City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Direction 5: Optimize road network capacity.

Roads are the backbone of Reginas transportation system providing structure to the citys residential neighbourhoods and employment areas. Roads are intended to move people and goods in cars, trucks, buses, on bikes and on foot but they are also places of social interaction. Roads also act as conduits for services such as water, sewers, and other utilities and provide important linkages between green space corridors. Increasingly, there is greater competition for limited road space, particularly as demands for multi-modal transportation conflict with traditional traffic functions of roads and streets. It will be important for the City to make informed trade-offs between competing demands for road space in order to accommodate all users. As Regina grows, the road network will need to be expanded. However, pressures for road expansion must be balanced with the need to maintain and improve the existing road network. Some of the most significant bottlenecks within the existing road network occur where new neighbourhoods have been developed without corresponding investments in the adjacent road network. Given the greater emphasis on intensification of existing urban areas within the OCP, significant investments in transportation infrastructure will be required to incrementally improve existing roads in these areas. Therefore, optimization of roads is a central theme of the road network policies. Policies and actions within this direction complement the Infrastructure, Financial, and Health and Safety Policies presented in the OCP.

What We Heard About Roads

Investment in roads has not kept up with growth and now several corridors are congested There are many gaps in the existing road network; fixing these would go a long way to improving mobility Plans for the provincial by-pass should help to reduce pressures on the citys road network Better connections to intermodal facilities are needed, especially to reduce the number of trucks moving through the city Before reducing road capacity or changing the function of roads the implications need to be well understood

Goal 1: A hierarchy of roadway classes will provide city-wide connectivity while minimizing neighbourhood impacts.
Roadway classification is an important tool for the planning, design, operation and maintenance of roadways. Roadway classification systems can be used to define the function of roadways, including expected traffic volumes, operating speeds, and modal priorities. Roadway classification is also closely tied with land use and can help inform decisions on land access, access management, connectivity, and adjacent uses. Finally, roadway classifications can also provide a basis for defining right-of-way widths and associated protection policies.

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Roadway classifications are referenced in a number of municipal documents and policies including within secondary studies, concept plans, the Subdivision Bylaw, the Development Standards Manual, the Standard Construction Specifications Manual, Street Sweeping and Winter Maintenance Policies, and taxation policies. However, there is currently no official classification system for the road network. The OCP includes a strategic transportation network map, including the delineation of arterial and higher class roadways, but defers to the TMP for further refinement of the road network and road classifications. As new neighbourhoods are developed, an updated and comprehensive road classification system will be extremely important as there is a need to address the growing diversity of roadway functions and modes to be accommodated. Additionally, there is a need to define new arterial corridors that maintain the integrity of the existing road network and minimize adverse impacts such as bottle necks and traffic infiltration into existing neighbourhoods.
Policies and Actions

5.1

Adopt an integrated road network classification system to guide network planning, design, and operations. Roads will be classified by function (Exhibit 1). Adopt new standard roadway cross-sections to ensure new streets are designed with all users in mind (see Direction 1 Goal 3). Ensure that the integrity of the existing road network is maintained and that the grid network is extended to new neighbourhoods (see Direction 2 Goal 4, Direction 5 Goal 6). Develop a comprehensive road classification map and work toward integrating this map in future versions of the TMP and OCP, along with associated policies. Work with the province and regional partners to optimize connectivity to the regional transportation system (see Direction 7 Goal 3).

5.2 5.3

5.4

5.5

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Exhibit 1: Road Network Classification System CLASSIFICATION Provincial Highway PRIMARY FUNCTION Under the jurisdiction of the province; intended to serve regional and provincial travel. Carry relatively high volumes of traffic through the city in conjunction with other types of roads. Direct access to and from abutting properties is prohibited. Serve travel through the city in conjunction with other roads. Direct access to and from abutting properties is permitted, under rigid controls. Minor arterials may supplement major arterial roadways connecting highways and expressways to local networks. Provide circulation within neighbourhoods and connectivity between local and arterial roadways. Direct access to and from abutting properties is permitted. Major collectors may supplement major arterial roadways connecting highways and expressways to local networks. Direct access to abutting properties is generally permitted with some access controls. Provide direct access to adjacent lands Provide secondary access from a public road to an abutting lot TYPICAL R.O.W. See provincial standards Based on functional study

Expressway

Arterial

24-34 metres

Collector

16-32 metres

Local Alley

15-20 metres 6-9 metres

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Goal 2: Strategies to move the most people effectively will influence roadway and network planning, design, and operations.
Traditional transportation planning approaches have focused on sizing roads to accommodate projected demands for single occupant vehicles (SOVs). However, in some cases, this approach comes at the expense of other modes that may have the potential to carry more people in a given space. Although SOVs are currently the primary mode of travel in Regina, accounting for 67% of peak period trips, there will come a point where there is no longer enough space to accommodate this percentage of trips by automobile. Indeed, Downtown Regina has almost reached this point, and there are limited opportunities to expand road capacity. Traditional approaches for road planning and design have also focused on the peak hour. The peak hour, or design hour, represents the highest hourly traffic volume over the course of a day. Designing for the peak hour ensures that projected traffic volumes will be met, but it does not account for those who may shift their time of travel slightly into the shoulders of the peak period a phenomenon known as peak spreading. In turn, designing roads to accommodate the peak hour of vehicle travel can result in fewer opportunities to allocate road capacity to non-motorized modes or transit.
Policies and Actions

5.6

Use Multi-Modal Level of Service (MMLOS) indicators to evaluate person movement capacity of key roadways. This will be used to inform planning and design decisions on the allocation of road space between modes (see Direction 1 Goal 2). Plan and design road infrastructure based on average peak hour volumes as opposed to a single peak hour in order to avoid over-building roads at the expense of other modes. Investigate the feasibility of implementing a High-Occupancy Vehicle (HOV) network by converting selected transit-only lanes to transit plus HOVs in combination with a comprehensive network.

5.7

5.8

Goal 3: Use of existing road network capacity will be maximized before expansion.
Accommodating growth in Regina will need to be done through a combination of investment in roadway expansion to connect new neighbourhoods, as well as improvements to maximize the existing roadway network. Expanding roads increases the amount of infrastructure to be maintained long-term and is seen as a poor investment when operational changes such as improved signal timings and shared through-left turn lanes may improve traffic flow and road capacity with much less investment. Shifting trips to other modes, such as transit and active modes, can also help to increase the person capacity of a roadway (Exhibit 2). Focusing on maximizing existing roadway capacity prior to expansion will be important for the City to manage transportation infrastructure investment.

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Exhibit 2: Approaches to Allocating Road Space

Policies and Actions

5.9

Continue to improve upon, and invest in, data collection (including traffic counting and data systems) regarding the use of roads, to inform decisions on the timing and prioritization of road improvements, aiming to ensure cost-effective planning.

5.10 Continue to improve the current advanced traffic management system (ATMS) with a focus on improving travel time reliability and safety. Next generation ATMS approaches may include centralized traffic control, real time adaptive signal timing plans and incident management. 5.11 Update Winter Maintenance Policy and snow clearing practices on roads to minimize impacts on road capacity (e.g. maintaining driving and turning lanes). 5.12 Continue to implement localized improvements to address bottlenecks in the existing road network. 5.13 Explore the use of Servicing Agreement Fees to fund measures that optimize road capacity (e.g. changing signal timings, adding two-way left turn lanes). 5.14 Examine ways to accommodate other modes within existing road network capacity (restriping streets to include bike lanes) (see Direction 1 Goal 3).

Goal 4: Road safety for all users and for all seasons will be paramount.
From 2002 to 2011 there was an average of six fatal collisions and 1,281 injury-related collisions per year in the city. When property damage collisions are included, the total increases to an average of 5,100 per year over this period. Data from 2006 show that the number of injuries per 1,000 vehicle kilometers in Regina is similar to Saskatoon and Edmonton, and

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

slightly higher than Winnipeg, Quebec City, and St. Johns1. As the city grows and traffic levels increase, there will be an increasing need to ensure all transportation facilities operate safely. Just as important is the need to address real and perceived safety and security concerns that may be discouraging the use of walking, cycling and transit modes.
Policies and Actions

5.15 Adopt a 4E approach to road safety which defines the broad stakeholder groups responsible for making roads safe engineering, enforcement, education and emergency response. 5.16 Proactively implement safety treatments to address collision hot-spots. 5.17 Implement improvements to address vulnerable road users, including pedestrians and cyclists (see Direction 4 Goal 5). This may include: improved intersection design (e.g. reduced curb radii); safety improvements at crosswalks (e.g. high-visibility crosswalk treatments, curb extensions, countdown pedestrian lights, audible pedestrian signals); traffic calming measures; improved street lighting; increased separation between vehicles and active modes, where warranted; improved underpass conditions (lighting, noise); and, increased education on how all users should share the road.

5.18 Examine updates to existing Winter Maintenance Policy for roads to reflect the need to safely accommodate multiple modes of transportation. Updates may include: parking bans during on-street snow removal; lower allowable snow ridge heights near intersections and on centre medians; lower allowable snow ridge widths on arterial and collector roadways; standards to ensure safe operation of service and emergency vehicles; policies for snow storage on roads that would not qualify for snow removal (e.g. residential roads); off-street and on-street cycling routes that will be ploughed through the winter; maintaining drive lanes and turning lanes; and, shorter time frames for clearing snow ridges.

Transportation Association of Canada (TAC). 2010. Urban Transportation Indicators, 4 Survey.

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Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Goal 5: New and existing roads will reflect modern design standards.
The OCP places a strong emphasis on the development of complete neighbourhoods. One of the central themes of complete neighbourhoods is the provision of safe, accessible and connected modes of transportation including roads, transit, and cycling and pedestrian infrastructure. Although this is not a new concept, it is important to enshrine the key policies and design tools for complete neighbourhoods in all City documents. The layout of new neighbourhoods and the street hierarchy should support the development of complete neighbourhoods and facilitate ease of movement for multiple modes. Additionally, streets should be designed with all users in mind (complete streets) and reflect modern design and accessibility standards. High-quality design will recognize the role that transportation infrastructure plays in the urban environment and its impact on the citys character and image.
Policies and Actions

5.19 Layout new neighbourhoods around a closely spaced grid or modified grid network as this pattern provides the most connectivity and interconnectivity (Exhibit 3). Ideally the distance between arterial streets should be approximately 800 m 1,600 m and local blocks should ideally be no longer than 150 m. Collector roads should be designed on a 400m grid between arterials.
Exhibit 3: Walking Distances for Street Network Designs (source: Translink Transit-Oriented Communities Design Guidelines)

5.20 Develop updated cross-sections and design standards for city streets that incorporate modern design standards and reflect complete streets principles. Streets will facilitate multi-modal transportation, while optimizing right-of-way widths and ensuring compatibility with intended land use and built form. Key design considerations are outlined in Exhibit 4.

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

5.21 Ensure the planning and design of pedestrian infrastructure (sidewalks, pathways, crosswalks) reflects modern accessibility standards (see Direction 4, Goal 4). 5.22 Ensure that new roadway design standards support emergency services and other service vehicles (e.g. minimum travel widths and turning radii on streets and in alleys). 5.23 Encourage high-quality and aesthetically pleasing design for transportation-related infrastructure, including streetscapes, parking lot and structures, bridges, and gateways. 5.24 Set up a process and framework to facilitate community design charrettes to review and identify potential low cost modifications to neighbourhood streets that could benefit from design retrofits. For example, a wide collector street that could be re-stripped to provide bike lanes. 5.25 Adopt access control strategies which maintain traffic flow while ensuring good connections for pedestrians and cyclists.

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Exhibit 4: Design Considerations for All Users by Road Classification DESIGN CONSIDERATIONS TO SUPPORT MULTIMODAL TRANSPORTATION CLASSIFICATION Expressway PEDESTRIANS - Multi-use parallel to corridor - Safe crossings CYCLISTS - Multi-use pathway parallel to corridor - Safe crossings - Bike lanes, segregated bike lanes, or multi-use pathway TRANSIT - Design approaches to facilitate express services

Arterial

- Sidewalks separated by boulevards - Enhanced crossings

- Incorporation of transit only lanes or HOV lanes - Signal priority and enhanced bus stop amenities - High connectivity - Transit-friendly traffic calming features

Collector

- Sidewalks on both sides - Traffic calming to maintain speeds < 50 km/h - Extensive street trees - Sidewalks on both sides when adjacent to medium or high density and consideration for shared space - Extensive street trees - Shared space

- Bike lanes or bike boulevards

Local

- Bike lanes or shared lanes

- Pedestrian connections to transit stops

Alleyway

- Shared space

- N/A

Direction 5: Optimize road network capacity

City of Regina TRANSPORTATION MASTER PLAN DRAFT POLICIES April 2014

Goal 6: The road network will serve new and expanded neighbourhoods.
Within the time horizon of this plan, Regina is projected to grow from under 200,000 residents to 300,000, an increase of almost 30%. Of this growth, approximately 70% will occur in greenfield areas which currently have limited road networks. Despite the emphasis of this plan on the optimization of existing infrastructure and promotion of sustainable transportation options, there will be a need to expand the road network. Road expansion will be required to serve new neighbourhoods, as well as to address the impacts of increased demand on the existing network. Many arterial corridors will experience increases in demand due to the development of new neighbourhoods. The development of new roads and expansion of existing roadways will need to be phased to serve new neighbourhoods and protect for future transportation rights of way. As part of the development of the TMP, extensive modeling was carried out using the Citys EMME demand forecasting model. This model uses future population and employment forecasts to project travel demands on the citys road network. The model accounts for changes in modal shares resulting from intensification and improved transit services. An iterative approach was used to assess the performance of the road network under future development scenarios, and from this determine which set of improvements best addressed projected deficiencies along a specific corridor. In general, a volume to capacity ratio of 85% was used as the threshold for identifying deficiencies.
Policies and Actions

5.26 Adopt the future road network as the strategic road network. 5.27 In accordance with the pace of development of new neighbourhoods, conduct detailed studies to finalize the alignments and design elements of the proposed road network improvements. Protect and acquire lands that are near or adjacent to transportation rights-of-way necessary to ensure overall connectivity within the transportation network.

Direction 5: Optimize road network capacity

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