ABOUT THE PROJECT

The communities of Bridgeland-Riverside have been experiencing population growth from a number of new multi-storey residential and commercial developments over the past ten years. Investing in improving infrastructure provides capacity to support growth and change in these communities. Through past public engagement in Bridgeland, including the 1 Avenue N.E. Streetscape Master Plan Project, we've heard some comments on issues and opportunities relating to mobility in the community.

In this project, we’re exploring improvements to walking and wheeling (bike, scooter, skateboard) connections around the Bridgeland LRT Station, along 9 Street N.E. and McDougal Road so that people have better access to destinations within the community and to the LRT station. These improvements could include:

  • Improved east-west connectivity with a better experience for those walking and wheeling along McDougall Road from 6 Street N.E. to 12 Street N.E.
  • Improved north-south connectivity for those walking and wheeling along 9th Street from the station to the residential developments and to the new business along 1 Avenue N.E.
  • Improvements to provide better and safer access to the LRT station

PROJECT FUNDING

This project is part of the Established Area Growth and Change Strategy (EAGCS). EAGCS is a program that provides funding to support short-term (1-3 years) public realm improvement projects in established communities where growth and change are happening. The Strategy connects planning, financial and investment decisions to provide the assistance that established communities need to support growth that is currently taking place so they can be vibrant and successful for decades to come.

City Council created the Established Area Investment Fund to dedicate funding for community improvements in established areas experiencing growth and change. The public realm improvements are intended to enhance mobility and the public areas within a community for current and future residents.

In 2020, Council approved the list of projects to undergo engagement, design and construction. This project was one of the projects on that approved list and has been allocated limited funds to make improvements to mobility and public spaces in the community. Based on the technical analysis and public feedback, a short list of recommended improvements will be prioritized to fit within the allocated budget .Construction of these improvements is expected to begin in 2022.



PROVIDE YOUR INPUT

McDougall Road Concepts

Goal: Improve east-west connectivity with a better experience for those walking and wheeling along McDougall Road from 6 Street N.E. to 12 Street N.E.

Option 1 - Bike Boulevard

The bike boulevard design maintains the existing conditions for the most part but may implement some of the following enhancements to improve the comfort and safety of wheeling users and pedestrians: curb extensions; enhanced crosswalks; pavement markings and symbols; wayfinding; and traffic calming measures.

(Click above to enlarge)

Benefits

  • No changes to existing lanes.
  • Less disruption during construction.
  • Maintains the existing landscaped boulevard on both sides.
  • Maintains the majority of existing on-street parking (may be some parking reduction due to intersection improvements).
  • Reduces the risk of pedestrian / bicycle conflicts.
  • Has the lowest cost of the 3 options

Trade-Offs

  • Greater risk for wheeling users/ vehicle conflicts than the other 2 options.
  • Requiring wheeling users to share the road with vehicles may deter younger and less confident riders.
  • Narrow sidewalk width is retained.
  • Some wheeling users may still choose to ride on the sidewalk, thus negating the reduction of pedestrian / bicycle conflicts.


    Option 2 - Multi-Use Pathway on South Side

    A multi-use pathway along the south side of McDougall Road would provide a facility for wheeling users to travel along McDougall Road without having to travel in the same lanes as motor vehicles. The existing sidewalk on the south side would be converted to a 3.0m multi-use pathway that could be used by both pedestrians and wheeling users. Since the existing grass boulevard on the south side is wide, there would be some remaining space available for a grass boulevard. The north side of McDougall Road would remain as is. This option will also include some curb extensions and enhanced crosswalks, likely focused on the south side where the pathway will be.

    (Click above to enlarge)

    Benefits

    • Appropriate for all ages and abilities.
    • No changes to existing lanes.
    • Maintains the majority of existing on-street parking (may be some parking reduction due to intersection improvements).
    • Provides good connections to existing/proposed walking and wheeling facilities on 9 Street N.E. and 12 Street N.E.
    • Reduces risk of bicycle / vehicle conflicts.
    • Maintains the existing landscaped boulevard on the north side.

    Trade-Offs

    • Increased risk of wheeling users / pedestrian conflicts on the south side along the pathway and at intersections with residential walkways.
    • Disruption to adjacent property owners during construction
    • Potential throw-away costs with replacing/modifying existing sidewalk.
    • West boulevard may be too narrow to accommodate trees in some locations.

    Option 3 - Protected Wheeling Lanes (Uni-Directional)

    Protected wheeling lanes would provide a 1.5m wide lane for wheeling (bike, scooter, skateboard) users on both sides of the roadway, with each wheeling lane accommodating travel in one direction. The wheeling lane would be located off the roadway and adjacent to the sidewalk. A buffer space would be provided between the wheeling lane and sidewalk to reduce the risk of conflicts between those modes of travel. A buffer is also provided between the wheeling lane and the parking lane to reduce the risk of conflicts between wheeling users and parked cars, including doors swinging open. Due to the narrow width of these buffer areas, grass in the boulevard will not survive and they would have to be a hard surface, such as concrete. This option will also include some curb extensions and enhanced crosswalks on both sides of the road.


    (Click above to enlarge)

    Benefits

    • Appropriate for all ages and abilities
    • Opportunity to increase existing sidewalk widths in some locations.
    • No changes to existing lanes.
    • Maintains the majority of existing on-street parking (may be some parking reduction due to intersection improvements).
    • Accommodates wheeling users on the proper (right-hand) side of the road relative to the direction of travel.
    • Reduces risk of bicycle / vehicle conflicts.
    • Reduces risk of bicycle / pedestrian conflicts.
    • Provides good connections to existing/proposed walking and wheeling facilities on 9 Street N.E. and 12 Street N.E.

    Trade-offs

    • Some risk of bicycle / vehicle conflicts at intersection.
    • Disruption to adjacent property owners during construction
    • Existing overhead utility poles are potential hazards for wheeling users.
    • Providing both a wheeling path and sidewalk will significantly reduce the existing grass boulevards.
    • Potential throw-away costs with replacing existing sidewalk.
    • Has the highest costs of the 3 options

    9 Street N.E. Concepts

    Goal: Improved north-south connectivity for those walking and wheeling along 9 Street N.E. from the LRT station to the residential developments and to the new business along 1 Avenue N.E.


    Option 1 - Existing Conditions

    Maintaining the existing conditions on 9 Street N.E. would require wheeling users to travel on-street in the same lanes as motor vehicles. The sidewalk and grass boulevard and trees would remain as is. Some of the following measures will be explored to improve pedestrians and wheeling users comfort and safety: curb extensions; enhanced crosswalks; pavement markings and symbols; wayfinding; and traffic calming measures.


    (Click above to enlarge)

    Benefits

    • No changes to existing lanes.
    • Minimal construction disruption.
    • Maintains wider landscaped boulevards and preserves more trees.
    • Maintains the majority of existing on-street parking (may be some parking reduction due to intersection improvements).
    • Reduces the risk of pedestrian / bicycle conflicts.

    Trade-Offs

    • Greater risk for wheeling users/ vehicle conflicts than the other option.
    • Requiring wheeling users to share the road with vehicles may deter younger and less confident riders.
    • Some wheeling users may still choose to ride on the sidewalk, thus negating the reduction of pedestrian / bicycle conflicts.

    Option 2 - Multi-use Pathway

    A multi-use pathway along one side of 9 Street N.E would provide a facility for wheeling users that is separated from motor vehicles. The pathway would be accommodated on the west side of 9 Street N.E. from 1 Avenue N.E. to McDougall Road then transition to the east side of 9 Street N.E. from McDougall Road to the LRT Plaza, as there is not sufficient space on the west side of this block to accommodate a multi-use pathway. The crossing of 9 Street N.E. at McDougall Road would require intersection improvement.


    (Click above to enlarge)

    Benefits

    • Reduces the risk of bicycle / vehicle conflicts.
    • Appropriate for all ages and abilities
    • No changes to existing lanes.
    • Maintains the majority of existing on-street parking (may be some parking reduction due to intersection improvements).
    • Provides good connections to the proposed active mode facilities on McDougall Road. 1 Avenue N.E. and connects to the LRT plaza.

    Trade-Offs

    • Increased risk of wheeling users / pedestrian conflicts on the south side along the pathway and at intersections with residential walkways.
    • Disruption to adjacent property owners during construction
    • Potential throw-away costs with replacing/modifying existing sidewalk.
    • West boulevard may be too narrow to accommodate trees in some locations.

    Additional 9 Street N.E. Improvements

    We are also looking to improve the crossings of pedestrians and wheeling users at the intersections on 9 Street N.E. at Centre Avenue N.E. and at St. Mathew Square N.E. These intersection improvements would include curb extensions, wheel chair ramps, and marked crossings.

    (Click above to enlarge)

    LRT Plaza Concepts

    Goal: Improvements to provide better and safer access to the LRT station

    A – Remove Existing Concrete and Landscape

    From previous engagement in the community and site visits, a concern that was identified is that delivery vehicles frequently park on the sidewalk at this location while making deliveries. This creates the following safety issues:

    • Risk of a pedestrian being struck by a vehicle driving onto the sidewalk.
    • Risk of vehicle collisions due to unanticipated turning movements onto, or off of, the sidewalk
    • Parked vehicles obstructing sight lines between motorists or between motorists and pedestrians

    The design of the sidewalk at this location likely encourages this activity as the angled lines and break in landscaping give the sidewalk the appearance of a driveway. There are also no signs or other roadside fixtures that discourage the use of the sidewalk for parking.

    By removing the concrete adjacent to the roadway and replacing it with a landscaped boulevard, the likelihood of delivery drivers parking in this location will be reduced as it will remove the visual cues that parking might be appropriate at this location.

    B – Pathway Connection to LRT Ramp

    Another concern noted by the community in previous engagements is the risk of pedestrian / wheeling user conflicts within the LRT plaza area. Both pedestrians and wheeling users are common in this area due to the connection to the LRT and river pathway to the south. Although there is a large plaza area, it is not clearly defined which areas are for pedestrians, wheeling users, or both. This can result in conflicts between these different modes of travel.

    Providing a defined multi-use pathway through the plaza would help define the route for wheeling users and inform both wheeling users and pedestrians that the other mode of travel might be encountered. This would also emphasis that the areas outside of this route is intended for pedestrians only.

    C – Pathway /Sidewalk Intersection

    By defining a multi-use pathway through the LRT Plaza, there will be an intersect between the pathway and the pedestrian route accessing the island between the 9 Street N.E. ramps. This is a potential conflict area and will require attention to reduce the risk of collisions between wheeling users and pedestrians.

    D- Relocate Bench and Scooter Parking

    There is currently a bench at the bottom of the LRT ramp. This is a high conflict location as wheeling users are often riding up and down the ramp and could collide with people sitting at, or standing near, the ramp. It is recommended that the bench be relocated outside of the pathway, such that it is at a lower risk and more comfortable location. Similar to the bench, the existing scooter parking area is located within the desire line of wheeling users and would be relocated to a lower traffic area.

    NEXT STEPS

    At the conclusion of this round of engagement, the following next steps will be taken:

    • The public feedback provided will be reviewed by the study team.
    • The improvement options will be evaluated based on the technical analysis and public feedback and a short list of recommended improvements will be established.
    • The selected improvements will undergo additional refinement and will be presented to the public at the next stage of engagement.
    • Construction of the recommended improvements will begin in summer of 2022.