Revelstoke Active Transportation Plan FINAL Jan26-10 Revelstoke... · v REVELSTOKE ACTIVE TRANSPORTATION PLAN City of Revelstoke, BC Executive Summary The City of Revelstoke, with

REVELSTOKE ACTIVE TRANSPORTATION PLANCity of Revelstoke, BC

Prepared by Boulevard Transportation Group Ltd.January 2010

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THIS DOCUMENT IS FORMATTED FOR DOUBLE-SIDED PRINTING

January 26, 2010

City of RevelstokeEngineering and Public Works Department216 Mackenzie AvenueReveltoke, BC V0E 2S0

Attention: Brian Mallett, Director of Engineering & Public Works

Re: REVELSTOKE ACTIVE TRANSPORTATION PLAN

Dear Mr. Mallett,

Boulevard Transportation Group Ltd. is pleased to present herewithin the Revelstoke Active Transportation Plan. The AT Plan sets forth a vision, recommended long-term active transportation network, and supporting policies, programs and initiatives to provide the City with a plan toward facilitating increased active transportation in Revelstoke. We believe that our close working relationship with your staff and numerous consultation exercises with the Revelstoke community has resulted in a document that truly refl ects community needs.

We thoroughly enjoyed the opportunity (our fi rst) to work with City staff and the Revelstoke community in developing this document. We hope that it meets your needs and expectations.

Should you have any questions or concerns regarding this document, please do not hesitate to contact me directly.

Yours truly,BOULEVARD TRANSPORTATION GROUP LTD.per,

Michael Skene, EngL, AScTPresident

Boulevard Transportation Group Ltd.201-791 Goldstream Ave.

Victoria, BC V9B 2X5

t. 250-388-9877e. [email protected]

iv REVELSTOKE ACTIVE TRANSPORTATION PLANCity of Revelstoke, BC

vREVELSTOKE ACTIVE TRANSPORTATION PLAN

City of Revelstoke, BC

Executive Summary

The City of Revelstoke, with the assistance of Boulevard Transportation Group, have developed the Revelstoke Active Transportation Plan (AT Plan). The AT Plan seeks to increase demand for active transportation in Revelstoke by identifying routes, facilities, programs, and regulations that facilitate an increase in active transportation and generally work toward creating a safer, healthier, more sustainable community.

The AT Plan includes analysis and recommendations that were developed concurrently with the Revelstoke Comprehensive Transportation Master Plan. The AT Plan also contains information pertinent to the Revelstoke Parks and Recreation Master Plan, which was in process when this plan was completed.

Active transportation refers to any travel mode that is driven by human power. It typically refers to walking and cycling, but also considers options that support active travel, such as transit. The benefi ts of increased active transportation are as follows.

> Improved community health;> Reduced greenhouse gas (GHG) emissions;> More equitable transportation infrastructure;> Improved affordability; and> Reinforcement of compact settlement patterns.

Community consultation went into the AT Plan, coordinated with the Comprehensive Transportation Master Plan, which consisted of a community survey, two (2) open houses, and a series of stakeholder workshops. Results of consultation exercises have informed recommendations.

The AT Plan recommends actions for the City to pursue to facilitate increased active transportation based on observations, community feedback and recognition of opportunities and challenges. Recommendations include the following.

> Develop active transportation infrastructure according to recommended active transportation networks presented in this plan, which include new sidewalks, bike routes, trails, and changes to existing transit and shuttle service.

> Active transportation infrastructure should be developed in consideration of appropriate streetscape elements, universal design, recognized cycling traffi c control standards, and appropriate bike parking design.

> The City should pursue education, promotion and events that encourage active transportation in the community.

vi REVELSTOKE ACTIVE TRANSPORTATION PLANCity of Revelstoke, BC

> The City should pursue opportunities to acquire property and/or funds toward active transportation infrastructure through private development, to include bicycle parking in the Zoning Bylaw, Development Cost Charges (DCCs), and parking cash in-lieu.

> The City should pursue opportunities to acquire funds for active transportation infrastructure through Provincial/Federal grant programs and community donation.

viiREVELSTOKE ACTIVE TRANSPORTATION PLAN


Acknowledgements

The Revelstoke Active Transportation Plan was funded by a community planning grant through the Built Environment and Active Transportation (BEAT) program, a joint initiative of the BC Recreation and Parks Association and the Union of British Columbia Municipalities.

The project steering committee provided valuable oversight for the project, and included the following members:> Brian Mallett, Director of Engineering & Public Works> John Guenther, Planning Director> Alan Mason, Director of Community Economic Development> Chris Selvig, Planner> Jessica Stuart, Planning Assistant> Alan Chell, Director of Parks & Recreation> Phil Welock, Councillor

viii REVELSTOKE ACTIVE TRANSPORTATION PLANCity of Revelstoke, BC

ixREVELSTOKE ACTIVE TRANSPORTATION PLAN


Contents

1.0 Introduction ........................................................................................................ 1 1.1 Plan Context 1.2 Methodology

2.0 Active Transportation 101 ............................................................................ 3 2.1 What is Active Transportation? 2.2 What are the Benefi ts of Active Transportation?

3.0 Active Transportation in Revelstoke ............................................................. 9 3.1 Land Use + Destinations 3.2 Active Transportation Routes

4.0 Community Feedback ..................................................................................... 17

5.0 Recommended Actions .................................................................................. 21 5.1 Active Transportation Network 5.2 Design Considerations 5.3 Programs + Initiatives 5.4 Development Approaches 5.5 Capital Plan 5.6 Funding Opportunities

References ............................................................................................................... 39

Appendix A Recommended Network Plans

x REVELSTOKE ACTIVE TRANSPORTATION PLANCity of Revelstoke, BC

1REVELSTOKE ACTIVE TRANSPORTATION PLAN


1.0 Introduction

Automobile use has been a central component of a lifestyle which, for years, North Americans have been drawn to, a lifestyle characterized by a freedom of mobility, reliance on available, cheap fossil fuels, and a short-term comprehension of the long-term repercussions of our travel choices. Revelstoke is no different and has over time devolved into a place that is less healthy, less sustainable, less safe, less equitable, and generally less enjoyable.

Gradually, a shift is occurring. A shift in emphasis from the drive-in, drive-out culture, to a built environment that puts self-propelled travel on par with vehicle travel. Communities are looking to base their lifestyles around active modes of travel, with opportunities to satisfy both mobility needs and recreation needs in the same activity, and under conditions that are not only safe, but are also enjoyable. There is also a push to remove physical and perceived mobility barriers, so that individuals of all physical abilities can fulfi ll transportation needs safely and without assistance.

With that in mind and through funding assistance from the Built Environment & Active Transportation (BEAT) initiative, the City of Revelstoke has developed this document - the Revelstoke Active Transportation Plan (AT Plan). The AT Plan seeks to establish a framework to increase future demand for self-propelled travel in Revelstoke, generally working toward creating a safer, healthier, more sustainable community. The AT Plan includes the following:

> A defi nition of active transportation and an outline of the health, environmental, and other benefi ts of increased self-propelled travel;

> An overview of Revelstoke, with emphasis on the opportunities and challenges presented by the infrastructure, facilities, geography, culture and demographics of the community;

> A summary of feedback received through consultation with the community; and

> Recommended actions to improve active transportation conditions, including a recommended network, design considerations, development approaches, policies, programs, services, and funding opportunities.

2 REVELSTOKE ACTIVE TRANSPORTATION PLANCity of Revelstoke, BC

1.1 PLAN CONTEXT

The AT Plan was developed concurrently with the Revelstoke Comprehensive Transportation Master Plan, a larger, more comprehensive review of all of the City’s transportation systems. All research and consultation efforts that went into each plan were conducted simultaneously, and the recommendations of each have been developed to be consistent with one another.

The Revelstoke Parks and Recreation Master Plan was also being developed as the AT Plan neared completion. The two (2) documents contain similar information regarding trail networks and recreational opportunities. Any consideration of parks and trails in the AT Plan should be referenced with the Parks and Recreation Master Plan.

1.2 METHODOLOGY

The AT Plan was developed over a fi ve (5) month period, between August and December 2009. It involved considerable coordination between the Revelstoke community, City staff, and the project team. The process involved the following.

> Existing community plans were reviewed to ensure coordination between the AT Plan and previous community-based work. Existing active transportation facilities were inventoried, including both routes and origin/destinations.

> A community survey was made available for a period of approximately one (1) month. The survey was available on the City’s website and in hard copy at various locations in the community.

> An open house and stakeholder workshop was held September 22, 2009 to solicit feedback from the community on how the network currently meets mobility needs, what the weaknesses are, and how it could be improved.

> Based on feedback from the open house and the on-line survey, potential future active transportation improvements were identifi ed, including network improvements, facility design considerations, and potential policies / programs.

> A second open house and stakeholder workshop was held November 25, 2009 to solicit feedback from the community on the proposed future active transportation improvements.

> Stakeholder and community feedback was summarized and integrated into preliminary improvement options to create a draft AT Plan, which was reviewed by City staff before being fi nalized.



2.0 Active Transportation 101

2.1 WHAT IS ACTIVE TRANSPORTATION?Active transportation describes any form of human powered, self-propelled transportation. The most common choices are walking or cycling, but active transportation can also include horseback riding, in-line skating, skateboarding, wheelchair travel, or in winter, cross-country skiing and snowshoeing. The primary goal of active transportation may be utilitarian, that is, to travel to a particular destination for a specifi c purpose, or it may be primarily recreational, that being personal travel for leisure purposes.

A supportive active transportation network provides residents with a safe, accessible, interconnected system of roadways and trails that connects them with their common destinations. Ideally, this network will be multi-modal, providing the user with multiple options for travel; for example, a roadway that is usable by pedestrian or cyclist, or a trail that may be utilized by wheelchair or equestrian. Active transportation modes may be combined with motorized modes such as transit; a cyclist could ride to a transit stop, place their bicycle on the bus bike rack, and continue to their destination via transit. Moreover, a supportive network should provide accessible transportation opportunities for all ages and demographics. To be inclusive for youth, it should prioritize connections between homes, schools and recreation centers; and to address the needs of the mobility-challenged or elderly it should provide appropriate paved facilities between homes, shops, and medical facilities.


Active transportation is supported by providing appropriate infrastructure. Such facilities may range from sidewalks and bike lanes, which provide dedicated space for active transportation modes in the road network; trails and bridges, which serve to facilitate connections and shorten trip distances for non-motorized travel, as well as allow for aesthetic opportunities; and end-of-trip facilities, such as bike racks, which enable safe storage at the destination. Design and maintenance of all infrastructure must take into consideration the specifi c regional climatic conditions. For example, sidewalks, trails, and bike lanes should be prioritized in snow clearing, using gravel and grooming to allow for travel by foot, ski or bike. Bike racks should be in covered locations to provide protection from rain and snow. Providing an active transportation network that is separated from the roadway will provide more pleasing and safe travel conditions through the temperate months, and reduce snow storage associated with snow clearing and slush sprays from vehicles during the winter season.

Active transportation is also encouraged through community capacity building strategies, such as marketing, promotion and education programs. Examples include:

> Bike-to-work week.

> Walk-to-school programs (e.g., the Hub for Action on School Transportation Emissions, www.hastebc.org).

> Personalized family transportation planning (e.g., Mobility Matters from Better Environmentally Sound Transportation (www.BEST.bc.ca).

> Training workshops (e.g., bicycle commuter skills training, for children or adults).

> Maps highlighting the local active transportation network, connections and key destinations.

> Festivals and celebrations (e.g., commuter breakfasts, outdoor fi lms, community walks).

> Common interest clubs (e.g., seniors walking groups, women’s biking groups).



Active Transportation and Sustainable TransportationActive transportation objectives are quite similar to sustainable transportation planning in that they present the community with viable alternatives to vehicle travel. However, where active transportation focuses on human-powered travel modes, sustainable transportation considers any mode that is a more environmentally sustainable option than single-occupancy vehicle travel, including motorized travel via transit and ridesharing. From this perspective, the primary objectives of active transportation and sustainable transportation are the same: reducing vehicle travel. However, the emphasis of each differs based on travel mode. This Active Transportation Plan recognizes sustainability objectives and seeks to encourage them through active transportation, but focuses on encouraging only those travel modes that are non-motorized modes. Finally, research shows that sustainable transportation and active transportation promotion can be synergistic: transit users tend to be more physically active than car users, in part because most transit trips include walking links (PHSA, 2007).

Active Transportation and Transportation Demand Management Transportation demand management (TDM) is an emerging, integrated approach to improving the effi ciency and sustainability of a transportation network through managing travel demand and modal integration. By defi nition, TDM does not preclude vehicle travel, but in reality, transportation networks are already developed to facilitate widespread vehicle use. Accordingly, TDM tends to encourage all self-propelled and multi-passenger travel modes, as well as look at factors that infl uence travel behavior, such as land use and work arrangements. While not a TDM plan, the AT Plan recommends a number of similar measures that would be found in a TDM plan to encourage travel in via self-propelled modes.


2.2 WHAT ARE THE BENEFITS OF ACTIVE TRANSPORTATION?

Health Physical inactivity and obesity are two of the leading health concerns in Canada. Physical inactivity is a key risk factor for a number of chronic diseases including diabetes, cardiovascular disease, and osteoporosis, stroke, and various cancers. Inactivity is also known to affect personal mood, self-esteem, energy levels and depression. Alarmingly, physical inactivity is extremely common in Canada: about two-thirds of Canadians do not get adequate physical activity to achieve any health benefi t (Public Health Agency of Canada, 2008). Furthermore, obesity, a direct result of physical inactivity, has doubled in the past 2 decades (Katzymarzyk, 2002). According to the Canadian Community Health Survey in 2007, 41.2 per cent of BC adults were overweight or obese. The rising levels of physical activity and obesity in children are especially concerning. In 2004, 29.2% of Canadian youth were classifi ed as overweight or obese, and the proportion of obese children has nearly tripled in the last 25 years. Research has show that obesity levels are higher in lower socio-demographic groups, and in rural and suburban areas as compared to city centers (Ministry of Healthy Living and Sport, 2009).

The costs of these high levels of physical inactivity and obesity are felt by everyone. Compared to an active person, an inactive person uses more health services (38% more days in hospital, 5% more doctor visits, 13% more specialist visits, 12% more nurse visits) (Sari, 2009). The direct health care costs associated with inactivity have been estimated at over 2 billion dollars in Canada (Katzmarzyk, 2000).

Active transportation is a promising way to improve physical activity and personal health. Recommended levels of physical activity are 30 minutes a day, most days of the week – but this can be done in bouts of 10 minutes of moderate activity. Active transportation is an ideal way to meet these recommendations: making a 15-minute trip to work, school, a shop, or a social visit and back by foot or by bike would fulfi ll daily requirements. This incorporates physical activity into a daily travel habits, and since it can serve as a substitute for auto trips, it may not require additional time commitment. Active transportation interventions have been shown to be more effective (i.e., more “sticky”) at increasing activity levels in the long term than going to the gym or jogging.



EnvironmentActive transportation is an important step in improving the environmental quality of our community. Personal transportation is responsible for approximately 35% of all greenhouse gas (GHG) emissions in British Columbia (BC Government). GHG emissions are responsible for global warming, a phenomenon that is global in scale and with serious long-term implications. Active transportation creates no GHGs and no airborne pollutants, such as carbon monoxide, nitrous oxide and particulates. Furthermore, it contributes no noise pollution, which has been linked to stress and myocardial infarctions. (Go for Green)

EquityA signifi cant portion of the population does not have the option to drive. Youth, elderly and those with disabilities rely on the assistance of others to meet their personal mobility needs. Active transportation modes are a way in which these community members can meet their own travel needs. Designing the built environment to facilitate active transportation increases the ability of ALL community members to meet their mobility needs independently.

AffordabilityIt costs an average driver over $7,000 annually to run a small car (CAA, 2007). This can be a prohibitive expense for some community members. Active transportation modes such as walking and cycling require little to no capital cost and minimal on-going maintenance costs. Encouraging active transportation and providing appropriate facilities will allow community members to fulfi ll their transportation needs more inexpensively.




Revelstoke is located in the interior of BC within a spectacular mountain setting between the Monashee and Selkirk Mountain ranges. The City is bordered by Mount Revelstoke National Park to the north and east, and is 65 km west of the summit of Rogers Pass, in Glacier National Park. Revelstoke is approximately 260 km northeast of Kelowna and 385 km west of Calgary.

GeographyTwo (2) major rivers bisect the City - the Columbia River running north-south and the Illecillewaet River running east-west. The water level of the Columbia River has risen since the Revelstoke, Mica, and Keenleyside Dams were completed, between 1968 and 1984. The Revelstoke Dam is within the City’s boundaries, approximately 4 km north of Downtown Revelstoke.

Revelstoke is set within the Columbia Mountains and, as such, the community has varied topography. Area’s adjacent to the Columbia and Illecillewaet Rivers are low, while topography becomes steep on the north and east sides of the City as it begins to climb Mount Revelstoke and Mount Mackenzie. The City is 443 m (1,453 ft.) above sea level, and elevations increase considerably beyond the City boundaries.

3.0 Active Transportation in Revelstoke

The City of Revelstoke seen from Mount Mackenzie.


WeatherAverage daily temperature in Revelstoke is 6.9 C, with the highest average temperature experienced in July (18.2 C) and lowest in January (-5.3 C). In the winter months (December to February) the average daily temperature is -3.9 C, and average temperatures remain below 5.0 C from November to March. Cold winter temperatures make walking and cycling less comfortable. Summer temperatures are more conducive to self-propelled travel, with temperatures averaging 17.4 C (June to August).

Precipitation also impacts the use of active transportation modes. Revelstoke averages 945.5 mm of precipitation each year, with 617 mm of rainfall (approximately half that of Vancouver). Revelstoke averages 187 days each year with precipitation, and 112 days with at least 10 cm of snowfall accumulation. Rainy conditions make active transportation less comfortable and present certain safety issues. Snowy conditions not only makes active transportation less comfortable and unsafe, it presents serious impediments to basic mobility and access, and limits the distance people are willing to travel. This is an important consideration in developing this plan.1

Economic HistoryThe Canadian Pacifi c Railway (CPR) played a key role in the foundation of Revelstoke during the construction of the railway in the 1880’s. Early Revelstoke was a mixture of business districts, town sites and farms. At the turn of the 20th century, Revelstoke experienced a resource boom through the mining and forestry industries, while continuing as a transportation, operations, and maintenance hub for CPR. Little Italy and Little Scotland areas were established, as well as new residential neighbourhoods. The 1960’s brought the completion of the Trans Canada Highway through Rogers Pass, and start of construction on the CPR tunnels and the Mica and Revelstoke Dams. These major infrastructure projects become catalysts for diversifi cation of the economy, to include transportation and tourism. This era also brought about new subdivisions in Big Eddy, Columbia Park, and Arrow Heights. From 2000 to 2006, Revelstoke was marketed and seen as ‘affordable mountain living’ which has increased the population of young families and those seeking adventure. With the approval of the Revelstoke Mountain Resort project at the south end of the City there is renewed growth potential in the service and tourism sectors of Revelstoke’s economy.2

1 Environment Canada, Canadian Climate Normals 1971-2000.2 City of Revelstoke, Offi cial Community Plan, July 2009.

While it’s winter weather helps define Revelstoke, it can also prove challenging for active transportation.



DemographicsCommunity demographics are consistent with Provincial averages. Revelstoke’s median age is 41 years old, with nearly half the population between the ages of 30 and 59. See Figure 1. There is also known to be a seasonal fl uctuation of impermanent residents during ski season, with a large portion of those impermanent residents in the 15-29 and 30-44 demographics.

FIGURE 1. REVELSTOKE DEMOGRAPHICS, 20063

Age Revelstoke British Columbia

0 - 14 1225 (17%) 679,605 (17%)

15 - 29 1345 (18%) 784,740 (19%)

30 - 44 1570 (21%) 880,055 (21%)

45 - 59 1800 (25%) 953,680 (23%)

60 - 75 865 (12%) 528,985 (13%)

75+ 425 (7%) 286,405 (7%)

Total Population 7,230 4,113,470

Median Age 40.9 40.8

3 Statistics Canada, 2006 Community Profi les - Revelstoke, BC.

View of Mackenzie Avenue, looking southwest- from 1st Street.


3.1 COMMUNITY DESTINATIONS

Generally speaking, Revelstoke is divided into six (6) neighbhourhoods, typically defi ned by geography and infrastructure. See Map 1.

> Columbia Park is the area at the northwest of the City, bounded by the Columbia River and Highway 1. Columbia Park is a predominantly single-family residential neighbourhood, and includes Columbia Park Elementary School and Mountain View Cemetery. The area also features the 18-hole Revelstoke Golf Club and three (3) city parks - Columbia Park, Thunderbird Park, and Woodenhead Park.

> Big Eddy is the area of the City west of the Columbia River, accessible to the rest of the Revelstoke only by Highway 1 and the Big Eddy Bridge. Big Eddy is comprised mostly of single-family residential homes, with a small industrial component. The area includes both Big Eddy Park and Big Eddy Landlocked Park.

> Central Revelstoke is approximately bound by Highway 1 on the west and north, Townley Street on the east, and the Columbia River on the south. Central Revelstoke includes the downtown and much of the Clearview Heights neighbourhood. The area is the commercial core for Revelstoke, and includes the majority of the major civic destinations - City Hall, Revelstoke Forum (arena), the Community Centre, Aquatic Centre, Senior Centre, and Museum. Central Revelstoke also includes Revelstoke Secondary School, Mountain View Elementary School, and the Revelstoke Campus of the Okanagan College. City parks include Farwell Park, Moberly Park, Rotary Park, Beruschi Park, Centennial Park, Queen Elizabeth Park, and Veterans Memorial Park. It borders Mount Revelstoke National Park.

> South Revelstoke is the neighbourhood immediately east of Central Revelstoke, bound by the CP Railway on the west, Highway 1 on the north, and the Illecillewaet River on the south. South Revelstoke is comprised primarily of residential and industrial land uses, and includes Mount Begbie Elementary School and Kovach Park.

> Arrow Heights is the residential neighbourhood immediately south of the Illecillewaet River. The area includes Arrow Heights Elementary School, Queen Victoria Hospital, and Moose Park and Nichol Road Park.

> Resort Lands is the name given to area surrounding the Revelstoke Mountain Resort (RMR), and the southeast of the City. RMR is a growing ski destination that includes recreational opportunities, and supporting residential and commercial land uses. Two (2) city parks are immediately adjacent to RMR - Williamson Lake Park and an undeveloped park.



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MAP 1. LAND USE + COMMUNITY DESTINATIONS

COLUMBIA PARK

BIG EDDY

CENTRALREVELSTOKE

SOUTHREVELSTOKE

ARROWHEIGHTS

RESORTLANDS


3.2 EXISTING ACTIVE TRANSPORTATION FACILITIES

Revelstoke currently contains a number of facilities that facilitate active transportation. See Map 2. This section highlights those sidewalk, trails, bicycle facilities and transit services.

SidewalksRevelstoke includes a considerable number of sidewalks. Sidewalks are especially prevalent in Central Revelstoke and the Downtown area, where the majority of roads have a sidewalk on at least one (1) side. Downtown sidewalks vary in width, and are as wide as 3.0m on Mackenzie Avenue. Sidewalks in South Revelstoke include those along 4th Street East, Townley Street, Downie Street, Edward Street, and 8th Street. Sidewalks also exist on Laforme Boulevard and a small portion of Highway 3 in the Columbia Park neighbourhood, and on Newlands Road and a small portion of Airport Way in Arrow Heights.

BicyclesBicycle parking is currently located in a number of locations around the City, concentrated in the Downtown area. There are no dedicated cycling routes in Revelstoke, other than the trails referred to below.

Images of Mackenzie Avenue sidewalks while the street is closed to vehicles for the Farm and Craft Market.

Existing bike racks in Central Revelstoke.



TrailsThere are currently four (4) primary trail segments in Revelstoke.

> The Big Eddy Trail follows the Big Eddy dyke system, starting at the Big Eddy Bridge and following the Columbia River to Big Eddy Park and Highway 23.

> The Revelstoke River Trail is a small portion of trail along the north bank of the Columbia River, providing a key connection between the east of the Trans Canada Highway and CN railway and approximately 500m west of the Big Eddy Bridge. Long-term plans propose extending this trail further east and west.

> The Centennial Park Trail runs through Centennial Park connecting with the south ends of Connaught Avenue and Campbell Avenue, and linking them southward toward the Illecillewaet River.

> The Illecillewaet River Trail runs along the north bank of the Illecillewaet River from the south end of Centennial Park to the southeast end of Powerhouse Road.

Other than the four (4) trails mentioned, there are small trail segments near Williamson Lake, adjacent to Rotary Park, and in the north end of the Columbia Park neighbourhood.

TransitTwo (2) bus routes exist in Revelstoke - Hospital/Arrow Heights (no.1) and Columbia Park/Big Eddy (no.2). Both routes are timed so that they share a single vehicle. Monday through Saturday, the No.1 makes 8 trips and the No.2 makes 9 trips. Neither route operates on Sunday.

A shuttle service also operates in Revelstoke, connecting Revelstoke Mountain Resort to the Downtown. The shuttle only operates during the ski season (November to April).

CarshareIt should also be noted that the Nelson Carshare Co-op currently has three (3) vehicles in Revelstoke that help walkers and cyclists meet mobility needs. Two (2) vehicles are on 7th Street East at Orton Avenue and one (1) is at 8th Street and Downie Street.

Bus stops and a bus operating in Revelstoke.


MAP 2. EXISTING ACTIVE TRANSPORTATION ROUTES

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Trails in this area are on landsmanaged by BC Hydro and areprone to flooding on a seasonal basis.

SidewalkTrail



4.0 Community Feedback

A comprehensive community consultation process was undertaken as part of the overall Transportation Master Plan, a considerable portion of which pertains to the AT Plan. The consultation process included the following tasks:

> Open House no.1 - September 22, 2009> Stakeholder Workshop no.1 - September 22, 2009> Community Survey - September 15 to October 5, 2009> Open House no.2 - November 25, 2009> Stakeholder Workshop no.2 - November 25, 2009

The following section highlights information received throughout the fi ve (5) consultation tasks that is related to active transportation.

Travel Distance

Travel distances were determined through the community survey. Results show that approximately 80% of people live less than 5km from work/school and shopping/services, suggesting there is an opportunity to shift a large number of these trips to active modes.

0-2 km

2-5 km

5-10 km

10-20 km

20-50 km

50+ km

Work / school Shopping / services Recreation / entertainment

FIGURE 2. TRAVEL DISTANCES FROM HOME


Mode Split

The mode split is the portion of the total number of trips by each travel mode. The community survey asked respondents to indicate their typical travel mode for trips to work/school, shops/services, and recreation/entertainment, differentiating between summer and winter for each. Feedback indicates that, as expected, active modes are used more often in summer than in winter. Cycling represents a large share of trips in the summer (27-36%), but is almost unused in the winter. The highest portion of walking trips are work / school trips. Transit represents few trips, both summer and winter. See Figure 3.

Work / school:

Summer Winter

Private vehicle (alone)

Private vehicle (w/ others)

Transit

Bicycle

Walking

Motorized winter mode

Self-propelled winter mode

Other

Shopping / services:

Recreation / entertainment:

FIGURE 3. BARRIERS TO ACTIVE TRANSPORTATION



Active Transportation Barriers

Community members were asked to indicate the reasons they do not travel via active transportation modes. Feedback indicates that a lack of appropriate facilities, long travel distances, personal security concerns, poor transit service, and a general disinterest in active modes prevent further use of active transportation. See Figure 4. Some of these barriers are inherent community traits that are diffi cult to address, but other barriers can be addressed through infrastructure improvements.

Infrastructure Priorities

The community was asked to indicate their priority for transportation system improvement. Responses indicated that cycling facilities are the highest priority for members of the community, followed by walking facilities. Road network improvements were the third highest priority for improvement, while transit improvements were indicated as lowest priority.

FIGURE 4. BARRIERS TO ACTIVE TRANSPORTATION


Specifi c Routes and Improvements

The community was asked to indicate those routes that are unpleasant to travel on using a variety of different travel modes. Responses indicate the following routes are unpleasant for walking and/or cycling (in order):

> Victoria Road (walking and cycling)> Arrow Heights (walking and cycling)> Trans Canada Highway / Victoria Road intersection> Illecillewaet Bridge (cycling)> 4th Street - Townley Avenue - Victoria Road intersection (cycling)> Big Eddy area (both walking and cycling)> Nichol Road (walking)> Airport Way (walking)> Downtown (walking and cycling)> Highway 23 North (walking)

Responses also indicate that mobility-challenged community members generally fi nd downtown sidewalks and bridge crossings to be unpleasant routes.

The community was also asked to indicate existing routes in need of improvement. The following improvements were identifi ed:

> A pathway from Columbia Park to Downtown> A pathway from Arrow Heights to Downtown> A southbound bike and/or pedestrian lane on the Illicillewaet Bridge> A trail or bike lanes to Revelstoke Mountain> Bike lanes along the river

52% of people indicated that there is not enough bike parking in Revelstoke, suggesting bike parking is needed in the following locations:

> Downtown Area> Mackenzie Avenue Area> Cooper’s Parking Lot> Community Centre> Grizzly Plaza> Alpine Mall> 1st Street



5.0 Recommended Actions

5.1 ACTIVE TRANSPORTATION NETWORK

The envisioned active transportation network identifi es routes that will facilitate self-propelled travel for work, school, shopping/errand, and recreational trips. The envisioned network includes plans for sidewalks and trails, cycling routes, and a transit and shuttle service. Each is considered separately below, with full-sized version of the network plans included in Appendix A.

Sidewalks + TrailsThe recommended sidewalk and trail network is designed to make connections between existing sidewalk and trails, link key community destinations, and develop a comprehensive network of sidewalks and trails to increase connectivity within the community. See Map 3. Sidewalks and trails are intended primarily for pedestrians, although other users may also utilize these facilities as needed. The network plan includes three (3) distinct route types - Sidewalk (downtown), Sidewalk (general), and Trail. Each route type is explained below.

SIDEWALK (DOWNTOWN)The Downtown sidewalk cross section is proposed for sidewalks within the downtown area, defi ned as Victoria Road to the north, Orton Road to the east, 4th Street to the south, and Garden Street to the west. Downtown sidewalks are to be 3.0m in width and should include street furniture and landscaping where space permits (considered in Section 5.2). See Figure 5.

FIGURE 5. SIDEWALK (DOWNTOWN) CROSS SECTION


SIDEWALK (GENERAL)General sidewalks are intended for proposed sidewalks outside the downtown area. Sidewalks are to be 2.0m and should be buffered from the roadway by boulevards, bioswales, and on-street parking where there is suffi cient space. See Figure 6.

TRAILTrails are intended for all proposed trail routes identifi ed on the recommended network plan. Trails may be up to 3.0m wide in urban areas to accommodate a variety of users and increased user volumes, and may be as little as 1.0m in rural settings where they are used for recreational purposes. See Figure 7. Any consideration for trails should be done in coordination with the Parks and Recreation Master Plan.

FIGURE 6. SIDEWALK (GENERAL) CROSS SECTION

FIGURE 7. TRAIL CROSS SECTION



MAP 3. RECOMMENDED SIDEWALK AND TRAIL ROUTES

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Bike RoutesThe recommended cycling network is designed to facilitate improved cycling connectivity throughout Revelstoke, permitting access to key cycling destinations along routes that are direct, continuous and safe. See Map 4. The network plan includes three (3) distinct route types - Bike Lanes, Bike Routes, and Recreational Bike Routes. Each route type is explained in general terms below, with a more detailed explanation of specifi c design features explained in Section 5.2.

PRIMARY CYCLING ROUTE (BIKE LANES)Bike lanes are intended routes which are arterial in nature, have higher traffi c volumes, and connect key community destinations (ie. Resort to Highway 1). Bike lanes are to be marked 1.8m to the face of the curb and incorporate design considerations highlighted in Section 5.2. See Figure 8.

FIGURE 8. PRIMARY CYCLING ROUTE (BIKE LANES) CROSS SECTION



SECONDARY ROUTESecondary routes are roadways suitable for shared use between motorists and cyclists, and which provide direct connection between proposed bike lanes and key community destinations. These routes are typically lower in volume than primary bike routes, and do not necessitate dedicated bike lanes. The should be designed with paint markings stating their purpose and bike route signs identifying it as a bike route, as highlighted in Section 5.2. See Figure 9.

RECREATIONAL ROUTERecreational routes are proposed as on-street routes that include only signage indicating it as a bike route. A recreational route is proposed along Front Street, in Central Revelstoke, until a waterfront walkway along the Columbia is developed. See Figure 10.

FIGURE 9. SECONDARY CYCLING ROUTE CROSS SECTION

FIGURE 10. RECREATIONAL CYCLING ROUTE CROSS SECTION


MAP 4. RECOMMENDED CYCLING ROUTES

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Transit + Shuttle ServiceThe recommended transit and shuttle service recommendations are intended to improve the provision of both public transit and private shuttle service in Revelstoke. See Map 5. While transit and shuttles are not a primary concern of active transportation, they encourage self-propelled travel with the community by extending the reach of active modes, especially walking.

TRANSIT ROUTESIt is recommended that the two (2) existing transit routes (currently served by one bus) is expanded to include three (3) community routes, as shown on Map 5. Consideration might also be given to supplementing fi xed route service with on-demand service to serve residents outside the hours of fi xed route service.

It is recommended that a central transit hub is established on Mackenzie Avenue. The hub could act as a place of interchange for a variety of travel modes, increasing connectivity and allow traveller to fulfi ll trips using more than one mode.

It is also recommended that the City work with BC Transit and the transit operator to include bike racks on buses to facilitate multi-modal travel.

SHUTTLE SERVICEShuttle service is currently only provided during ski season. However, it is proposed to expand this service to year round in order to accommodate Resort users and the increasing number of summer tourists. The shuttle could act as an express service between downtown and the Resort.


MAP 5. RECOMMENDED TRANSIT + SHUTTLE SERVICE

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5.2 DESIGN CONSIDERATIONS

Each of the routes and critical locations identifi ed in Section 4.1 require specifi c design criteria to ensure they are constructed appropriately. The following standards should be considered in all design and construction of active transportation infrastructure.

Downtown Streetscape ElementsPedestrian conditions are improved considerably by the provision of comfortable and well-designed street furnishings. Street furniture may include benches, garbage bins, bollards, signs, street lights, fl ag poles, bike racks, bus shelters, and other items. They may be installed on sidewalks in the downtown, at transit stops, along multi-use pathways, and at the entrance to parks.

While it is outside the scope of this plan to make recommendations on specifi c street furnishings, it is recommended that the City take action to develop a catalogue of street furnishings. Street furnishings should be coordinated and portray a consistent character, something the evokes the history or culture of Revelstoke.

Samples of streetscape elements from other Canadian communities.


Universal DesignUniversal design refers to the idea that the built environment should be usable by all people, to the greatest extent possible, without the need for adaptation or specialized design. The 1997 Principles of Universal Design are the generally accepted guidelines for universal design, and include consideration for equitable use, fl exibility in design, simplicity, tolerance for user error, and minimizing user effort.

In terms of practical application, this means incorporating considerations into traditional infrastructure design standards that ensure the built environment is universally accessible. It is recommended that the City refer to the Canadian Standards Association’s “Accessible Design for the Built Environment” handbook in the design of all infrastructure.1 The following are some of the key CSA standards.

> Routes should have sustained vertical slopes of no greater than 5% (1:20) and cross slopes not exceeding 2% (1:50).

> Routes should maintain a width of no less than 1.5 m free of all permanent or impermanent objects and, where adjacent to a roadway, should be separated by a curb, railing / barrier, or a detectable hazard indicator.

> Stairs should have uniform riser heights of no greater than 18 cm, uniform tread depths of no more than 28 cm, include a horizontal strip at the edge of the tread, and contain no open risers.

> Curb ramps should have a slope ratio of between 6.6% (1:15) and 10% (1:10), should be between 1.2-1.5 m wide, and include fl ared sides where pedestrians are likely to walk across them.

> Signs should convey text in a sans serif font, have a width-to-height ratio of between 3:5 and 1:1, and contrasted from the background at least 70%. Tactile signs may also be considered.

Cycling RoutesTraffi c control devices are needed to warn, regulate and provide information to both cyclists and motorists along cycling routes. Cycling-specifi c control devices include signage and paint markings.

Some of the most important traffi c control devices are highlighted on the following pages, however it is strongly recommended that the City consult the Transportation Association of Canada’s Bike Traffi c Control Guidelines for Canada handbook in the design and application of traffi c control devices.

1 A good example of practical application of many CSA guidelines is available in the Maple Ridge / Pitt Meadows “Universal Design for Outdoor Spaces” document.



Reserved Bike Lane Sign (RB-91)The Reserved Bicycle Lane signs indicate that a lane is to be used only by bicyclists. At least one sign should be installed between each intersection, directly above the reserved bike lane.

Bicycle Route Marker Sign (IB-23)The Bicycle Route Marker Sign provides route guidance for cyclists and indicates the streets and separate facilities that form the bicycle network. The sign should be placed at intervals frequent enough to keep cyclists aware of the changes in route direction, and to remind motorists of the presence of cyclists. They may include arrow tabs to assist in cyclist wayfi nding. These signs are unnecessary when Reserved Bicycle Lane signs are used.

Bicycle Pavement MarkingsAll bicycle lanes are identifi ed by a white elongated bicycle pavement marking. This symbol is 1.0 m wide, with an elongated length of 2.0 m. This symbol is accompanied by a diamond symbol where there are reserved cycling lanes (left) and by two chevrons where routes are shared by motorists and cyclists (right).

Warning SignsWarning signs indicate in advance conditions on or adjacent to a road or bikeway that require caution and may require a reduction in vehicle speed. Adequate warning signs offer a higher level of safety and a more effi cient traffi c fl ow for motorists and cyclists. There are a large number of warning signs, some of the more commonly used signs are shown at right.

COMMONLY USED BIKEWAY TRAFFIC CONTROL DEVICES


Bicycle ParkingPerhaps the greatest barrier preventing bicycle use for basic transportation is the fear of having a bicycle stolen or vandalized. The provision of appropriate bicycle parking encourages increased cycling by reducing this risk. It is recommended that the City consider the following design criteria for bicycle parking facilities.

Bicycle racks are the foundation of good bicycle parking. They should be simple and obvious in function. Racks should have two (2) contact points for stability, should be compatible with typical bicycle locks, should be secured in place with tamper-proof bolts, and be located for easy access by cyclists. (Luton 2005). Racks may also incorporate decorative elements to ensure consistency with street furnishing and urban design character.

Bicycle racks are incorporated into two types of bicycle parking facilities - Class I and Class II. Class I bicycle parking is long-term parking intended for employees and residents. It is located in a covered, secure, and weather protected location, and is often combined with other trip-end facilities, such as showers and lockers. Class I facilities are often included in vehicular parking facilities or contained within a building, but may also be provided as outdoor lockers. Facilities should be designed in consideration of the following:

> Parking should require a minimum number of steps to access;> Lock-up areas should be located close to change rooms, showers, etc.;> Signage should direct users to their end destination;> Facilities should be visible and well lit; and> Surfaces should be non-slip (Luton 2005).

Class II parking is a typical “bike rack”, and is intended for short-term shoppers and residential visitors. Class II parking should be located as close as possible to the entrance of the destination, and no more than 15 metres (APBP 2002). Racks should be visible from its destination. It should be positioned parallel to the street, out of the pedestrian fl ow, and positioned to permit access from both sides. Weather protection is not required, but is desirable (Luton 2005)

Recommended bike rack types (above) and typical Class I facilities (left).



5.3 PROGRAMS + INITIATIVESCommunity-based programs and initiatives are City-led strategies that encourage the community to try new travel modes. They include a variety of approaches, each with the goal of changing travel habits toward more active modes. The following strategies are suggested.

Annual Events

There are a number of well-established annual events that challenge the community to try new travel modes. Each event typically has a website for the community or City staff to reference information. While they only represent behavioral change for a single day or week, they begin to develop momentum for alternative travel modes and work to alter individual attitudes toward non-vehicular travel options. It is recommended that the City promote the following events:

> Bike to Work Week, mid-May> Bike to School Week, early May> Car-free Day, mid-Sept> Earth Day, late-April> International Day of Climate Action, late-Oct

The City should also consider establishing events that are unique to Revelstoke. There are a variety of creative approaches to doing so, which may include:

> A employer commute challenge that pits businesses against one another to see who can log the most walking and/or cycling travel over the course of a week.

> A travel challenge between Councillors to see who can travel the fewest vehicle kilometres over a certain period of time.

> Organized and publicized public bike and/or walk events, where a large group of cyclists/walkers follow a set route at a given time.

Community Clubs

Outdoors clubs, such as walking groups, cycling groups, and community improvement groups, all play an important role in improving active transportation in Revelstoke. To facilitate such activity groups, the City may consider making small budgets available for community organization with a mandate and regular activities that increase active transportation in Revelstoke.


Bicycle Skills

The City should consider improving community cycling awareness and confi dence through community education on cycling behavior. The City may hold a bicycle skills course, free to the community. The City may also consider developing an informational package to distribute to residents explaining proper cycling techniques and identifying local cycling opportunities.

Coordinated Bicycle Rentals

The City should consider creating programs that make use of available bicycle rentals businesses in Revelstoke. This may include tours and/or events that rely on cycling rentals. It is not common practice for a municipality to advertise local businesses, but it is felt that the provision of a rental service is helping the City work toward a key community objective.

Walking School Bus

A number of communities have established “walking school bus” programs, where students of an elementary school gather at points along a certain route and travel together to reach the school. A parents or school representative would lead the group, using a safe, direct route to the school. Walking and riding school buses are already in use at Mountain View and Arrow Heights Elementary Schools.

Outdoor Events

Outdoor events can be a public market, cultural expressions, outdoor movies, recreation events, or a variety of other events. The important thing is that outdoor events have a tendency to attract users to travel via non-vehicular modes. One such event to consider is a “car-free” event, where a street is closed to vehicle traffi c to host the event. Mackenzie Avenue, where the community market is currently hosted, is an ideal location for such events.5.4 DEVELOPMENT APPROACHES

The following opportunities are available to the City to acquire infrastructure or infrastructure funding through private development.

Bicycle ParkingProvincial legislation permits the City to require bicycle parking in new development, and may include long-term secured parking (Class I) and short-term bike racks (Class



II). It is recommended that the City alter the Zoning Bylaw to require all multi-family residential, offi ce, retail and institutional land uses to provide bicycle parking as part of all new development. Recommended bicycle parking rates are as follows:

Class I Class II

Multi-family Residential 1 / unit 6-space rack for each 10 units

Retail 1 / 400 m2

GFA 6-space rack for each 400 m2

GFA

Offi ce 1 / 200 m2

GFA 6-space rack for each 1,000 m2

GFA

Institutions 1 / 200 m2


GFA

Recreation/Community 1 / 600 m2


GFA

Frontage ImprovementsProvincial legislation permits the City to require the provision of sidewalks located and constructed in accordance with standards established in a Bylaw. The City already employs this approach, but it is recommended that frontage improvements are expanded to include the elements of this plan.

Development Cost Charges (DCCs)The City is permitted to impose development cost charges (DCCs) to assist in paying the capital costs of infrastructure needed to service the development for which the charge is being imposed. The BC Local Government Act requires that the City must have a formal DCC Bylaw in place that states the intent to levy DCCs and a schedule outlining the amount of each applicable charge.


Parking Cash In-lieuParking cash in-lieu refers to the power given to the City to accept monies from a land developer in-lieu of off-street parking spaces required in the Zoning Bylaw. Monies received are put into a reserve fund and used to develop public off-street parking or transportation infrastructure that supports walking, bicycling, public transit or other alternative forms of transportation. It is recommended that the City establish such a policy and encourage in-lieu funds for active transportation infrastructure.

Park ProvisionAny land owner subdividing their property into 3 parcels or more, where at least one parcel is less than 2.0 ha, must provide the City with a park provision, either 5% of the property to be subdivided or a payment equal to the value of the required contribution. Parks may also take the form of linear parks - ie. trails. The City may decide the form of the contribution, providing the OCP contains clear policies.

Density BonusingProvincial legislation permits the City to grant a private land developer the right to increase the achievable density of their parcel in exchange for amenity contributions that are above and beyond what is required. The City should consider offering density bonuses to acquire amenity funds to develop active transportation infrastructure.

5.5 CAPITAL PLANThe Revelstoke Comprehensive Transportation Master Plan contains detailed information regarding the priority, cost, and timing of the infrastructure improvements identifi ed in this plan.



5.6 FUNDING OPPORTUNITIES

There are a variety of approaches that the City may take to fund future development of active transportation infrastructure, including acquiring property or money through land development, accepting individual donations, and pursuing funds through Provincial or Federal grant programs. Each approach is explained below in detail.

Individual DonationIt is common-place for residents or organizations to donate property and/or funds toward community infrastructure as a form of philanthropy. Any donations, either land or funds for facilities, will help the City work toward the future active transportation network. There are a number of ways the City may facilitate this process by making it simpler and more attractive to potential donors.

> The City should establish an active transportation or trails endowment fund to instill confi dence in potential donors that their contributions will be used for the intended uses.

> The City may issue offi cial donation receipts for the appraised fair market value of donated property or facilities, which the donor may use as a Federal or Provincial tax credits.

> The City should promote the donation process so any potential donors are clear on the process and aware of the benefi ts to them.

> Donors should be recognized in the media to honour donors and develop a sense of pride around community development.

Grant ProgramsThere are a variety of Provincial and Federal infrastructure grant programs that the City may pursue as a source of funding for active transportation infrastructure. Many such programs are targeted specifi cally at sustainable infrastructure and rural communities, which is directly related the projects highlighted in this plan. The City should remain active in seeking out new Provincial or Federal funding initiatives that may be used for to develop active transportation facilities. The following is a sampling of the grant programs currently available.

> LocalMotion is a Provincial initiative providing funds for capital projects, including cycling routes, walkways, trails and accessibility improvements.

> Towns for Tomorrow funds are intended for initiatives that address climate change and improve the health, sustainability and livability of communities.


> The LiveSmart BC Green Cities Awards is a program offering funds to leading-edge communities for initiatives aimed at making them greener and healthier.

> The Active Communities Initiative Grant Program is a BC Parks and Recreation initiative providing funds to assist communities in the planning and/or development of walkways, trails and bikeways.

> The Cycling Infrastructure Partnerships Program (CIPP) is a Provincial cost-share program for the construction of new cycling infrastructure.

> ActNow B.C. is the health promotion platform that is helping British Columbians live healthier lives, for example, by being more physically active.

> The Canada/BC Municipal Rural Infrastructure Fund is a grant program committing $102-million for infrastructure in communities with populations less than 250,000 with the purpose of improving municipal and rural infrastructure to ensure that communities are sustainable, competitive and healthy centers of economic growth.

> The Building Canada Fund, specifi cally the Communities Component, provides funding for communities with fewer than 100,000 people to develop infrastructure that meets environmental, economic and quality of life objectives.

> The Canadian Gas Tax Fund provides support toward infrastructure that contributes to cleaner air and reduced greenhouse gas emissions.



References

Active Living Go for Green (1995). “Linkages: built environment, well-being, and active living”.

Association of Pedestrian and Bicycle Professionals (2002). “Bicycle parking guidelines”. Available at - www.apbp.org.

British Columbia Government (2009). “Climate action plan - phase one”.Available at - www.livesmartbc.ca.

Canadian Automobile Association (2007). “Driving costs, 2007 edition”.

Center of Universal Design. “The principles of universal design”. NC State Univesity. Available at - www.design.ncsu.edu.

Cervero R and Kockelman K (1997). “Travel demand and the 3Ds: density, diversity, and Design.” Transportation Research Part D 2(3): 199-219.

City of Revelstoke. “Revelstoke Community Survey: Final Report”, April 2007. Sensus Research Ltd.

City of Revelstoke. Offi cial Community Plan, July 2009.Available at - www.cityofrevelstoke.com.

City of Revelstoke. Zoning Bylaw no. 1264.Available at - www.cityofrevelstoke.com.

Environment Canada (1993). “Environmental implications of the automobile: a state-of-the-environment fact sheet”.

Environment Canada, Canadian Climate Normals, 1971-2000.Available at - www.climate.weatheroffi ce.gc.ca.

Frank L and P Engelke (2001). “The built environment and human activity patterns: exploring the impacts of urban form on public health.” Journal of Planning Literature 16(2): 202-18.

Frank L et al. (2006). “Multiple pathways from land use to health: walkability associations with active transportation, body mass index, and air quality.” Journal of the American Planning Association 2(1).


Go For Green: The Active Living & Environment Program.Available at - www.goforgreen.ca.

Go for Green (1998). “1998 national survey on active transportation: summary report”. Ottawa.

GPI Atlantic (2004). “The cost of physical inactivity in British Columbia”. BC Ministry of Health Planning.

Handy SL and Boarnet MG et al. (2002). “How the built environment affects physical activity: views from urban planning.” American Journal of Preventive Medicine, 23(2): 64-73.

Health Canada (1998). “Improving the health of Canadians through active living”.

Jacobsen PL (2003). “Safety in numbers: more walkers and bicyclists, safer walking and bicycling”. Injury Prevention, 9(3).

Katzmarzyk PT (2002). “The Canadian obesity epidemic: an historical perspective.” Obesity Research 10(7): 666-74.

Katzmarzyk PT, N Gledhill, et al. (2000). “The economic burden of physical activity in Canada.” Canadian Medical Association Journal. 163(11): 1435-1440.

Luton J (2005). “Bicycles at rest: a bicycle parking best practices guide.” Capital Bike and Walk Society.

Newman P and J Kenworthy (1998). “Cities and automobile dependence: a sourcebook”.

Provincial Health Services Authority (2007). “Creating a healthier built environment in British Columbia”.

Public Health Agency of Canada (2008). “Obesity in Canada – snapshot”.

Sari N (2009). “The impact of physical inactivity on Canadian health care”. Alberta Centre for Active Living.

Statistics Canada, 2006 Community Profi les - Revelstoke, BC.Available at - www.climate.weatheroffi ce.gc.ca.

Transportation Association of Canada (2009). “Bikeway traffi c control guidelines for Canada”. Update no.2.



APPENDIX A:Recommended Network Plans

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RECOMMENDED SIDEWALKAND TRAIL ROUTES

FILE #

#201-791 Goldstream AveVictoria, BC Canada V9B 2X5

Tel.: 250 388 9877Fax: 250 388 9879www.blvdgroup.ca

DATE DRAWN

1055 JANUARY 22, 2010 MP

0 0.5 10.25 km

1:12,000

LEGENDPREPARED BY

SCALE

Projected Coordinate System: NAD 1983 UTM Zone 11N

Existing Sidewalks

Proposed Sidewalk

Existing Trail

Proposed Trail

kj Institution

nm School

Park

nmkj

kj

nm

nm

nm

nm

nm

nm

COLUMBIA RIVER

ILLECILLEWAET RIVER

WILLIAMSON LAKE

TONKAWATLA RIVER

JORDAN RIVER




R a i l y a r d


R a i l y a r d


CAM

OZZ

I RD

WE

STSI

DE

RD

FIRST ST

FOURTH ST

THIRD ST

AIR

PO

RT

WAY

SECOND ST

EIGHTH ST

HW

Y 23

NO

RTH

VICTORIA RD

BIG

EDD

Y RD

TRACK ST

TOWNLEY ST

CO

LBE

CK

RD

NICHOL RD

DOWNIE S

T

DOUGLAS ST

PEAR

KE

S D

R

LEACH ST

OSCAR ST

LAFORME BLVD

EDWARD ST OAK DR

CAMPBELL AVE

NA

KU

SP-MIC

A CREEK HWY 23

CHARLES S

T

ROKEBY AVE

McKINNON RD

CLELAND RD

NEWLANDS RD

WRIG

HT ST

MACKENZIE AV

E

TRACK ST EASTCONNAUGHT AVE

WILS

ON ST

POWERHOUSE RD

FR

ASE

R D

R

CO

LUM

BIA

PAR

K D

R

BOYLE AVE

WRIGH T ST

MACKENZIE AV

E

TOWNLEY ST

FOU

RTH

ST

MACKENZIE AV

E

FIRST ST

VICTORIA RD

POWERHOUSE RD

BOYLE AVE

TRANS CANADA HWY NO 1TRANS CANADA HWY NO 1


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RECOMMENDED CYCLING ROUTES

FILE #



DATE DRAWN

1055 DECEMBER 15 2009 MP

0 0.5 10.25 km

1:12,000

LEGENDPREPARED BY

SCALE


Proposed Bike Lane

Proposed Bike Route

Proposed Recreational Cycling Route

kj Institution

nm School

Park

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COLUMBIA RIVER

ILLECILLEWAET RIVER

WILLIAMSON LAKE

TONKAWATLA RIVER

JOR

DA

N R

IVE

R

R e v e l s t o k eR e v e l s t o k eA i r p o r tA i r p o r t( Y R V )( Y R V )

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CA

MO

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D

WES

TSID

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D

FIRST ST

FOURTH ST

THIRD ST

AIR

PO

RT

WAY

SECOND ST

EIGHTH ST

HW

Y 23

NO

RTH

VICTORIA RD

BIG

EDD

Y RD

TRACK ST

PEA

RK

ES

DR

TOWNLEY ST

NICHOL RD

DOUGLAS ST

DOWNIE

ST

OSCAR ST

CO

LBE

CK

RD

LAFORME BLVD

NEWLANDS RD

EDWARD ST OAK DR

CHARLES S

T

ROKEBY AVE

McKINNON RD

CLELAND RD

LEACH S

T

CAMPBELL AVE

WRIG

HT ST

TRACK ST EAST

CONNAUGHT AVE

WILS

ON ST

NA

KU

SP-MIC

A CREEK HWY 23

POWERHOUSE RD

FR

AS

ER

DR

BOYLE AV

EMACKENZIE

AVE

CO

LUM

BIA

PA

RK

DR

MACKENZIE AVE

POWERHOUSE RD

FOU

RTH

ST

CAMPBELL AVE

TOWNLEY ST

WRIGH T ST

FIRST ST

VICTORIA R

D

MACKENZIE AVE




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RECOMMENDED TRANSIT AND SHUTTLE SERVICE

FILE #



MAP 1:

DATE DRAWN

1055 NOVEMBER 18 2009 MP

0 0.5 10.25 km

1:12,000

LEGENDPREPARED BY

SCALE


Big Eddy/Columbia Park

Central Revelstoke

South Revelstoke/Arrow Heights

Shuttle Route !. Transit Exchange

hg Shuttle Stops

p£ Greyhound Canada Station

!. BC Transit Stops

BC Transit

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