HomeMy WebLinkAboutEnv - Trails Master Plan - Sub-Committee SelectionDate:March 4, 2011
To:Environment Committee Members
From:William Sleeth, Landscape Architect,
Operations Division, 519-741-2401
william.sleeth@kitchener.ca
cc:
Subject:Multi-use Pathway (Community Trail) Master Plan
The Infrastructure Services Department, Operations Division, is working with their
consultants, MMM Group and Ecoplans, in the preparation of a city wide master plan for
the multi-use pathway (community trail) network.
Multi-use pathways are the ‘off-road’ walking and cycling routes which provide residents
of all ages and abilities the means to travel easily and safely throughout their
neighbourhood, across the city and to neighbouring municipalities. Multi-use pathways
offer year-round opportunities for active recreation and transportation by being
appropriately located, designed and maintained in parks, public open spaces and
natural areas, and by being linked with on-road cycling routes and other elements of the
active transportation network.
The objectives of the master plan are to:
Implement a continuous and connected multi-use pathway system throughout the
City of Kitchener
Build upon, enhance and improve the continuity and connections to existing and
previously developed multi-use pathways including connections to adjacent
municipalities
Ensure the implementation of multi-use pathways within all new neighbourhoods
Consult with the public and key stakeholders that could have a role in the
development, maintenance and promotion of trails in the City
Coordinate and link the City’s recently approved cycling network, which also
includes the approved Region of Waterloo cycling network
Assess the current condition and function of multi-use pathways in Kitchener
Examine current design standards and maintenance practices and make
recommendations for changes based on best practice research
Identify and recommend policies, strategies, and programsthat Kitchener and its
partners can support and implement to encourage more people to use the multi-
use pathways system more often for recreation and transportation purposes;
Examine corporate planning and development processand policies to ensure
that trails are routinely considered in the process in an appropriate and timely
manner
Develop an implementation strategythat will identify trail development costs and
prioritizeprojects for construction
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At this stage in our study we have prepared a draft network and a rough draft of the
study report which are included with this memo for your information.
We request that the Environment Committee members review this information and
prepare comments and direction to the staff and consulting team. This will greatly assist
us in the preparation of the best possible recommendations for the planning, design and
implementation of the multi-use pathway network.
City staff and the consultants plan to attend the Environment Committee meeting on
st
April 21 to make a presentation and to facilitate discussion and comments from the
committee members.
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MASTER PLAN AN D
IMPLEMENTATION
~.~ ~~i~„ STRATEGY
Progress Draft for Review
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ACKNOWLEDGEMENTS
EXECUTIVE SUMMARY
INTRODUCTION
A BRIEF HISTORY OF TRAILS IN KITCHENE
1.2.1 The Vision for Multi-use Pathways
1.2.2 Multi-Use Pathways Defined
BENEFITS OF MULTI-USE
~:,.
STEM PLAN AND
VES RELATEDTO MULTI-USE
TCHENER'S EXISTING MULTI-USE PATHWAYS
LTATION: LEARNING FROM KITCHENER'S
AN OVERVIEW OF THE CONSULTATION PROGRAM
ON LINE QUESTIONNAIRE
STAKEHOLDER WORKSHOPS
PUBLIC INFORMATION CENTRES
City of Kitchener ~ Multi-Use Pathways Master Plan and Implementation Strategy ~ DRAFT Table of
Contents
5.0 MULTI-USE PATHWAY PLANNING POLICY
5.1 MULTI-USE PATHWAYS AND THE OFFICIAL PLAN
5.2 MULTI-USE PATHWAYS IN NEW DEVELOPMENT AREAS
5.3 CREATING NEW MULTI-USE PATHWAYS IN ESTABLISHED
NEIGHBOURHOODS
5.4 MULTI-USE PATHWAYS AND DEVELOPMENT CHARGES
5.5 ONGOING PUBLIC PARTICIPATION AND CONSU TATION
5.6 LAND ACQUISITION & SECUREMENT FOR MI~i '~ =USE PATHWAYS
6.0 THE RECOMMENDED MULTI-USE PATHWAY NETWORK
City of Kitchener ~ Multi-use Pathways Master Plan and Implementation Strategy ~ DRAFT Table of
Contents
Page 2 of 4
MONITORING IMPLEMENTATION AND PERFORMANCE
MEASURES
SUMMARY OF RECOMMENDATIONS AND NEXT STEPS
APPENDIX A: MULTI-USE PATHWAY DESIGN GUIDELINES
MULTI-USE PTHWi4Y SURFA~,•,ING OP~'IONS
MULTI-USE PATH~IYS IN UTI =' TY CORRIDORS
MULTI-USE PATPWAYS IN NATIIFvi4L AREAS AND
ENVIRONMERITAL :~~
y Sign Family
A.11.2 Pedestrian Refuge Islands
A.11.3 Mid-Block Pedestrian Sign
A.11.4Active Railways
A.11.5 Bridges
A.11.6 Underaasses and Tunnels
City of Kitchener ~ Multi-Use Pathways Master Plan and Implementation Strategy ~ DRAFT Table of
Contents
A.17 WASTE/RECYCLING RECEPTACLES
A.18 MULTI-USE PATHWAY CLOSURES AND REHABILITATION
City of Kitchener ~ Multi-use Pathways Master Plan and Implementation Strategy ~ DRAFT Table of
Contents
Page 4 of 4
1.0 INTRODUCTION
The existing network provides a strong basis for the completion of an extensive city-
wide multi-use pathway system which complements the routes identified in the City's
Cycling Master Plan for the 21St Century as well as Parks Strategic Plan.
1.2 PURPO; C~ THE MULTI-USE PATHWAYS MASTER PLAN AND
IMPLEMLI~",A ~ ION STRATEGY
The City of Kitchener has historically and continues to embrace and support the
creation of a city-wide multi-use pathways system for residents and visitors. A study
Steering Committee was formed to guide the development of the Multi-use Pathways
Master Plan and Implementation Strategy. The team included representatives from the
City, representatives from the City's Cycling Advisory Committee as well as trail
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 1 Page 1 of 6
planning and design specialists from MMM Group and Ecoplans Limited who were
retained by the City in June 2010 to undertake the master plan.
1.2.1
The Vision for Multi-use
by a vision and objectives which were
tudy team, the steering committee,
A Multi-use Pathway
confirmed through
stakeholders and the
tchener is as follows:
Being linked with approved on-road cycling routes and other elements of the
active transportation network; and by
Being appropriately located, designed and maintained in parks, public open
spaces and natural areas."
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 1 Page 2 of 6
The objectives of the Multi-use Pathways Master Plan are to:
• Implement a continuous and connected multi-use pathway system throughout the City
of Kitchener;
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 1 Page 3 of 6
points, these trails take the form of a beaten footpath and they can occur anywhere in
the city, regardless of land use and land ownership. In some cases these desire line
footpaths are confined to one route between 2 points, however, in a number of
locations such as Steckle Woods a "web" of informal routes has developed over time.
Although the city never planned or designed these routes, the maintenance and
operation of these informal routes have been "inherited" by the city where they are
located on public land. In some cases, these informal routes have been adopted as
official routes and have received some upgrading, in other cases Parks Operations
staff attend to maintenance issues as required even though these routes have never
been formally recognized. _
implementation is focused on the main rc
or branded as "Community Trails". Minor
natural areas would be the focus of plan:
for individual natural areas. Section 6-4
description of each of the multi-use
of Kitchener.
throughout the city, currently referred to
in parks and informal trails in parks and
for individual parks and management plans
•f this master plan provides a more detailed
~y and trail types found throughout the City
Chapter 2 -Benefits of Multi-use Pathways and Trails; outlines the benefits
associated with the investment and development of multi-use pathways and trails
within communities. More specifically, the many benefits described include health and
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 1 Page 4 of 6
fitness, environmental, economic development and tourism as well as overall benefits
to the transportation system.
Chapter 3 -Existing Context; describes the existing multi-use pathway and trail
conditions, facilities and policies currently in place at the federal, provincial, regional
and local level that play a key role in the development of the Multi-use Pathway Master
Plan. In addition, this chapter summarizes an extensive inventory of existing
Community trails across the city that was undertaken as one of the first steps in the
master plan process.
Chapter 5 -Multi-use Pathway Planr
been developed to guide the future deve
of Kitchener. These include those policie
Official Plan update, a separate project
Multi-use Pathways Master Plan. In addi
on multi-use pathway planning in
also contains recommendations
strategies for key multi-use patl
public realm.
deve)
y; outlines the policies which have
f multi-use pathways within the City
for consideration in the
was underway at the same time as the
:his chapter also provides specific details
>ments, established neighbourhoods and
rding land acquisition and access securement
network links that are not currently part of the
Chapter 6 -The Recommended Multi-use Pathway Network; describes and
Chapter 7 -The Implementation Strategy; focuses on the implementation of the
Plan and describes strategies that can be employed to ensure that the Multi-use
Pathway Master Plan is a success. This chapter also examines methods of public
outreach and various approaches that can be undertaken to encourage the public to
use the pathway network as part of a healthy lifestyle. The chapter also includes a high
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 1 Page 5 of 6
level opinion of cost to implement the plan, recommended phasing as well as funding
and partnership strategies that can be used to assist with the development of the
network and supporting programs.
Chapter 8 -Operations and Maintenance; focuses on the maintenance and
operation of multi-use pathways throughout the City of Kitchener to ensure successful
operation of the system into the future.
Chapter 9 -Summary of Recommendations and Next Steps; includes a summary
of all study recommendations, performance measures to facilitate the measurement of
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 1 Page 6 of 6
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2.0 BENEFITS OF MULTI-USE PATHWAYS AND TRAILS
The promotion of walking and cycling through the development of an integrated multi-
use pathways network can provide transportation, health and fitness, economic
development and environment benefits. Providing options that will encourage people to
reduce the use of personal automobiles, and to walk and cycle more can cut health
care costs, and can help create sustainable, more liveable communities. Over the last
ten years or so, the concepts of community trail networks and active transportation
have been gaining popularity because of these outstanding benefits. This chapter of
the master plan provides a brief synopsis of some of these benefits.
Canadians view environmental quality as an important factor influencing their personal
health. The transportation sector is a major source of air pollution in Canada. Transport
Canada (2006) identified that urban passenger travel created almost half of the
greenhouse gas emission of Canada's transportation sector, which in turn produces
about one quarter of Canada's total greenhouse gas emissions.
errands on natural resources such as
Walking and cycling have negligible effects on the size of the ecological footprint
There is strong evidence that given complete high-quality cycling route networks, a
significant number of people will use bicycles as a mode of transportation as
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 2 Page 1 of 5
demonstrated in Davis, California and Boulder, Colorado. With 20% of trips by bicycle,
these communities have the highest levels of bicycle usage in North America. This
high level of cycling is facilitated by mature networks, which include extensive on-road
cycling facilities complemented by extensive off-road trail networks. Residents can
simply get on their bicycles with confidence knowing there will always be a safe and
efficient route to their destination (British Columbia Cycling Coalition Budget
Submission, 2007).
2.2 HEALTH & FITNESS
Sedentary lifestyles have serious health consequences. Almost half of Canadians age
• Exercise and health are seen by Canadians as the main benefit to walking and cycling.
Practicality, convenience and pleasure are also frequently cited benefits (Go For
Green, National Active Transportation Survey, 2005);
• A 5% increase in the walkability of a residential neighbourhood is associated with 32
more minutes of physically active travel per day (Frank, 2006a);
• Individuals who have access to trails increase their recreational activity on average by
44% (Irish Trail Strategy, 2006);
• Policy changes at the local level have the potential to encourage increased physical
activity over the long term by making active transportation an easier choice for
residents (World Health Organization, 2006);
• One study has estimated that 40% of chronic illness could be prevented by regular
physical activity and suggested that urban planning could offer opportunities for
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 2 Page 2 of 5
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increased physical activity by creating walking and cycling alternatives, such as trails,
instead of motorized transportation (Heart & Stroke Foundation of Nova Scotia, 2004);
• Canada's 2005 Physical Activity Monitor found that the top three preferred physical
activities among Canadian youth are walking (66%), jogging or running (56%) and
bicycling (49%) (Canadian Fitness and Lifestyle Research Institute, 2005);
• Mixed land uses, well-connected streets, trail and sidewalk networks that promote a
supportive walking and cycling environment can help to increase resident's health by
affecting their travel behaviour to include more active transportation modes (Frank,
Kaveage & Litman, 2006); and
• Manufacturers and suppliers of park equipment and furnishings realize the public
interest in the benefits that active lifestyles can provide and have begun to develop and
market products designed to increase muscle strength and endurance, and improve
cardiovascular fitness, core strength and flexibility, all of which help to reduce the risk
of osteoporosis in older adults, improve the ability to perform daily tasks provide
psychological benefits and improved quality of life (McConkey, 2010).
Trails across North America have created numerous benefits and opportunities for the
communities that they pass through. Communities benefit from trail development
through increases in business activity, and by providing services to an increasing
number of trail users.
A 2004 comprehensive study completed by Price Waterhouse Coopers investigated
• A survey of users of the Georgian Trail in Collingwood, Ontario estimated that the
direct expenditure associated with the trail users was $5.2 million in 1999; and
• The Economic Impact Study for the Allegheny Trail Alliance (1999) found that trail
business accounts for more than 10% of annual receipts for a third of business
respondents in the region, and that approximately half of all businesses in the area
have plans to expand their business as a result.
Trail systems can have varied levels of attraction for tourists. They can be travel
destinations in themselves, encouraging visitors to extend their stay in the area or
enhancing business and pleasure visits. Attractive and interesting trail systems with
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 2 Page 3 of 5
features and amenities that capture the attention of users can encourage travelers to stay
longer and spend more money during their stay which results in a direct and positive
benefit to local businesses. There is ample evidence to suggest that trails provide
significant economic benefits for adjacent landowners and local businesses. Trails
provide benefits to the local economy during both construction and operation. Trail
construction results in direct benefits such as jobs, including the supply and installation of
materials. Following construction, benefits emerge in the form of expenditures by trail
users. A few examples include:
• Trails in New Brunswick employ around 1,500 people for an average of six months per
year;
• 70% of users of the Bruce Trail cite the trail as the main reason for visiting the area.
They spend an average of about $20.00 per user per visit within a 10 km corridor on
either side of the trail;
• The Riverwalk is considered the anchor of the tourism industry in San Antonio, Texas
and contributes $1.2 billion annually to the local economy;
• In 1988, users of the Elroy-Sparta Trail in Wisconsin averaged expenditures of $25.14
USD per day for trip related expenses for a total of over $1.2 million annually;
2.4 ENVIRONI~~NT
Walking and cycling are energy-efficient, non-polluting modes of travel. Short distance,
motor vehicle trips are the least fuel-efficient and generate the most pollution per
kilometre. These trips have the greatest potential of being replaced by walking or
cycling trips and integrated walking-transit and cycling-transit trips. Shifting to these
modes can mitigate ozone depletion, the greenhouse effect, ground-level air pollution,
photochemical smog, acid rain, water pollution, and noise pollution.
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Reducing the number of vehicles on the road reduces the number of hazardous
pollutants that are emitted into the atmosphere by motor vehicles. Motor vehicles,
roads and parking facilities are major sources of water pollution and hydrologic
disruptions due to practices such as road de-icing, application of roadside herbicides,
road construction, increased use of impervious surfaces and the deposition of air
pollutants.
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 2 Page 5 of 5
3.0 EXISTING CONTEXT
3.1 CURRENT POLICIES AND INITIATIVES RELATEDTO MULTI-USE
PATHWAYS AND TRAILS
3.1.1 Federal
ransaort Canada
Integration with Land Use Planning
• Encourage desirable land use form and design (e.g. compact, mixed-use,
pedestrian/bike-friendly) through transportation plan policies.
Environmental Health
• Identify strategies to mitigate the air quality impacts of transportation activities;
' IBI Group. "Strategies for Sustainable Transportation Planning: A Review of Practices and Options." Editorial. Transport
Canada: Transportation Planning Summer 2005. Print.
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• Identify strategies to mitigate the noise impacts of transportation activities;
• Identify ways that transportation systems influence the achievement of the
community's economic and social objectives. Provide support in the plan's
strategic directions;
• Recognize the importance of ensuring access to opportunity for disabled and low-
income persons, recent immigrants, youth and the elderly. Set goals and objectives
for reducing the need to travel, improving transit mobility, and preserving minimum
levels of service on roadways. Identify related strategies to encourage ridership;
• Address the transportation needs of persons with disabilities, notably with regards
• Recognize the impact of transpo d death
and the economy. Set goals an for multi
effective road safety strategies.
3.1.2
The following sectio
cycling. These polici
of transoortation as 1
ncial policies that impact walking and
ng, trail, transit and alternative modes
• The contribution that alternative modes of transportation can play in Transportation
Demand Management strategies.
The Provincial Policy Statement (PPS) sets the foundation for regulating land use and
development within the Province and supports provincial goals. The PPS provides for
appropriate development and protects resources of provincial interest. The vision of
the land use planning system in the PPS is that the "long-term prosperity and social
rtation relate
d objectives
and injury on quality of life
modal road safety. Identify
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 2 of 18
well-being of Ontarians depend on maintaining strong communities, a clean healthy
environment and a strong economy" 2. The PPS promotes transportation choices that
facilitate pedestrian and cycling mobility and other modes of travel.
Bill 51 includes reforms to the Planning Act, and provides the legislative framework for
land use planning in Ontario. Bill 51 includes changes to the planning process that are
intended to support intensification, sustainable development and protection of green
space by giving municipalities greater powers, flexibility and tools to use land,
resources and infrastructure more efficiently.
shift towards sustainable land use
51 permits municipalities to require
I individual buildings and entire
>pment as a provincial interest in the
2 Provincial Policy Statement, Ministry of Municipal Affairs and Housing, 2005.
3 Ministry of Municipal Affairs and Housing: ww.mah.gov.on.ca/userfiles/HTML/mts_1_7748_1.html
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 3 of 18
urban, rural and wilderness experience trails for recreational enjoyment, active living
and tourism development".
• Educati
• Fostering better
A numb
directions.
s about trails; and
through trails.
have also been identified to support each of the five
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 4 of 18
3.1.3 Region of Waterloo
The Growth Management Strategy for the Region of Waterloo was developed as a
long-term plan for the future of residential and employment growth throughout the
Region. More specifically, the strategy looks at how the growth for the future will be
accommodated.
One of the key components of the plan is the development of a "balanced"
Section 3.B, Walking and Cycling, outlines the importance of these transportation
modes as "a substantial portion of the community does not, or will not have access to
private automobiles either by choice or due to financial, age or physical limitations".
The vision for walking and cycling within the Region (in collaboration with the Regional
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 5 of 18
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Transportation Master Plan) is to "promote a vibrant, healthy community using a
combination of land use destinations and urban design initiatives that make a wide
range of transportation choices viable in the region". Section 3.C Transportation
Demand Management also alludes to the integration of multiple modes of
transportation with an emphasis on human power forms of travel.
egion of Waterloo Transportation Master Plar
The study goals include the following:
• Optimize the Transportation System-Make the most of what exists: preserve and
maximize the use of facilities and services-avoid or defer the need for new
infrastructure that does not support the other goals.
• Promote Transportation Choice-
that offers competitive choices for
seamless manner while minimizing
• Foster a Strong
retention of existi
rovide and maintain a transportation system
noving people and goods in an integrated and
angle occupancy vehicle trips.
e a transportation system that supports the
attraction of sustainable economic activity.
• Support Sustainable Development-Provide and maintain a transportation system
that supports sustainable growth in both urban and rural areas and reduces
transportation contributions to climate change.
The Region has identified walking, cycling and public transit among a suite of potential
target areas to create a more sustainable transportation system. The Transportation
Master Plan makes increasing walking and cycling modal a focus for future
development throughout the tri-city area. The target for walking and cycling throughout
the Region by 2031 is an increase of 8% of PM peak period trips today to 12%. The
Region has identified that this will not be achieved solely through the implementation of
a recommended network but through the development and implementation of a set of
recommended policies. The policy sections throughout the Plan which directly relate to
the development of pedestrian and cycling facilities include:
• Planning the System;
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 6 of 18
• Developing Supportive Policies and Plan for New Development Areas; and
• Develop /Maintain Design Standards for Pedestrian and Cycling Facilities.
There are also a number of guidelines which speak to the development of trails related
facilities may be considered in some detail throughout the network. The guidelines
include but are not limited to:
Guideline (page 47): "Boulevard multi-use trails as part of the Regional Network will be
considered for implementation where there are 0 to 3 crossings (driveways /
intersections) per kilometre, on a site-by-site basis and where satisfactory conditions
exist for the various design elements identified.
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3.1.4 City of Kitchener
City of Kitchener Official Plan
• Principle 11: ""The City recognizes the valleys of the Grand River and its major
tributaries as primary open space and a recreational resource and will increase the
linkages of this resource with other open space and recreational features in the
municipality through trail development."
The Official Plan also outlines a nu
include:
sues for consideration by the City. These
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 8 of 18
For each of the areas of consideration, policies, recommendations and opportunities
are identified for future consideration. Throughout the Official Plan there are references
to trail development for Kitchener, however, in many cases the policies pertain to park
space, open spaces and linked open space. Overall, there is strong support for
recreational facilities and the development of those facilities which support a healthy
and safe community. In addition, the development of multi-use pathways and trails will
also help to achieve the following objectives as outlined in the plan:
• "a continuous linear open space system in the City of Kitchener which includes the
diverse natural areas of the municipality and the Grand River and its major
tributaries";
• "provide for linkages between open space areas to be used for a community trail
network throughout the city";
• "provide a balanced distribution of open space and leisure facilities for both active
and passive recreational uses to satisfy the needs of all residents of Kitchener";
and
• "maximize the opportunities for be
areas of the municipality".
As part of the development of the Multi-u
Strategy, a detailed
recommendations f
the Official Plan
• Quality of Life;
and active recreational pursuit in all
licies in the current
~r Plan and Implementation
I Plan was undertaken and
itional/new policies were provided for consideration as part of
~ocess that was underway at the same time this Master Plan
• Leadership & Community Engagement;
• Diversity;
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 9 of 18
• Downtown;
• Development; and
• Environment.
Kitchener Growth Management Strategy {Janua2009)
The Growth Management Strategy developed for the City of Kitchener sets out a
Transportation aster Plan
The Transportation Master Plan for the City of Kitchener, currently underway, has
outlined a number of objectives that are supportive of trail development. These include
increased modal split, a decrease in greenhouse gas emissions, an increase in
community involvement, a focus on pedestrian issues and increased public outreach. .
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 10 of 18
Parks Strategic Plan
The Parks Strategic Plan reflects "the community's desire to reposition parks as a core
municipal service by acknowledging the parks system as essential public infrastructure
vital to improving and sustaining the health of individuals, the community, environment
and economy". The master plan identifies the connection between healthy parks and
healthy people which help in the development of an overall healthy and sustainable
community.
In 2009, a community survey report identified
related to parks. However, "a renewed effort is n~
meet the needs of residents and to protect the
system". Within the Parks Strategic Plan th
recommendations which speak to the development of additional trails both on and off-
A set of guidelines is identified as part of the Parks Strategic Plan to provide additional
City of Kitchener~~Cyclinq Master Plan for the 21st Century (2010)
The City recently adopted a new cycling plan that includes policies, programs and
design standards as well as infrastructure recommendations to support and promote
recreational and commuter cycling within the City. Key categories identified to increase
and promote cycling as a viable transportation mode include:
• Infrastructure;
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• Integration with other modes of transportation;
• Social marketing and promotion;
• Advocacy (local groups and stakeholders);
• Education and information; and
• Sympathetic Land Uses.
The Master Plan
routing to promote an
recognized as an ess
The master clan state
natural environn
Master Plan will
achieve this goa
of Kii
ig that promotes awareness
The Development Charges bylaw developed for the City of Kitchener is used "to fund
capital projects related to growth throughout the City so that development continues to
be serviced in a fiscally responsible manner" (page 4). It lists eligible city services
related to trail development, which are built into the analysis for Development Charges
e.g. Outdoor Recreation, which includes the development of parks and trails.
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 12 of 18
development. Some of the key milestone involy
construction of trails as part of the development proc
The study identifies close to 236 linear kilometres of trail for future development within
the City of Kitchener at an estimated cost of $12.5 million. Trails are defined in the
Development Charges Bylaw to include Cemetery, Community and Woodland Trails
within the City of Kitchener. With the development of the integrated master plan, these
funds could be considered for the development of future multi-use pathways and trails
throughout the city.
m,
• Requirements for Draft Plan of
• Prior to or at the time of registration of
oped in 2009 and provides
e stage of subdivision;
• Within one year of registration of the applicable stage of subdivision;
• During warranty period; and
• Final acceptance.
Urban .design Guidelines Par
The Urban Design Guidelines for Kitchener provide a uniform set of requirements and
objectives for the design of community facilities. Part A of the Design Guidelines relate
to design elements for "Parks, Open Spaces and Trails", the goal of which is:
"To provide a variety of outdoor recreational and amenity opportunities for all age
groups. To provide an accessible and linked parks and open space system."
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 13 of 18
More specifically, design guidelines are provided for trail development which includes:
• Design urban areas to allow for appropriate public access to important natural
features, community trails and major park spaces.
• "Design trails along preferred desire lines."
• "Ensure trails are inspected in a timely fashion to remove any debris, garbage or
deadfall from trees."
recently developed the Communities in Motion: Bringing Active Transportation to Life
initiative. This document is a key resource for all Canadian municipalities with the goals
of promoting active transportation options, eliminating barriers to different travel mode
choices and following a new path to promote active transportation such as cycling and
walking as a part of everyday life. More specifically, the document outlines and
promotes the inclusion of potential facilities such as off-road options. The document
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 14 of 18
notes that "some pedestrians and cyclists stick to city streets to reduce travel time and
distance. Others, however, prefer less stressful off-road routes that let them connect
with nature. Lit trails improve safety and security, wayfinding systems help people get
where they're going, bike ramps let cyclists get up and down staircases with ease, and
dedicated bridges help everyone cross waterways, ravines and railway lines. Off-road
routes are also important for recreation, and many communities are expanding their
trails systems to boost tourism"4.
3.1.6 Trail Organizations
There are a number of trail organizations across Ontario that promote, manage and
,_
* o.
[insert a brief description of the Foundation and relate it to the TCT route in Kitchener]
maintain trails, provide hiking information and, in some cases, also provide guided
o i r~ Q,ounci~ ~ 1 L~
• Make Ontario a more attractive place to live and visit;
• Promote trail travel and tourism;
• Increase the number of trails available for use;
' Canada. Federation of Canadian Municipalities. Centre for Sustainable Community Development. Communities in
Motion: Bringing Active Transportation to Life. Ottawa: Federation of Canadian Municipalities. Print
~. _ ~ ,, ,a, ~ ~ ~ ~:,E ~ ~>~. _, ~ _ _ ~~ ~ ,
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• Improve trail management as TTN trails will work to implement accepted trail
standards;
• Promote ecological conservation;
• Provide access to local history and community culture; and
• Promote accessibility and use to disabled persons.
Grand Vallev Trails Association
The Grand Valley Trails Association (GVTA) was
number of area groups interested in establishing I
GVTA is anon-profit, charitable organization with tl
ng miss
ner in 1972 by a
~rloo region. The
"The Grand Valley Trails Association is a volunteer organization committed to
establishing footpaths within Ontario's Grand River Watershed in order to
promote the protection and public enjoyment of the natural environment and
human history of this Canadian Heritage River."
The mandate of the association is to build and maintain hiking trails in the Grand River
Valley. Activities range from participating in work parties to adopting sections of the
trail and, the promotion of outdoor activities such as hiking, snowshoeing, cross-
country skiing, and canoeing.
Walter Beaa~ Grand
it 'Trail<.
3.2 INVENTORY OF KITCHENER'S EXISTING MULTI-USE PATHWAYS
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 16 of 18
Currently, the City of Kitchener offers over 125 kilometres of multi-use pathways
throughout the city that support different levels of recreation for all members of the
community. Off-road trails within Kitchener have been routed through parks, natural
areas, hydro corridors, communities, and provide linkages through and between
woodlots, surrounding communities, schools, community centres, parks, and significant
roadways.
A detailed inventory and cataloguing of the existing multi-use pathway network within
• dopes;
• Culverts;
• Crossings, and
• Maintenance haza
The inventory served a number of purposes during the life of the master plan project and
into the future. For example, the inventory helped to:
City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 17 of 18
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City of Kitchener MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 3 Page 18 of 18
PUBLIC CONSULTATION: LEARNING FROM KITCHENER'S
RESIDENTS
The primary consultation techniques that were undertaken throughout the study
process included:
Stakeholder Working Group Sessions
Consultation with various Committees; and
The study webpage linked to the City's website.
Over the course of the study, a Project Record was maintained which document the
input received from various stakeholders and the public. The Project Record is
provided as a separately bound appendix to this report. The consultation program
provided the study team with a wide range of comments and ideas from members of
the public, Council, committees and agencies. These comments were reviewed and
where applicable, they were incorporated into the Master Plan.
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4
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4.2 ON LINE QUESTIONNAIRE
As part of the Multi-use Pathways Master Plan and Implementation Strategy, aweb-
based questionnaire was developed and hosted using the online service
SurveyMonkey (http://www.surveymonkey.com/KTMP Questionnaire). The
questionnaire was issues early in the study and was available for respondent until the
final stage of the study [insert date]. It was accessible from the Multi-use Pathways
Master Plan webpage throughout the duration of the study.
Although not statistically valid, the survey res
important information that was used to inform the
to the study, include:
[Insert key information and findings from the
closed out and final results are compiled]
4.3 STAKEHOLDER WORKS
4.3.1 Stakeholders Working G
is
background presentation by the consulting team which
• Background and history of trails in Kitchener;
• Study objectives and process;
• Current policies related to trails; and
• Insight regarding what the consultant team learned about trails in Kitchener through the
trail inventory, the On-line survey, and the first Public Open House that was held at the
Kitchener Farmers Market on September 18th, 2010.
rovided the study team with
and provide more details input
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4 Page 2 of 8
Following the presentation participants were separated into 3 groups and asked to
provide input on the following 4 topics. Maps were also provided for participants to add
location-specific comments related to trails across the city. Specifically participants
were asked to:
~y the Working Group as they relate to roles that
can take in furthering the development of Multi-use
Develop a clearer understanding of local opposition/ "NIMBY" to developing trail
connections in established neighbourhoods
Provide stronger financial commitment to the development and maintenance of trails
Invest in and encourage partnerships to promote trails
Provide leadership regarding public support for trails
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4
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Municipal Process/Departments
• Ensure inter-departmental coordination in the planning, design and development of the
'active transportation' system, including the 'off-road' system of community trails and
good links and connections with the 'on-road' system
• The community trail system needs to be reorganized as a 'urban design form
determinant' in the planning of new subdivisions
• Community trails need to be considered as a component of all engineering projects
nsportation network, therefore should they be part of
ring budget).
Bring infrastructure projects in built up areas.
1) Strong political and financial commitment is needed.
2) Encourage and foster partnerships with outside agencies and groups
3) Improve marketing and communication related to trails (e.g. signage, wayfinding,
safety).
Group 3
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4 Page 4 of 8
Have Developers build trails in new developments, and ensure that trails are in
place before people move in to new homes which will result in less opposition than
waiting to put trails in later. Plan straight long distance trails in greenfield areas so
that any new development adds on to the existing network rather than creating
short isolated pieces that don't connect to the overall network.
Examine the potential for redevelopment as a tool for adding missing links/closing
gaps in the system. Use overlays to examine how well the trail network
complements the transit and cycling networks.
Create more comprehensive trail maps, regardless of who manages the various
trail routes. Be more consistent with signage and wayfinding. For example trail
markers needs to say "Trail", and links to next section of trail need to be more
clearly marked where trails meet and must follow roads.
Stakeholder Working Group Session #2
[to be completed once the summary is finalized]
Interim study results were presented to the Cycling Advisory Committee on February 8,
2011. The committee was invited to comment on various aspects of the Master Plan
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4
and in particular the draft route network. Some of the comments that were provided to
the proposed network included:
[to be completed once the summary is finalized]
4.5 ENVIRONMENTAL ADVISORY COMMITTEE
[to be completed once comments have been received and summarized following the
information submission of March 7 and the follow-up meeting on April 21, 2011]
The second PIC was held on February 23, 2011 between 4:00 p. m. and 8:00 p.m. in
4.6.1 Public Information Centre #1
A number of comments were provided to the study during the PIC as well as additional
comments which were documented on the maps displayed at the Kitchener Market.
Many of these comments provided references to potential locations for the multi-use
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4 Page 6 of 8
pathway system in Kitchener and suggestions as to how the multi-use pathways
system could benefit the community most and be connected most effectively to current,
existing trail system /cycling /pedestrian facilities.
In addition to providing comments about city trails, the route selection principles and
the study itself, participants were asked to indicate which trails they use most
frequently, places where improvements and/or new connections should be made by
adding their thoughts and ideas directly on the map panels. It was estimated that
approximately 60-80 people reviewed the displays, ask questions or provide
A lot of people liked the Iron Horse trail -most people use the Iron Horse
with the City's recent planning for a pedestrian bridge
cross the Grand River and were happy to hear that it is
trails advisory committee
copies of trail maps, specifically afold-out type map
Stanley Park to Downtown
Connect Iron Horse Trail south from Hayward Avenue to trails near Manitou Drive and
Cress Lane
Improve trails between Manitou Drive and Balzer Road
Maintenance and Operations:
More garbage and recycling receptacles needed at key trail entry points
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4
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• More frequent maintenance of trails is required especially following significant rain or
wind events
• It would be helpful to have marker signs that allow trail users to alert police about their
location on trails in case of an emergency
• Better wayfinding and directional signage is needed
• Need improved trails adjacent to Peter Hallman ball yard
~ Trailc naarl mnra narhana Want and mnra linhtinn
4.6
[to I
City of Kitchener MUP and Implementation Strategy ~ DRAFT Chapter 4 Page 8 of 8
5.0 MULTI-USE PATHWAY PLANNING POLICY
An Official Plan update was underway at the same time as the Multi-use Pathways
Master Plan and Implementation Strategy was being developed. As part of the
development of the Multi-use Pathways Master Plan and Implementation Strategy, a
detailed analysis of policies in the current Official Plan was undertaken and
recommendations for additional/new policies were provided for consideration as part of
the Official Plan review process that was underway at the same time this Master Plan
was being prepared.
The creation of a new section in the Official Pla
serve to address the need to integrate the coi
consolidating policies into one location in the Off
rationale, objectives and policies that were forw~
for consideration during the Official Plan update
suggestions will be modified during as part of the
tion can generally be defined as:
• Active Commuting -which involves journeys to and from work;
• Active Workplace Travel -which includes trips during working hours such as the
delivery of materials or attending meetings;
• Active Destination Oriented Trips -which includes trips to and from school, shops,
visiting friends and running errands; and
• Active Recreation -which involves the use of an active transportation mode for fitness
or recreational pursuits, such as hiking or cycling.
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 5 Page 1 of 5
The implementation of a multi-use pathway system throughout the community also
encourages an increase in physical activity which leads to an increased quality of life
and a healthier community and environment.
Objectives
iii) The City shall ensure an interconnected multi-use pathway network that accesses
and/or links neighbourhoods, schools, commercial centres, transit and other key
destinations within the City and Region.
General Policies
1. The Multi-use
As part of day-to-day business practice the City shall recognize that
multi-use pathways form part of a vital transportation system with
subsequent environmental, health and economic benefits.
3. The City shall work collaboratively with other agencies and surrounding
municipalities to plan for, and develop recreation and transportation
multi-use pathways and related facilities.
4. The City shall routinely consider and wherever possible accommodate
the needs of multi-use pathway users in the design and construction of
all infrastructure undertakings.
All development applications, including, but not limited to, plan of
subdivision, severances, plans of condominium, Official Plan
Amendments, zoning by-law amendments, site plans shall be reviewed
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 5 Page 2 of 5
by staff to ensure that they are consistent with the Multi-Use Pathways
Trails Master Plan.
6. Utility corridors, abandoned rail lines unused / unopened road
allowances and other rights-of way shall be utilized for multi-use
pathways where appropriate.
Design and Construction
Municipal
7. Prior to the design and construction of multi-use pathways or related
facilities, design issues including land use compatibility, safety
integration with the on-road cycling network and operational matters
will be considered as well as the cultural, scenic and other
environmental attributes through which the designated routes pass.
10. Linear parks and open space systems create a significant opportunity
tequirements
11. Appropriately designed and properly located facilities shall be required
at all new municipal facilities and at key locations throughout the multi-
use pathway system.
Developer Requirements
12. The City shall require all proposed developments to include recreation
and transportation multi-use pathways and facilities which contribute to
the city wide network and provide local neighbourhood connections to
this network. The City shall require the implementation of such facilities
for the development of a linked multi-use pathway system. Wherever
possible, the creation of a continuous multi-use pathway route shall be
achieved utilizing linear parks in addition to more traditional block
shaped parks and other open space.
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 5 Page 3 of 5
as part of the Developer-Build portion of new developments, prior to
occupancy.
13. Private development shall also be required to provide multi-use
pathway related facilities such as access to the multi-use pathway
network, bicycle parking facilities, benches, and waste receptacles that
are appropriately designed and located.
Land Stewardship and Ownership
14
vay routes located on private
r remain open with the approval
I missing links are needed to
no public land exists the City
access such as land purchases,
rations and any other applicable
-, ~
15. The City shall support and assist in the protection of abandoned rail
Urban Design
Urban design policies, standards and guidelines shall include the
planning and design objectives and requirements for the
implementation of the multi-use pathway network within all
developments.
Land Use
17. The multi-use pathway system shall be permitted in all land use
designations.
18. The city shall ensure that wherever possible new and infill development
will be accessible by the multi-use pathway network regardless of land
use designation. This also includes areas of the city that may be in
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 5 Page 4 of 5
transition from one land use to another (e.g. from light industrial to
commercial or institutional).
19. All Secondary Plans and new community plans shall incorporate multi-
use pathways reflecting the intent of the Multi-use Pathway Master
Plan. This implies appropriate links to surrounding neighbourhoods
and amulti-use pathway network of facilities in the new community
plan area that is consistent the multi-use pathway network character
throughout the remainder of the city.
[to be completed]
_~ NEW MULTI-USE
'~~~~r~
[to be completed]
AREAS
YS IN TABLISHED
ENT CHARGES
LTATION
LTI-USE PATHWAYS
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 5 Page 5 of 5
6.0 THE RECOMMENDED MULTI-USE PATHWAY NETWORK
RK DEVELOPMENT PROCESS
[to be completed]
~~ ~-~C chi ~r±-~i~'enl
[introduction/preamble to be completed]
Sustainable a
Diverse
The Multi-use Pathway system should appeal to a range of user abilities and interests.
As such the network should consist of a hierarchy of route types in a variety of
locations throughout the City.
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 6 Page 1 of 5
Responsive to Safety Concerns
Reducing risks to users and providing comfortable facilities creates user confidence
and acceptance of the network can be instilled in users by reducing real and perceived
risk. Public safety will not be compromised in the interest of minimizing the cost to
develop or maintain Multi-use Pathway routes.
The following are five proposed
Kitchener's Multi-use Pathways n•
existing industry standards, under
the city as well as the strengths,
the Study Team.
Design Characteristics
The Arterial multi-use pathway is a minimum of 3.Om in width and hard-surfaced (e.g.
asphalt, concrete or boardwalk to respond to site conditions. The arterial multi-use
pathway should be designed to be fully accessible and can provide year-round
walking, cycling, transportation and recreational use. Typically they are designed to the
highest standards relative to other pathway and trail types in the hierarchy to
accommodate high volumes of use, destination oriented traffic, widest range of use
abilities, special or unique trail types, and important links to major community facilities.
Through the development of arterial multi-use pathways year-round connections are
developed between areas of housing, employment, transit, commercial services, retail,
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 6 Page 2 of 5
1
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community facilities and other destinations. In general, a Type 1 multi-use pathway
supports pedestrian convenience and walkability and a range of active transportation
opportunities.
[Photo and graphic cross section to be added]
Description and Connectivity
The collector multi-use pathway performs a city wide function and is available as a
transportation route the spring, summer and fall seasons. They are also used to
provide additional connections to local municipalities, neighbourhoods, parks,
community facilities, natural areas, schools and conservation areas.
Description and Connectivity
Park Trails are local routes within the City's parkland system which include isolated
loops or solitary pathway segments.
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 6 Page 3 of 5
Design Characteristics
Park Trails are typically 1.5 to 3.0 m in width depending on their location. Design
standards that are appropriate for the location, volume of use and scale /context of the
surrounding area are considered to determine the width of the trail on a site specific
basis to reduce unnecessary construction impacts. The surface types used when
developing these trails is generally compacted granular surface, however, hard surface
materials can be used where part of the design of the park or an accessible route to
facilities is featured. Park Trails are typically designed to be accessible wherever
possible. Uses may be limited by the nature of the trail location, trail alignment, width
and surface type. Park Trails provide 4-season recreation opportunities, but are
generally not maintained in winter unless they are part of a school route.
[Photo and graphic cross section to be added]
Design Characteristics
6.4.1 Connecting Links
Where there is no opportunity to complete pathway links outside of the road right-of-
way, options to do so within the road right of way should be explored so that the
connectivity of the network can be maintained. Connecting links within the road-right
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 6 Page 4 of 5
of way may take a number of different forms depending on their location and the
character of the right-of-way. These include:
• A Signed Bicycle Route, whereby cyclists share roadway space with motorist and
pedestrian users (pedestrians, skateboarders, in-line skaters, wheelchair users etc.)
are directed to use the sidewalk;
• An In-Boulevard Multi-use Pathway, whereby all users are directed to use a
dedicated multi-use pathway that is constructed in the boulevard, between the back
side of the curb and the limit of the right-of-way;
• A Cycle Track, whereby cyclists use a dedicated facility constructed below the curb
Where proposed multi-use pathway rou
be erected which clearly show the align
the corresponding off-road pathway at a
[Photo of each example bikeway type to
sect with connecting links signs should
the connecting link and the location of
site end of the connecting link.
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 6 Page 5 of 5
~TION: THE IMPORTANCE OF THE IMPLEMENTATION
[to be completed]
[to be completed]
7.2.1 Short, Medium and Long Term Priori
[to be completed]
7.2.2 The Five-Step Network Im
[to be completed]
[to be completed]
7.4.2 Why Should
7.4.3 Funding
[to be completed]
rces
ke the Investment?
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 1 Page 1 of 1
8.0 OPERATIONS AND MAINTENANCE
[to be completed]
[to be completed]
PATHWAY ACCESS THROI,
[to be completed]
[to be completed]
8.4.1 Key Principles of Multi-use Pathway Maintenance
[to be completed]
8.4.2 Multi-use Pathwav Maintenance Recommendations
[to
AND PERFORMANCE
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 8 Page 1 of 1
MOMti ~~~~16~~ IMP
M~S~~~~:
9.0 SUMMARY OF RECOMMENDATIONS AND NEXT STEPS
[to be completed]
City of Kitchener ~MUP Master Plan and Implementation Strategy ~ DRAFT Chapter 9 Page 1 of 1
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APPENDIX A: MULTI-USE PATHWAY DESIGN GUIDELINES
A.1.1 How to Use
es
The purpose of these guidelines is to assist multi-use pathway and trail planners,
A number of the individual guidelines contained in the Multi-use Pathway Design
Guidelines provide an indication of "minimum" and "preferred" conditions or dimensions
for proposed multi-use pathway and trail alignments and facilities.
City of Kitchener ~ Multi-Use Pathways Master Plan and Implementation Strategy
DRAFT Appendix A-Multi-use Pathway Design Guidelines Page 1 of 50
• Examine the community trail or route to identify any design issues, or areas that
may be seen as a potential risk to users.
• Assess whether the trail is reasonably capable of handling anticipated levels of
• Set up a monitoring program to identify emerging problems.
• If necessary, establish an upgrading program to addresses areas of risk and/or
emerging problems, as this helps to create awareness and appreciation towards
the issue(s), and determine ways in which they can be resolved so that at least the
minimum recommended guidelines can be achieved over time.
Information included in these guidelines is based on currently accepted design
practices in North America, and ongoing research and experience gained during the
initial years of trail implementation. The guidelines are not intended to be prescriptive,
rather should be treated as a reference to be consulted during the development and
construction of the trail network. They are not meant to be inclusive of all design
City of Kitchener ~ Multi-use Pathways Master Plan and Implementation Strategy
DRAFT Appendix A -Designers' Toolbox Page 2 of 50
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considerations for all locations, nor are they meant to replace "sound engineering
judgment". These guidelines are not intended as detailed solutions to specific problem
areas. Asite-specific design exercise involving a detailed site inventory should be
applied as part of the analysis to arrive at final decisions for any section of the multi-
use pathway. Therefore, care should be given in the strict application of these
guidelines to all situations and location because it may limit the ability to implement a
trail in a constrained corridor when an area specific design solution might be more
appropriate.
Guideline A-1: The trail design guidelines presented in Appendix A of the City of
Kitchener Multi-Use Pathway Master Plan be adopted as the basis
for trail design in the Municipality.
Guideline A-2: That City staff should be directed to remain current with best
industry design practices through a variety of means including
attendance at professional seminars and conferences.
Guidelines A-3: Area specific design solutions that are consistent with good
engineering judgment should be considered, given that the strict
application of the recommended trail design guidelines in the
Multi-Use Pathway Master Plan may not be appropriate for all
situations and locations, and could also limit the ability to
implement a trail in a constrained corridor.
considered.
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A.2.1 Pedestrians
Pedestrians can generally be divided into several sub categories:
• Walkers;
• Hikers; and
• Joggers and Runners.
• Practicality /Convenience (24%);
• Environmental Concern (10%); and
• Saving money (9%)1.
' Go for Green, and Environics. Rep. 1998. Print.
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trails may provide a convenient "short cut" to traveling the sidewalk network to get to
their destination. This group may represent a significant portion of users in the urban
areas of Kitchener. Where no sidewalks are provided and there are no road shoulders,
the Ontario Highway Traffic Act allows pedestrians to walk on the edge of the roadway,
facing oncoming traffic2.
Hikers are often considered more of the elite of the recreational walking group and may
Although the motive for runners and joggers is primarily fitness and exercise, they may
(earth) and turf surfaces as they provide more cushioning effect.
z Ministry of Transportation. Ontario Highway Traffic Act. Rep. 1990. Print.
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A.2.2 Cyclists
Recreational cyclists would be considered to have the similar motives as leisure or
fitness walkers. The mechanical efficiency of bicycles allows users of all ages to
significantly increase their travel speed and distance, often allowing them to
experience much more countryside by cycling rather than walking.
Some bicycles, including the "mountain" or "hybrid", can travel easily over stonedust
s Region of Hamilton-Wentworth Transportation, Operations & Environment Division. Shifting Gears: A Nev/ Cycling Plan for Hamilton-Wentv/orfh. Rep.
Hamilton-Wentworth, December 1999. Print
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surface, and loose sand, gravel, twigs,
This user group prefers a very smooth, hard
branches, fallen leaves and puddles ca
A.2.4 Wheelc
[to be adde
c Scooter Users
to be accommodated in the application of the recommended trail
design guidelines for each trail and be context sensitive to the
location and type of trail planned.
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A.3 GENERAL DESIGN PARAMETRES
Trail user operating space is a
requires. In the case of in-line
for side to side body motion us
A.1 outlines minimum and pref.
measurement of the horizontal space that the user
skating and cycling, the space includes room required
'd to maintain balance and generate momentum. Table
rred operating space for different uses.
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Table A.1 Trail User Operating Space
One-way travel (one wheelchair 1.2 1.5
user)
One- way travel (two pedestrians) 1.5 2.0
One way travel (one cyclist) 1.2 (in constrained locations) 1.5+
One way travel (one in-line skater) 2.3 3.0
One way travel (one equestrian) Dimensions to be added Dimensions to be added
Two way travel (two cyclists) 3.0 3.0+
Two way travel (two wheelchair
3.0
3.0+
users}
Horizontal clear distance is the space beside the trail bed that should be kept clear of
protruding objects. ~J~r~i~~' cl~a~ distance is the space above the head of the user while
using the trail (i.e. walking or mounted on their bicycle etc). Table A.2 provides
minimum and preferred horizontal and vertical clear distance
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Table A.2 Horizontal and Vertical Clear Distance
Horizontal clearance to stationary 0.5 1.0
objects
Vertical clearance to stationary
2.5
3.0
objects
able A.3 Longitudin
0 to 3% I Preferred
5°l°-10%
~r a given distance and both the centerline
centerline (~;r~s~ slcpe). Cross slope can be
ne side of the trail, or so that there is centre
of the trail. Table A 3 provides guidance
Provide additional trail width where trail segments are greater than 100m in length
Introduce level rest areas every 100 to 150m of horizontal distance
Consider design strategies such as switchbacks
Install signing to alert users of upcaming steep grades
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ably A.3 Langitudin~l and Crass Slade
F'~ ", ~~ ~ ~. -
Avoid grades over 5% far off road trails. Where steeper slopes are necessary "trail
hardening" should be considered
Note: 12:1 (horizontal distance or run :vertical distance or rise), or 8.3°1° over a
distance of 9.Om is the maximum permissible slope for meeting accessibility
standards. Level landings or rest areas are required as a minimum every 9.Om
where the slope exceeds 8.3%.
Consider the use of structures such as steps, step and ramp combinations, stairways
10%to 15%
Consider locating the trail elsewhere
Based on local experience, 15% represents the maximum possible longitudinal slope
for a sustainable pathway or trail surface. Where slopes approach or exceed 15%
15% or over significant washouts become and ongoing issue.
Structures such as steps, step and ramp combinations and stairways should be
employed. Otherwise and alternative location for the pathway should be sought.
0.5 to 2% Minimal, acceptable on hard surfaced trails, may not provide adequate drainage on
granular surfaced trails
2 to 4% Preferred range for bath hard and granular surfaced trails
Avoid wherever possible as excessive cross slopes can be difficult and potentially
Greater than 4°!° dangerous for some levels of physical ability and certain user groups as they can
result in difficulty maintaining balance, especially among user groups with a high
centre of gravity.
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Cycling is the critical user group when designing off-road multi-use pathways and trails
Table A.4 for suggested centerline radii for a range of design speeds and
superelevation rates.
„~
4$
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Table A.4 Suggested pathway and trail radii based on travel speed
..- -. -.
..
..
~~~y. .~ .e,~s .~ a .
25 15 14
30 24 21
35 33 30
40 47 42
45 64 57
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Table A.5 Additional trail widening on autside of our~~e
0-7.5 1.2
7.5-15 0.9
15-22.5 0.6
22.5-30 0.3
Stopping Sight Distance is the distance required to for the trail user to come to a full
controlled stop upon spotting an obstacle. It is a function of the user's perception and
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Guideline A-5: The City should refer to the minimum and preferred trail user
operating space widths identified in Table A.1 when developing or
reviewing multi-use pathway designs.
Guideline A-6: The City should refer to the minimum and preferred horizontal and
vertical clear distances identified in Table A.2 when developing or
reviewing multi-use pathway designs.
Guideline A-7: The City should refer to the longitudinal and cross slope
guidelines identified in Table A.3 when developing or reviewing
multi-use pathway designs.
Guideline A-8: That City should consider the suggested trail curve radii and
additional trail widening dimensions identified in Table A.4 and
Table A.5 when developing or reviewing multi-use pathway
designs.
The Accessibility for Ontarians with Disabilities Act (ODA) states that "The people of
Ontario support the right of persons of all ages with disabilities to enjoy equal
opportunity and to participate fully in the life of the province."5 Within the ODA, Bills
118 and proposed Bill 125 recognize the need to provide for accessibility standards,
4 Canada. Canadian Social Research Links. Social Development Canada. Web. Spring 2010.
<http://www.canadiansocialresearch.net/index.htm>.
e Canada. Province of Ontario. Minitry of Community and Social Services. Accessibility for Ontarians with Disabilities Act.
By Ministry of Community and Social Services. 2005. Web. Spring 2010.
<http://www. mcss.gov.on.ca/en/mcss/programs/accessibility/OntarioAccessibility Laws/2005/index.aspx>.
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improve opportunities and facilitate the removal of barriers in order to enable persons
with disabilities to fully participate in the life of the province6.
Universal Trail Design is a concept that takes into consideration the abilities, needs,
and interests of the widest range of possible users. In regards to trail and multi-use
pathway design, it means planning and developing a range of facilities that can be
experienced by a variety of users of all abilities.
Principles of universal trail design can be summarized
• Equitable use: provide opportunity for trail users to access, sh
the same sections of trail rather than providing separate facilitie
• Flexibility in use: provide different optior
variety of experiences and allow choice;
Simple, intuitive and perceptibly
through signage, maps or a we
forms and formats with easy to ~
Tolerance for error: design trails
exposure to hazards, and indicate
may be encountered;
Low physical effor
abilities of the inte
and
• Si
Ontario's Be
of Universal
Where possible a
accessible to all b
a
conveying trail information
ing simple, straightforward
systems so as to minimize
ntial risks or challenges that
Ilenge but should not exceed the
te, rest areas should be provided;
use: trails and amenities should provide for easy
asage.
?006)' provides an in depth discussion of the application
and their application.
~ctical, trails and multi-use pathways should be designed to be
of ability. It must be recognized however, that not all trails and
fi Ontarians with Disabilities Act -Bill 118 and 125, 2001
Accessibility News. Trails for All Ontarians Collaborative (TAOC), 2006. Web. Spring 2010.
<http://www.accessibilitynews.ca/cwdo/resources/resou rces. ph p?resources=72>.
and experience
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multi-use pathways throughout the system can be fully accessible. Steep slopes are
one of the most significant barriers for those with physical disabilities. Designing trails
and multi-use pathways to be within the threshold (5%) for universal access will not
only overcome this significant barrier but it will help to reduce the potential for erosion
of the trail surface. The following are some additional considerations for making
existing and new trails accessible:
• Designers should consult the most current standards
• Where the trail requires an accessibility solution that is above and beyond what is
normally encountered, a representative of the local accessibility advisory
committee should be consulted early on in the process to determine if it is practical
and desirable to design the specific trail to be fully accessible;
wheelchair accessible and existing and new multi-use pathways
should be signed to indicate level of accessibility to allow users to
make an informed decision about whether or not they will use the
pathway.
A.5 PERSOI~~. SECURITY (CPTED)
To the extent possible, trails and multi-use pathways should be designed to allow
users to feel comfortable, safe, and secure. Although personal safety can be an issue
for all, women, the elderly and children, are among the most vulnerable groups.
Principles of Crime Prevention Through Environmental Design (CPTED) should be
considered and appropriately applied to help address security issues concerning the
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use of these facilities, particularly in locations where trails are infrequently used,
isolated or in areas where security problems have occurred in the past.
The four main underlying principles of CPTED are:
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Guideline A-10: The City of Kitchener has regard to the principles of Crime
Prevention
designing ne Through
w trails or i Environmental
mproving existin Design (OPTED)
g trails. when
A.6 PATHWAY AND TRAIL CLASSIFICATION
A.6.1 Classification
Description and Connectiv
Arterial Multi-use
transportation /
community facilit
a 4-season trans
on
south throughout the city,
and connections to surro
and connections to transit
Design Characteristics
a ~~*
P~~~~a~~+~~ ~~~
The Arterial multi-use pathway is a minimum of 3.Om in width and hard-surfaced (e.g.
asphalt, concrete or boardwalk to respond to site conditions. The arterial multi-use
pathway should be designed to be fully accessible and can provide year-round
walking, cycling, transportation and recreational use. Typically they are designed to the
highest standards relative to other pathway and trail types in the hierarchy to
accommodate high volumes of use, destination oriented traffic, widest range of use
abilities, special or unique trail types, and important links to major community facilities.
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Through the development of arterial multi-use pathways year-round connections are
developed between areas of housing, employment, transit, commercial services, retail,
community facilities and other destinations. In general, a Type 1 multi-use pathway
supports pedestrian convenience and walkability and a range of active transportation
opportunities.
[Photo and graphic cross section to be added]
i yp~= e °.:v~6~:~~ir~i~ 'V"rr<.illil-fie ~aY~~vv°
y
Description and Connectivity
The collector multi-use pathway performs a city v
transportation route the spring, summer and fall
provide additional connections to local munic
community facilities, natural areas, schools and con
Design Characteristics
Description and Connectivity
Park Multi-use pathways are local routes within City parkland between point of interest
and facilities within neighbourhood parks. These pathways can also function as a main
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[Photo and graphic cross section to be added]
Type 3: Park Multi-use Pathways
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route to features such as playgrounds in local parks as well as maintenance access
routes. In some cases park multi-use pathways may include school routes, isolated
loops or solitary pathway segments.
Design Characteristics
where they are not fully accessible, to enabl
about whether or not to use the pathway.
[Photo and graphic cross section to be added]
m and is constructed
:e (asphalt, concrete,
in features in a park
accessible. Otherwise
ers to make an
priately signed
armed decision
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Type 5: Hiking Trails /Foot Trails
Description and Connectivity
Hiking /Foot Trails are routes that were not planned or design
evolved from use (i.e. a desire line between two locations) or
by a group such as a hiking club that has an established ari
Design Characteristics
by the City but have
it have been created
gement with the city
he trail is located on
The trails are typically 0.75 to 1.5 m in width and have a natural earth surface. In some
locations, however, they may include a granular surface or a boardwalk. The trails
[Photo and graphic cross section to be added]
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A.6.2 Connecting Links
Where there is no opportunity to complete pathway links outside of the road right-of-
way, options to do so within the road right of way should be explored so that the
connectivity of the network can be maintained. Connecting links within the road-right
of way may take a number of different forms depending on their location and the
character of the right-of-way. These include:
A.7 MULTI-USE PATHWAY SURFACING OPTIONS
There are a number of options for multi-use pathway and trail surfaces, each with
advantages and disadvantages related to cost, availability, ease of installation, lifespan
and compatibility with various trail users groups. Table A.6 provides a summary of the
most commonly used multi-use pathway and trail surfacing materials along with some
advantages and disadvantages of each. There is no one surface material that is
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appropriate in all locations, and material selection during the design stage must be
considered in the context of the anticipated users and location. Asphalt is the most
commonly used hard surface and stonedust/"screenings" is likely the most widely used
and accepted granular surface.
Table A.6 Comparison of Trail Surfacing Materials
High cost to install.
Requires expansion joints which can
Concrete Smooth surface, can be designed with a create discomfort for users with
variety of textures and colours, providing mobility aids.
(for Type 1-4 flexibility for different urban design
pathways and treatments. Must be installed by skilled trades
trails) people.
Long lasting, easy to maintain.
Is not flexible and cracking can lead
to heaving and shifting, sometimes
creating large step joints.
Relatively smooth surface, available in a High cost to install.
Unit Pavers variety of patterns and colours to meet
Users with mobility aids may find
(for Type 1-4 urban design needs textured surface difficult to negotiate.
pathways and
trails) Long lasting, can be easily repaired by
Must be installed by skilled trades
lifting and relaying. people.
Asphalt Smooth surface, moulds well to Moderate-high cost to install.
(for Type 1-4 surrounding grades, and is easily Must be installed by skilled trades
pathways and negotiated by a wide range of trail user people. Has a lifespan of 15-20 years
trails) groups. depending on the quality of the initial
installation. Poor base preparation
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Table A.6 Comparison of Trail Surfaoing Materials
~-
Relatively easy to install by skilled trades. can lead to significant reduction in
lifespan.
Patterned and coloured surface
treatments are available, however Cracking and "alligatoring" occurs
patterning in surface may be difficult for near the edges, grass and weeds can
some user groups to negotiate. invade cracks and speed up
deterioration.
Must be appropriately disposed of
after removal.
Pit Run: Mixed granular material "straight
from the pit" containing a range of particle
sizes from sand to cobbles. Excellent for Not appropriate for trail surfacing.
creating a strong sub base, relatively
inexpensive (for bases only)
'B' Gravel: Similar characteristics to Pit
Run with regulated particle size (more
Granulars coarse than 'A' Gravel). Excellent for Nat appropriate for trail surfacing.
creating strong, stable and well drained
(for bases only) sub bases and bases. Relatively
inexpensive. (for bases only)
'A' Gravel: Similar characteristics to 'B' Subject to erosion on slopes.
Gravel, with smaller maximum particle
size. Excellent for trail bases, may be Some users have difficulty
appropriate for trail surfacing of rail trails negotiating surface due to range in
in rural areas and woodlots. Easy to particle size and uneven sorting of
spread and regrade where surface particles that can take place over
deformities develop. (for bases only) time with surface drainage.
Granulars
Clear stone: Crushed and washed Not appropriate for trail surfacing.
ranular, articles of uniform size, no sand
or fine particles included. Excellent
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Table A.6 Gomparisan of Trail Surfacing Materials
. ~t ~~ ~
bedding for trail drainage structures and
retaining wall backfilling, if properly
leveled and compacted, makes an
excellent base for asphalt trails. (for bases
only}
Stone fines (Screenings): Mixture of fine Subject to erosion on slopes
particles and small diameter crushed
stone. Levels and compacts very well and Wheelchair users have reported that
creates a smooth surface that most trail stone shards picked up by wheels
users can negotiate easily. Easy to spread can be hard on hands.
and regrade where surface deformities
develop. Inexpensive and easy to work May not be suitable as a base for
with. Widely used and accepted as the hard surfaced trails in some
surface of choice for most granular locations.
surfaced trails. (for Type 2-4 pathways
and trails)
Eark or wood chips, particle size ranges
from fine to coarse depending on product
selected, soft under foot, very natural
appearance that is aesthetically Freaks down over time, therefore
appropriate for woodlot and natural area requires "topping up".
Mulches and settings.
Wood Chips Source of material must be carefully
Some user groups have difficulty researched to avoid unintentional
(Appropriate only negotiating the softer surface, therefore importation of invasive species
for Type 5 Trails} this surface can be used to discourage (plants and insects}.
some uses such as cycling.
May be available at a very low cost
depending on source, and easy to work
with.
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Table A.6 Comparison of Trail Surfaoing Materials
~-
Native soils existing in situ. Only cost is Subject to erosion on slopes.
Earth/Natural labour to clear and grub out vegetation Different characteristics in different
Surface and regrade to create appropriate surface. locations along the trail can lead to
(Appropriate only Appropriate for trails in natural areas soft spots.
for Type 5 Trails) provided that desired grades can be
achieved and that soil is stable (do not Some user groups will have difficulty
use avoid organic soils). negotiating surface.
Soil Cement= mixture of Portland Cement
and native/parent trail material. When
mixed and sets it creates a stable surface
that can be useful for "trail hardening" on
Soil Cement, and slopes, particularly in natural settings. Useful for specific locations only.
soil binding agents
Soil Binding Agents=mix of granulars and Soil binding agents tend to be
(Appropriate only polymers that create a solid, yet flexible expensive and have been met with
for Type 5 Trails) surface that may be appropriate for "trail mixed success.
hardening" on slopes in natural areas.
Limits volume and weight of materials to
be hauled into remote locations.
Requires skill to install, particularly
Wood {i.e. bridges with the substructure.
and boardwalks) Attractive, natural, renewable material that Gradually decomposes over time, this
creates a solid and level travel surface. can be accelerated in damp and
(for Types 1-5 Choose rough sawn materials for deck shady locations
and where wood is
pathways and surfacing for added traction. ,
trails) in contact with soil.
Expensive to install.
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[insert photo] ~a
.•
A.9 MULTi I-USE EATFI~~ ,~ IN NATURAL AREAS AND
ENVIRONMENTAL BUFFERS ,w ,_ ,,gig>°
Where trails are to be located in natural areas it is important that they be sited and
designed appropriately and that the area be monitored for the effects of inappropriate
use and/or overuse. If trails are not carefully planned, designed, constructed and
maintained in these areas, users will create their own desire line foot trails, sometimes
in sensitive locations where it would be preferable not to have trails at all. Proper
planning, design and construction of trails, coupled with public education can assist
with creating the balance between use and protection.
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development in new neighbourhoods and in environmental buffers can be found in
Chapter 5 of this report.
natural features as part of new community developments, t
should be located in a dedicated pathway block.
Multi-use pathways in environmental buffers are general
discouraged except for locations where the conditions in the buff
(width, slope, etc.) are sufficient to support the development of tr
pathway and the function of the buffer is not compromised.
A.10 MULTI-USE PATHWAY
ns have taken th
ach using a variety of methods including:
• Adding a distinct trail name or additional logo plate while maintaining other
common design elements of the signs;
• Creating neighbourhood/district gateway nodes in key locations where the edges of
neigbourhoods are considered to be; and
• Creating distinct interpretive themes for different neighbourhoods.
Signage is a critical element of the trail network and serves many important functions
including:
• Providing instruction regarding traffic operations (for both motorists and trail users);
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• Providing information regarding safety while traveling (i.e. maximum travel,
upcoming hazards, junctions and crossings);
• Advertising the network to attract new users;
• Providing interpretation of local historical, cultural, natural and other resources
nicating information related to
of the trail;
ng from the visual quality of
mbols instead of excessive text to
Is should also be considered
• A design that is timeless, in-scale and visually integrated with the landscape
without creating unnecessary clutter; and
• High quality, durable (including resistance to ultraviolet radiation), vandal resistant
quality materials and finishes.
A.10.1 The Multi-use Pathway Sign Family
The design and construction of the network should incorporate a hierarchy of signs
each with a different purpose and message. This hierarchy is organized into a "family"
of signs with unifying design and graphic elements, materials and construction
techniques. The unified system becomes immediately recognizable by the user and
can become a branding element. Consistent with this approach is the correct use of
signage, which in-turn reinforces the trail's identity. Generally the family of signs
includes:
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which are typically located at key destination
points and major network junctions. They provide orientation to the network through
mapping, other appropriate network information as well as any rules and regulations.
Where network nodes are visible from a distance, these can be a useful landmark. In
some municipalities, orientation signing has also been used as an opportunity to sell
advertising space. This not only provides information about local services that may be
of interest to trail users, but it may also help to offset the cost of signs and/or pathway.
which should be employed where multi-use pathways enter into the
city of Kitchener from surrounding municipalities. The gateway sign is a smaller version
of the trailhead sign and includes elements such as route mapping, "Welcome to
Kitchener", trail branding/logos, and user etiquette and emergency contact information.
which should be located at pathway
intersections and at regular intervals along long, uninterrupted sections of pathway.
The purpose of route marker signs is to provide a simple visual message to users that
they are travelling on the pathway network. Where the multi-use pathway network
must use an on-street connecting link, clear direction to the next available segment of
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the off-street pathway network should be provided. This includes directional markers
and a small map board (i.e. 60cm x 60cm) that clearly shows the alignment of the route
to the next available off-street segment.
[insert sketch and photo examples]
ne H-~ ~: i nat the amity complete a pathway sign aesign ana aranaing
details using the sign types outlined in the Multi-Use Pathways
Master Plan as a guide.
A.11 MULTI-USE PATHWAY CROSSI
A significant challenge when implementing a
accommodate users when crossing various phi
section provides guidance on crossing design.
A.11.1 Minor Roads
In the case of lower
following:
• Creation and main
end trail system is how to
rs and roads. The following
roads the crossing should include the
triangle at each crossing point;
motorized users from accessing the
in advance of the crossing point to alert
to alert users of the upcoming roadway crossing;
Alignment of the crossing point to achieve as close to possible a perpendicular
crossing of the roadway, to minimize the time that users are in the traveled portion
of the roadway; and
• Curb ramps on both sides of the road.
Pavement markings, to delineate a crossing, should not be considered at
"uncontrolled" trail intersections with roads as trail users are required to wait for a gap
in traffic before crossing at these locations. Pavement markings designed to look like a
pedestrian cross over may give pedestrian and trail users the false sense that they
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have the right-of-way over motor vehicles, which is contrary to the Highway Traffic Act
of Ontario for uncontrolled intersections.
[insert sketch and photo]
Guideline A-13 Trail crossings of local minor roads at mid block locations include
advance advisory pedestrian crossing signs on the roadway
approaches and a yield or stop sign on the trail approaches.
A.11.2 Pede
Pedestrian re
Guidelines for the
follows9:
ge Islands
design elements for a pedestrian refuge island are as
s Traffic Engineering Council Committee TENC-5A-5, Design and Safety of Pedestrian Facilities: A Recommended
Practice of the Institute of Transportation Engineers, Institute of Transportation Engineers, Washington, D.C., March
1998.
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P
Example of a Pedestrian
A.11.3 Midblock Pedestrian Sig
The midblock pedestrian signal is a
and is a more positive and effecti~
crossover (PXO).
A midblock
strians crossing major streets
ng device than a pedestrian
• Standard traffic signal indications to control traffic on the major street; and
Guideline A-14: At-grade mid-block multi-use pathway crossings of collector and
arterial roadways should be controlled by a pedestrian signal or
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should be relocated to the nearest controlled intersection with
appropriate pathway approaches and signage to direct users to
the crossing location.
mediate a resolution between the parties.
~~ ~~~~
arF i~l 3 ,~. ~
~~
e ~ -.
Example of an At-Grade Trail Crossing of a Railway, Newmarket, ON
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A.11.5 Bridges
~~~rv
'k''~'3i 4 ~-
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A Pedestrian Trail Bridge, Aurora, ON
Where possible, the Multi-use pathway netwo
including pedestrian bridges, vehicular bridge
appropriate locations. In cases where this is
needed and the type and design of a structur+
basis. The following are some general consic
• In most situations
solution;
•
be suitable;
should make use of existing bridges,
russ bridge is a practical, cost effective
and abandoned railway bridges in
it possible a new structure will be
needs to be assessed on an individual
gyrations:
are short, a wooden structure constructed on
• Railings should be considered if the height of the bridge deck exceeds 60cm above
the surrounding grade, and should be designed with a "rub rail" to prevent bicycle
pedals and handlebars from becoming entangled in the pickets;
• When considering barrier free access to bridges, an appropriate hardened surface
should be employed on the trail approaches and bridge decking should be spaced
sufficiently close to allow easy passage by a person using amobility-assisted
device; and
• Decking running perpendicular to the path of travel is preferred over decking
running parallel, as the latter is more difficult for use by wheelchairs, strollers, in-
line skates and narrow tired bicycles.
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[insert photo examples]
A.11.6 Underpasses and Tunnels
Often an underpass or tunnel is the only way to cross significant barriers such as
elevated railways and multi-lane highways. Designing trails through underpasses and
tunnels can be challenging because of the confined space. Underpasses should be
wide enough to accommodate all trail users whether they are traveling by foot, bicycle,
in-line skates, wheelchair or other forms of transportation. Where feasible, it is
suggested that trail widths through underpasses be equal to or greater than that of the
approaching trail. The guidelines provided below outline key considerations for the
development of an underpass crossing.
[insert photo examples]
The minimum recommended underpass or tunnel width for a
multi-use pathway is 3.6 m. Where the structure exceeds 18 m in
length, in high traffic and/or urban areas the width should be
increased to 4.2 m or greater;
For shorter length underpasses, a vertical clearance of 2.5 m is
usually sufficient recommended;
For longer structures a vertical clearance of 3.0 m should be
considered. If service and/or emergency vehicles are to be
accommodated within the underpass, an increase in vertical
clearance may also need to be provided;
Underpasses and tunnels can be a security concern and also
present maintenance challenges. To address these issues,
tunnels should be well lit with special consideration made to
security, maintenance and drainage. Approaches and exits
should be clear and open to provide unrestricted views into and
beyond the end of the structure wherever possible;
Abutments should be appropriately painted with hazard markings;
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Ideally, the transition between the multi-use pathway a
underpass crossing should be level and provide for accessibili
In the case where an underpass crosses beneath ground-lei
travel ways, ramps should ideally be provided to provide
transition down to the lower grade under the passage, with gra
or alignment changes being taken up by the access ram
A.12 MULTI-USE PATHWAY STRUCTU! ES
>s barriers in use by different trail organizations,
rs. They can generally be grouped into three
3ollards
The bollard is the simplest and least costly barrier, and can range from permanent,
direct buried wood or metal posts, to more intricately designed cast metal units that are
removable by maintenance staff. An odd number of bollards (usually one or three) are
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placed in the multi-use pathway bed to create an even number of "lanes" for users to
follow as they pass through the barrier. Although the removable bollard system
provides flexibility to allow service vehicle access, they can be difficult to maintain as
the metal sleeves placed below grade can be damaged by equipment and can become
jammed with gravel and debris from the trail bed.
[insert photo examples]
;;~ V'v"®W a ~j. ~ ~a C~ ~ ,;.
The single swing gate combines the ease of opening for service vehicle access, with
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BECURRT PN • TOP NEW 1:16
SECURITY PIN {REFER TO ~FNL) ' 90nrm DIA NOLE FOR PAOLOd(
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RASED PA4N AFTER INSTALIATION
Light Duty Swing Gate Trail Barrier- City of Guelph
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A.12.2 Boardwalks
Where multi-use pathways and trails pass through sensitive environments such as
marshes, swamps, or woodlands with a large number of exposed roots, an elevated
trailbed or boardwalk is usually required to minimize impacts on the natural feature. If
these areas are left untreated, trail users tend to walk around obstacles such as wet
spots, gradually creating a wider, often braided trail through the surrounding
vegetation. The turnpike and low profile boardwalk are two relatively simple yet
effective methods for some Type 4 and Type 5 trails.
The turnpike is a low tech, low cost method that works very well in areas where organic
10 United States Department of Transportation -Federal Highway Administration. "Environment - HEP - FHWA." Federal
Highway Administration: Home. Administration. Web. 30 Sept. 2010. <http://www.fhwa.dot.gov/environment/>.
City of Kitchener ~ Multi-Use Pathways Master Plan and Implementation Strategy
DRAFT Appendix A -Multi-use Pathway Design Guidelines Page 43 of 50
alternative methods of ascending slopes. Two alternatives to consider are switchbacks
and stairs.
Irall sign..
"cauEion Switch dank ahaaT
placnman[ iu allow
adequa}a tuna }ar usara iq
adf.wal [4 change 6n lrxll
1
•
`}fMien alq pas aM widen [railbgd
end : x (whnra pos s46Ea
o prxridn. rnxiing xppor2unl[y
=1~.hrn minimum rstliua
Switchback
[insert photo examples of stair systems]
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VVIIVII JIVr.JVJ V/~VVVG IV/V, VI VVIIVIV 111VIV IJ IIIGGVI.fGGIV IVV111 lV
develop a switchback or another accessible solution, a stairway
system should be considered. In these situations the site should
be carefully studied so that the most suitable design can be
developed.
The following are some considerations for stairway design:
Provide a gutter integrated into the stairway for cyclists to push
their bicycles up and down (where appropriate to have bicycles);
Develop a series of short stair sections with regularly spaced
landings rather than one long run of stairs;
For long slopes, provide landings at regular intervals (e.g. every 8-
16 risers) and an enlarged landing at the mid-way point complete
with benches to allow users the opportunity to rest;
On treed slopes, lay the stairway out so that the minimum number
of trees will be compromised or removed
Use slip resistant surfacing materials, especially in shady
locations.
Incorporate barriers on either side of the upper and lower landing
to prevent trail users from bypassing the stairs; and
Provide signs well in advance of the structure to inform users that
may not be able to climb stairs
Lighting of Kitchener Multi-use Pathways must be carefully considered. Very few
municipalities make the decision to light their entire trail system for a number of
important reasons, including:
• The cost of initial installation can be prohibitive. Some general budget figures
reported exceed $40,000 per kilometer not including power supply;
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DRAFT Appendix A -Multi-use Pathway Design Guidelines Page 45 of 50
STAGING AREAS
• Regular parking with an appropriate number of spaces in relation to the anticipated
level of use of the nearby pathway, with the flexibility to increase the number of
spaces where warranted by future demand;
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• An appropriate number of accessible (handicapped) spaces;
• Pathway access barriers;
• Easy access to and from the pathway;
• Ample room to load and unload service equipment;
• Secure bicycle parking facilities;
• Waste receptacles;
• Lighting (may or may not be included, depending on location and site context);
4S A£
eline A-17: Where seating /rest areas are planned, implement a 1.Om wide
level area with a curb or other appropriate wheel stop for mobility-
assisted devices. For heavily used routes consideration should be
given to providing seating at approximately 500 m intervals.
A.16 WASHROOMS
Washrooms are typically located at major trailheads, and where possible make use of
existing facilities (i.e. at community centres and in major parks). As network use
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continues to increase, and as the network becomes denser, it may be necessary to
provide additional facilities. Where this is necessary, they must be placed where they
can be easily accessed for maintenance and surveillance. In some jurisdictions
managers have used portable washrooms prior to installing permanent facilities, as this
provides the opportunity to determine the most appropriate location for permanent
washroom facilities before a more significant investment is made.
ine A-18: Trailhead signs and pathway/trail maps should illu
location of publicly accessible washrooms.
A.17 WASTE /RECYCLING RE;C.EPTACLES
as trash is stored at cooler temaeratures.
[insert photo]
uideline A-19: Waste receptacles should be located at mid block crossing point
staging areas and rest areas where they are visible and easi
serviceable.
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A.18 MULTI-USE PATHWAY CLOSURES AND REHABILITATION
[insert photo]
• Slope stabili
slopes;
gineered material and methods for severely eroded
• Plantings with appropriate native species (may include plants salvaged from
nearby sites that will be cleared for development, roadway widening etc.), and
"water me" signs for newly planted trees;
• The application of erosion blankets and mulches;
• Seeding with mixes that are appropriate for the site in which they are to be applied;
• Scarification of the surface of the trail to be closed and covering it with forest litter
(leaves, branches, and limbs) in a naturalistic manner which can help to reinforce
the message that the trail is closed, reduce erosion, and supply nutrients to plants
during establishment;
• Erecting signage describing the closure to inform users of permanent closure, the
location of the new permanent route.
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n wgla nf4ngb
-ery .ep,.aenree
fpe[eaa«
epsciey rneNeup fa eeRecl
mmedlMe aw+raun4inge
Me'Ing requlrad In mendaw
,, plannng only la.
waoa+n a:an..
Typical Pathway/Trail Closure
¢em perary df permanan9
barrierPoence {opliana1,
aepenaing an slea eenm¢wnay
valend beyend the IImiH ar ¢raN
rridn to a permanendFy
clo-sed
g>s1s¢ipg yeg aeatlc rr ¢a remain
¢rall ea ha ~lea,aa ana rehguuicaf®a
ar;ry Nene[e ¢a ,rw~av
smpaaren p*tar ea INq araeel.wn+
d abf4rv[Slena, beyrepra,
planlinge ank Nycnl+g
Srwilrr'ay obaRructFanx
place [vr arM dawned limtia in a
rnliaric ee bad
klaee les4 Iltlw an tap bf ald 4od
b vlenlieg hNO been
ceampieted
apply aeesian blanks! on sf«ply
Hoped areas
Setting
uideline A-20: When temporary pathway closures are required, inform users
advance by placing closure notices at all access points and cle~
mark the closure.
When permanent closures are required the section of
that is being closed should be properly rehabilitated.
City of _ __
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,.~