMerBlockOrgwebsite,whichisdedicatedto“rapidurbanrevitaliza/onprojects”,thepurposeoftheseapproachesistofacilitateways of crea/ngdemonstra/on “tools” that revise an area to show,test, and review the poten/al to create great walkable, vibrantneighborhood streets and places. The projects will act as a livingmodel so that ci/zenscan ac/vely engage in the “complete streets”and placemaking buildout process, and develop temporary pilotprojects to show and assess the poten/al for these ini/a/ves in aspecificarea.Theintent istoperformthesetestsandhelptheTownand communityrapidly implement infrastructureand policychangesthat support the ac/ve transporta/on plan and overall communitylivability.57

The kinds of projects that would be supported are very localizedimprovementsbasedonthecharacteris/csandneedsofthearea,and

goals of the project. These projects should meet a specific set ofcriteriathatwillbeadaptedfromthe11PrinciplesofPlacemaking58:

• TheCommunityistheExpert• Youarecrea/ngaplace,notadesign• Youcan’tdoitalone• They’llalwayssay“itcan’tbedone”• Youcanseealotjustbyobserving• Developavision• Formsupportsfunc/on• Triangulate• Startwiththepetunias• Moneyisnotanissue• Youareneverfinished

The parameters of the Town’s facilita/on and support will bedetermined by the Town and will be based on the specificcharacteris/cs of theproposal, such as those defined by the StreetPlansCollabora/vemanualTac/calUrbanism:

1) Adeliberate,phasedapproachtoins/ga/ngchange;2) Theofferingoflocalsolu/onsforlocalplanningchallenges;3) Short‐termcommitmentandrealis/cexpecta/ons;4) Low‐risks,withapossiblyahighreward;and,5) Thedevelopmentofsocialcapitalbetweenci/zensandthe

buildingof organiza/onal capacitybetweenpublic‐privateins/tu/ons,non‐profits,andtheircons/tuents.

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57Adaptedfromwww.beMerblock.orgTheBeMerBlockisanopen‐sourcedprojectthatisfreetore‐useandbuildupon.Thesiteisdevelopedtoprovidehelpforcommuni/eswhowishtobuildtheirownBeMerBlockswithresourcesanyonemayneedtohelprapidlyrevitalizeneighborhoods.

58ProjectforPublicSpaces,11PrinciplesofPlacemaking,www.pps.org

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These photographs show examples of how traffic calmingpilot projects can be undertaken withminimal equipment.Traffic movementsare being recorded by the gentleman inthelowerpicture.

Source:DanBurdenDRAF

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ChallengeManycommuni/esarenotabletoallocatelargeamountsofresourcesfor ac/vetransporta/onini/a/vesbecauseoftheir sizeand/or otherobliga/ons. The challengethis Element is addressingis theneed todevelop mechanisms that help leverage the assets within thecommunitythatmaybehelpful in improvingtheac/vetransporta/oninfrastructure,howitfunc/ons, orthecultureofac/vetransporta/oninthecommunity.

Similar to the previous element, this one is intended to create amechanismbywhich theTown canmakeprac/cal,or opportunis/c,improvementsto theac/vetransporta/onnetwork.Thiscanbeveryhelpful for thecommunity,astheASSHTOGuidetotheDevelopmentofBicycleFaciliNesiden/fies:

Many of the most successful bike plans have beenimplemented through a pragmaNc approach involvingphasing of improvements and opportunisNcpartnershipswithotherprojects.59

The Walk and Bike for Life report60 iden/fies the kinds of itemsenvisioned for this Element as recommended improvements; theseincludeinvestmentsin:

• Public spaces such as public squares,mee/ng spaces, andplacesforoutdoorac/vi/es;

• Support elements for non‐vehicle transporta/on such asimprovedligh/ng,signage,way‐finding;and,

• Increasedqualityandquan/tyofbikeparking.

ThisiscloselylinkedtothepreviousElement.Itisawayofmaximizingtheinvestmentofboth thecommunitymembersand theTownwhenprovidingATimprovementsattheneighbourhoodorstreetscale.

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59AASHTO,GuidetotheDevelopmentofBicycleFaciliNes,2012pg.2‐14

60WalkandBikeforLife,CollingwoodReport,2009,pg.27

3.ActiveTransportationMatchingFund

This table illustrates how respondents to the2012ATP survey indicatedhow interested theywould be for supporNng the Town’s ATP to“include ways for ciNzens and neighbourhoodgroups to get support from the Town for localprojectsthatimproveacNvetransportaNon”.

60%

40%

20%

Very interested

Somewhat

Neither

Not very

Interest in Town support for neighbourhood projects

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Ac3onTo implement this Element, theTown Councilwill haveto allocateagivenamountoffundstoanac/vetransporta/onmatchingfund.Theamountofthematchingfundshouldbeofsufficientquan/tytoaffordmeaningfulchangeand impact.An amount of$30,000to $50,000isthe recommended minimum. The alloca/on of these funds tosuccessful community proposals will have to be assessed against aspecific criteria developed as part of the implementa/on of thisElement.

As a way of iden/fying project proposals that could be supportedthrough this Element the Town shall develop a reviewcriteriauponwhich decisions will be based. For example,theWalkabilityToolkitdescribes a checklist for crea/ng pedestrian‐friendly communi/es61that couldbeadaptedtodevelopthecriteriaforac/vetransporta/onoriented projects that support these kinds of features withinCollingwood.Thechecklistincludes:

• Con/nuousSystems/Connec/vity• ShortenedTripsandConvenientAccess• LinkagestoaVarietyofLandUses/RegionalConnec/vity• Coordina/onBetweenJurisdic/ons• Con/nuousSepara/onfromTraffic• Pedestrian‐Suppor/veLane‐UsepaMerns• Well‐Func/oningFacili/es• DesignatedSpace• SecurityandVisibility• AutomobilesareNottheOnlyConsidera/on• NeighbourhoodTrafficCalming• Accessible&AppropriatelyLocatedTransit• LivelyPublicPlaces• PedestrianFurnishings• StreetTreesandLandscaping• ProperMaintenance• SafePedestrianCrossings

Whiletheseareprojectscreatedwithcommunityassetsandskillstoagreat degree, the review criteria for community ini/ated proposals/projects should also includean understanding,and considera/on,ofthe overall aesthe/cs and urban design characteris/cs of the finalproject/area and the ability to support ac/ve transporta/on inCollingwood.Theseconsidera/onsareimportant, becauseasdefinedin the 2009 report by Victor Ford and Associates which reviewedCollingwood’strailsystem:

Such consideraNon will encourageuseby highlighNng thepresence and quality of the faciliNes provided, and willsupport the impression that these projects are part of awell‐thought‐out,integrated,improvementiniNaNve.62

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61WalkOn,WalkabilityToolkit,2009,pg.9

62VictorFordandAssociatesInc.,On&OffRoadCycling/PedestrianFaciliNes&TransiNons:Safety&ImprovementRecommendaNons,December2009,pg.59

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ChallengeProvidingsafeplaces for childrenand their caregivers to legallyridetheirbikesastheylearnthisimportant life skillisbeingaddressedbythisElement.

Forfamilieswith children learningtorideabicyclethecurrentby‐lawprohibi/ngcyclingonthesidewalkisoverlyrestric/veandimprac/cal.Yet this is oLen the safest place for youngriders just learning, andtheirparents/minders.Currentlyon‐roadcyclingmaynotbethemostsafealterna/ve for those learningto ridea bicycle. Thesameholdstrue for youngpeoplewho are traveling independentlyto and fromschool,parks,or other loca/onsbybicycle. These residents arenotpermiMed to use the sidewalk; yet their abili/es and comfort withridingon thestreetmakesthisthemostappropriateop/on forthem,regardlessoftheprohibi/veby‐law.

To recognize these reali/es of the way people use sidewalks andimprove the overall safety for these individuals andmotorists alike,thisElement requires that aprocessbe ini/ated to explorehow thesidewalkuseby‐lawcanbeamendedtopermitforthesekindsofuses.

Ac3onCreateaBy‐lawthat allowschildren (andadultsaccompanyingthem)to ride bicycles on the sidewalk, The specific language will bedeterminedthroughapublicprocess. Thisprocessshouldspecificallyinclude representa/on from young ci/zens of the communitythroughout.

ThechallengeofthisadaptedBy‐lawwillbetomakethisac/vitybothlegal and safe for all users of the community’s sidewalks, includingchildren,elderlypersons,andpersonswithdisabili/es.

Itisimportanttonotethattheprohibi/onofcyclinginthedowntowncommercial/retailcorewillbemaintainedduetothespacerestric/onsandpedestrianac/vityinthearea.

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4.UpdatedSidewalkBy‐law‐Cycling

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Whenchildrenare learningtoridetheirbicycles,it is impracNcal and unsafe in many areas forthem to ride on the street, so they use thesidewalks. Therefore, a By‐law amendmentneedstobemadethatmakesthis commonuseofsidewalksby childcyclists safe andpracNcal forallsidewalkusers.DRAF

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ChallengeManyyoung people in par/cular choose to skateboard as away ofgemng from one place to another. Unfortunately the currentregulatoryframeworkmakes it illegal for these ci/zens to do so onboth streets and sidewalks, and skateboarders risk fines and/orinjuries because the prohibi/ons to using the sidewalks.SkateboardingisnotpermiMed inanypublic areaof thetownexceptthedesignatedskateboardpark.

Forfamilieswithchildrenlearningto rideaskateboard,or thoseusingthemas aformoftransporta/onthecurrent by‐lawprohibi/ngtheiruseisoverlyrestric/veandimprac/cal.

Since many people choose to use skateboards as an ac/vetransporta/onmode there isaneed to ensure that it isdone safelythroughout thecommunity.ThisElementwilladdressthesafetyandlegality of using skateboards as a mode of transporta/on withinCollingwood.

Ac3onTo recognize these reali/es of the waypeopleuse skateboards andsidewalks and improve the overall safety for these individuals andmotoristsalike, thiselement requiresthat thesidewalkuseby‐lawbeamended to permit skateboard use with keyprovisions that protectpedestrianssharingthesidewalk(ensuringthat thesidewalksaresafeto use for all, including children, elderly persons, and persons withdisabili/es). For example: restric/ng use of skateboard whenpedestrians are present (requiring that skateboarders dismount);restric/ng tricks or maneuvers that make the skateboard airborne;and,restric/ngtheiruseinthedowntownretail/commercialdistrict.

Thespecific languagewillbedeterminedthrough apublicprocess,astheyaddressques/onssuchas:

1) What regula/on frameworkcouldwedevelop that wouldmakeitsafeforskateboardersandotheruserstotravelonoursidewalksandsharedwalkways?

2) Recognizing that the “main street” sidewalk corridor ofHurontario Street, in our downtown business district, islikelytoalwaysbetocongestedforthiskindofshareduse;what informa/onsignagetodescribethislimita/onwouldbemosteffec/veandleastvisuallyobtrusive?

Theprohibi/on of skateboarding in thedowntown commercial/retailcore should be maintained due to the space restric/ons andpedestrianac/vityinthearea.

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5.UpdatedSidewalkBy‐law‐Skateboarding

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Skateboardersandpedestrianconflictscancauseseriouspersonal injuries. Therefore,anyBy‐lawconsideraNon for skateboard use on sidewalksmust take intoaccount limitaNonsthat improvesafetyforallsidewalkusers.

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ChallengeThe recent downtown revitaliza/on project provided significantimprovementsto thepublicrealmthat supportwalkabilityin termsofaesthe/cs,andsafety.Thedowntownnowhaswider sidewalks, curbextensions, benches andother street furniture,formalizedmid‐blockpedestriancrossings,andstreettrees.

Parking is one of the necessary components of an ac/vetransporta/on system. The municipality has provided significantresources for vehicleparking,while propor/onally laggingbehind intermsofbikeparking. The revitaliza/onproject alsoincludedbikeparkingringsdistributedalongHurontarioStreet.

High quality, publicly accessible long‐term bike parking in thedowntown commercial district does not currently exist. Thebicycleparking op/ons do not provide shelter from the elements, nor arethey supported by long‐term security op/ons, or high pedestriantraffictoprovideoversight.

There are many loca/ons throughout downtown that are not wellsuited and/or imprac/cal for automobile parking or other uses, andcould accommodate secure bike parking without sacrificing thefacili/es and ameni/es of other modes of transporta/on. AsdescribedbytheVictoriaTransportPolicyIns/tute,it isalsoaposi/vefeatureforbusinesses:

Bicycle parking is space efficient and so generates aboutfive Nmes as much spending per square meter as carparking.63

By using these areas in thedowntown to effec/velysupport bicycletransporta/on, downtown Collingwood could increase the overallnumberofparkingspacesforbothci/zens,visitors,andtouristsalike.

ThisElementwill result inthedesignanddevelopmentofappropriatelong‐term bike parking facili/es in the downtown for people whoshop,work,andvisitthisareaofthecommunity.

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63ToddLitman,VictoriaTransportPolicyIns/tute,WhoseRoads?EvaluaNngBicyclists’andPedestrians’RighttoUsePublicRoadways,May31,2012,pg.8

6.DowntownLong‐termBikeParking

A signage program indicaNng wherelong‐termbikeparkingislocatedinthedowntown will have tobe integratedinto the implementaNon of thisElement.DR

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Ac3onTo facilitate efficient use of the downtown by those that travel bybicycle the Town should design and provide appropriate long‐termbikeparkingfacili/es.

Aspart of the process to implement this Element, loca/ons of long‐term bike parking shall be reviewed and selected through acollabora/ve process with the Downtown BIA and communitymembers. Partoftheprocesswillbe the recogni/on that long‐termbike parking has specific requirements in terms of its design andloca/on.Thiskindofbikeparkingneedstoincludethefollowing:

• Weatherprotec/on;• Consistentpassivesurveillancefromusersandpassers‐by;and,• Centralloca/on.

There are a number of specific ac/on items for this Element; and,while it is an independent item, it shall also be integrated into thework associated with the “right‐sizing” downtown parking workprogramdescribed in theATP.Thiselementshall alsobeexecutedinsuchawaytoprovidethegreatestvaluetousersandci/zens.

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BIKELANES

BIKE LANES WITHPHYSICAL SEPARTATION

GREAT

GREATEST

NEED FOR FACILITIES & PROGRAMSTO INCREASE BICYCLING IN COLLINGWOOD

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The recentWalkandBike forLife survey idenNfiedanumberofneeded faciliNes and programs to increase bicycling inCollingwood. Thetopthree thatweresightedaseithergreatorgreatest inneedwerebikelaneswithphysicalseparaNon(88%),bikeparking(75%)andbikelanes(65%).DR

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ChallengeWhilethetownofCollingwoodhasanexcellenttrailsystem,itislimitedin itsfunctionalityforactivetransportation.Portionsof itworkwelltoprovidetheconnectivityandefficiencyneededforactivetransportation,butmostofitfunctionsbestasarecreationalsystem.

On‐street bike routes can provide the directness needed for activetransportation,whichisdifficultforrecreationaltrailstoprovide:

It is important to note the different needs of differentusersoftrails. Recreationalusersenjoy thevery curvy,winding path of trails that are often outside of theurbanizedareasofthecityandallowthemtoexperiencethenaturalbeautyandgreenspacesofa city. Intermsof transportation,themost effectiveandwell‐usedbikeand pedestrian paths into urbanized areas do notmeander around the city, but are straight corridorsbetweenplacesoforiginanddestination. 64

According to ASSHTO a bicycle network is a designated system ofbikewaysthatmayincludebikelanes,bicycleroutes,shareduse, paths,andotheridentifiablebicyclefacilities.65Thereisaneedforthiskindofnetwork to support the mobility of our residents. There is also arecognized desire,and need,for thiskindof infrastructure throughouttheregion,province,andnation.

TheCounty‘sTransportationMasterPlanstates:

it is recognized that over time the County should beencouraging agreater emphasisonwalkingand cyclingasthepreferredmodeof travel for short trips(under 5km inlength).66

The 2008 Ontario Walkability Study identified that nearly 75% ofstudentssurveyedwouldprefertowalkorcycletoschool;andalthough3.5%saidtheycurrentlyridetheirbicycletoschool,26.8%wouldpreferthismodeoftransportation.67

The Go for Green The Active Living & Environment Program hasidentifiedthat:

70% of Canadians indicated they would be willing totravelup to30minutestoworkif they could enjoy thesafetyandconvenienceofabikelane.68

Theon‐street bike routesnetworkwillgenerallyconsistofstreetswithbike lanes; those with marked shared lanes; and streets that arespecifically designedasfamilybikeboulevardsasdefined inapreviousElementoftheATP.

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64WalkandBikeForLife,TrailsforAcNveTransportaNon:TownofCollingwood,2010,pg.9

65ASSHTO,GuidefortheDevelopmentofBicycleFaciliNes,2012pg.1‐3

66SimcoeCounty,CountyofSimcoeTransportaNonMasterPlan,2008,pg.5‐2

67CatherineO’Brien,PhD.CentreforSustainableTransporta/on,ChildandYouthFriendlyPlanning,presenta/on,200868GoforGreenTheAc/veLiving&EnvironmentProgram,FikngPlaces:HowtheBuiltEnvironmentAffectsAcNveLivingandAcNveTransportaNon,pg.18

7.On‐streetBikeRoutes

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The challenge for this Element is creating a network of bike routesthroughout thecommunityashasbeenpromoted formanyyearsandaddressestheveryrealneedsforsuchasystemwithinthecommunity.

ActionAn effective active transportation system must provide anetwork ofaccessiblecyclingroutes.ThemostappropriateforCollingwoodatthistimeareon‐streetroutes.ThisElementwillimplementanetworkofon‐street bike routes that are easily developed and maintained by theTown.Theserouteshavebeenstronglyinfluencedbytheon‐roadbikeroutes illustrated on the Collingwood Trails Network map for manyyears.

Oneoftheprinciplefeaturesoftheon‐streetbikeroutenetworkisthewayfinding/notificationmarking system. The National Association ofCityTransportationOfficialsdescribesthisas:

A bicyclewayfinding system consists of comprehensivesigningand/or pavementmarkingstoguidebicycliststotheir destinationsalong preferredbicycle routes. Signsare typically placed at decision points along bicycleroutes ‐ typically at the intersection of two or morebikewaysandatotherkeylocationsleadingtoandalongbicycleroutes.69

Although there is no formula for determining appropriate facilityselection,it is important tonotethat thebicycle facilitytype selectionshould be determined through a clearly defined process as will bedescribedintheOntarioTrafficManual:Book18BicycleFacilities(tobereleasedin2013).TheOntarioTrafficCouncilbrieflydescribesthethreebasicstepsoftheprocessasfollows70:

• Step1‐PreselectionNomograph• Collect and review existingand future volume and motorvehicleoperatingspeeddata

• PlotonNomograph• Nomograph providesageneralguide forfacility typestobeconsidered

• Step2‐Examineotherfactors

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69 Na/onalAssocia/onofCityTransporta/onOfficialswebsite.

70 OntarioTrafficCouncil,OTMBook18:BicycleDesignGuidelines,OntarioBikeSummit2012presenta/on,page9

The TransportaNon AssociaNon ofCanada’s Bikeway Traffic ControlGuidelines for Canada states; Thesharrow(sharedlane marking)“maybeusedonroadwayswithlanes thatare wide enough for side‐by‐sidebicycle and vehicle operaNon but notwide enough for a standard bicyclelane”..

Source:DanBurden

Pictured is an example of one of theexisNngbikelanesinCollingwood.

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• Skilllevelofanticipatedusers• Numberoflanes• Trafficcharacteristics• Numberandfrequencyofpotentialconflictpoints• Adjacentlandusesandlotpatterns• Frequencyoftransitstops• Pedestriansafety• Collisionpatterns

• Step3‐SelectAppropriateFacilityType• BasedonresultsfromSteps1and2,plussoundengineeringjudgement

Amulti‐disciplinaryteamwillworktodeterminethebestroutes,designand implement the defined on‐street bike network. Withoutpredetermining the outcome, given the basic characteristics of theroads in question,it isexpected thatthiswillprincipallyconsistofbikelaneandsharedlanemarkings(sharrows),andbikeroutesignage.Notethatthepositiveinfluencesharrowmarkingshaveoncyclists’useoftheroadway is significant and improves safety, including the following:helps cyclists position themselves safely in lanes; alerts motorists topotentialpresenceofbicyclists;provideswayfindingelementalongbikeroutes; increases distancebetween parked cars andcyclists (outside of “doorzone”); motorists’ behaviorchangestobemoresafeforcyclists using the road;cyclistsincreasetheir useoftheroadway(asopposed tosidewalks);and,thenumberof wrong‐way cyclists issignificantlyreduced.71

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71NACTO,UrbanBikewayDesignGuide,April2011,pg.275

Above is anexample ofapre‐selecNonNomograph (adiagramdesigned toallow approximate graphical computaNon) presented by the OntarioTrafficCouncil (OTC)whenoutlining the soontobe releasedOTMBook 18:BicycleDesignGuidelines. Below isascreen shot showing a porNonof theBicycleFacilityTypeMatrixpresentedbytheOTC. ThismatrixshowsarangeofwaysforprovidingbikefaciliNesonroads.

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Themapshowsthe proposedon‐streetbikeroute network asbasedonthe longstandingsuggestedbike route networkofthe Town’s trailmaps,withsomeminoramendments.The suitability of these parNcular roads, and the implementaNonofthis porNon of the acNve transportaNon network will be determinedthrough the processofcompleNngthisElement.

Ontario St

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ChallengeBytheverynatureoftheirsingleusefocuseddesign,parkinglotshaveanumberofcharacteris/csthathavenega/veimpactsonsurroundingland uses; pedestrian movement and safety; safety of vehiclemovementsand,streetscapes.

Uncontrolled vehicle movements limited only by painted markingsmakeparkinglotsgenerallyunsafefor pedestrians andfellowdriversalike. TheAmericanAssocia/onofStateHighwayandTransporta/onOfficials (AASHTO)report,APolicy onGeometricDesign of Highwaysand Streets,2001 specificallyiden/fies the need to design regard topedestrianneeds:

Ingeneral,themostsuccessfulshoppingsecNonsarethosethat provide the most comfort and pleasure forpedestrians.72

The open gaps in the streetscape created by a lack of streetwallelements,andgeneral unsightlinessof parking lotsnega/vely impactneighbouring uses compared to well designed infill development orcivicspaces.

ThisElementwillimplementchangestotheexis/ngpublicparkinglotstomakethemsaferandmoreaesthe/callyappealingthroughlowcostmeasures such as repain/ng and introduc/on of planters, trees,signage,andlowlevelligh/ng.

Ac3on“Park once” strategies intend to make vehicle parking safe andconvenient,while pairing it witha highly walkableenvironment thatmakes it comfortable, convenient and enjoyable for users to bepedestrians for longer periods of /me; as opposed to repeatedlymoving and re‐parking their vehicles within the same district. Toachieve this, and also address the challenges listed above, thisElement requires the following improvements to be made to thepublicparkinglotsinthedowntown:

• Pavement marking to define pedestrian ways that are safe,convenient, and linkto the fine‐grained networkof sidewalksandmid‐blockpedestrianroutes;

• Wayfindingsignagetoindicatepedestrianroutes;• Trees and/or landscaped islands in areas that create a safer(through shy space), more comfortable walking environmentwhile not impac/ng the effec/veness of the parking lot forvehicleparking,withintheoverall“park‐right”strategy.

All trips involve ac/ve transporta/on links and “improving non‐motorized(transporta/on)canimprovemotorvehicleaccess.Parkinglots, transport terminals, airports, and commercial centers are allpedestrian environments”.73 The amendments and design of theparkinglotsshouldfollowthegeneraldesignhierarchyconsidera/onsrela/ngtothefollowing:

1) Firstconsidera/onisforpedestrians;2) Accesspoint(s);3) Sightdistances;and4) Vehicles

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72AASHTO,APolicyonGeometricDesignofHighwaysandStreets,2001,pg.96

73ToddLitman,VictoriaTransportPolicyIns/tute,WhoseRoads?EvaluaNngBicyclists’andPedestrians’RighttoUsePublicRoadways,May31,2012,pg.6

8.PublicParkingLotPedestrianImprovements

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Urban design and ac/ve transporta/on considera/ons, along withparkingneedsandsafevehiclemovementwillbepriori/zedduringthedevelopmentofthedesignsforthisElement.

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The improvementsthatwill bedevelopedthroughthisElement will improve accessibility, while also beinggoodforbusiness.The1970CollingwoodUrbanTrafficStudy states“The(parking) lots should be acracNvely landscaped byproviding some green areas. Small parkecearrangementswithbenchescanbeintegratedwiththeparking plantoprovide waiNng areas forDowntownshoppers. AlloftheseameniNeswillhelppromote theuse of these off‐street parking faciliNes and alsoacracttheshopperstotheDowntown”.

Pictured is an example of a pedestrian routeidenNfied through a parking area which usesthe shy distance arounda planter to improvepedestriansafety.

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ChallengeIn recent decades the design parameters of the roads constructedthroughout North America have relied too heavilyon level‐of‐service(LOS) and increasing vehicle traffic speeds, thereby skewing their usemoreandmoretowardasinglemodeof transportation. Thishasalsonegativelyimpactedadjacentland‐useandvalues, andtheoverallsafetyfor active transportation users. In fact, “People who choose activetransportmodesfaceanincreasedriskofinjuryfromcollisions,relativetomotorvehicleusers”.74

Bynot focusingon safety for pedestriansand cyclistsin the design oftransportation systems over the past few decades, has resulted indangerous road networks throughout communities for activetransportation users. This didn’t just happen; streets have beendesigned,built,andmaintainedinwaysthatfavourvehiclemovementsovertheneedsofpedestriansandcyclists.

However,there isencouraging evidencethat injury andfatality rates decrease as active transportation modesharesincrease,andeffectthathasbeendubbed“safetyinnumbers”. TheSafetyinnumberseffectiscomplicatedby the fact that in areas higher active transportationmode share, transportation infrastructure is oftendesigned with the safety of pedestriansand cyclists inmind.75

Oneoftheeffectsofnotdesigning“completestreets”isincreasedriskto people that use non‐motorized transportation, the National

Collaborating Center for Environmental Health cautions: “tominimizetheriskofinjury,itisimportantthaturbantransportationinfrastructurebecarefullydesignedforactivemodes”.76

Justaswithdesigningformovingvehicles,designingforpeoplerequiresclose attention to how peoplemove and usespaces and the specificdimensionsofpeopleusingthesefacilities:for examplepeoplewalkingside‐by‐side, or parents pushing a stroller, or persons traveling inwheelchairs. Streetscan bedesignedtomovecarsefficientlywithout

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74Na/onalCollabora/ngCentreforEnvironmentalHealth,AcNveTransportaNoninUrbanAreas:ExploringHealthBenefitsandRisks,2010

75Na/onalCollabora/ngCentreforEnvironmentalHealth,AcNveTransportaNoninUrbanAreas:ExploringHealthBenefitsandRisks,2010,pg.3

76Na/onalCollabora/ngCentreforEnvironmentalHealth,AcNveTransportaNoninUrbanAreas:ExploringHealthBenefitsandRisks,2010,pg.5

9.CompleteStreetsDesignMatrix

Our built environment is the result of many series ofdesign ideas and construcNon projects. By payingspecific acenNon to the needs of pedestrians, andcyclists, we can create townsand ciNes that are morelivable.It is important to note that the capacity of streets tomove vehicles is not exclusively dependent on thenumber of lanesasone mayexpect. In fact, having agreaternumberoflanesonastreetcanoZenreduceitscapacityandfuncNonDRAF

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sacrificingtheabilityofpeopletowalkorbikealongthem;itjustmeansdifferentchoicesbemadewhendesigningandbuildingstreets.Alsothespecificcharacteristicsofstreetsaredifferentandshouldbeincludedintheir designs, for example: intended use,setting, traffic volumes,andintendedspeeds.IntheCongressforNewUrbanism’s2012,SustainableStreet NetworkPrinciples, they define the followingas aprinciple forroaddesign:

All people should be able to travel within theircommunity ina safe,dignifiedand efficientmanner. Asustainable street network makes that possible andensures a choice of transportation modes and routes.People canwalk,bicycle,taketransit,or usea vehicle.Each mode is integrated, as appropriate, within eachstreet77.

In itsintroduction the Instituteof Transportation Engineers’ DesigningWalkable Urban Thoroughfares: A Context Sensitive Approach (2010)statesthatit:

provides guidance for the design of walkable urbanthoroughfaresinplacesthatcurrentlysupport themodeofwalkingandinplaceswherethecommunitydesirestoprovideamorewalkablethoroughfare,andthecontexttosupporttheminthefuture.78

Thisshouldbereferencedasasignificantsourceofdesignguidanceforthe local streetsthat aremorecentrallylocatedwith greaterdiversityandurbanmixofuses,suchastheprimaryretail/commercialcorridors.

The first recommendations defined in both the Pedestrian DeathReview79andCyclingDeathReviewfromtheOfficeoftheChiefCoronerofOntarioisfocusedondevelopingcompletestreets:

A ‘complete streets’ approach should be adopted toguide the redevelopment of existing communities andthe creation of new communities throughout Ontario.Such an approach would require that and(re‐)development giveconsideration toenhancingsafetyfor all road users, and should include: ‐ Creation ofcycling networks (incorporating strategies such asconnectedcyclinglanes,separatedbikelanes,bikepathsand other models appropriate to the community.) –Designation of community safety zones in residentialareas, with reduced posted maximum speeds andincreasedfinesforspeeding.80

TheAmericanAssociationofStateHighwayandTransportationOfficialsdescribesthisinPolicyOnGeometricDesignofHighwaysandStreets:

Emphasishasbeenplacedonthejointuseoftransportationcorridorsbypedestrians,cyclists,andpublictransit vehicles.Designersshouldrecognizetheimplicationsofthissharingoftransportationcorridorsandareencouragedtoconsidernotonly vehicular movement, but also movement of people,distributionof goods,andprovisionofessentialservices.Amore comprehensive transportation program is therebyemphasized.Cost‐effectivedesignisalsoemphasized. Thetraditional procedure of comparing highway‐user benefits

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77 CongressforNewUrbanism,SustainableStreetNetworkPrinciples,2012,page14

78 Ins/tuteofTransporta/onEngineers,DesigningWalkableUrbanThoroughfares:AContextSensiNveApproach,2010,pg.3

79 OfficeoftheChiefCoronerforOntario,PedestrianDeathReview,September2012

80OfficeoftheChiefCoronerforOntario,CyclingDeathReview,June2012,pg.20

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with costs hasbeen expanded toreflect theneedsof non‐usersandtheenvironment.81.

AASHTOalsoclearlydefinestheneedtoaddresspedestrianneedsinallstreetdesigns:

Pedestriansareapart ofevery roadwayenvironment,andattentionshouldbepaidtotheirpresenceinruralaswellasurbanareas...Becauseofthedemandsofvehicular trafficincongested urban areas, it is often very difficult to makeadequateprovisions for pedestrians. Yet provisionsshouldbemade,becausepedestriansarethelifebloodofoururbanareas,especiallyinthedowntownandotherretailareas.Ingeneralthemostsuccessfulshoppingsectionsarethosethatprovidethemostcomfortandpleasureforpedestrians.82

TheTorontoCentreforActiveTransportation’sdescribesthebenefitsofcompletestreetdesignstrategies:

TheimplementationofCompleteStreetsresultsnotonlyin improved conditionsfor cyclists, pedestrians, seniors,and children but also supports vibrant, healthycommunities.EvidenceshowsthatCompleteStreets:

• Providebetterandmoretransportationoptions• Improvesafetyforcyclistsandpedestrians• Reducetrafficcongestion• Reducegreenhousegasemissions• Create more walkable, therefore, livablecommunities

• Stimulate economic growth with increasedshoppingactivity,sales,andpropertyvalues.83

The Simcoe MuskokaDistrict Health Unit’s 2009 Road Safety Reportdescribes the health benefits of how we design for activetransportation:

Theway ourcommunitiesaredesigned isacontributingfactor to injuries and deaths from motor vehicle‐pedestrian collisions andmotor vehicle‐cyclist collisions.Road design (sidewalks,roads,bikepaths,etc.)and thetypes of features it contains(speed bumps,crosswalks,streetscape, etc.) affects how often,how far and howfast we drive, traffic volume, and our choice oftransportationmode.Decreasingtheamountoftimewespendinacar can lessenourriskofbeing involved in a

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81AmericanAssocia/onofStateHighwayandTransporta/onOfficials,PolicyOnGeometricDesignofHighwaysandStreets,2001,pg.xlii

82AmericanAssocia/onofStateHighwayandTransporta/onOfficials,PolicyOnGeometricDesignofHighwaysandStreets,2001,pg.96

83 TorontoCentreforAc/veTransporta/on,CompleteStreetsbyDesign,2012,pg.5

TheWorld HealthOrganizaNon, WorldReport on RoadTrafficInjuryPrevenNon(2004,pg.78)states “SpeedhasbeenidenNfiedasakeyriskfactorinroadtrafficinjuries,influencing both the risk ofaroadcrashaswellas theseverityoftheinjuriesthatresultfromcrashes”. Thisiswhy it isparNcularly important to focusonappropriatetargetspeedsinroaddesigns.Theimageaboveshowsacomplete street within an urban context. Theappropriate design speeds and infrastructure fordifferentmodesof transportaNonmake thisdesignatedState Truck Route funcNon well for all modes oftransportaNon.DRAF

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MVC. Designing communities that are less sprawled(leading to fewer vehicle trips) and providing for saferstreetenvironmentsthatprotectpedestriansandcyclists,canreduceorpreventroad‐relatedinjuriesandfatalities.

Aspart of developingcomplete streets it is important to identify theappropriate target speed for thedesign becauseit makesthem safer.Appropriatelydesignedstreetsdonothaveto relyon enforcement toaddress issues of speeding motor vehicles, as their characteristicsinherently encourageappropriate speeds. It is obvious that collisionseverity is reduced with speed reductions. However,street safetyismore importantly improved by reduced motor vehicle speeds,whichallow for increased response times and reduced stopping distances,whichinturnimprovecollisionavoidancealltogether.Thetablebelowhighlightstherelationshipbetweenspeedandcollisions84:

Speedvs.CollisionsSpeedvs.Collisions

SpeedDrop CollisionDrop1mph 5%3mph 15%6mph 42%

Assuch,thechallengeforthisElement requirestheTowntodevelopadecision making matrix, and associated process, for (re)developingroads within Collingwood that is complete streets focused. Thisapproachwillensurethatallmodesoftransportationareaddressedinthedesign/developmentprocess.

Ac3onThe development of the matrix will be a mul/‐disciplinary processwith representa/ves from the Town’s Manger of Ac/veTransporta/on, Engineering, Parks, Recrea/on & Culture, Planning,Public Works, Fire, and Police Departments; as well as, ci/zenrepresenta/ves.

The matrix shall include specific sec/ons for each type oftransporta/onmode,aswell aspublic par/cipa/on and stakeholderinvolvement. The development of thematrix and use of it in thefuture shall be an interdisciplinary team approach that includesEngineers, Planners, Landscape Architects, Ac/ve Transporta/onexperts, and others determined to be poten/ally insighzul andhelpful.

Ofpar/cular noteis thatthematrixshall integratetheuseof“targetspeeds”asaprimaryparameterofstreetdesigns.Targetspeedisthespeedatwhichvehiclesshouldoperateonathoroughfareinaspecificcontext,consistentwiththelevel ofmul/modalac/vitygeneratedbyadjacent land uses, and to provide bothmobilityfor motor vehiclesand a safe environment for pedestrians and bicyclists. The designspeed(nomorethan5mphoverthetargetspeed)shouldbedesignedto those geometric design elementswhere speed is cri/cal for safevehicleopera/on. The target speed is basedonthestreet typeandcontextincludingneighbouringlanduses.85

Contextualmeasurements/assessmentscriteriawill alsobeimportantin thiswork(whichshouldalso takeintoaccount the intendedfutureoftheareaasdescribedintheOfficialPlan),because:

Understanding the landuse context providesguidanceon who will need to use the road and how. Thisunderstanding influences the geometric design of theroadway and the types of ameniNes required in theright‐of‐way... Land use context and roadway typecomprisetheorganizingframeworkfor theselecNonof

87

84MichaelKing,Nelson\NygaardAssociates,“DesigningCompleteStreets”presenta/on,May29,2007

85 KnoxvilleRegionalTransporta/onPlanningOrganiza/on,CompleteStreetsDesignGuidelines,2009,pg.10

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appropriateroadwaydesignvalues.AcontextareaisalandareacomprisingauniquecombinaNonofdifferentland uses, architectural types, urban form, buildingdensity, roadways,and topography and other naturalfeatures”.86

Thebasiccompletestreetsdesignapproachfromwhichthematrixwillbe developed is outlined in the following categories that will all beaddressed:

• Safe:• forpeoplefirst• realandperceived

• Reliable:• welldesigned• appropriateinfrastructureforalltransporta/onmodes• integratedmodesoftransporta/on

• Effec/ve:• foralltransporta/onmodes• forneedsofci/zensandbusinesses• interconnected• efficient

• Human‐centred:• addressespeoples’needs• ageappropriatetransporta/onop/ons• easilyunderstood• aesthe/callydesigned

• ContextSensi/ve:• landusesuppor/ve• landvalueenhancing• targetspeedappropriate

• Accessible:• diversityoftransporta/onmodesfacilitated• affordable• “8/80”accessibility

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86PennsylvaniaandNewJerseyDepartmentsofTransporta/on,SmartTransportaNonGuidebook,March2008,pg23

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ChallengeThe need to effecNvely review walking condiNons toencourage travel on foot intrinsically requires asystemaNc method for assessing pedestr ianenvironments. Alongside this recogniNon, theimportance of parNcular aspects of the public realmsuch as public spaces and interchange spaces areconsideredtobeofkey importancein theopNmizaNonofwalingenvironments87.

The above was said in terms of the PERS (Pedestrian EnvironmentReview System) which looks at a variety of parameters, including:moving in thespace; interpre/ngthespace; personal safety; feelingcomfortable; sense of place; opportunity for ac/vity; quality of theenvironment;andmaintenance.TheCounty’sTransporta/onMasterPlanstates:

Walking and cycling infrastructure should bedesignedin such a way as to connect to the exisNng trailsnetwork, provide access to local commercial areas,encourageincreasedwalkingandcyclingfor localshorttrips, and provide safe walking and cycling routes toneighbourhoodschoolsandcommunitycentres.88

Themost effec/vemethod of analyzingthebuilt environmentwhendesigningfor newdevelopments isthroughfirst‐hand,on‐the‐groundexperience.Thisprovidesinsightsinto thephysical featuresandusesof thearea thatarenot ableto beassessed otherwise. Addi/onally,the people most familiar with an area, the local ci/zens, are oLenmoreacutelyawareof design issuesbecauseoftheir familiaritywith

the environment. Therefore, this Element outlines how the Town,with local stakeholders,will conductwalkingandbikingauditsof theen/retownwithinthreeyears.Thesewillbeconductedto:

1) Develop and understanding of the current (baseline)condi/on of the community in terms of ac/vetransporta/on;

2) Iden/fyissues that need to addressed to improve ac/vetransporta/onwithinthecommunity;and,

3) Build local capacity by informing and educa/ng localci/zensaboutac/vetransporta/onandroaddesign.

90

87DavidAllen,Transportresearcher,TRLLtd,AudiNngPublicSpacesandInterchangeSpaces,presentedatWalk21the6thInterna/onalConferenceonWalkinginthe21stCentury,September2005

88SimcoeCounty,CountyofSimcoeTransporta/onMasterPlan,2008,pg.5‐2

10.Community‐wideWalkability/bikeabilityAudits

Walkability (and bikeability) is determined bylookingatthefeaturesandcharacterisNcsoftheenvironment andhow peopleuse it. Therearefour basiccategories that thisinformaNon fallsintoasillustratedabove. Assessmentsofthesecategoriesandfeaturesare partofwalkability/bikeabilityaudits.DR

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Ac3onThewalkabilityauditsshallconsider thefullrangeoffactorsthataffectwalkabilityinacommunityor neighbourhood,specifically:directness;con/nuity; street crossings; visual interest and ameni/es; and,security.Asinglemethodologyshallbeused throughout theaudi/ngprocess. However, amendments can bemade if determined to beappropriately addressing a shorzall or concern resul/ng fromexperiencewith previous audits. This will help increase awarenessand help develop thepriori/es of the community in terms of futureac/vetransporta/onini/a/ves.

The Ins/tuteof Transporta/on Engineers’DesigningWalkableUrbanThoroughfares: A Context SensiNve Approach (2010) describes the“Con/nuum of Walkability” as falling into a range which includes:Pedestrian Places; Pedestrian Suppor/ve; Pedestrian Tolerant; andPedestrian Intolerant.89 Thewalkabilityaudit processwill help thecommunity iden/fy and categorize its corridors, neighbourhoods,places,and districtswithin this con/nuumwith specifically iden/fiedcharacteris/cs. This informa/on will be used to directly informimplementa/onac/ons.

This will be conducted with the ci/zensand business owners of thearea with facilita/on by Town staff and external consultants asnecessary. The purpose of this will be to inform future necessaryini/a/ves, programs, or improvements that could be added to thenear‐rangeand100projectssec/onsoftheATP.Theseauditsshouldbe conducted in day/me hours as well as aLer dark to iden/fyconcernsforpersonal security;whichwillbeMer facilitatetarge/ngofimprovements.90

The Walking Audit developed by the Walkable and LivableCommuni/esIns/tuteisanexcellenttoolforuseinCollingwoodforanumber of reasons: it is a well established tool that hasbeen usedwith hundreds of communi/es, and as of 2012 promoted by theUnited StatesEnvironmental Protec/onAgencyasacommunitytool;

91

89 Ins/tuteofTransporta/onEngineers,DesigningWalkableUrbanThoroughfares:AContextSensiNveApproach,2010,pg.5

90Walk21,InternaNonalCharterforWalking,2010

Walkability/bikeabilityaudits willhelpidenNfyhowwellthecommunityfits the“8/80”rule;whichindicatesthe town’soveral safety/comfort for pedestrians and cyclists (imagesourceDanBurden).As describedbyWalk and Bike for Life’s Trails for AcNveTransportaNon: TownofCollingwood report (2009, pg44)the8/80ruleis:“Step1: Think ofachildthatyou loveandcare forwhoisapproximately 8 years of age. This could be a child,grandchild,sister,brother,cousin,etcetera.Step2: Thinkofanolder adult,approximately80yearsofage who you love andcare for. this could be a parent,grandparent,friend,etcetera.Step3: Ask yourself: wouldyousendthat8year oldalongwith the 80 year old on a walk, or a bike ride on thatinfrastructure? Ifyouwould, thenit issafeenough, ifyouwouldnot,thenitisnotsafeenough.”DR

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itusescommunityresourcesofvolunteers;ithelpsgeneratesolu/onstospecificproblemsthatarepredominantlywithin thecapacityofthecommunity. The Town should also consider augmen/ng thismethodology with others that are innova/ve such as the onesiden/fied by the intergovernmental network for coopera/on inresearch,COST(EuropeanCoopera/on inScienceandTechnology),intheirreportCost358Pedestrians’QualityNeeds91:

a) Mappingemo/onsoftheurbanpedestrian:whichexploresthelinkbetweenpeoples’emo/onal experiences tourbanspacesandpedestrianmovements;

b) Urban atmospheres shaping the way we walk: whichexamineshow,andtowhatextent,architecturalandurbanatmospheresaffectpedestrians’decisions;

c) Coun/ngchildrentoassesstheirriskexposure:whichhelpsiden/fy comfort and walkability of areas based on thenumber and characteris/cs of child pedestrians withinneighbourhoodareas.

Thefollowingimageshowsasiteandwhatacommunitysurveylookslike92

92

91EuropeanCoopera/oninScienceandTechnology,Cost358Pedestrians’QualityNeeds,2012,pg.15

92EnvironmentalProtec/onAgency,WalkingAuditSurveyTool,2012,pg.4

The images above are aphotographofa street that wasauditedandanauditsheetfilledoutbyaciNzen.These walkability audits will provide needed informaNonrelaNng to the posiNve andnegaNve aspects of the builtenvironmentthataffectpedestrian,andcyclisctravel inthecommunity. This willprovidemeasureableevidence forthecommunity to take further acNon. Note that thiskindofinformaNoncanoZenbeanecessary component offuturegrantapplicaNons.DRAF

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Thismapillustratesthegeneralsub‐areasforthewalkability/bikabilityaudits.

6th Street

Hume

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Hig

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Mountain Road Beachwood Raod“old” Highway 26DRAF

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ImmediateProjects‐yearlyTheseElements in this Sec/on are of a scale thatthey can becompleted in approximately 100 days.Thesearequickac/onprojects. TheseElements arelow‐cost,high‐impacttypeprojects thatwill affectallaspects of ac/ve transporta/on in the community:p l a cemak ing ; ne twork deve lopment andimprovements; community asset development;communitypar/cipa/on;communica/on;andac/vetransporta/onculturesupport. These projects willbe primarily lead by the Town’s Manger of Ac/veTransporta/on.

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IV. 100DayImplementa3onProjects

40%

20%

Near-range100 Day Projects

Mid-rangeLong-range

Preferences for project timeframes defined in the ATP60%

Inthe2012communitysurveyrelaNngtotheATP,peoplewereaskedwhat their preference was for the four SecNons that describe theimplementaNon projects. The majority of people were mostinterestedintheshorter‐rangeprojectsbyasignificantmargin.DRAF

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1)BikeableCollingwoodWikiMap 2)SharedWalkways/PromenadeStrategy 3)DowntownParkingAnalysis 4)Downtown“WalkingTime”WayfindingSignage 5)ATPCi3zen“DO‐TANK”TaskForce 6)TownFacilityBikeParkingProgram 7)AnnualATPMee3ngofthePublic 8)AnnualPublicInforma3onProgram 9)AnnualCommunityATAudit

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ChallengeAn effec/ve ac/ve transporta/on bike network includes not onlydesignated routes and signage, but also other suppor/ve featuressuch as bike parking and air pumping sta/ons. Addi/onally,communitymembersneedtobemadeawareoftheseifthecultureofac/vetransporta/onistobesupported.

This Element is intended to providean informa/on resourcefor thecommunitythat both informspeople, but also engages them in thedevelopmentofthishelpfultool.

For this Element the Town will work with a group of ci/zens todevelopanonlinewikimapofCollingwood’sbikeinfrastructure.

Ac3onThis Elementwill help build the ac/ve transporta/on culturewithinCollingwood, and by working with ci/zens this will help the Townaccess community knowledge; while building support for ac/vetransporta/on. Each feature on themap will includea photo anddescrip/on.

As a wiki‐map there will be no publishing costs associated with itsproduc/onanddistribu/on.

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1.BikeableCollingwoodWikiMap

Picturedhereisanexampleofbikeparkingprovidedatalocalbusiness. This kindoflocaNonwillbe includedintheBikeableCollingwoodWikiMap.DRAF

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Thewikimapwill beanongoingandevolvingresourcefor theciNzens and visitors of Collingwood. It is expected thateventually this tool will be linkedwithother mapsand wikisassociatedwithacNvetransportaNon.DR

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ChallengeTo improve ac/ve transporta/on opportuni/es throughout thecommunity a number of “shared walkways” have been created inrecentyears.Thesewereintendedtoprovideasafealterna/vetoon‐streetridingfor cyclists. Thesehavebeen implementedalongtwoofCollingwood’sbusieststreets(FirstandHighStreets);withpreliminarydesign work completed for a similar arrangement on Hume Streetwhenitisredeveloped.Similarsharedwalkwaysarelocatedaspartofthe redevelopment of the shipyards, and along the waterfront ofSunsetPointPark.

The difficultywith these is related to the conflict poten/al betweencyclistsandpedestrians;and,conflictsatdrivewaysbetween carsandcyclists. These are issues related to expecta/ons, familiarity, travelspeed,andlackofsignage.Notethat thesefacili/esaregenerallytoonarrow to allow for segrega/on of users. The TAC Bikeway TrafficControl Guidelinesfor Canada states thepreference not to separatethese usesbut indicates that the PathwayOrganiza/on Signscan beusedinspecificinstances:

On mulN‐use paths, segregaNon of bicycles andpedestrians should be avoided, wherever possible.However, where study has shown that this type ofoperaNonissuited,thesesignsmaybeused.93

This Element will involve crea/ng an effec/ve community‐widestrategyfor thesesharedpathwaystoimprovetheir func/onalityandsafetyforusers.

Ac3onA mul/‐disciplinary team including Town staff from a variety ofDepartments (with specialized consultant assistance as determinednecessary) will conduct a review of all the shared use pathways inCollingwood to determine thebestcourse ofac/on to improve theirfunc/on. Thiswill bedevelopedwith clear direc/on for thespecificcharacteris/csofeachpathway’scontext, includinguse,neighbouringlanduses,appearance,conflicts, purposeofpathway,and,linkagestootherac/vetransporta/onroutes.

AnexcellentresourcethathasrecentlybeenpublishedisfromtheUKDepartment for Transporta/on. Their September 2012 documentShared Use Routes for Pedestrians and Cyclists94, and other similarreference materials should be used to inform the underlyingprinciples, cyclist categories, strategy, process, and design criteriausedthroughoutthisproject.

Thisprocesswillinclude,ataminimum,thefollowing:

98

93Transporta/onAssocia/onofCanada,BikewayTrafficControlGuidelinesforCanada,February2012,pg.25

94 DepartmentforTransporta/on,SharedUseRoutesforPedestriansandCyclists,September2012

2.SharedWalkways/PromenadeStrategy

Pictured isanexample ofsignage that could beused in locaNons wherethe use of bicycles onshared pathways wouldc reate confl ic ts andsafety concerns for otherusers.DR

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• Assessmentofpathwayuse(includingon‐sitemonitoring);• Reviewofbestprac/cesdocuments;• Developmentofpreferredop/ons;• On‐sitetes/ngofpreferredop/onswithmonitoring;• Review of findings and implementa/on of recommendedac/ons.

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The sharedpathways in Sunset PointParkare an example ofinfrastructure that is not appropriately designed to supportbothcyclingandwalking. As seenhere, the radii of thepathcurves force cyclists to cut corners, creaNng conflicts withpedestrians. This Element will provide design and/ormanagementsoluNonstothesekindsofconflictsfor thesharedpathwaysthroughoutCollingwood.

Pictured are examples of the signage that could be used onsharedpathwaysthroughoutthecommunity. ThisElementwilldeterminethemostappropriateuseofsuchsignage.

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ChallengeThe strategies and implementa/onprojects of thisATP are intendedto address all forms of transporta/on in a way that makes ac/vetransporta/on safe, and convenient. Integra/ng elements thatfacilitate the effec/ve use of vehicles into an ac/ve transporta/onplanisauniquestrategyofthisATP.

By making it more efficient for vehicles to park in the downtowndistrict theTownwe will be facilita/nga parkonce strategywhoseintent istogetpeopleoutoftheircarssooner andhavingthemwalkbetween nearby des/na/ons, as opposed to repeated parkingthroughout downtown. Thesoonerpeople areoutoftheir cars,thesooner theyare pedestrians and reducing the amount of car trafficflowing throughout the downtown district, benefi/ngvehicle traffic,pedestriantrafficandcommercialestablishments.

Contemporary knowledge about parking genera/on rates, needs,managementmechanisms,and impact on the success ofdowntownscon/nuestoberefined(especiallysincethecomple/onoftheTown’s2002DowntownParkingStudy and2009Parking Strategy DowntownCollingwood report). Therefore, this Element seeks to develop acommunitygeneratedparkinganalysisoftheDowntowndistrict. Thiswillbe usedtodevelop an ac/onableparkingstrategyfordowntownto support businesses, ac/ve transporta/on, and effec/ve parking(linkedwiththeElementonpage46).

Ac3onThere have been no significant coordinated programs implementedfor parkingmanagement indowntown(someofwhichareoutlinedinthe 2009 Strategy Report) that address the “perceived” or prac/cal90% capacity for off‐street parking and support growth, such as:progressivepricingstructures;zonedspacealloca/on;refinementstozoningandITEbasedes/matesforour localcontext;opportuni/esformoreefficienton‐street parkinginventorys/ll availableas aresult ofrecent downtown improvements; ac/ve transporta/on and transituse;and,employeeparkingdemandmanagementstrategies.

The 2004 Edi/on of the Ins/tute of Transporta/on Engineers (ITE)Parking GeneraNon Report (commonly used to determine parkinggenera/onrates)clearlystatescharacteris/csof itsdatathatskewitsapplicability for our parking context, making this kind of updatedapproachnecessary:

Mostofthedatacurrentlyavailablearefromsuburbansiteswith isolated single land useswith freeparking”.The informaNon provided in these reports is alsoadmicedby theITEtonot yet address factorssuch astypeorarea,parkingpricing,transitavailability,mulN‐stoptrips,landusemix,andpedestrianfriendlydesign;allofwhicharecharacterisNcsofourdowntown.

In reference to the parkinggenera/on rates of the ITE Report, theTransportaNonPlanningHandbook states“thus,theyneeddownwardadjustmentswherethesecondi/onsdonotapply,especiallyinCBDs”.

Combinedwiththeassistance oftheBIAthisElement willallowstaffto more fully understand the need for and use of parking in thedowntown district; and, access to all modes of transporta/on, andhowtheyworktogether.Thiswillfacilitatetheimplementa/onofthekeyrecommenda/onsofthepastparkingstrategyandparkingreview

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3.DowntownParkingAnalysis

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studies, alongwith contemporary best prac/ces. This Element willdirectlyinformtheElementfocusedonright‐sizingtheparkingsysteminthedowntowndistrict.

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All parkingspacesare notequalintermsoftheir funcNon. TheVictoria TransportaNon Policy InsNtute notes that “100 publicparkingspaces canbeequivalent to150to250private parkingspaces”; somethingthatisalsonotaddressedintheITEmanualorTownparkingrequirements.AddiNonally, InternaNonally recognized transportaNonengineering experts Nelson/Nygard note that “if you requiremorethan3spacesper1000sq.Zyou’rerequiringmoreparkingthanlanduse”.ParNcularlyasitrelatestooff‐streetparkinglots,the fact that the raNoof parkingtolanduse isso highinourdowntown should be seriously examined in terms of overalleconomic prosperity, walkability, ROI, lost tax revenues fromdevelopment, TransportaNon Demand Management (TDM)strategies,etcetera.DR

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Challenge“Arecentpollindicatedthat82%ofCanadianswouldliketowalkmoreand that 66%would like to bikemore”.95 To support a culture ofwalking where this desire is so strong, is important to providecoherentandconsistentinforma/onandsignagesystems.96

This Element meets the challenge of developing a signage programthat iscentredaround theexperienceofthepedestrian;todosowillrequireakeensenseoftheneedsofdowntownpedestrians.

The idea is to create asignage system based on the/me it takesapedestrian towalkfromone loca/on toanother. This approachwillbeMer address how people understand their environment and howtheytravel through it than does signage that iden/fies distances toloca/ons. By developing an easily used tool that can be used tonavigatethroughout thedistrict, and to important sitesand servicesthedowntownwillbecomemorepedestrianfriendly.

Thisapproachwillhelphighlightthewalkablescaleofthedistrictandoverall town to both those that currentlychoose to walkand thosethat do not yet, but could be encouraged to through beMerunderstandingofthecommunityandac/vetransporta/onop/ons.

Ac3onThe inspira/on for these signs comes from University of NorthCarolina at Chapel Hill student MaM Tomasulo (who) decided toengage in some “guerilla urbanism” with fellow fans of ac/vetransporta/on ac/vity, pos/ng 27 signs at three Raleigh, NCintersec/ons as part of the “Walk Raleigh” project. The signscontained snippetsabouthowmanyminutes itwouldtaketowalktomust‐see des/na/ons like Raleigh City Cemetery, as well as QRcodesfordownloadingdirec/ons.97

Byusingtheassistanceofa“DOTANK”team,asdescribed inanotherElement of theATP,the Townwill develop thewalking/me signagedesigns andprogram. Thiswill also bedonein coopera/onwith theDowntownBIAfortheirinput.

Once afinal recommended signageprogram has been developed tofulfill this Element, it will be presented to Council for final approvalandauthoriza/onforimplementa/on.

102

95GoforGreenTheAc/veLiving&EnvironmentProgram,FikngPlaces:HowtheBuiltEnvironmentAffectsAcNveLivingandAcNveTransportaNon,pg.2

96Walk21,InternaNonalCharterforWalking,2010

97Media5Interac/veCorpora/onwebsite,www.media5.org

4.Downtown“WalkingTime”WayfindingSignage

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Pictured are examples of the pedestrian oriented “walkingNme”signagethatinspiredthisElementoftheATP.

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ChallengeOne of the greatest challenges with efforts to improve ac/vetransporta/on in Collingwood is gemng ci/zens and stakeholdersengaged and mobilized. It is only through the collec/veefforts andresourcesofthebroadercommunitythatthegoalsandprojectsoftheATP can be completed; therefore the Town needs to be crea/ve inmee/ngthischallenge.

The Townalsohas extensivelyusedcommiMees to support itswork.However, themandatesof theseareoLennotdynamicorfocusedonspecific ac/onable projects to be fully effec/ve with short‐term orchangingcircumstances.ThisElement seekstocreateamoreflexibleand empowered volunteer task force structure to assist the Town’sac/ve transporta/on staff in implemen/ng theATP. Thechallengewill be to develop the structure for a “DO‐TANK” with a projectspecific revolving membership, that is made up of ci/zens thatvolunteer their /meandskills for the implementa/onofElementsofthisPlan.

Ac3onTo implement this Element a recruitment process and selec/onparameterswillbedefinedforbringingtogether theneededmembersofthisspecialworkingtaskforce.

ThemembershipoftheDO‐TANKisimportantasitmustbebroadandskilled.98 Theci/zensthatarepartof thisevolvinggroupwillinclude:professionals (Planners, Landscape Architects, Engineers); businessowners;momsanddads;toensurethatthediversityoftheinterestsand exper/se are achieved. These groups will also include youthmembersbecausetheyhaveafreshanduniqueperspec/veandskillsrela/ngtothelocalenvironmentasitpertainstotheirneeds.Thiswillalso help iden/fy issues associated with social inclusivity, limitedmobilityofchildren,andtheloca/onswheretheygenerallytravelandthespecifichinderancestheyencounter.99

This Element will be developed to ensure that the DO‐TANK is a“Working” task force, where the memberswill be expected to fullypar/cipate and contribute concrete materials and ac/ons, andproductsbeyond just their opinionsandreviewofothers’work. Thisgroupwillbefocusedongemngthingsdone!

Upon the ini/al forma/on of thisevolvinggroup,theTownwillworkwiththemembershiptodevelopaworkplanrela/ngtotheElementsoftheATP.

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98Walk21,InternaNonalCharterforWalking,2010“Consult,onaregularbasis,localorganiza/onsrepresen/ngpeopleonfootandotherrelevantgroupsincludingyoungpeople,theelderlyandthosewithlimitedability”.

99CatherineO’Brien,PhD.CentreforSustainableTransporta/on,ChildandYouthFriendlyPlanning,presenta/on,2008

5.ATPCi3zen“DO‐TANK”TaskForce

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Collingwood’s ATP DO‐TANK will be carefully structured to have a diverserepresentaNonaswellasappropriate skillsets forexecuNngits evolvingworkprogram.Themembershipofthisgroupswill beflexibleandchangingdependingupontheworkbeingdoneattheNme.DR

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ChallengeMunicipalbuildings,andparkstypicallyhaveparkingfacili/esprovidedfor vehicles;andgiventhehigh costofprovidingtheseparkingstalls,thisrepresentsalargeinvestment ofpublicfundsbeingmadebytheTown toprovideaccessfor thosethat usevehiclesas transporta/on.Unfortunatelymanyof these loca/onsdo not provide the same forbicycleparking.Yettheprovisionofbikeparkingfacili/esthroughoutthe community at all Town facili/es has been recommended as anecessaryinarecentreviewconductedfortheTown.100

The challenge of this Element is to provide bicycle parking at allmunicipal buildings and parks to support ac/ve transporta/on. ThisElement isaboutmore thanjust providingneeded infrastructure;itisalso intendedtofacilitatethecultureofac/vetransporta/on.Thisisan appropriate and easy way for the Town to take the lead inprovidingsafeandconvenientbikeparkinginthecommunity.

Ac3onThroughastagedprogramtheParksRecrea/onandCulturestaff,willhelpdevelopand implement astrategyto have safeand convenientbicycleparkinginstalledatallmunicipalfacili/es,includingparks.Thisshallbedesignedtosuitthespecificcontextofeachsiteanditsuse.

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100VictorFordandAssociatesInc.,On&OffRoadCycling/PedestrianFaciliNes&TransiNons:Safety&ImprovementRecommendaNons,December2009,pg.58

6.TownFacilityBikeParkingProgram

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ExampleofbikeparkingbeingusedatalocalparkbyschoolchildrenwhousethelocaNonasaschoolbusstop.Thisispartofanexcellent exampleofhow differentmodesof transportaNonareusedbypeopletomaketheirtrips.DR

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ChallengeTheTown hasextensivelyused avarietyofmethodsto communicatewith the public, including contemporarymethods using online toolsandsocialmedia.However,whilesomeofthesemethodsworkbeMerfor informing people, they all share similar limita/ons in terms oftheresuccessesandabilitytoreallyengagepeople.Themosteffec/vewayto havemeaningful exchangewith Collingwood’s ci/zens is s/llface‐to‐face.

Thereisno forumcurrentlyavailablefor thepeopleofCollingwoodtogettogetherwithrepresenta/vesfromtheTownonaregularbasistoexchange ideas and informa/on. This is just as much about“educa/ng” people as it is about learning from them. TheTransporta/onAssocia/onofCanadaspeakstohowimportantthisisin rela/on to implemen/ng ac/ve transporta/on ini/a/ves: “Publiceduca/onwill beamajor keytosuccess. Without itpoli/cal leaderswillnothavethemandatetomoveintherightdirec/on”.101

Therefore,thechallengefor thisElementisto createsuchaforumtofacilitate open and effec/ve communica/on between the people ofCollingwoodandtheTownrela/ngtoac/vetransporta/on.

Ac3onThe Town will development of a process/schedule and conduct anannual “Mee/ngofthePublic”event.Thiswillprovideopportuni/esfor ongoingcommunityinput intotheevolu/on,implementa/on, andaudi/ngoftheac/vetransporta/onplan.Theresultsoftheseannualmee/ngswill help informworkprograms,engageci/zens,andfostermeaningful rela/onships between various stakeholders;all of whichwillposi/velyinfluencethecultureofac/vetransporta/onandoveralleffec/venessoftheimplementa/onoftheATP.

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101Transporta/onAssocia/onofCanada,UrbanTransporta/onCouncil,ANewVisionforUrbanTransportaNon,ReprintNovember1998,pg.6

7.AnnualATPMee3ngofthePublic

Pictured are the over 75 people that acended the AcNveTransportaNonWorkshop inNovember2011withTownstaffandDanBurdenoftheWalkableandLivableCommuniNesInsNtute.Work from this event directly influencedthe form andcontent oftheATP.DRAF

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Establishing good communicaNon between, andamongst, theTownand the ciNzensofCollingwood iscriNcally important tohavingasuccessfulimplementaNonoftheElementsidenNfiedinthe ATP. The exchange of ideas and informaNon is a valueacNvity andresourcethatmustbe leveragedinanAssetBasedCommunity Development approach; as is engrained in thestructureandintentofthisATP.DR

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ChallengeCommunityawareness and educa/on is an important component ofeffec/ng change and providing good governance. Most municipalplans, reports, andstrategiesquicklyfallfromci/zens’ awarenessandinterest shortly aLer their adop/on. This is par/ally due to theircomplexityandtheoLen technicalnatureoftheirpresenta/on. It isalsopartlyduetothelackofupdatedinforma/ononthese.

The Ontario Professional Planners Ins/tute discusses how thisinforma/on/educa/on plays an important role in ac/vetransporta/on:

Individual travel behaviour is influenced by acombinaNon of factors – infrastructure, promoNon,educaNon –all ofwhich are integral to increasing thenumber of acNve transportaNonusers. In addiNon tobuilding new acNve transportaNon infrastructure, it isimportant to promote new faciliNes and offerinformaNononsafecyclingskillsandsharingtheroad.102

TheTownofCollingwoodhasusedtradi/onalmethodsto informandengagepeople:newspaperno/ces;publicmee/ngs;and,workshops/openhousemee/ngs. TheTownhasalsorecentlyleadeffortswithintheregiontousesocialmediasuchas:blogs;Facebook;thetownwebsite; volunteer trails commiMee; flyers; school no/ces; and, newspaperadstoaddressthiscommunica/onchallengewithvariouslevelsofsuccess.

Thechallengeof thisElementis for theTown to improvethelevel ofawarenessand educa/on thepublic hason ac/vetransporta/on andtheimplementa/onoftheATP.

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102OntarioProfessionalPlannersIns/tute,HealthyCommuniNesandPlanningforAcNveTransportaNon:ACalltoAcNon,2012,pg.5

8.AnnualPublicInforma3onProgram

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Ac3onBy providing an Element in the ATP that focuses on communityawareness and educa/on the Town of Collingwood is rising to thechal lenge by addressing the Chief Coroner’s educa/onrecommenda/on made to the Ministry of Transporta/on, whichstates:

A comprehensive public educaNon program should bedeveloped topromote safer sharing of the road by allusers… Such a program should include: ‐ a targetedpublic awareness campaign, in the spring/summermonths,withkeymessagesaroundcyclingsafety.103

Theschedule,mediasources,andcontentofthisinforma/onprogramwill be developed by Town staff with close coopera/on/assistancefromtheci/zenDO‐TANKdescribedinapreviousElement.

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103OfficeoftheChiefCoronerforOntario,CyclingDeathReview,June2012,pg.22

This Element will help buildawareness and knowledge aboutacNvetransportaNonandtheATPinthecommunity. ItwillalsoprovideawayofimprovingthecultureofacNvetransportaNonand keep stakeholders engaged in the progress toward theimplementaNonoftheATP.

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ChallengeOLenplanssuchasthisarereferredtoa“livingdocuments”,implyingthat they are amendable to deal with changes in communitycircumstancesorneeds. Unfortunatelythere is seldom aprocessormechanism for the plan, or even its elements, to be reviewed andpoten/allychangedwithina/melinethatiseffec/veandnotreac/ve.When changesaremade tothesekindsofplans it isoLendonewellpast the /mewhen it could have been most effec/ve to deal withevolving circumstances, and instead results in a plan that becomesinherently less effec/veat guidingthe communi/es ac/ons. Thesekindsofamendment processesalsogenerallyrequireextensivestudyfor their periodic reviewsbecausethere isnobaselineorbenchmarkinforma/on available about the plan and it’s impacts, except thatwhichwasusedattheini/alwri/ngoftheplan.

TomakethisATPmorenimbleandproac/vein itsabilitytoinfluenceposi/ve change for ac/ve transporta/on in Collingwood, an annualauditprocesswillbeundertaken. TheATauditswill help informand“calibrate” the ATP. The results of this will be used to providedirec/onrela/ngtoanyneededchangesto thePlan,andasawayofbenchmarkingandmeasuringprogressforfutureanalysis. Theintentis also to have informa/on from the audit help with defining newElementsto be added to the 100DayProjectsSec/onof theATP toreplacethosethathavebeencompleted.

Ac3onThe specific characteris/cs of the yearlyaudit will bedetermined atthe/meofitsdevelopmentwithassistancefromtheDO‐TANKgroup.

However, these audits should at a minimum include tracking andmeasurements that fall into the following characteris/cs from theShare the Road CyclingCoali/on’s “5Es” for reviewingbike friendlycommuni/es104:

• Engineering‐areviewandassessmentofwhat isonthegroundandwhathasbeenbuilttopromoteac/vetransporta/oninthecommunity;

• Educa/on ‐ determining the amount of informa/on andeduca/on there isavailable forboth ac/ve transporta/on andmotorists;

• Encouragement ‐assessinghow thecommunitypromotesandencouragesbicycling;

• Enforcement ‐examiningtheway enforcement personnel aretrainedandconduct theirdu/esspecificallyassociatedwiththerights and responsibili/es of all road users. Theenforcementcategory contains ques/ons that measure the connec/onsbetweenthecyclingandlawenforcementcommuni/es;and,

• Evalua/on & Planning ‐ reviewing the systems and plans inplace for AT and their success and/or progress towardimplementa/on.

The 2009 Walk21 presenta/on “Understanding the characteris/cs,needs andabili/esofwalkers” iden/fiesthekindsofwalkingspecificindicatorsthatshouldbepartoftheaudit:

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104TheSharetheRoadCyclingCoali/onusesthe“5Es”outlinedwhenreviewingcommuni/esfortheirBicycleFriendlyCommunityaward.These,alongwiththewalkabilityauditsfromtheWalkableandLivableCommuni/esshouldbeadaptedtooutlinethebasicstructureoftheauditforthisElementoftheATP.

9.AnnualCommunityATAudit

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• Walkingac/vity;• Ac/vityinthepublicrealm;• Localaccessibility;• Mo/va/ons;• Barriers;• Percep/onofthewalkingenvironment;• Measurestoimprovethewalkingenvironment;and,• Transportspendingpriori/es

Opportuni/estopartnerwiththelocalschooladministra/on,parentsof students, and students, shall be integrated into this Element.Thesepartnershipscanhelpprovide“saferoutetoschool”and youthspecific assessments of the quality, effec/veness, and evolu/on ofCollingwood’sac/vetransporta/onsystem. Thecriteriaused for thispor/on of the annual audit should mirror the “Key Indicators ofSuccessfor SafeRoutestoSchoolEfforts”described in theCenter forHealth Training and the Na/onal Highway Traffic SafetyAdministra/on’s SafeRoutes to School PracNce and Promise, (2010,pg.14);theseincludebeforeandaLermeasuresofthe:

• BehaviorofChildren;• BehaviorofDrivers;• CommunityFacili/es;• CrashesandInjuries;• CommunityBuy‐in;and,• EnvironmentalQuality.

The communityaudit shall also includedeveloping an understandingof the people inCollingwoodand howtheyuse the urban spaces ofthecommunity.Therearemanyresourcesavailabletothecommunityand its ci/zens that can instruct and assist with this work. OnenoteworthyexampleisNeighbourhoodsforPeople,SeacleToolkitbyGehlArchitects(2010). Thisdocumentwasspecificallydesignedforamunicipality and the diversityof people that will be engaged in thisaudi/ng process: neighbourhoods, non‐profit organiza/ons,professionals, and students. Thepublic lifeandpublicspaceanalysismethods that aredescribed in the document,and could beused for

the ATP audit include:Pedestrian Traffic Counts; Sta/onary Ac/vitySurveys;AssessmentsofPublicSpaceQuali/es(Atmosphere,PhysicalSpace,Ground,Connec/ons).105

Themeasures andbenchmarks that areused in theaudit should bebroadly based, including local, regional, and province‐widecomparable.

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105GehlArchitects,NeighbourhoodsforPeople,SeacleToolkit,2010,pg.39

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