CBS Main Street Improvement Plan (Final Draft) by Bruce Mans

CONCEPTION BAY SOUTH, NL

PREPARED BY: CBCL LIMITED

PREPARED FOR: TOWN OF CONCEPTION baY SOUTH

Project #: 133005.00

date: May 27, 2013

CONCEPTION BAY SOUTH MAIN STREET Improvement Plan

Acknowledgments The Consulting Team would like to thank the many community members and organizations who contributed to this process by providing written feedback, attending public meeting, participating in interviews, and embedding themselves into the vision of an Improved Main Street In particular, we would like to thank the members of the Steering Committee and Town Council for their dedication, passion and enthusiasm for this process. #MainStreetCBS

PROJECT PROPONENTS This study was initiated and funded by the Town of Conception Bay South and managed by: • Jennifer Lake • Elaine Mitchell

CONSULTING TEAM This report was prepared by CBCL Limited, in association with Millier Dickinson Blais and InfraCycle: CBCL Limited 1489 Hollis Street Halifax, Nova Scotia B3J 3M5

•

CBCL Limited Mary Bishop (Project Manager) • Steffen Käubler • Bruce Mans • Ann-Marie Cashin Millier Dickinson Blais • Paul Blais •

InfraCycle Ray Esiambre

Table OF

CONTENTS

Introduction Project Impetus Project Overview

1 2 4

Analysis Natural Environment Buildings & Infrastructure Transportation Economic & Business People of Main Street Consultation SWOT Analysis

7 8 14 21 28 36 39 42

Improvement Strategies Vision for Main Street Guiding Principles Branding Main Street Vehicular Circulation Pedestrian Realm Streetscaping Wayfinding & Signage Development Character Demonstration Projects Organization

46 47 50 52 58 62 72 81 86 98

Implementation Phasing Cost Estimates Funding Programs

102 103 106 113

Appendices

114

iii

INTRODUCTION 1

PROJECT IMPETUS Since its incorporation in 1973, the Town of Conception Bay South has experienced growth and development that has made it the largest town and the second largest municipality in the province with a population of approximately 25,000 residents. Development of the community has been largely of a suburban residential nature with a disproportionately high residential to commercial/industrial tax base. Despite the presence of over 500 businesses, there is no cohesive, readily identifiable business district in the community. Instead, commercial development is spread out along the Conception Bay Highway with concentrations of commercial uses in Long Pond/Manuels (around Villa Nova Plaza) and in Kelligrews. In a 2001 review of the Municipal Plan, these areas were identified as needing further study and improvement. A Main Street Improvement Plan was recommended to concentrate on methods to calm traffic, improve traffic circulation, parking and pedestrian mobility. Between 2001 and 2012, the Town’s Capital Works investment strategy focused on completing installation of water and sewer services throughout the community.

CBS MAIN STREET IMPROVEMENT PLAN

No plan for the Main Street area was completed, but the need was again identified in the most recent review of the Municipal Plan (completed in 2012). The 2001 policy to undertake a Main Street Improvement Plan is also included in the new Plan. Today, there are in the order of 50-60 commercial premises along Main Street between Terminal Road and Manuels River, as well as four municipal buildings, a church, an elementary school, two banks (and a third in development), and 82 residential properties that front onto the street. There are approximately 343 properties that are partially or entirely within the area with an assessed value in excess of $60 million. The Town of Conception Bay South recognizes that its downtown commercial district is one of the most visible indicators of the community’s economic and social health. With a number of other priorities addressed, the Town now finds itself in a position to define and improve the appearance and amenity of its Main Street, and to seize on the potential to significantly advance the Town’s position as a progressive and vibrant community.

STUDY AREA The area included in the Main Street Improvement Plan is largely the area that is designated Commercial in the Town’s Municipal Plan, and zoned Commercial Main Street – essentially the area along Conception Bay Highway between Terminal Road and the Manuels River. The Commercial Main Street Study Area consists of the area along Route 60 between Terminal Road and the Manuels River. The T’Railway, slated to become a linear park and pedestrian walkway, forms the southern boundary of the study area. The trail has potential to develop into the backbone of a active transportation network and important amenity to the downtown area.

INTRODUCTION INTRODUCTION

CBS MAIN STREET

St. John’s

MAIN STREET STUDY AREA

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PROJECT OVERVIEW A BRIEF HISTORY Although the Town of Conception Bay South was incorporated in 1971, permanent settlement in the area dates back to the early 1800s. By the 1830s, the communities of Topsail, Chamberlains, Manuels, Long Pond, Kelligrews, Upper Gullies, Foxtrap, Lawrence Pond and Seal Cove were significant enough to warrant a road to St. John’s. The first residents of the area subsisted on smallscale fishing, agriculture and woodcutting. Many of these residents came from Port de Grave in the summer in order to farm and cut wood in the relatively good agricultural soil of the area. Eventually, some of them staked out permanent homesteads. Generally, these homesteaders built close to the shore, and then created side roads inland. This arrangement is reflected today in the urban pattern of much of Conception Bay South. In 1881, the St. John’s-to-Topsail leg of the Newfoundland Railway was constructed, which brought an influx of wealthy St. John’s residents who built summer homes in the area, many of which were converted into year round dwellings in the 1950s. Goods also flowed the other direction as well, as farmers were able to bring their products to the 4

CBS MAIN STREET IMPROVEMENT PLAN

market in St. John’s. By 1900, almost all of the vegetables consumed in the city came from Conception Bay South. While not as significant as in the past, this area still retains some of its agricultural focus, with over 100 people employed in the industry, mostly on small market-vegetable farms. Some mining is also associated with the area. From the late 19th century up to the 1960s, the Conception Bay South area served as a bedroom community not for St. John’s, but for the Wabana iron mines on Bell Island. Up until incorporation, the small communities along the shoreline of Conception Bay experienced continuous growth and development, much of it unplanned and without the provision of municipal water and sewer services. Following incorporation, the Town has continued to grow and considerable investment has been made to extend municipal services, upgrade streets and provide recreation amenities. Today, remnants of the community’s agricultural heritage remain, while the railway is being converted to a pedestrian trailway. The Manuels River Linear Park has been developed into an important piece of the Town’s open space area and a new Natural History Interpretation Centre will be a showcase for the community.

TOWARD A BETTER MAIN STREET The time is right to re-imagine Main Street. Recently, the Town has experienced unprecedented growth and development as new residents arrive and new businesses open their doors. Improvements to Main Street will help encourage additional growth while also encouraging existing residents to stay in the Town. Furthermore, global and local trends associated with climate change, energy sources, population preferences, changing lifestyle preferences and health are emerging that will change the way we think about our towns and cities. This section provides a very brief overview of some of these emerging trends and how they provide motivation for a better Main Street. Changing Needs & Preferences Two age cohorts are going to have a major impact on cities. First, as baby boomers begin to retire they will require a variety of mobility and housing options. In order to accommodate this age cohort, towns will need to be able to allow seniors to “agein-place” by providing a range of services and transportation and health infrastructure suited to their needs. Also, the emerging lifestyle preferences of “Generation Y” seem to be notably different

INTRODUCTION

than prior generations, with many younger adults preferring to live in communities that are more walkable, offer a mix of uses and are better-connected. Health & Safety Improvements along Main Street can have a positive influence on public health and safety. Increased opportunities for active recreation along Main Street can help increase physical activity rates and decrease overweight/obesity rates. Furthermore, traffic calming measures along Main Street can help reduce collision fatality rates and accidents. Air pollution can also be decreased through tree planting and reducing traffic volume. Climate Change Changes in global climate are resulting in rising sea levels and more frequent and intense storm events. In low-lying coastal communities, vulnerable areas and infrastructure will require measures to protect property and adequately manage impacts such as storm surges and increased stormwater flows. Many municipalities are also taking measures to reduce greenhouse gas emissions that contribute to climate change by building more energy efficient buildings, encouraging a reduction in vehicle usage through improving community walkability and us of public transit, for example. Oil Prices and Peak Oil As global oil reserves dwindle, gas prices have, and will continue to increase. Such increase have the

potential to eventually trigger a shift in transportation demand away from single vehicles to other options such as ride-sharing and public transit, or to alternative work arrangements such as telecommuting.

About the Project The Conception Bay South Main Street Improvement Plan builds upon ideas and proposals from previous plans, identifies new opportunities and makes best use of existing infrastructure in design solutions. The Plan is about more than simply “prettying up” the street. The Plan: • Presents a concept for future redevelopment that will transform the Main Street area to an identifiable downtown commercial district that offers a range of goods and services, attracts business investment, people (residents and visitors), and provides opportunities for recreation and social interaction; • Addresses pedestrian and vehicular safety through traffic calming and other measures; • Identifies themes for signage, wayfinding and interpretation to and within the Main Street area; • Shows how, through beautification efforts, the area can become a pleasant and inviting place; • Includes a plan to market and promote the area; and • Identifies costs associated with civic improve-

ments and a multi-year phased implementation schedule. In preparing the Plan, the Town and the consulting team:   • Involved citizens, businesses and other stakeholders in the development of the Plan;  • Encouraged buy-in to the improvement concepts from the business community; and  • Initiated discussions around the formation of a Main Street business improvement association to help implement the plan. Overall, the Conception Bay South Main Street Improvement Plan responds to and boosts Council’s aspirations to create a recreational, cultural, tourism, entertainment and retail cluster where sectors can thrive on the synergy generated by each other.

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Report Outline This report is organized into three sections; Analysis, Solutions, and Implementation. The Analysis section determines “where we are”, by assessing existing characteristics of Main Street, including social, economic, geophysical, and urban structure conditions. This section also includes the results of an intensive community consultation strategy consisting of social media networks, a series of public events and face-to-face interviews with members of the business community. The analysis section is concluded with a Strength Weaknesses Opportunities Threats (SWOT) Analysis summarizing the key findings.

SWOT ANALYSIS

PUBLIC

INPUT

EXISTING

CONDITIONS HISTORY

The results of the analysis section are used to create a “Vision for Main Street” and a set of goals in the Solutions section. This Vision and set of goals will determine “where we want to go”. The remainder of the section identifies a collection of “Improvement Strategies” designed to accomplish the vision and goals. The report concludes with the Implementation section which determines “how we get there” with clear steps for implementation. The section includes cost estimates, funding opportunities, a phasing schedule and a list of responsibilities for the Town, stakeholders and other potential partners.

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IMPROVEMENT

STRATEGIES

ANALYSIS Main Street is a complex environment defined by its users, the natural surroundings, global and local economic environments and historical urban development. In order to provide context-sensitive improvements to Main Street, it is first necessary to understand it in a comprehensive manner. Our comprehensive analysis begins with the natural surroundings of the area, investigating geophysical conditions that will impact future development, such as elevation, slope, microclimates, and sea level rise. We then analyse

the urban structure of Main Street â&#x20AC;&#x201C; how it developed, existing settlement patterns, traffic flow, land utilization, building uses, zoning and so on. Next, we take a look at the economic environment of Main Street, including its regional role, recent economic development initiatives, and future development plans. Finally, and most importantly, we conclude with the users of Main Street - examining population trends, socioeconomic characteristics, and assess their preferences and opinions through a consultation strategy. 7

NATURAL ENVIRONMENT ELEVATION The study area is tucked between the coastline of Conception Bay and the leeside of the Avalon Plateau. Within the study area, elevations reach approximately 38 metres; however, the steep banks of the adjacent plateau climb to over 200 metres south of the Bypass Road. Recent residential development has worked its way up the slope of the plateau, taking advantage of the stable foundations and great views (see photo below).

Conception Bay

Avalon plateau

ELEVATION 0.0 8

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100.0

200.0

ANALYSIS

SLOPE CHANGE Changes in elevation present a variety of challenges for future development. • Slopes under 1% do not drain well unless they are paved and carefully finished; • Slopes over 10% are more expensive to build on, requiring more complicated foundations and utility connections; • Roads are ideally kept between 1 and 10%; • A 17% slope approaches the limit that an ordinary loaded vehicle can climb, for any sustained period; and • The limit of climb for pedestrians is 20 to 25% without resorting to stairs. The majority of Main Street features slopes between 2 and 4%. Main Street slopes into a depression near the inlet of Long Pond near Villa Nova Plaza. The bottom of this depression has slopes less than 1%, which has resulted in drainage issues near Jungle’s Jim’s. The sloping banks of this depression provide cascading views of the area as motorists drive in and out of Main Street (as seen on the elevation profile and photo below). These views present an opportunity to showcase the core to visitors as they enter Main Street.

SLOPE CHANGE (%) 5-10

ELEVATION PROFILE

SOBEY’s

0-1

2-4

10-17

17+

“Depression” Long POND INLET

DOMINION

JUNGLE JIM’S

TOWN HALL

BERG’S

MANUEL RIVER INTERPRETATION CENTRE

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CLIMATE Areas that are sloped toward the south/southwest receive the most solar exposure on an annual basis. There are several “solar hotspots” on Main Street, particularly in and around the Villa Nova Plaza area. The uplands of the Avalon Plateau protect Main Street from most winds, however, strong northeasterly and northwesterly winds are can occasionally generate wind gusts along Main Street. The Avalon Plateau also helps protect the area from fog and moisture-laden air masses, resulting in 250mm less annual rainfall than St. John’s. From the perspective of the pedestrian, Main Street has one of the most attractive climatic characteristics in the province.

ASPECT 10

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ANALYSIS

SEA LEVEL RISE (m) Every year, the sea level rises approximately 3-5 mm and is expecting to rise over a metre by 2099. The Long Pond beach jetty protects low-lying areas from storm surge, however, future sea level rise, plus storm surges, will potentially breach the system and leave developed areas along Main Street vulnerable - particularly the area between the Dominion supermarket and Villa Nova Plaza.

jetty

RISK OF SEA LEVEL RISE (m) Very high (-1.5)

High (1.5-2.0)

Moderate (2.0-2.5)

Low (2.5+) CBCL LIMITED

VEGETATION Conception Bay South is home to diverse range of vegetation due to its deep soils and warm annual temperatures. The area features a mix of coniferous and deciduous tree and shrub species. The following is a list of the most common native tree and shrub species in the area:

Black spruce (Picea mariana) White spruce (Picea glauca) Balsam fir (Abies balsamea) Eastern larch (Larix laricina) Deciduous Trees: Red maple (Acer rubrum) White birch (Betula papyrifera)

Trembling aspen (Populus tremuloides) Mountain ash (Sorbus americana) Shrubs: Labrador tea (Ledum groenlandicum) Rhodora (Rhododendron canadense) Speckled alder (Alnus incana) Sweet gale (Myrica gale)

Coniferous Trees: BALSAM FIR Abies balsamea

TREMBLING ASPEN Populus tremuloides

CBS MAIN STREET IMPROVEMENT PLAN

BLACK SPRUCE Picea mariana

RED MAPLE Acer rubrum

SPECKLED ALDER Alnus incana

ANALYSIS

Lambkill (Kalmia angustifolia) Common juniper (Juniperus communus) Woody Sub-shrub: Blueberry (Vaccinium angustifolium) Black crowberry (Empetrum nigrum) Creeping juniper (Juniperus horizontalis)

WATERFRONT Although Main Street is located in close proximity to the Conception Bay coastline, the street itself only has two small waterfront locations at the separate tips of Long Pond.

LITERATURE REVIEW CBS HARBOUR POTENTIAL STUDY (2012) In 2012, the Small Craft Harbours Division of the Federal Department of Fisheries and Oceans approached the Town and asked whether it would be interested in becoming the recipient of the Inner Harbour at Long Pond. The Town, in considering this request, assessed the future potential of the Harbour, evaluated costs and liabilities of assuming ownership, and outlined options for governance, management and operation of the harbour following divestiture. As part of this study, concept designs were developed for five sites along the Harbour. These design details will be incorporated into the Main Street Improvement Plan.

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BUILDINGS & INFRASTRUCTURE PARKING 11.1%

The built environment of Main Street is the result of hundreds of years of changing settlement patterns responding to both the natural environment and local economics.

ROADS 9.2%

Land Utilization An analysis of surface infrastructure within the study area reveals how much land is allocated to specific types of purposes. The 97.7 hectares of land within the study area can be broken down into seven types of surfaces; open areas, parking lots, road surfaces, sidewalks, park/trail areas, building footprints and driveways/access roads. The breakdown offers a clearer picture of how much land is dedicated to specific purposes.

SIDEWALKS 0.5%

RECREATION 5.8%

Open areas include public and private green space, undeveloped land and conservation areas. Approximately 59.9 hectares of open area exist with the study area, accounting for 61.3% of all surface types. The majority of this land is privately owned yard space. Aside from open space, parking areas occupy the largest area, covering 10.8 hectares of land (11.1%). This is enough land for more than 3,500 parking stalls. Most parking areas are concentrated around the Villa Nova Plaza area and the two 14

CBS MAIN STREET IMPROVEMENT PLAN

BUILDINGS 7.2%

OPEN AREAS 61.3%

LAND UTILIZATION

DRIVEWAYS 4.9%

ANALYSIS

grocery stores (Dominion/Sobeys). Strip mall developments throughout Main Street also feature large parking areas.

home to many large footprint buildings such as supermarkets, drugstores, and office buildings. While the current appearance of these mid- and big-box businesses leaves a lot to be desired, anchor stores

such as the Dominion, Sobeys and Shopperâ&#x20AC;&#x2122;s Drug Mart are valuable assets in the downtown commercial mix.

Sidewalks occupy only 0.4 hectares or 0.5% of the study area.

Development pattern The development pattern in the vicinity of Main Street still very much reflects the early settlement configuration of an era when homesteaders built close to the shore, and created slide roads back up into the woods. Homes were built by negotiating the natural landscape and topography resulting in different sized lots with varying setbacks and architectural styles. This traditional, organic settlement pattern is still evident in many of the small single-detached homes that front onto Main Street, particularly to the south of the road where residential development is more prevalent. In contrast, newer subdivisions that have emerged in the area follow typical post-war suburban style of development, where lots are subdivided into equal-size lots, with similar setbacks and architectural styles. Businesses on the south side of Main Street have development patterns similar to the surrounding residences. In fact, many of these businesses are tenants in former residential or auxiliary buildings. In contrast, the northern side of Main Street is

BUILDING COVERAGE CBCL LIMITED

EXISTING BUILDING USES The Main Street area is predominantly commercial and residential. In fact, only 8% of ground floor area for buildings within in study area are not commercial or residential. Only 872 m2 (1.7%) of Main Street ground floor area is industrial and 4573 m2 (6.4%) is institutional.

INSTITUTIONAL 6.4% RESIDENTIAL 45.4% INDUSTRIAL 1.7%

Residential ground floor area accounts for 26,323 m2 (45.4%) of floor area. Most residential units are single-detached homes tucked between Main Street and the Tâ&#x20AC;&#x2122;Railway corridor. Most recent residential development has occurred on newly constructed roads connecting into Main Street from the south. As a result, the majority of residential buildings fronting onto Main Street are older structures. While some of these buildings have been maintained by their owners, others have fallen into a state of unsightly disrepair. Commercial buildings account for 31,504 m2 (45.1%) of ground floor area, which are centralized in the Villa Nova Plaza area. There is also a strip development anchored by a Sobeys in the west corner of the study area. Commercial development in Conception Bay South includes a mix of retail outlets, fast-food and sit-down restaurants, grocery stores, gas stations, office space, and banking services. COMMERCIAL 45.1%

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BUILDING USES MIXED USE 1.4%

ANALYSIS

town of

CONCEPTION BAY SOUTH Municipal Plan 2011-2021

093114.00

Municipal Plan

July 20, 2012

ZONING Commercial Main Street Residential Mixed Residential Medium Density Open Space Recreation Open Space Conservation Public

ZONING & LAND USE PLANNING The Main Street study area is primarily zoned Commercial Main Street. Other zones include Open Space Conservation along Manuels River, Conway Brook and the T’Railway, Open Space Recreation surrounding the Recreation Complex on Stoney Hill Road, Public at St. George’s Elementary School site and Residential Medium Density in the residential area located between Main Street and the T’Railway. The Commercial Main Street Zone permits a variety of uses that will allow for the growth and development of business activity in the Town. These include restaurants, shops, offices, as well as med-

ical, professional and personal services such as clinics, law offices and hair salons - among others. A farmers market is permitted if it is located indoors but an outdoor market would be at the discretion of Council. Single dwellings are limited to existing buildings. Apartment buildings and mixed-used developments are permitted to encourage higher densities and a better mix of uses. As a result, amendments to the Commercial Main Street zone may be required to accommodate new design standards. In the current Development Regulations, the only standards set are building setback requirements.

LITERATURE REVIEW 2011 MUNICIPAL PLAN The Municipal Plan set recommendations for a Main Street Redevelopment Plan. It was recognized that improvements to the Town’s Main Street were needed and the Main Street Plan should concentrate on methods to calm traffic flow, improve vehicle access, parking and pedestrian circulation. The Main Street Improvement Plan would also include measures for improving the appearance of the Main Street, through landscaping, signage and the development of public amenity spaces. The Development Regulations established a Commercial Main Street zone along the study area which permits a number of uses to encourage a diverse commercial strip

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INFRASTRUCTURE Stormwater drainage is currently an issue in some areas along Main Street. During rainfall events, stormwater quickly accumulates in low-lying areas, particularly around Jungle Jimâ&#x20AC;&#x2122;s. During winter, large puddles form along the curb next to the sidewalk, which pose a safety hazard as passing cars splash water from the road into the path of pedestrians (see bottom left photo). Above ground infrastructure, such as utility poles, overhead street lamps, or fire hydrants, can cause significant visual clutter if not managed properly. Overloaded utility poles along Main Street particularly contribute to a cluttered and unsightly appearance when combined with adjacent pylon and portable signs and the lack of trees and landscaping.

CBS MAIN STREET IMPROVEMENT PLAN

Street lighting along Main Street consists of tall, powerful streetlamps fastened to utility poles. While this is the cheapest way to provide on-street lighting, it also creates an environment that feels unwelcoming for pedestrians. Alternatively, pedestrian-oriented lamp posts that are shorter and provide a full spectrum light at lower wattages provide a warmer and fuller light which is safer and more aesthetically pleasing for all users. The road surface is generally in good condition, however, upgrades will need to occur if the Town decides to take over the road from the province. Paint markings along Main Street have worn off the surface to the point of being nearly invisible, particularly at night or during rain or snowfall events.

The north side of the highway includes a 1.5m wide, concrete slab sidewalk. Although this is the minimum acceptable standard for sidewalks, wider right-of-ways should allow two pedestrians to walk abreast comfortably.The concrete surfaces are generally in acceptable condition, however, curbs show signs of degradation due to passing snow plows. Snow clearance is an issue on sidewalks, particularly where utility poles or traffic signs are located in the middle of the sidewalk (see photo below). A small portion of sidewalk near the Monument of Honour features a stamped, red-coloured concrete texture, which is a better walking surface (the snows melts faster and the grip is better).

ANALYSIS

ADVERTISEMENT SIGNS Advertisement signs are signs that are privately owned or rented and advertise local business ventures or other business related messages. They consist of permanent pylon signs, ground signs, or portable signs. Although it is very important to provide opportunities for businesses to promote themselves, it is equally as important for the Town to establish clear and sensible regulations regarding the placement of such signs. Enforcement of these rules is also important. A lack of rules and enforcement can lead to several problems. A cluttered and random assortment of signs can lead to a phenomenon known as “sign clutter”. Studies have shown that an overabundance of signs with different messages posted at

various heights and locations can inadvertently overstimulate users and cause them to ignore signs altogether. Sign clutter also results in general unsightliness and disrupts views of the surrounding landscape. The overabundance of signs is only an issue in certain areas along Main Street, particularly where businesses are concentrated in and around Villa Nova Plaza. If the Town intends to increase commercial and residential density in this area, it will need to develop fair rules for signs that strike a balance between promoting business and maintaining a clean and attractive streetscape. In areas where density is lower, sign clutter is not as much of an issue.

LITERATURE REVIEW SIGN REGULATIONS The Conception Bay Highway is a provincial highway and therefore all signs erected along the road must be approved in accordance with the Highway Signs Regulations and the Conception Bay South Development Regulations. The Department of Transportation and Works are mostly concerned with directional and off-site promotional signs, and leaves on-site signs to be regulated by the municipality. Section 8.9 of the Town’s Development Regulations prohibits off-site promotional and directional signs and so majority of, if not all, sign approvals along Route 60 would not be required to have approval by the Department. Within the Commercial Main Street Zone (C-1), permitted signs include portable signs, canopy signs, changeable message signs, facial and projecting wall signs, and ground signs. Anyone wishing to display a sign must first obtain a permit from the Town, unless it is a sign exempt from control as stated in Regulation 8.6. The permit for a portable sign is only valid for a period of 90 days, but may be renewed at the discretion of Council up to a maximum time period of 6 months per year in total.

Signs along Main Street occupy a large amount of “visual real estate”, as seen in the illustration above. CBCL LIMITED

RECREATION Two significant recreational facilities “bookend” Main Street study area. The Manuels River area, toward the eastern end of the study area, offers a beautiful trail system, outdoor swimming opportunities in the summer and a new Interpretation Centre is under construction that will provide educational opportunities about the geologic significance of the area. On the western end of the study area is the Recreation Complex which includes tennis courts, a baseball diamond, a swimming pool, squash courts, and a fitness program. This area is also the potential future site of the new Town Hall.

Connecting these two important recreational destinations is the T’Railway trail system. There are recommendations for significant upgrades to this trail link (see T’Railway Development Plan review to right) that will encourage more pedestrian and cyclist activity between these facilities. Furthermore, an improved T’Railway will also open the opportunity to create a convenient “loop” by providing a safe route for pedestrians and cyclists alongside Main Street. This loop would connect the Manuel’s River Interpretation Centre and the Recreation Complex with amenities along Main Street, such as St. George’s El-

ementary School, scenic areas along Long Pond and the Inner Harbour, and all of the businesses along Main Street. Such a loop could quickly become an attractive recreational destination for locals and visitors due to the convenience of being able to park in one location, and walk along a trail that offers several scenic stopping points, including restaurants and shops. Additional trail “short-cuts” between the T’Railway and Main Street will also allow potential trail users to customize the length and time of walks along the trail system.

TRAIL “LOOP” T’Railway Connection

Bookend Destinations

Main Street Connection Potential “Short-Cuts”

Main Street Destinations

MANUEL’S RIVER TRAIL LONG POND ST. GEORGE’S ELEMENTARY SCHOOL

MAIN

T STREE

MANUEL’S RIVER INTERPRETIVE CENTRE

T’RA

INNER HARBOUR CBS RECREATION COMPLEX

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Y ILWA

T’RAILWAY

ANALYSIS

TRANSPORTATION As the Town has grown, so too have concerns over traffic congestion and speed, the number of accesses and intersections, and the safety of vehicles and pedestrians. The Main Street Improvement Plan will need to strike a strategic balance between the needs of traffic and commuters from outside the study area, and those within the study area such as pedestrians, shoppers, employees, business owners, cyclists, and residents. The longer-distance, regional traffic requires safe and efficient mobility through the area, while local users need Main Street to provide multi-mode facilities and safe, well-designed access to residential and commercial driveways. Even the current heavier traffic volumes on Route 60 do not mean that Main Street has to sacrifice the qualities that attract people to Conception Bay South’s downtown area. This section analyzes the circulation patterns and transportation characteristics of Main Street.

The traffic composition along Route 60 in the Town is diverse, including local, commuter, and bypass traffic. Given that nearly two-thirds of the Town’s working population works outside of Conception Bay South, Route 60 serves as an important piece of road infra-

structure funneling regional traffic and commuters in and out of the Town via the Conception Bay Bypass Highway (Route 2). However, it is also called upon to handle local traffic needs and to provide access to the many properties along Main Street.

REGIONAL CIRCULATION Route 60 is a 21km section of roadway that serves as the main thoroughfare for Conception Bay South. The road has numerous driveway cuts, intersections, cross-sections, and speed limits along its length. The ‘Main Street’ section of Route 60 has four travel lanes and a greater density of commercial/retail properties than the remainder of the Route.

REGIONAL CIRCULATION

BASE SOURCE: Google Maps

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LOCAL CIRCULATION In the 3 km stretch included in the study area, there are 29 street intersections, 120 accesses including driveways and parking lot entries, and a total of 3.2 km of sidewalk. One of the greatest issues facing Main Street is lack of connectivity. Connectivity refers to the density of connections in road networks, and the directness of links. A well-connected network has many short links, numerous intersections, and minimal cul-de-sacs or deadends. As connectivity increases, travel distances decrease and route options increase, allowing more direct travel between destinations, and creating a more accessible and flexible system. Connectivity can apply both internally (streets within that area) and externally (connections with arterials and other neighborhoods. The map to the right illustrates poor connectivity along Main Street within the street network. Between Kitty Adeâ&#x20AC;&#x2122;s Turn and Manuelâ&#x20AC;&#x2122;s River, there are countless long and dead-ended local streets that feed into the Main Street collector. All of the roads outlined in red depend solely on Main Street to move residents in and out of the area. Connectivity can be modestly improved by joining local roads to create more loops (as opposed to dead-end streets), or hypothetically by the costly endeavour of adding another road connection to the Bypass Road somewhere between these two intersections. Peak hour traffic movement in and out of Conception Bay South is predominantly commuter 22

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based, with most of these commuters funneling toward Route 2. This pattern highlights the importance of having adequate connections between Route 2 and Route 60. Minerals Road and Manuels Road provide direct links between the study area section of Route 60

CONNECTIVITY Roads that feed into Main Street

ANALYSIS

and Route 2; however, the extent to which they facilitate this north-south movement varies. Minerals Road is not particularly well suited to serve as collector and handle high traffic volumes, but both roads are capable of accommodating existing volumes. As development increases, the operational efficiency of these roads may begin to diminish.

Street cross section The width of the Main Street right-of-way in the study area ranges form 19 to 20.5 meters. The roadway is the paved portion of the right-of-way primarily used by cars. It consists of four travel lanes, each 3.5 meters wide. Designated right or left turning lanes do not exist, with the result that the two center lanes essentially act as left turning lanes often blocked by cars awaiting their turn.

Speed Limits True to its actual name, Conception Bay Highway, Main Street looks just like that, a highway. There is little or no reason for drivers to slow down. The posted 50 km/h speed limit is often exceeded by drivers because the design speed, the maximum safe speed that can be driven in free-flowing traffic and good weather is higher than the posted speed limit. Currently the street gives few to no visual clues that drivers should slow down.

The sidewalk area is a 1.5 meter wide portion of the right-of-way dedicated to pedestrians on the north side of Main Street. On the south side of the roadway, about 4 to 5 meter of “unused” space remains within the right-of-way. Partially sodded, treed or paved depending on location, this publicly owned land is an important asset for the purpose of re-envisioning the street cross section.

The building ares outside the public right-of-way is critical to how Main Street works. The appearance and function of this area is determined by building design and land use. Everything seen and experienced from the Main Street sidewalk building fronts, signs, and lighting is currently not designed for human interaction at a pedestrian’s perspective. Building setbacks along Main Street are significant and the height to width ratio between opposing buildings creates a scale uncomfortable for pedestrians.

Storefront to Storefront Driving Parking lots surrounding buildings and car-oriented uses like gas stations or drive-ins distort the human scale of Main Street. Even in areas with a high concentration of businesses, unsafe walking conditions have nurtured a culture of driving rather than walking short distances between stores. CBCL LIMITED

CURRENT MAIN STREET CROSS-SECTION (AT McDONALD’S) 24

CBS MAIN STREET IMPROVEMENT PLAN

ANALYSIS

PEDESTRIAN COMFORT & SAFETY Conception Bay South’s Main Street area is primarily an auto-dominated landscape. The current strip-like layout, with relatively long distances between businesses make cars almost indispensable. As a result, Main Street is clearly not a pedestrian-friendly place. Even though no data pertaining to pedestrian-vehicle collisions was available for this study, the perception of pedestrian safety is as important as actual data. Despite recent efforts to provide pedestrian facilities in the downtown, people trying to walk find themselves having to navigate a number of hindrances. In the late 1990s, the Town installed a new concrete sidewalk on the north side of Route 60 throughout the study area. However, sidewalks in the downtown are generally narrow and the delineation of sidewalks across many driveways is

unclear. At some locations, poles are placed within the sidewalk creating awkward situations for pedestrians. Some of the key issues affecting pedestrian comfort and safety along Main Street are:

• •

Safety: • Challenging to walk to stores; • Large parking lots without designated walking areas; • Succession of parking lots used by cars as service road; • Too few designated road crossings with long distances between them; • Deteriorating pavement marking of crosswalks; • Inconsistent marking styles for pedestrian crossings; • Long crossing distance due to road width; • Four lane roadway encourages high speed;

•

• •

Drivers don’t slow down for pedestrians; Very narrow sidewalk only along northern side of main street; No sidewalk buffers separating pedestrians from high-speed traffic; Sidewalks are not wheelchair accessible due to obstructions; Many driveways crossing sidewalk; sand Excessively wide driveway curb cuts.

Comfort: • Substantial noise; • Unsightly appearance; • Water splashing; • No places for chance encounters; • No places for children and the elderly; • Lack of pedestrian street furniture; and • Feeling of alienation for sidewalk users.

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Road Ownership

Transit

Redeveloping the area hinges on negotiating a way forward with the Department of Transportation and Works who own the highway right of way and control, through the Highway Traffic Act, all accesses to the street, as well as signage under the Provincial Highway Sign Regulations. For a number of years, the province has been pushing the Town to take over jurisdiction and ownership of the road but the Town has resisted due to financial considerations. In 2007, a traffic study of Route 60 was completed by BAE-Newplan Group Limited. The purpose of the study was to examine existing highway conditions, establish future demands within Conception Bay South, and identify necessary improvements for the roadway in preparation for a potential ownership transfer from the province.

There is currently no transit service in Conception Bay South. The closest transit bus stop is located ten minutes away by car in Mount Pearl. A review of regional transit opportunities was conducted in 2011 (see literature review to the right), which recommended a regional transit service to extend to Conception Bay South.

Recommendations for the study area include: • Repairs and re-grading of storm drainage manholes and catch basins; • Traffic signal upgrades; • Intersection capacity upgrades; • Parking area modifications to provide separation between Route 60 and adjacent parking; • Width reduction and consolidations of driveway locations; • Sidewalk widening at select locations; • Pavement resurfacing; • Installation of sidewalk on south side of Route 60; and • Installation of left turn auxiliary lanes.

CBS MAIN STREET IMPROVEMENT PLAN

LITERATURE REVIEW METROBUS TRANSIT STUDY (2011) Metrobus undertook a Market Assessment and Strategic Directions Study for the St. John’s transit system. The need for this study was precipitated by a decline in reported transit use since major service changes in 2007. The report reviewed the need for regional transit services in Paradise and Conception Bay South and recommended that transit services be provided in these areas. Read the Metrobus Transit Study here: www.stjohns.ca/publications/metrobus-transit-study

ANALYSIS

Wayfinding A well designed and organized wayfinding strategy help visitors and residents navigate through a space easily and intuitively. On the other hand, a poorly organized wayfinding system may confuse, over stimulate or frustrate users. Wayfinding signs must provide the necessary information to direct drivers into an area. Wayfinding signs should be located at key decision points such as entry and exit areas, intersections and destinations. There are four key decision points on the “feeder” streets that funnel traffic through Main Street. Signs have been erected in these locations, however, none of them include references to “Main Street”. Most signs have labeled the area as “Manuels” or “Long Pond” and there is one sign along Manuel’s Arterial Road that indicates that “CBS Downtown” is approaching. Consistent references at these decision points will contribute to identifying Main Street as a distinct place on the map, and will also improve navigation for visitors not familiar with the area.

KEY WAYFINDING DECISION POINTS Target = Main Street

Feeder Streets

Existing Wayfinding Signs

BASE SOURCE & PHOTOS: Google Maps

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ECONOMICS & BUSINESS Regional Role Conception Bay South plays an important role in the regional economy. First identified in the 1973 St. John’s Urban Region Regional Plan as a sub-regional centre, the Town has grown in prominence in the decades since to the region’s largest Town. Initially, the Town has developed as a suburban bedroom community with a high percentage of daily commuters to employment centres in St. John’s, Mount Pearl and Paradise. More recently, it has begun to pursue commercial and industrial development within its boundaries to increase local employment and the availability of local goods and services required by the growing population. 28

CBS MAIN STREET IMPROVEMENT PLAN

At the same time, investment has also been made in improving the amenity and attraction of the Town as a place to live by developing and improving recreation and sports facilities, trailways and public open spaces. Some of these facilities also serve regional needs.

ECONOMIC DEVELOPMENT INITIATIVES In a recent Investment Attraction Strategy for Conception Bay South, the Town is portrayed as “well located to capitalize on surging capital investments and a wave of residential construction, having already received $25 million dollars in commercial

investment since the turn of the millennium.” Nevertheless, the Town is being described as being at a critical juncture as it grapples with defining its highest priority development opportunities. One of the key initiatives and development opportunities identified by the Study are improvements to Main Street. Some major competitive disadvantages affecting investment attraction and marketing efforts relate to the current state of the downtown area. These include: • The Town has little control over the development of Route 60 as it is currently owned by

ANALYSIS

•

the Province; Conception Bay South’s linear geography makes it difficult to develop active transportation (walking and biking) infrastructure; and Safety concerns along major roads.

The Investment Attraction Strategy further lists three functions that Main Street can contribute to Conception Bay South’s economic wellbeing. These are: • First, a Main Street with boutiques, restaurants and public spaces can be a tourism asset. Planned and promoted as such, the area’s shoreline and welcoming residents can be destination for tourists looking to experience the region’s culture and for Newfoundlanders looking to enjoy a day in a unique location; • Secondly, Main Street can serve as the Town’s professional services district attracting small and medium size businesses that desire a public facing location along a high volume traffic route; and • Finally, the Main Street enhances the livability and attractiveness of the town to new residents. In a knowledge economy the ability to attract talented people is a necessary but not a sufficient condition to achieve future economic prosperity. The attraction of talent must also go hand-in-hand with attracting new business or entrepreneurial ventures that create local employment opportunities.

Business Environment Conception Bay South is home to a wide array of retail stores and personal services. However, given the town’s recent population growth, the depth and breadth of these services is widely inadequate. Residential development has outpaced the rate of local commercial development over the last decade and residential growth is forecasted to remain strong. • Between 2006 and 2011, the town’s population grew by 13.1% while the vast majority of local retail business categories showed little, if any, growth • Looking forward to 2016, Conception Bay South’s population is expected to grow by 16.5%. In this context, should the town wish to move away from its current status as a ‘bedroom’ community to a more well-rounded environment where families live, work, shop and play, it must take proactive steps to ensure that the majority of its population’s retail needs are met locally.

LITERATURE REVIEW TOURISM, MARKETING & INFRASTRUCTURE DEVELOPMENT PLAN (2002) Recognizing that Conception Bay South has a variety of tourist-orientated infrastructure that are already built, under construction or in the planning process, the Town sought to establish a coordinated, market-driven approach to development. The plan recommends a signage and wayfinding plan, linked recreational network, streetscaping in the commercial core, and reducing the number of lanes along Route 60 from four lanes to three. This study first identified the shoreline area between Jungle Jim’s and Villa Nova Plaza as a potential public recreation space.

With this goal in mind, a quantitative and qualitative “gap” analysis of the town’s existing retail and commercial businesses was conducted. This analysis revealed a number of gaps by comparing the actual number of local businesses, within specific categories, to the number that should be in the community as indicated by the provincial average of number of people required to sustain such a business. CBCL LIMITED

CBS BUSINESS CATEGORIES BY GROWTH AND REPRESENTATION Source: Adapted and created by Millier Dickinson Blais inc. as derived from: December 2012 Statistics Canada Newfoundland and Labrador Business Patterns; Conception Bay South Business Directory 2013; Info Canada Custom Database, 2013; Statistics Canada. 2011. Retail trade, sales by the North American Industry Classification System (NAICS), monthly (dollars); Statistics Canada. 2011. Personal Services and Repair and Maintenance by the North American Industry Classification System (NAICS), annual (dollars).

CBS MAIN STREET IMPROVEMENT PLAN

ANALYSIS

The figure on the previous page shows the results of the quantitative analysis. • Business categories on the far left of the figure are the most underrepresented in Conception Bay South. These include food and beverage stores and food service and drinking places. • Moving right along the horizontal axis, the next group of businesses is also considerably underrepresented (e.g. health and personal care stores, accommodation services, clothing and clothing accessories stores). • The vertical axis represents the rate of industry growth for each business category. For example, between 2006 and 2011, sporting goods, hobby, book and music stores experienced significant sector growth while, over the same period, the dry cleaning and laundry services sector has seen a notable decline. • Accordingly, those business categories that fall into the top left quadrant of Figure 1represent potential investment targets as these business categories are not only underrepresented, but in recent years have shown growth across the province. Moving beyond the statistics, the results of the gap analysis should be considered in light of the local population’s specific characteristics and spending behaviour. Qualitative evidence suggests that a portion of these gaps in retail services persist because of the town’s large commuter population, which is serviced by businesses closer to their place of work. In addition, the town’s subur-

ban landscape and low population densities limit the general walkablity of the community, thereby reducing the viability of smaller boutique style stores; this reality, simultaneously increases the attractiveness of big box retails and large format operations. One need that came was clearly heard during in-community consultations is the need for places that members of the community can come together. In the context of the gap analysis, this expresses itself in terms of wanting more restaurants, coffee shops, wine bars, book stores, bakeries, etc. The desire for ‘higher end’ options was emphasized. This is consistent with the gap analysis which shows a distinct lack of “food services and drinking places”. Professional Services While the focus of Main Street will be towards increasing the quality and diversity of local retail and commercial services, professional services firms should not be overlooked. Instead, Main Street can serve as the Town’s professional services district by attracting small and medium size businesses that desire a public facing location along a high volume traffic route. Offices of dentists, lawyers and accountants, for example, are ideal candidates for Main Street office space. It is also worth noting that other professional service businesses with few locational requirements such as architects, graphic designers, engineers and professional consultants are attracted to active ar-

eas with a vibrant quality of place. Creating an environment where professional services such as engineers, architects and software developers (who do not depend on Conception Bay South’s residents or businesses for their revenue) is critical to establishing a sustainable economy. These types of “export-oriented” businesses attract new money into the community and are the basis for redistributing income to retailers and other service providers. While these businesses do not rely on the town for revenue, it will rely on Conception Bay South for its talented employees. In today’s knowledge-based economy it has been well established that the ability to attract talented people is a necessary but not a sufficient condition to achieve future economic prosperity. The town’s burgeoning population speaks to its capacity to successfully attract residents. Now that attraction should go hand-in-hand with attracting new business or entrepreneurial ventures that create local employment opportunities. Beyond retail and commercial services—a thriving Main Street can serve as a magnet to attract talent and new local businesses.

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Fiscal impacts of land uses To assist in understanding the fiscal benefits to the Town of land uses that may locate within the Main Street Improvement Plan Area, the average assessment for Non-Residential and Residential land uses was calculated by determining the average for each land use category. These are Town wide averages that are intended to show the relative differences between land uses. The assessment for a specific property may vary considerably from these averages. If the Town wants to consider the assessed value of a specific proposed development, the values in the figure should not be used.

Relative Values of Non-Residential Land Uses The table below shows the Town wide average assessment for each non-residential land use category. It should be noted that the assessment value is an average for the land and the improvements on the site.

Uses such as Major Food Stores generate the highest assessment at an average of $4,591,000 per property because they are located on much larger sites than other uses. The Major Food Stores consume large amounts of land and they are not the most pedestrian friendly environments to have located on Main Street. A trend in newer retail centres is to locate the large format stores furthest from the sidewalk and locate more pedesRELATIVE VALUES OF NON-RESIDENTIAL LAND trian friendly uses such as clothing stores, specialty stores, banks and restaurants close to the sidewalks. The Nursing Homes have an average assessment of $2,343,000 per property and generate the second highest assessment. They can be located either inside or outside the Main Street Improvement Plan Area. Nursing Homes maybe located in retail areas providing the occupants with opportunities to walk and interact with the general public. New format Drug Stores produce the third highest assessment of $1,693,000 per property offering a

CBS MAIN STREET IMPROVEMENT PLAN

wide range of retail items to the general public. Drug Stores also attract uses that compliment them such as doctorsâ&#x20AC;&#x2122; offices, dentistsâ&#x20AC;&#x2122; offices and health clinics. Although these complimentary uses might be smaller, they generate high assessments for their size. Drug Stores will make a valuable contribution within the Main Street Improvement Plan Area. Gas Stations on average produce $1,401,000 of assessment per property. This may vary considerably between facilities depending on the size of the station and the product offering. Gas Stations will generally produce high assessments in comparison to their size. Although Gas Stations are high revenue generators they are not pedestrian friendly and should be discouraged from locating within the Main Street Improvement Plan Area. Hardware Stores provide a range of cash and carry retail items that serve the general public. They are relatively compact in size and produce an average assessment of $884,000 and should be encouraged in the Main Street Improvement Plan Area. Fast Food Restaurants generate on average $881,000 in assessment per property which is high value for this relatively small size use. These uses attract a lot of automobile traffic that may interfere with pedestrian friendly retail areas. Design of retail areas that provide an alternative to individual street access would be a better solution for the Main Street Improvement Plan Area.

ANALYSIS

Banks, Discount Retail Stores, and Full Service Clinics produce average assessment values of between $623,000 and $523,000 per property. All of these uses are compatible with the Main Street Improvement Plan Area. Lumber Yards, Auto Parts, Auto Sales and Repair produce among the lowest commercial assets in between $485,000 and $325,000 per property. These uses are not compatible with the pedestrian oriented Main Street Improvement Plan Area, and should be prohibited in this area Guest Houses, Daycare and small clinics like Dental Clinics are among the lowest generators of assessment per property in between $348,000 and $213,000. These uses are all compatible with the Main Street Improvement Plan Area.

Relative Values of Residential Land Uses The table below shows the average assessment for each residential land use category. It should be noted that the assessment values are an average for the use on its own parcel of land. The values in this table are Town wide averages and within each category there are ranges. For example Residential Condo can range between $142,000 and $426,000 per unit. The assessed values are influenced by several factors such as the square footage of the unit, type of construction and location. The Residential Condos with assessed values of $142,000 are located on local streets, away from amenities and they are not located near any significant natural features. The Condo units that are assessed at $426,000 per unit are newer units located adjacent to public open spaces with ocean views.

RELATIVE VALUES OF RESIDENTIAL LAND

Implementation of the improvements for Main Street will significantly change and improve the character of this area. By adding a greater variety of retail uses such as: boutiques, coffee shops, specialty stores and offices, it will be more attractive for people to live along Main Street. Residential condominiums are prime candidates for development within or immediately adjacent to the Main Street Improvement Plan Area. The assessed value of the residential condominium units in the Main Street Improvement Plan Area would likely be near the higher end of the range for condominiums. Another possibility for higher revenues is to permit development of condominiums north of the Main Street Improvement Plan Area on the west and east side of Bishops Road. This area would provide the condominium owners with ocean views and they would be within walking distance of retail and other facilities on Main Street.

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EXISTING SIGNIFICANT DEVELOPMENTS A number of developments have or are taking place that, together with an initiative to define and improve the appearance and amenity of the Main Street, have the potential to significantly advance the Town’s position as a progressive and vibrant community. Public sector developments include: • Construction of an Interpretation Centre by the Manuels River Natural Heritage Society at the intersection of the Manuels River and the Main Street; • Placement of the Monument of Honour at the intersection at Kitty Ade’s Turn; • Implementation of the Plan for the T’Railway Park as a pedestrian trail; and • Plans to relocate the Town Hall and Depot, which will provide a redevelopment opportunity for this site. There is also a growing demand for multi-unit residential, as well as mixed commercial/residential developments. A number of older developed commercial sites have attracted recent private investment, while others provide palpable opportunities for private sector development.

RECENT DEVELOPMENT KEY EXISTING DEVELOPMENTS SIGNIFICANT PLANNED DEVELOPMENTS OTHER POTENTIAL DEVELOPMENTS 34

CBS MAIN STREET IMPROVEMENT PLAN

ANALYSIS

SOBEYS GROCERY STORE

CBS RECREATION CENTRE

ST. GEORGE’S ELEMENTARY

DOMINION SUPERSTORE

VILLA NOVA PLAZA

TOWN HALL / TOWN DEPOT

RESIDENTIAL AREA

HIGH SCHOOL

NEW TOWN HALL

COFFEE CREEK RESIDENTIAL DEVELOPMENT

INTERPRETATION CENTRE

SOURCE Google Maps, Bing Maps and the Town of CBS

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PEOPLE OF MAIN STREET POPULATION Unlike many communities in Newfoundland and Labrador, the population of Conception Bay South has been steadily increasing over the past twenty-five years. In 2011, the Town reached a population of 24,848, making it the largest Town and the second largest municipality in Newfoundland and Labrador. The Town’s growth is expected to continue, reaching a population 28,946 by POPULATION GROWTH AND PROJECTION

2016 . Although the population has been growing, the Town has an increasing proportion of older residents. The median age of the population has increased from 36 in 2001 to 39.6 in 2011. This trend is not unique to Conception Bay South and is occurring both provincially and nationally. Although the population is aging, the Town is retaining its younger population. Between 2006

and 2011, the percentage of residents under the age of 30 remained fairly consistent, comprising of 36.7% of the population in 2006 and 35.4% in 2011. This is likely due to the Town’s proximity to St. John’s, as well as local employment opportunities and the number of elementary, junior high and high schools located within the community, as well as public and private post-secondary institutions.

POPULATION BY AGE AND GENDER, 2006

POPULATION BY AGE AND GENDER, 2011

2006 36

CBS MAIN STREET IMPROVEMENT PLAN

ANALYSIS

EMPLOYMENT

Commuting

According to FP Markers, Canadian Demographics 2011, the greatest percentage of Conception Bay South residents have sales and service occupations, followed by business and administration and trades or equipment operators. The same trend in occupations can be found within the St. John’s Census Metropolitan Region. These occupations have been the top three for residents over the past ten years and are expected to continue as Conception Bay South transitions from a rural suburb to a more urban center.

According to the 2006 Census, only approximately 24% of the workforce population of Conception Bay South work within the Town, while 64% travel to a nearby community. Of the population traveling to work, either within or outside of the Town, 96% travel by car, truck or van, with only 2.9% walking or cycling to work.

EMPLOYMENT BY INDUSTRY

Currently, there are no public transit systems in Conception Bay South. In 2011, Metrobus conducted a Market Assessment and Strategic Directions Study which recognized that the regional population growth is mainly occurring in the un-serviced suburban areas of Paradise and Conception Bay South. In addition, both towns also have the greatest potential for residential develop-

ment on undeveloped lands. Given the potential for population growth and the large numbers of commuters to St. John’s, a major recommendation from this study advised Metrobus to request the Province to facilitate and assist municipalities in achieving regional cooperation in the provision of public transit services. This should include at a minimum transit services linking St. John’s, Mount Pearl, Paradise, Conception Bay South and Torbay. If regional transit is introduced, park and ride facilities can also be explored along the highway corridors near Conception Bay South. Semi-express services would be ideal to operate from this area to downtown St. John’s and other major destinations (i.e. Memorial University /CNA/ Confederation Building/Eastern Health Centre). 0.2%

Male Female

3% 1%

12% 24% WORKPLACE LOCATION OUTSIDE TOWN WITHIN TOWN OTHER

64%

MODE OF TRANSPORTATION AUTOMOBILE TRANSIT WALK/BIKE OTHER

95% CBCL LIMITED

HEALTH The graph to the right reveals modifiable health indicators comparing Conception Bay South to the rest of the province and country. Obesity rates account for the proportion of the population with a body mass index (BMI) over 30. Overweight and obesity rates account for those with a body mass index (BMI) over 25. Physical activity rates account for the proportion of the population that exercise during the week. Conception Bay South has some of the poorest health indicators in the country. Almost three-quarters of the population are overweight or obese (20.4% higher than the national rate). 41.8% of the population is obese and have high to extremely high health risks. These are major health concerns and clearly demonstrate the need to inform, motivate and support individuals to be active in ways that are safe, accessible and enjoyable. Transport policies and systems that prioritize walking and cycling are practical and sustainable ways to increase physical activity on a daily basis. By incorporating active transportation into urban design and infrastructure plans, communities can provide equitable and safe access to recreational opportunities for residents of all ages.

CONCEPTION BAY SOUTH Obesity Rate

41.8 13.6 % 23.7 %

Above Provincial Rate Above National Rate

Overweight & Obesity Rate

Physical activity Rate *

72.5

49.3

7.8 % 20.4 %

Above Provincial Rate Above National Rate

0.6 % 4.5 %

below Provincial Rate below National Rate

Newfoundland & Labrador Obesity Rate

28.2 10.1 %

Above National Rate

Overweight & Obesity Rate

Physical activity Rate

64.7

49.9

12.6 %

3.9 %

Above National Rate

below National Rate

Canada Obesity Rate

18.1

Overweight & Obesity Rate

Physical activity Rate

52.1

53.8

More information on community health: www.buildinghealthycommunities.ca 38

CBS MAIN STREET IMPROVEMENT PLAN

SOURCES: Community Accounts Unit based on information from the Canadian Community Health Survey (CCHS), Statistics Canada. Eastern Heathâ&#x20AC;&#x2122;s Regional Health Promotion Plan 2012-17: Working in Health Promoting Ways

Proportion is of the entire Eastern Health Authority

ANALYSIS

CONSULTATION What we heard From the outset of the project the Town Council recognized the importance of engaging residents and the business community in discussions about the future of the Main Street area. They have also recognized that creating a vibrant downtown area takes a community effort based on a common vision. The consultation process involved a variety of engagement methods designed to: • Engage the community in discussions of about Main Streets, and the creation of an identifiable “downtown”; • Identify important issues and potential solutions;

• • • •

Keep the community involved during the project; Work with the community to develop concepts that reflect a shared vision; Inspire the community to drive the vision forward; and Build capacity within the community to effectively implement the plan.

Input received through the consultation process indicated a keen interest in creating a vibrant, attractive, safe Main Street area that provides a mix of products and services as well as opportunities for social interaction. By far the greatest concerns expressed related to traffic and pedestrian safety related to:

• • •

• •

A lack of turning lanes to access commercial premises along the highway; The speed of traffic, considered by many to be high; The number of commercial accesses and residential side streets intersecting the Main Street; A lack of controlled pedestrian crossings; and No place for cyclists to use the street.

There is an interest in improving both the visual appearance of the Main Street area, through better landscaping, organization and design of accesses, public space amenities, as well as encouraging a greater mix of businesses that would provide opportunities for citizens to access products and ser-

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vices not currently available in the Town. Walkability of the area, linked to other public space amenities such as the Tâ&#x20AC;&#x2122;Railway were seen by many to be important factors in creating a focus for the Town. At the same time, there is a desire to ensure that the roadway continues to function in a manner that moves traffic efficiently and safely through the Main Street area, with good access to commercial premises and side streets. Reliance on vehicles to move around within the community, as well as commuting to other areas for work, shopping, school, recreation and services are important considerations for residents of Conception Bay South. It was generally considered that the area around Villa Nova Plaza which has the highest concentration of business and services provides a focal point for a developing downtown. Redevelopment of the current Town Hall site was also recognized to present opportunities for future public, commercial, residential or mixed use that would complement efforts to create a downtown atmosphere. For a compilation of comments received by the public, see Appendix XX.

HOW we heard it Public Walking Tour The walking tour was held on Monday, February 25th and was attended by four participants. The walk began at TD Bank and concluded at Town Hall. While the group was small, there was excellent discussion about safety concerns of walking along the road, issues with access points and parking lots, as well as what residents would like to see in the area in the future.

CBS MAIN STREET IMPROVEMENT PLAN

ANALYSIS

Public Design Charrette On Tuesday, February 26th a Public Design Charrette was held at St. Georgeâ&#x20AC;&#x2122;s Elementary to introduce the project to the community, business and landowners, present background information and engage the participants in an interactive workshop. The Charrette was attended by approximately 40 people and commenced with a poster exhibition where attendees could write comments and provide feedback on the posters. This was followed by a short presentation, group work and discussion and concluded with a video presentation. A general theme from the evening was that the Plan should find ways to attract people to the area and make Main Street a destination. Public Drop-In Sessions and Stakeholder Meetings The consulting team was available to meet with residents during lunchtime drop-in sessions on February 27th and 28th. This provided additional opportunities for residents to speak with the team and voice their concerns or ideas. The consulting team also met with a number of business and property owners in the Main Street area to discuss future plans of their properties and to ensure that the Main Street Improvement Plan is designed collaboratively with the input from local stakeholders. Social Media At the outset of the project a Main Street CBS website, Twitter account and Facebook page was created as a means to consult a broader audience. Within a week of being online, traffic on the website was significant, the Twitter account had close to 100 followers and Facebook logged 50 likes. Currently, Twitter followers have reached 141 and there are 100 people connected to the Facebook page. These numbers are expected to further increase as the project progresses. The online tools have allowed the public to partake in an ongoing discussion about Main Street and stay current with the materials from the public consultation.

Twitter

twitter.com/mainstreetcbs #Mainstreetcbs

192 64 55 45 FOLLOWERS

RETWEETS

Facebook

TWEETS

MENTIONS

facebook.com/MainStreetCBS

114 177 202 15,484 LIKES

POST LIKES

Website

COMMENTS

TOTAL REACH

www.MainStreetCBS.COM

2,592 35 22 8 HITS

POSTS

COMMENTS

ENGAGED USERS

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SWOT ANALYSIS A Strengths, Weaknesses, Opportunities and Threats (SWOT) analysis is a planning tool that guides users through a logical series of questions and thinking focused around the perceived strengths, weaknesses, opportunities, and threats of Main Street. Strengths and weaknesses are things over which the Town has some degree of control and thus can make changes to improve the situation. Opportunities and threats are external factors which the Town does not control, for which it will need to develop strategies to take advantage of opportunities or have plans to counteract the threats. This SWOT analysis is the result of public consultation, meetings, interviews, desktop research, site visits and professional assessments by the study team.

CBS MAIN STREET IMPROVEMENT PLAN

STRENGTHS

WEAKNESSES

• A consistently growing and relatively young population • An business environment that is in high demand • A diverse mix of uses, including a wide range of retail and grocery stores • T’Railway and surrounding recreational facilities • New Manuel’s River Interpretive Centre and trail system • An appealing micro-climate • Attractive natural setting between the ocean, rivers and rocky hillscape • No significant ties to historical preservation or local traditions • Enthusiastic community that is excited for a transition toward urbanism • Forward-thinking Council and staff • Enthusiastic and forward-thinking business community • Growing tourism sector

• Traffic circulation is haphazard and, at times, dangerous • Traffic circulation within commercial developments such as Villa Nova Plaza is poorly defined and haphazard • Main Street is not yet perceived as a distinct place • Pedestrian realm is fragmented and marginalized • Cyclist realm is non-existent • Sense of safety and comfort for all users is poor • Lack of tourist-based businesses (boutiques, coffee shops, etc) • Poor connectivity within street grid and pedestrian network • Several vacant, empty or abandoned lots • Lack of streetscaping (such as benches, lighting, waste bins, landscaping, etc) • Poor and inconsistent wayfinding system • Cluttered signs and above ground infrastructure contribute to unsightliness • Lack of transit

ANALYSIS

OPPORTUNITIES

THREATS

• Relocating the Town Hall will provide an opportunity area for the Town to attract a specific type of development from the private sector • Flexibility in redeveloping the streetscape if road ownership is transferred to the Town • To build on a growing local appetite for architectural urban quality generated by the attractive new Manuel’s River Interpretive Centre • To create an attractive trail “loop” by improving T’Railway infrastructure and overhauling the pedestrian realm along Main Street • Several potential infill or adaptive reuse development sites • Increasing oil prices may improve interest in alternative forms of transportation • Transit service could alleviate congestion along Main Street • The Town can offer specialized services and infrastructure for older residents • Retirees and young, enthusiastic and well-traveled people returning home

• Relocating the Town Hall may result in a lack of civic presence within the core of Main Street • Lack of control over redevelopment if road remains owned by the province • Potential financial burden of maintaining and operating Main Street • Climate change will bring about more frequent and severe storms and higher sea levels • The Doughnut effect - where new and better development continues to occur on the outskirts, leaving the core old, outdated and irrelevant • Non-favourable perceptions of the downtown • Changing lifestyle preferences of younger populations may lead them elsewhere if they are not accommodated for

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IMPROVEMENT STRATEGIES This section outlines proposals for the future of Main Street including a vision (ie, where we want to go) and a set of principles (based on the input from the community) that guide a series of recommendations on areas for improvement. Strategies for improvement include a branding exercise, design solutions for vehicular and pedestrian circulation, streetscaping concepts, a signage and wayfinding plan, guidelines for improving the develop-

ment character, and recommendations for the organization and promotion of Main Street. The section also includes a series of demonstration projects that help to visualize the design recommendations of this report and to illustrate what Main Street could become.

VISION for Main Street The “Vision for Main Street” is a statement that summarizes the aspirations of the Town, business owners, stakeholders and residents who contributed to the planning process and brings together diverse opinions into a common framework for improvement. On the opposite page, nine “Guiding Principles” identify the main elements that will help realize the overall vision and the test against which recommendations for improvement are measured.

CBS MAIN STREET IMPROVEMENT PLAN

To establish Main Street as a distinct urban district within Conception Bay South. With a safe and attractive streetscape, interesting and accessible public spaces and a diverse mix of shops, services and housing, Main Street will be a significant core of a thriving local business community and an exciting destination for local residents and visitors alike.

INTRODUCTION SOLUTIONS

GUIDING PRINCIPLES FOCUS ON A STRONG CORE AND BUILD FROM THERE.

EFFICIENT mobility IS VITAL. FOR ALL users.

Improve the aesthetic quality of main street.

Main Street is large and needs a strong urban core. Once this has been accomplished, incremental improvements can occur that will build on the momentum of this core.

Main Street is a vital multi-modal transportation corridor. Thus, it must strike a balance between offering efficient vehicular circulation and a much-improved pedestrian realm.

An attractive looking Main Street will improve the overall appeal of the area, draw people in, attract business investment and improve civic pride within the community.

Develop a consistent & Attractive identity.

GENERATE an Appetite for Improved built form.

Provide opportunities for a Variety of activities.

Main Street is a relatively unknown entity. A new Main Street brand will improve the image of the area while enhancing its ability to attract new residents, businesses and visitors.

Small urban interventions can capture the imaginations of the public and create an appetite for creative urbanism, which is vital for the implementation of this plan.

In order to be seen an exciting regional destination, Main Street must offer a variety of activities by attracting businesses, residents and tourists.

Walkable Main Streets Improve Community Health.

Ensure Main Street is safe at all times of the day and year.

Capitalize on the natural beauty of conception bay south.

Investment in improving walkability and the presence of quality of public spaces will have health benefits and provide opportunities to market the area as a leisure time destination.

Main Street must feel safe and comfortable for all users at all times of the day and year, which can be accomplished with traffic management, good lighting and visible pedestrian amenities.

Main Street is situated in close proximity to Manuelâ&#x20AC;&#x2122;s River, trails, and the waterfront which are assets that should be taken advantage of and highlighted.

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IMPROVEMENT strategies The remainder of this section is organized into seven improvement strategies that will enhance Main Street. These improvement strategies will enable the Town to effectively bundle its efforts and set priorities for the short, mid and long-term implementation goals of this plan. Along the three kilometers of Main Street that are subject to this study, the character of the street, the adjacent uses, building types and intensity of retail activity vary greatly. Defining and delineating a downtown area is a critical first step in ushering it towards an identifiable and easily legible district. Despite the absence of a tangible place called â&#x20AC;&#x153;the downtownâ&#x20AC;?, the collective perception of Conception Bay South residents, the topography, the primary retail activity and demand for commercial land all concentrate around the area along Main Street bounded by the Dominion and Town Hall. Focusing streetscape and public realm improvements and guiding the quality and scale of private development in this area will go a long way in creating a true centre of town, one with which all residents of Conception Bay South can readily identify and one to which visitors will gladly return.

CBS MAIN STREET IMPROVEMENT PLAN

Branding Main Street

A draft brand concept is proposed that can be developed into a new identity for Main Street.

pedestrian realm

Measures to create a safe and comfortable pedestrian realm by improving walkability along Main Street are proposed in this section.

Wayfinding & Signage

A new wayfinding system will improve navigating through Main Street for motorists and pedestrians. It also presented strategies to reduce clutter and sign pollution. 7

ORGANIZATION

Recommendations for mobilizing the business community along Main Street for promotion, marketing and undertaking improvement initiatives are the subject of this section.

vehicular circulation

This improvement area focuses on ensuring vehicles move through Main Street in an efficient manner while providing space for alternative modes of transportation. 4

STREETSCAPING

This section provides a number of recommendations aimed at improving the aesthetic appearances of Main Street.

development character

Design guidelines for building setbacks exterior design and finish are recommended to addresses the potential of new development to reshape Main Street.

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ORGANIZATION

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BRANDING MAIN STREET This brand may be accepted by the public immediately, it may evolve somewhat, or it may be completely rejected altogether. Despite the potential outcomes, the primary purpose of this branding exercise is to highlight the benefits of an attractive brand, and how this brand should be incorporated into other elements of the Main Street Plan.

EXISTING TOWN BRAND The Main Street brand builds on the strengths and aesthetic of the existing and successful Town branding strategy, but differentiates itself enough to establish itself as a distinct entity.

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Public buy-in is the most important prerequisite in determining the ultimate success of a brand. Place branding, unlike marketing products or services, not only puts a brand on a physical place, but also on the people that live, work or use the the Town of Conception Bay South focuses on the area as part of their everyday life. As such, develbeauty,oping rich with green spaces opportunities for input and a brand for a and place requires the presence is suggested through the lush and foliage, and feedback of the community stakeholders. The logo communicates a relaxed, yet youthful energywill and depend on longevity and success of a brand how farasthe community will take it. to ion Bay South a family orientated community

he many people who call it home.

For the purpose of this study, we have developed a draft brand concept that can be used to begin the role is greater than just a slogan. “Bright Town Bright discussion of developing a brand for Main Street.

loped to compliment the Town’s slogan “Bright Town

tegic driver behind promoting the Town and is based

elief:

CBS MAIN STREET IMPROVEMENT PLAN

outh is a “family oriented community, which values

The Town logo consists of a green tree, with a young girl swinging on a tire with her dog watching nearby. The words “the town of Conception Bay South: Bright town. Bright Future” are written below in a black, serif typeface. According to the Identity Guidelines prepared for the Town, this logo was intended to be family-oriented and communicate feelings of leisure and youthful energy. The primary colour palette consists of two-tone greens and black, which exudes a safe, peaceful and rural setting. The Town brand also identified a secondary colour palette which consists of a bright blue and red, orange, brown, and gray tones.

TOWN OF CONCEPTION BAY SOUTH BRAND

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Developing a “brand” for Main Street will help build a recognizable identity for the area and contribute to establishing it as a distinct place in the minds of its users. A successful brand will communicate local strengths, improve its public image, and attract new residents, business investment and visitors/tourists. Furthermore, a well developed and locally supported brand can establish a strong and long-lasting foundation from which to build on, and can be integrated into other Main Street initiatives including marketing material, signage and wayfinding concepts, urban design concepts, streetscape design, promotional events and more.

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MAIN STREET BRAND Concept The draft Main Street brand utilizes a combination of colours, imagery and text to communicate the desired objectives listed above. The result is a bold, bright and exciting new look that builds on the success of the Town brand while establishing itself as a new and upcoming destination within Conception Bay South. Colours can be used to differentiate one place from another and to symbolically represent local values. The Main Street brand borrows the same colour palette of the Town brand, but rearranges the colours into different primary and secondary groups. Where the Town brand focuses on neutral greens and black for its primary colour palette, the Main Street brand emphasizes the cyan

The imagery of the new logo includes unique symbols, shapes and icons that convey the scenic and urban characteristics of Main Street. For ex-

ample, the round shape of the upper half of the logo subtly refers to a setting sun and open sky, alluding to the unique climate of Conception Bay South. A gliding seagull is used to strengthen the connection to the waterfront setting. A green, undulating plateau with white silhouetted building shapes in the foreground represents the attractive natural backdrop that the Avalon Plateau offers in relation to the urban setting of Main Street. Finally, the “Main Street” text is framed by a rectangular shape that subtlety resembles a street sign, reinforcing the urban qualities of the area. The typeface used in the font is DINPro Bold. It is a strong, clean, legible sans-serif typeface that differentiates itself from the black serif typeface used in the Town brand.

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The draft Main Street brand aims to: • Fit into the existing Town brand while still differentiating itself as a distinct place; • Portray Main Street as an urban place; • Establish Main Street as an ideal place to do business; • Attract tourists and visitors; • Communicate the coastal beauty and attractive climate of Conception Bay South; • Communicate that Main Street is transforming or in the process of evolving into a better place to live, work, shop and play; and • Communicate the forward thinking and contemporary characteristics of the area.

blue, bright red, and forest green. The cyan blue represents the bright blue sky and waterfront location of Main Street. Blue is also used to symbolize peacefulness and hospitality. The dark green is used to symbolize the natural beauty of the surrounding landscape and the opportunity for outdoor leisure activity. Finally, the bright red is often used to communicate excitement and human activity (representing the vibrant and diverse business community). The remaining colours from the Town brand are utilized in the secondary colour palette, and can be used for supplementary materials where additional colours or tones are required (such as on maps, charts, graphics, etc).

PRIMaR Y COLOUR PaLETT E

OBJECTIVES of a Main Street Brand

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DRAFT CONCEPTION FOR MAIN STREET BRAND CBCL LIMITED

Vehicular Circulation Rightsizing the Street In the past, the composition of Main Street was designed with one simple objective in mind - to move vehicles through as efficiently as possible. Now, as the diversity of needs and desires for the Town have evolved, so too have the diversity of needs and desires for Main Street. Aside from moving vehicles, Main Street must now accomplish a variety of objectives, including the ability to accommodate a variety of travel modes from pedestrians to cyclists to people in wheelchairs. By “rightsizing” Main Street through reconfiguration of its layout, it can better satisfy these emerging needs and desires, whether they’re commuters driving, shoppers walking, or children bicycling. Rightsizing street reconfigurations can improve travel times (often despite reduced traffic speeds), create more pedestrian friendly streets, increase sales revenue and property values for adjacent businesses, and improve safety by reducing vehicle and pedestrian accidents (see case study to the right for one example). This section will illustrate how right-sizing Main Street and other street network optimizations can accomplish the objective of moving vehicles, while also becoming an inviting and comfortable place for pedestrians of all ages.

CASE STUDY RIGHT-SIZING IN POUGHKEEPSIE, NY Similar to Main Street, Raymond Avenue borders residences, a business district, open space and an elementary school. Raymond Avenue felt like a highway because the road was initially designed for high speeds, rather than safety and access. In 1999, the city set out to reconfigure 1.5 miles of Raymond Avenue to calm traffic, improve pedestrian experience and safety, increase aesthetic appeal and support a vibrant business district. By resizing the street, the four lane arterial road was reduce to two lanes, three roundabouts were constructed in order to slow traffic without impeding traffic flow, sidewalks and parking were made more consistent along the corridor, a centre median with plantings and tress was built, pedestrian infrastructure was added (textured sidewalks, district specific street lights) and a safer crossing at the elementary school was established. Phase 1 of the project was completed in 2007. By comparing traffic data from before and after the redesign, it was found that accidents decreased more than 50%, and vehicle speeds declined by about 24%, yet corridor travel time increased by 7% and traffic delays decreased by 56% at the roundabouts. Furthermore, many new businesses have opened or expanded in the district since the project was implemented. Read more about right-sizing here: www.pps.org/reference/rightsizing

CBS MAIN STREET IMPROVEMENT PLAN

SOLUTIONS

Street Network

Street should be made to encourage changes in commuter habits and behaviour. Speed and/or capacity reductions of Main Street would help divert through traffic to the Bypass Road and would make Main Street more attractive to those drivers who come to stop for groceries and services in the downtown. CH

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In order to achieve the communityâ&#x20AC;&#x2122;s aspirations for a multi-modal Main Street, the Townâ&#x20AC;&#x2122;s street network has to function together as a whole. Major and minor streets need to complement each other to ensure the performance of Main Street. Local Streets Many functional main streets depend on short blocks of connecting local streets. Main Street has a number of local streets feeding into the collector, but virtually none of them are inter-connected. Where ever possible, these local streets should be joined to create a better connecting network. The area around Villa Nova Plaza and the Town Hall property are conducive to introducing a small local road grid (see schematic to the right). Through local streets, businesses and side-street parking would be easily accessible. Interconnected side streets could also be used for local trips. New side streets create corner lots, which are desirable for businesses and provide greater site planning flexibility. Route 2 - Conception Bay South Bypass Road Route 2, a controlled access arterial highway parallel to Main Street, provides a high speed alternative for regional and commuter traffic in Conception Bay South. Technically, Route 2 should be able to accommodate virtually all regional and commuter through traffic from outside the Main Street study area. However, many commuters still

avoid Route 2, partially because it is perceived as unsafe due to fast oncoming traffic and the lack of lighting, and because of the convenience of Route 60 as relatively fast thoroughfare. As upgrades to the bypass road cannot be expected in the near future, adjustments to Main

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Travel Lanes Currently, Main Street is a four-lane undivided road with 3.5 metre travel lanes. When considering changes to the travel lanes, three important factors need to be considered: speed, width and sidewalk interface. Because of the envisioned pedestrian-friendly nature of Main Street, target speeds should be kept below 50 km/h. Lower speeds improve both the drivers’ perception and experience of Main Street and create a safer environment for everyone using the street. In many instances, travel lane removal from four to three with two travel lanes and one centre turning lane have proven to decrease speeds, smooth traffic flow and reduce the number of accidents. Drivers on four-lane roads tend to

OPTION 1 •

PROS • Median as pedestrian refuge Landscape opportunity / visually pleasing • Traffic calming / lower speeds • Access management opportunity

CONS • Requires special provisions for left turns and/or U-turns • Minimum width for left turn bays: 3.0m (must terminate median rather than cut left turn lane into it) • Cyclists would be forced to share the road with motorists, or ride on the sidewalk •

CONSIDERATIONS Left turn pockets should be minimum 20m long (including short taper) for low volume left turns (residential streets, etc.) and 30-40m long for higher volume retail/commercial driveways

CBS MAIN STREET IMPROVEMENT PLAN

SOLUTIONS

speed up seeing an empty lane in their direction or trying to match the speed of faster drivers. Last-second lane swapping to avoid left-turning vehicles leads to side-swipe and rear-end crashes. Four lane road also pose significant difficulties for pedestrians trying to cross. The 20 metre Main Street right-of-way allows for a number of travel lane configurations. The travel lane configurations presented are intended to rightsize the street in ways that fulfill the downtown vision for Main Street. In the absence of up-to-date vehicle counts, no one option is preferred until a detailed traffic impact assessment is conducted.

OPTION 2 PROS • Traffic calming / lower speeds • Access management opportunity • Wide sidewalks • Landscaping and amenity strip separating sidewalks from roadway • Amenity zone provides opportunity for street furniture CONS • Requires left turns be made from a shared through lane • 1.5m median width is quite narrow for pedestrian refuge • Median doesn’t provide room for wheelchairs, strollers, bikes, etc. • Would be very uncomfortable with 2 lanes of traffic on either side • Median limits access to properties (also a pro in terms of access management)

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Median

Intersection Design

Raised medians are an effective way to lessen the amount of continuous asphalt on wide streets. They provide physical separation between travel lanes, refuge areas for pedestrians, space for landscaping or street furniture and snow storage in the winter. Raised medians can also be used as an access management tool. Usually, raised medians are as wide as a center turning lane.

The layout of intersections between Main Street and its side streets needs to strike a balance between the needs of pedestrians, cyclists, motorists and trucks within the available right-of-way. Because of the irregular offset between side streets in the downtown area, almost all intersections are three-way T-intersections. Three-way intersections should be realigned to create four-way intersections wherever possible, such as where Bishops Road and Talcville Road meet Main Street.

The proposed options for Main Street cross sections include both a wide median and a narrow median with decorative concrete paving.

PAVED MEDIAN IN BANFF (PHOTO: GINO STA. MARIA) 56

CBS MAIN STREET IMPROVEMENT PLAN

commodate smooth traffic flow at desired speeds and allow for safer mid-block crossing by pedestrians and vehicle entries from Main Street driveways. Additional signalized intersections would be phased in over time as new development opportunities occur or the street network is altered.

On-Street Parking

Most downtown business districts feature some form of on-street parking. On-street parking translates into short walking distances to storefronts, slows down traffic and buffers the sidewalk from vehicle movement. Given the current building setbacks, the abundance of surface parking lots and the relatively narrow Main Street right-of-way, on-street parking is generally not recommended on Main Street. It should however be provided on side streets wherever possible.

All downtown intersections should be laid out as compact as possible with short pedestrian crossing distances and traffic exposure. Intersection approaches should be as straight and flat as possible to ensure adequate sight distances. Large corner radii should be avoided because they increase the length of pedestrian crossings and encourage Upon redevelopment of the current Town Hall higher turning speeds. site, on-street parking on Main Street could be provided by widening the pubic street right-ofTraffic Controls Common traffic controls include stop signs, yield way prior to the sale of the property. signs, signals and roundabouts. In most instances, side streets entering Main Street are equipped with two-way stop signs. Since most traffic is on Main Street, four-way stop signs would create unacceptable delays. Two downtown intersections, one at Villa Nova Road and another one at the new road between MacDonaldâ&#x20AC;&#x2122;s and Villa Nova Plaza should be equipped with traffic signals. The performance of these traffic signals should be improved by synchronizing them. This will ac-

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Existing Signalized intersection Future Signalized intersection Main Street with Median Median gap for left hand turns Main Street without Median Future Road Network CBCL LIMITED

PEDESTRIAN REALM Pedestrian Circulation A walkable Main Street in unison with an upgraded T’Railway provides a tremendous opportunity for a multitude of pedestrian routes. By adding a sidewalk to the southern side of Main Street, upgrading pedestrian infrastructure on side streets connected to the T’Railway and implementing the T’Railway Development Plan, a well connected network of active transportation routes will facilitate both recreational walking and destination walking throughout the downtown.

trade-offs will have to be made between car and pedestrian design parameters. Depending on the Main Street cross-section (see section “Travel Lanes” on page 54), the public right-of-way can accommodate sidewalk widths between 1.7 and 2.0 meters.

Amenity Zone Amenity zones are hardscaped extension of sidewalks to the back of the curb. Amenity zones on both sides of Main Street will provide space for street furnishings and street trees outside if

the unobstructed walking space for pedestrians. Where wide enough, street furniture should be installed in the amenity zone to create an active and friendly pedestrian environment. Benches, lighting and shade are important components of the walking environment. The amenity zones should include intermittent landscaping and street trees using appropriate planting techniques such as tree grates or planters. Potential street furniture and landscape materials are further outlined in the “Streetscaping” section on page 62.

Sidewalks Sidewalks along both sides of Main Street constitute the backbone of pedestrian circulation in downtown Conception Bay South. Downtown sidewalks must be wide enough to allow pedestrians to walk side by side or pass each other comfortably. Along a more urbanized Main Street (see section “Development Character” on page 81) wide sidewalks will allow for window shopping, outdoor retail, some street furniture and places for people to rest. In general, the rule is: the wider the sidewalk the more pleasant the pedestrian experience. The 20 metre Main Street right-of-way and the required travel way for vehicles mean that some 58

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Crosswalks

Refuge Islands

Cycling

The lack of properly marked crosswalks exemplifies the inadequacy of pedestrian infrastructure and associated safety risks along Main Street. Even though crosswalks exist in some locations, a recent fatal accident has resulted in abandoning crosswalk maintenance encouraging pedestrians to not rely on them as safe crossings.

Refuge islands allow pedestrians to cross fewer lanes at once and allows them to predict possible conflicts with cars separately. Slower pedestrians can take a break while crossing a street and the total crossing distance gets reduced. In the event that the reconfiguration of Main Street results in a street cross section without a median, refuge islands large enough to provide space for several pedestrians should be installed.

There are many environmental, social, health and even economic benefits to promoting cycling. Providing on-street bike lanes is one of the most effective way to encourage cycling, and can be accommodated on Main Street by removing travel lanes (see cross section to the right). Based on the current demand of traffic of Main Street, reducing the amount of travel lanes is not recommended at this point. The majority of residents in Conception Bay South work outside of the Town and do not use the bicycle to commute back and forth. Therefore, most cycling that would occur along Main Street would be recreational or errand-based. With this mind, the Town should focus on the Tâ&#x20AC;&#x2122;Railway as a major active transportation corridor. Improved linkages to Main Street and upgraded surfaces that can comfortably accommodate cyclists will help encourage more people to cycle.

In the downtown area, crosswalks should be installed at most intersections between Main Street and its side streets. Mid-block crossings should be considered to achieve a distance of 60 to 100 metres between crossings in the core area. Generally crosswalks should align with the downtown pedestrian circulation pattern and should be installed at important institutions such as the school and town hall. At a minimum, crosswalk markings should include a ladder pattern striping and the area should be well lid. High traffic volumes along justify the installation of button-operated warning lights. Traffic lights at downtown intersections interrupting the flow of vehicles and a median or refuge isles will generally improve the experience for pedestrians crossing Main Street.

CBS MAIN STREET IMPROVEMENT PLAN

TRANSIT Currently, Conception Bay South does not have a transit service, however, a recent study recently recommended a regional commuter service for the area. If properly developed, the potential of a regional transit service could both reduce trips made by single-occupancy vehicles and boost the potential for a transit-oriented development along the core of Main Street. In order for such a transit service to be successful it will need to offer low travel times, high trip frequencies, comfortable seating, and a large parking area around the terminal. An ideal location for a park-and-ride type of transit terminal would be on the current Town Hall property which will likely be redeveloped when the facility moved west to Kitty Adeâ&#x20AC;&#x2122;s Turn.

Furthermore, research also suggests that a fragmented network of on-street bike paths are not effective in encouraging cycling. In order to be successful, bike paths must link into a larger regional network which is currently non-existent.

SOLUTIONS

RIGHT-OF-WAY WITH BIKE LANES •

PROS Reduction to 2 travel lanes would have a significant traffic calming effect • Opportunity for bike lane • Wide sidewalks • Landscaping and amenity zone separating sidewalks from roadway • Amenity zone provides opportunity for street furniture

CONS • Reduced road capacity will not likely be sufficient to accommodate traffic volumes • Cycling path may not be practical in terms of connecting with external areas. •

CONSIDERATIONS Left turn pockets should be minimum 20m long (including short taper) for low volume left turns (residential streets, etc.) and 30-40m long for higher volume retail/commercial driveways

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CBS MAIN STREET IMPROVEMENT PLAN

Often, contemporary design can appear to be cold or harsh. To curb this, wood textures in streetscaping elements are proposed to soften the harsh edges of the built environment while at the same time acknowledging the natural surroundings and seaside location of Conception Bay South.

COLOURS

Materials

“Main Street” red

“Jarrah” wood

matte black

The quality of a streetscaping plan requires a complementary palette of colours, materials and textures that work with one another and fit into the

surrounding context. The Town’s motto - Bright Town, Bright Future – suggests a contemporary/ modern palette of materials over more traditional/ ornamental styles. Moreover, a clean and minimal approach will reduce the appearance of clutter that exists along the Main Street.

ivy

titanium

Improving the appearance of Main Street can be accomplished by introducing a variety of elements that create a consistent and cohesive look and feel to the area. Good streetscape design can also contribute to improved safety and comfort of users. This section outlines how the public realm of Main Street can be rejuvenated through improved lighting, landscaping, the addition of street furniture, and the removal of elements that contribute to a cluttered and unsightly appearance.

“Main Street” blue

Matte black powdercoat finish

“Main Street” green

Black cast-iron steel

cified for an upcharge.

ass

one

red. Options: purpleheart may be specified as FSC® tandard woods and options varies, see Price Book.

STREETSCAPING

SOLUTIONS

Main Street with utility Poles Utility Poles The most significant obstacle in successfully beautifying Main Street is the presence of utility poles. Burying power lines can be an expensive undertaking but the benefits include a significantly decluttered street and fewer power outages. Indeed, utility poles have an overwhelming influence on the perceived visual quality of a place. Quite often, simply removing utility poles can significantly improve a streetscape as demonstrated in the graphics to the right.

Main Street without utility Poles

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LIGHTING At the present time, street lighting along Main Street consists of overhead street lamps fastened to utility poles. Poles are spaced at large, uneven intervals, resulting in areas of the street that are poorly lit for both motorists and pedestrians. Is it important for Main Street to have a lighting system that provides optimum conditions for all users. The benefits of such a lighting system include: • an improved sense of safety; • a bright and aesthetically pleasing streetscape; • the business case for increased pedestrian traffic during night hours; • decreasing sidewalk obstructions by combining signs and banners with lamp posts; and • the opportunity to hang community banners on lamp posts, which will improve the sense of place along Main Street.

MANUFACTURER

24'

We propose a combination of pedestrian-oriented lamp posts and vehicular-oriented street lamps to provide light on Main Street. Structura’s Tandem lamp post series (see right) is an attractive and contemporary line featuring a powdercoated aluminum pole with a wood panel clad base The 12' fixtures also come in a variety of shapes and sizes. The 24’ posts (7.3 metres) feature two lamps at different heights. One high voltage lamp is located at the top of the post and provides light for moNational Renewable torists. A low voltage lamp isGolden, locatedColorado half way up Architeture by RNL the post and provides a warm, encompassing light for pedestrians. The Tandem series also includes a

B12-BP

DIMENSIONS

24' A24-BP

A24-BP18

SERIES 24'

24'

24' A24-BP A24-BP18

A24-BP18

FINISH & MATERIALS

A24-BP

B20-BP18

B20-

Panel clad base available in Jarrah wood finish 2” x 4” Aluminum Poles with .250 wall thickness

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A16-BP18R

INSTALLATION 12'

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Surface mounted

A12-BP18R

12'

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A12-BP18R

12'

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A12-BP18R A12-BP

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OTHER DETAILS

•

Luminaires are sold separately by Selux

• High Labs voltage LED luminaires are recommended for Energy • •

street lights Low voltage LED luminaires are recommended for pedestrian oriented lighting Banner brackets can be mounted to posts EVO ORTHO 12 EVO 13.5 24

EVO EVO2424

EVO 12

EVOORTHO 24 24 ORTHO 24

EVO ORTHO 12 EVO TILT 13.5 17.5 24

ORTHO EVO 24 ORTHO EVO2424 24 TILT 21.5 EVO 12

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CONFIguREd yOuR wAy

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EVO EVO2424

EVO 12 TILT 17.5

EVO 24

SOLUTIONS

12’ (3.65 metre) post that includes one pedestrian-oriented lamp. The two-headed 24’ posts must be placed at regular intervals of 24 metres to provide an even and well-illuminated roadway for motorists. In order to provide lighting at a human scale for pedestrians and cyclists, smaller pedestrian-oriented 12’ posts must be placed between the larger posts at regular intervals of 12 metres. Costs of the proposed lighting system can also be curbed by investing in LED lamp technology, which have a much longer lifespan, consume less energy, and cost less over time. The post system is rugged enough to endure cold winters and can also be fitted with brackets for banners that can advertise community events.

PLANTERS

Plaza

Planter boxes can help soften some of the hard SERIES MANUFACTURER DIMENSIONS Planter urban edges of a streetscape. Portable planters are Arcata® Product Drawing ideal forwithareas in cold climates like Conception Backed Bench, Surface Mount, Wood, Arms www.landscapeforms.com Ph: 800.521.2546 Giant square planters in three sizes bring green to urban streetscapes and plazas. Bay South, as they can be placed in medians and 1899 NOTE: along sidewalks SEE INSTALLATION GUIDE ADDITIONAL 74 3/4" during the summer and moved FINISH & FOR MATERIALS FOOTING AND ANCHOR OPTIONS to a sheltered location during the winter. This re356 • come standard in matte black Metal corners 60.0° 14" moves them from hindering snowclearing operapowdercoated metal • Wood or metal side panels LENGTH OF tions and from the accumulation of snow on the BENCH 36”w x 36”d x 32”h 28”w x 28”d x 18”h INSTALLATION roadside. The Plaza series by Landscape Forms is 21 Planter Sizes 394 a minimal and elegant planter that comes in a va-13/16" • OFTOP VIEW Freestanding only BASEPLATE 15 1/2" WOOD BOARDS Included components: riety of sizes. Small trees and shrubs can be placed •Planters ship fully assembled. 601 23 5/8" •Planters are freestanding, with one drain hole in these planters, which come in a variety of sizes. OTHER DETAILS

Installation G

plaza

260 10 1/4"

44 1 3/4"

•

Available in 28”, 36” and 48” squares INSTALLATION:

454

48”w x 48”d x 32”h

684 26 7/8"

814 32"

1. 2.

Set unit in place. CBCL Level the planter before adding planting material using the threaded adjustable feet as shown the threaded adjustable feet, as shown.

LIMITED

Seating Seating provides opportunities for rest and relaxation. Along Main Street, seating can be placed at or near the T’Railway, by the waterfront, in other public spaces or on private properties. The placement of seating should be such that it does not block pedestrian thoroughfare along the sidewalk. They should be placed in “amenity strips” along the sidewalk where there is sufficient space to allow pedestrians to pass by without obstruction. Depending on the area, various types and styles of benches can be used. The Bancal series from Landscape Forms is a high-end, modular bench that should be used in high profile areas such as the waterfront. The bench comes in various lengths and forms, with optional arms and backs. The contemporary design and wooden seats/ backing fit well within the streetscaping palette.

The Town may also desire a more affordable style of bench for more general use. The Series B seta® Product Drawing ries, Park & Leisure, comes in variench, Surface Mount,from Wood, withCustom Arms ous forms to fit in diverse spaces.

MANUFACTURER

SERIES

bancal

www.landscapeforms.com

DIMENSIONS

Bancal

Installation Guide

Bench

www.landscapeforms.com Ph: 800.521.2546

Ph: 800.521.2546 Modular, robust and maintenance free. Bancal withstands adverse weather with aplomb.

NOTE: SEE INSTALLATION GUIDE ADDITIONAL FINISH & FOR MATERIALS FOOTING AND ANCHOR OPTIONS

1899 74 3/4"

356 are wood • Seat and back 60.0° 14" • Arms and supports are finished with a proprietary polyester LENGTH powdercoat OF BENCH

INSTALLATION 21 13/16" WOOD BOARDS

•

394be embedded. Supports must

TOP VIEW OF BASEPLATE

15 1/2"

OTHER DETAILS 601

SERIES B

• •

260 10 1/4" 44 1 3/4"

23 5/8"

Benches are modular, robust and maintenance free. 168” and 248” bench may have full back or partial back, allowing seating from both sides.

Date: August 1, 2012 Spanish Industrial Design 151.245

CBS MAIN STREET IMPROVEMENT PLAN 454

684 26 7/8"

814 32"

Fig. 8 – Board length locations and support orientations Fig. 8 Board length locations and support orientations

Page 3 of 3

heavy duty steel flatbar. 2 - 20 gallon commercial grade plastic liners and black molded plastic lid are provided.

FINISH:

All steel components are protected with E-Coat rust proofing. The Maglin Powdercoat System provides a durable finish on all metal surfaces.

INSTALLATION: The recycling station is delivered pre-assembled.

SOLUTIONS

Holes (0.5") are provided in each mounting foot for securing to base.

SERIES

MANUFACTURER TO SPECIFY:

BINS In order to maintain a clean environment, an appropriate number of waste bins should be consistently and strategically placed in popular areas along Main Street. Maglin manufactures a typical urban dual receptacle clad in a black powdercoated steel body. The receptacle is separated into two 20 gallon bins, with one for waste and the other for recycling materials. A black molded plastic lid keeps contents inside and also provides an area for labeling. Maglin also manufactures an ash urn (for cigarette butts) that can be mounted to the side of the receptacle.

OPTIONS:

Select MRC252 Choose: - Powdercoat Color - Standard Lid (ST) or lid options shown below - Recycle Labels - Spun Metal Lids - Trash Opening (MTO) - Bottle/Can Lid (MBC) - Paper Slot Lid (MPS)

FINISH & MATERIALS

Steel protected with rust proof powdercoating *also available in 3 unit configuration - MRC253

•

OTHER DETAILS

•

20 imperial gallon commercial grade plastic liners and DIMENSIONS: 35.875" (91.1 cm a black molded ABS plastic lid are provided Height: Width: 21.50" (54.6 cm) 21.50” available Depth: A variety of labeling options are 38.00" (96.5 cm) Weight: 250lbs (113kg) Optional ash receptacle can be mounted on the side Liner Capacity(each): 2 x 20.0 Gal

• •

2 x 75.7 Litres

DIMENSIONS

35.875”

39.00”

BIKE RACKS More and more cities and towns are encouraging modes of active transportation such as walking and cycling, not only for the health benefits associated with these activities, but as a means of reducing the use of vehicle trips and greenhouse gas emissions. Basic bicycle infrastructure such as bicycle racks should be located in key spots along Main Street, including key public gathering spaces such as along the waterfront and in front of public buildings, supermarkets and other local shops and restaurants.

bike racks

-All drawings, specifications, design and details on this page remain the property of Maglin Site Furniture Inc. and may not be used without Maglin authorization. -Details and specifications may vary due to continuing improvements of our products.

MANUFACTURER

The Town may wish to explore whether there is a local company or craftsperson who could manufacture any of the recommended street furniture in sufficient quantity and specifications.

*Maglin is a registered trade mark of

SERIESwww.maglin.com sales@maglin.com

MBR100 Series The bike rack is constructed using H.S. steel tube and an aluminum top casting.

MATERIALS:

FINISH &components MATERIALS All steel are protected with E-Coat

FINISH:

rust proofing. The Maglin Powdercoat System provides a durable finish on all metal surfaces. An optional galvanized finish is also available.

• Steel protected with rust proof powdercoating INSTALLATION:

TM *

The bike rack is delivered pre-assembled. It is available with either a surface mount or direct burial installation option.

Select: MBR100 Series OTHER DETAILS Choose:

TO SPECIFY:

•

- Powdercoat Color - Base Type - Direct Burial (MBR100-DB) - Surface Mount (MBR100-S) -Galvanized Finish - Direct Burial (MBR100-DB-G) - Surface Mount (MBR100-S-G)

MBR100 Series

MATERIALS:using steel tubing and The bike rack is constructed aluminum top casting FINISH: The bike rack is constructed using H.S. steel tube and an aluminum top casting. *MBR100-S surface mount model shown All steel components are protected with E-Coat rust proofing. The Maglin Powdercoat System provides a durable finish on all metal surfaces. An optional galvanized finish is also available.

INSTALLATION: The bike rack is delivered pre-assembled. It DIMENSIONS: 4.00"

Local Manufacturing

T 800-716-5506 F 877-260-9393

TM *

DIMENSIONS Ø1.625"

Ø20.00"

is available with Grade either a surface mount or direct 36.00" (91.4 cm) Above burialcm) installation option. 18.00" (45.7 Below Grade Diameter: 20.00" (50.8 cm) TO SPECIFY : Select: Weight: 17.0lbs (7.5kg)MBR100 Series Choose: - Powdercoat Color - Base Type - Direct Burial (MBR100-DB) - Surface Mount (MBR100-S) -Galvanized Finish - Direct Burial (MBR100-DB-G) - Surface Mount (MBR100-S-G) Height:

*MBR100-S surfac

DIMENSIONS: 4.00"

36.00"

Height:

36.00" (9 18.00" (4 Diameter: 20.00" (5 Weight: 17.0lbs

Ø1.625"

Ø20.00" -All drawings, specifications, design and details on this page remain the property of Maglin Site Furniture Inc. and may not be used without Maglin authorization. -Details and specifications may vary due to continuing improvements of our products. * MAGLIN is a registered trade mark of Maglin Site Furniture Inc.

CBCL LIMITED

36.00"

MOUNTAIN ASH Landscaping & VEGETATION

• • • • • •

The introduction of attractive landscaping and vegetation can very effectively brighten a streetscape. The colour, texture and depth of natural plant material can soften the hard edges of urban infrastructure. Conventional streetscaping plans often consistent of foreign tree and plant species that can have difficulty growing in harsher climates. Despite its unique micro-climate, Conception Bay South still features difficult growing conditions for foreign species, including a cold and windy climate, salty air and roadways, and a busy street corridor. Not only may foreign species have difficulty growing, they usually appear out of place. For example, luscious hanging baskets with bright flowers and plants and freestanding, lollipop-style trees are usually not visually compatible with the natural surroundings and require a large amount of maintenance and upkeep. A carefully chosen palette of trees, shrubs and ground vegetation that are accustomed to local conditions, such as the species listed to the right, offer lower upfront and ongoing costs and maintenance, a higher likelihood of survival, and attractive year-round colour and depth that complements the natural surroundings. These species are also more likely to be locally available in nearby nurseries and greenhouses. The following guidelines should also be considered for landscaped areas: • Freestanding planters should be preferred over hanging basket, which are more expensive to maintain and susceptible to wind damage; • Avoid plantings near important sight lines, such as on street intersections and near crosswalks and driveways; • Trees should be planted in small groups, underplanted with shrubs or protected with a berm to reduce the damaging effects of wind; • Flush planters can be built into the sidewalks and medians in certain areas around on-street parking or curb cuts; • Larger street trees should be planted in a curbed or protected landscaped area or protected with a metal tree grate; and • Smaller trees and shrubs can be placed in freestanding planters or planted in the ground in landscaping areas. 68

CBS MAIN STREET IMPROVEMENT PLAN

Native deciduous tree Grows on wet or dry sites up to 12m tall Bark is light grey Dark yellow-green, clear yellow leaves in fall Bright red berries ripen in October and attract birds Small, single trunk specimens can be lined along the streetside

BALSAM FIR • • • • • • •

• • •

OTHER TREES

•

Acer rubrum

Native deciduous tree Prefers moist acidic soil Can grow up to 15m tall in urban environments Bark is smooth and light grey Dark red leaves, turning bright red in autumn Provides excellent shade cover Transplants well

WHITE BIRCH • • •

Abies balsamea

Native coniferous tree Adaptable to variety of soils and climates Grows up to 25m tall Shallow root system Shiny dark green leaves and greyish-brown bark Full form with regular branching pattern Dwarfed specimens can be used along the street

RED MAPLE • • • • • • •

Sorbus americana

Betula papyrifera

Native deciduous tree Grows on a variety of soils Grows up to 12m tall, with a high canopy and narrow trunk Bark is brown/papery grey Small triangular green leaves Provides excellent shade cover Eastern Larch, Black Spruce, White Spruce, Trembling Aspen, Little Leaf Linden (non-native), Japanese Larch (non-native)

SOLUTIONS

LABRADOR TEA • • • • •

Native flowering shrub Grows in wet areas or rock slopes Grows up to 50 cm White flowers have a nice fragrance Evergreen leaves are bright green

SWEET GALE • • • • •

OTHER SHRUBS

Myrica gale

Spiraea tomentosa

Native, deciduous shrub Grows were soil is poor and acidic Grows up to 80 cm Reddish-purple flowers bloom in summer Stems are a burned brown colour

RHODORA

CREEPING JUNIPER Juniperus horizontalis • • • •

Native deciduous, flowering shrub Thrives in wet, areas Between 1 and 2 m Blue-green leaves with yellow-orange flowers Foliage has a nice scent

STEEPLEBUSH • • • • •

Ledum groenlandicum

Rhododendron canadense

• • • • • • •

Native deciduous plant Grows on wet or dry sites Grows up to 12m tall Bark is light grey Dark yellow-green, clear yellow leaves in fall Bright red berries ripen in October and attract birds Single trunk trees preferred

•

Speckled Alder, Lambkill, Common Juniper, Blueberry, Steeplebush, Japanese Yew (non-native), Hydrangea, Highbush Cranberry

Native, low-growing coniferous shrub Grows between 10-30 cm Very long branches that trail over the ground Leaves turn purplish over winter

MOSSY STONECROP • • • • • •

Native, creeping, stonecrop plant Grows in dry, sandy soils or rocky areas Flowers are white or yellow Easy to control Shallow root system Green, succulent leaves

BLACK CROWBERRY • • • •

• •

Empetrum nigrum

Native, creeping, evergreen shrub Grows in shady, moist areas and in rocky, coastal areas Grows inconspicuous bluish-black berries Berries have a lovely fragrance

COTONEASTER • • • •

Sedum acre

Cotoneaster horizontalis

Non-native deciduous or evergreen shrub Flat, fast spreading shrub Requires very little soil depth Small glossy green leaves that turn orange/red in autumn Features bright red berries Should be contained due to its invasive nature

CBCL LIMITED

Streetscaping PLAN

villa

The map to the right outlines the proposed locations for elements of the streetscaping plan for the core area. A paved median runs through the middle of Main Street between Dawson Run and Bishops Road. Approximately a dozen portable planters are placed at regular intervals within the median. Vegetation in these planters should be resilient enough to withstand strong wind tunnels and air pollution, while maintaining a high aesthetic quality.

nova RD TO B

BIS

HO PS Rd da w

son run

cville Tal Rd

LANDSCAPE IMPROVEMENT AREAS PAVED MEDIAN PLANTER LOCATIONS 70

CBS MAIN STREET IMPROVEMENT PLAN

POTENTIAL LANDSCAPE IMPROVEMENT AREAS

SOLUTIONS

Landscape Improvement Program There are also several opportunities on private land alongside Main Street to improve the streetscape through improved landscaping features and tree planting. The Town can encourage local business owners along Main Street to improve the appearance of their properties through a Landscape Improvement Program that would provide support in the form of design expertise, grants, and/or subsidies if the Town’s landscaping guidelines are followed. Providing such incentives to local businesses will help create an attractive and continuous streetscape that will complement and support the Town’s Main Street improvements.

approved site. For example, some programs provide reimbursements of approximately 60-75% of the total approved improvement costs, while others set a maximum reimbursement. For municipalities, setting a maximum program budget for each fiscal year and adjusting the budget based on success and demand is recommended.

Eligibility Initially, the program should open to businesses along Main Street between Dawson Run and Bishop’s Road. As the core area expands beyond these boundaries, eligibility for the program can also expand.

Design Services The program should offer assistance to property owners to develop plans for landscape improvements that are consistent with landscaping guidelines adopted by the Town. This could be in the form of an advisory service, provide free of change from the Town, or be included as part of a grant or subsidy to the applicant. The service could include assistance in developing a plan, identifying appropriate landscaping elements, preparing cost estimates and assisting applicants in completing their applications to the program.

• • • •

Grants or Subsidies Overall program budgets will depend on the availability of funds. Landscape improvement programs typically offer reimbursements of up to a percentage of total costs up to a maximum amount per

Promotion In order to promote the program, it is recommended that a meeting with Main Street business owners be held to introduce the program details and application process and discuss the advantages of par-

The improvement program would include, but are not limited to, the following eligible costs:

• • •

Tree plantings; Landscaped areas; Repair or creation of fences and walls; Street furniture such as benches, picnic tables, waste receptacles, bike racks, etc; Light standards; Paved or sodded surfaces; and Burying or screening utilities.

ticipating in it. Once one business begins to make improvements, it often inspires others to follow.

Funding There are several funding programs that may be considered for supporting a landscape improvement program. These include ACOA’s Community Infrastructure Improvement Fund (CIIF) and Innovative Communities Fund; Infrastructure Canada’s Building Canada Fund or Gas Tax Fund and the Department of Innovation, Business and Rural Development’s Regional/Sectoral Diversification Fund. In many cases, streetscape improvements are funded entirely by a municipality or a business improvement association. However, when part of a larger re-development project such as the Main Street Improvement Program, various funding programs can be accessed for multiple elements of the project.

CBCL LIMITED

Wayfinding & SignAGE Signage along commercial main streets and in downtown areas can have a major impact on appearance and visual quality. A well designed and organized signage strategy will: • help people move through the area easily and locate their destinations; • comply with provincial highway standards when necessary; • effectively communicate messages to users; • provide opportunities for integrating a consistent and attractive palette of sign types; • establish Main Street as a distinct place; and • provide clear direction for private businesses regarding the placement and size and look of advertising signs.

Wayfinding Strategy There are four types of signs that belong to an effective wayfinding system; directional, identification, orientation and regulatory signs. Directional signs provide the necessary information to circulate drivers and pedestrians through the area. These signs must be located at key decision points such as entry and exit points, intersections and destinations.

They include the name or function of the building or space and also include entrance signs, markers or banners. Orientation signs can be maps, directories, or kiosks that present information that helps people to orient themselves within an area. They typically include a “you are here” indicator for users to find their whereabouts quickly and easily.

Identification signs mark the location and name of premises within the Main Street area.

Regulatory signs indicate the “rules” and protocols of a place. Examples of regulatory signs include parking signs, “no smoking” signs, or traffic control signs.

DIRECTIONAL SIGN

ORIENTATION SIGN

On the other hand, if sign strategies are poorly organized or neglected altogether, a proliferation of signs can easily and unintentionally cause confusion and unsightliness. This section proposes a strategy that recognizes the need for a variety of signage in commercial areas. The strategy consists of two parts; • a wayfinding plan that legibly and intuitively directs users within and through Main Street; and • recommendations for the placement of advertising signs to prevent sign pollution. 72

CBS MAIN STREET IMPROVEMENT PLAN

IDENTIFICATION SIGN

REGULATORY SIGN

SOLUTIONS

Consistent use of typography, colour, symbols and materials are commonly used to improve the effectiveness of wayfinding signs. A legible and well designed typeface is important for motorists, cyclists and pedestrians to read while traveling at their respective speeds. It is also important to be consistent with the typeface in order to improve recognizability from one sign to another.

Symbols or icons are a powerful, concise and non-verbal way to supplement a good wayfinding system. They are also useful for their ability to communicate without using a specific language. Many symbols or icons indicating washrooms or no smoking areas are recognized all over the world. The consistent use of materials in sign design improves recognizability and overall aesthetic appearance. The following pages present a suite of wayfinding signs which utilize typeface, colour, symbols and unique materials that build on the draft Main Street brand and proposed streetscaping plan.

Examples from Gibson (2009).

Colour is another important design element that helps improve recognizability. A consistent and complementary colour palette can be used to code different types of destinations which helps people visualize how to find what they are looking for. Furthermore, it is important that colours maintain legibility by contrasting well with the typeface. The examples of sign colours below il-

lustrates successful and unsuccessful contrasting palettes.

SIGN TYPEFACES

COLOUR CONTRAST

CASE STUDY WAYFINDING IN LONDON, UK Although London is a huge city on another continent, its municipal government has implemented a wayfinding system known as Legible London that can be used in any town or city. The underlying idea of the program was to better support wayfinding in the city through a unified and coordinated network of signs and maps. The maps and signs help people find their way by detailing the landmarks theyâ&#x20AC;&#x2122;ll pass on their journey and by estimating the time it will take to reach their destinations. Internationally recognized symbols and colours are used to translate complex information quickly and easily. The program was so successful that information for cyclists are being applied as well. Read more about Legible London here: www.legiblelondon.info

RECOGNIZABLE SYMBOLS

CBCL LIMITED

CAR-ORIENTED DIRECTIONAL SIGNBOARD

â&#x20AC;˘ â&#x20AC;˘

Signs are supported by galvanized structural steel.

0.1m

A medium sized signboard should be used at important intersections to direct motorists to key destinations. They should be placed in the middle of the proposed boulevard for optimum exposure. Signboards should be limited to three or four directions in order to maintain effectiveness.

Signboards should be indirectly illuminated to ensure visibility at night.

Wood panels provide an attractive backdrop for sign plaques, fit within the local vernacular and match the style of light posts and planter boxes.

1.25 m The font for sign lettering is Univers 65 Bold.

Waterfront Parking

0.25m 74

Recreation Complex

1.0 m

2.2 m

DIRECTIONAL SIGNS

Town Hall

CBS MAIN STREET IMPROVEMENT PLAN

A minimum clearance of one metre will ensure that sign messages are in the sightline of motorists and provide an area for snow clearance.

1.4 m

It is important that lettering is large enough and contrasts against the background colour to maintain optimal legibility.

SOLUTIONS

PEDESTRIAN-ORIENTED DIRECTIONAL SIGNPOST

TRAIL & LOCATION MARKERS

•

Pedestrian signposts should have no more than eight sign panels and be placed in key locations. Globally recognized symbols should be used when possible.

Washrooms Parking

Markers can be used to indicate that users are on the right trail or have arrived at a specific destination.

The Main Street brand should be incorporated wherever possible.

Signs are double sided on a reflective, aluminum alloy sign face. VillaWashrooms Nova Plaza

Villa Nova Plaza

Town Hall

Parking

T’Railway

Manuel’s River

Green signs indicate recreational destinations.

Red signs indicate important buildings or facilities.

T’RAILWAY

LONG POND T’RAILWAY HARBOUR

KILOMETER

LONG POND

HARBOUR

8-6 PM ONLY

2.5 m

3.0 m

Trail markers can also include information such as how many kilometers hikers have traveled.

2.3 m

A minimum clearance of 2.3 metres is required to prevent obstructions to pedestrians and cyclists.

2.3 m

3.0 m

8-6 PM ONLY

Sign posts are black, cast iron steel.

CBCL LIMITED

OVERHEAD MOUNTED STREET SIGN Banners should include a wind flap to reduce potential damage from extreme wind events.

Main Street At signalized intersections, street signs can be mounted on overhead traffic lights

Street Banner

Street SIGNS

Street banners can be swapped with seasonal banners or advertisements for upcoming events or festivals.

Street signs that indicate Main Street should be spelled without abbreviations (ie, Main Street, not Main St.)

Bishops

Main Street

2.2 m

2.5 m

IDENTIFICATION SIGNS 76

A minimum clearance of 2.2 metres is required to prevent obstructions to pedestrians and cyclists.

CBS MAIN STREET IMPROVEMENT PLAN

Rd.

Street sign posts with two sign panels are left aligned. The top panel will include the Main Street logo, whereas the bottom panel will not.

2.7 m

Talcville

Street sign posts with one sign panel are horizontally aligned.

Avoid using dates on banners so they can be reused year after year.

Rd.

An approximate clearance of 2.7 metres is recommended for banners to maximize visibility for passing motorists, cyclists and pedestrians.

SOLUTIONS

Main Street Entrance Sign â&#x20AC;˘ Entrance signs should be indirectly illuminated to ensure visibility at night.

Two entrance signs should be placed in visible locations at both ends of Main Street; one near the Manuels River Interpretation Centre and the other near the future Town Hall Site.

4.2 m

The other side should indicate that users are exiting Main Street.

A large planting box surrounding the sign structure would include a variety of coniferous shrubs and dwarf tree species.

4.0 m

Entrance signs should include a warm message welcoming people to Main Street.

Have a Brilliant Day!

CBCL LIMITED

ORIENTATION kiosk

• •

0.1m

Maps and directions will help pedestrians orient themselves. Orientation kiosks should be placed in major pedestrian areas such as the Long Pond Harbour.

An orientation kiosk should include the name of the district or place that it is located in.

1.25 m

Parking Villa Nova Plaza

Sign placards that are removable allow for easy and affordable changes in the future. Maps could provide visual references that indicate how long it would take to walk to other destinations in the area.

Town Hall

ORIENTATION SIGN

2.8 m

1.8 m

Manuel’s Ri ver Trail

Orientation kiosks should be indirectly illuminated to ensure visibility at night.

Tourist Map.

Maps should be simple, easy to read, and highlight Main Street attractions and businesses. Paper tourist maps should match the map displayed at the orientation kiosk

CBS MAIN STREET IMPROVEMENT PLAN

0.25m

1.4 m

SOLUTIONS

Regulatory SIGNS

P TO SA IL Rd

BIS HO PS Rd

TO B

LA DE

PLEASE

HARBOUR SMOKING

SWIMMING 2

REG. 23 (D)

8-6 PM ONLY

2.5 m

REGULATORY SIGNS

KILOMETER

cville Tal

NO T’RAILWAY

LONG NOPOND

WAYFINDING SITING PLAN DIRECTIONAL SIGNPOSTS

ORIENTATION KIOSKS

ENTRANCE SIGNS

DIRECTIONAL SIGNBOARDS CBCL LIMITED

REDUCING SIGN POLLUTION Many businesses along Main Street rely on the use of advertising signs to promote their products and services to passing motorists. Most business premises have a free-standing premises sign. Buildings that house multiple tenants such as Villa Nova Plaza typically feature one or more large group signs that include the name and logo of each tenant business. The large building setbacks required on Main Street present a particular challenge for businesses trying to increase their exposure to passing vehicular traffic. In an effort to further increase their street presence, many individual businesses have hired portable signs and placed them along the street in order to communicate with potential customers. As a result, there is an overabundance of group and portable signs 80

CBS MAIN STREET IMPROVEMENT PLAN

(as can be seen in the area of Villa Nova Plaza in the photo above), particularly in locations with multiple tenant buildings, resulting in a cluttered and unsightly streetscape. In addition to creating a cluttered appearance, the practice of hiring portable signs has progressed to a point where messages are so frequent that they become ignored or impossible to read by the traveling public. In 2012, the Town conducted a review of its Sign Regulations and changes were made to address the density and number of permanent, free standing and portable signs. In areas where there is a concentration of businesses such as at Villa Nova Plaza, the density of portable signs is an issue that needs to be addressed. The underlying issue of sign pollution on Main Street is the lack of a street

presence for businesses due to the obstruction of parked vehicles and large building setbacks from the street. It is recommended that the Town make further efforts to enforce existing sign regulations, and to ban the use of portable signs in the Main Street in the core area. Alternatively, conditions would be improved with a significant reduction in the density of portable signs, which could be achieved by increasing the minimum space between them to 75m or greater. Consideration could also be given to allowing small, pedestrian-oriented sandwich board signs (approximately 3â&#x20AC;&#x2122; wide by 4.5â&#x20AC;&#x2122; high) on or next to sidewalks during business hours, provided they do not restrict pedestrian flow.

SOLUTIONS

Development Character Guiding the Main Street Evolution The treatment of the parts of Main Street within the public right-of-way and the design of the roadway and sidewalks are important downtown improvement elements. However, without a framework for attractive buildings and a mix of uses, the best sidewalk and street design will not be successful in creating a functional and attractive downtown. The commercial areas on the north side of Main Street in Conception Bay South’s downtown area are presently characterized by a suburban fabric and an automobile-oriented environment. Buildings are low in profile, set back from the street, and separated from other buildings by large areas of asphalt. The south side of the street consists of a finer grain of businesses and residences, typically placed closer to the road. The current demand for commercial land in the downtown and the Town’s desire to create an identifiable downtown present significant opportunities to improve development character in a manner that creates attractive pedestrian environments and downtown area.

should work towards providing urban design guidance at the planning application stage in order to assess, promote and achieve coherent development throughout Main Street.

Building Placement and Frontages New development along Main Street should foster true downtown character and break with the current form of suburban strip development. New downtown buildings should face the street and should be located close to the sidewalk and property line. Open and transparent pedestrian level facades with windows and entrances along the street are crucial elements for a comfortable pedestrian environment. In instances where a building is further set back from the sidewalk, well-designed pedestrian-oriented walkways should extend the public space to the entrances of the building. “No man’s land” between the building and the sidewalk used for parking or automobile circulation should be avoided. Generally, new development should be based on an internal circulation pattern that allows logical movement throughout the site that will accommodate, and not preclude, intensification over time.

Height, Massing and Scale Human scale development is an important ingredient of a vibrant Main Street. Buildings and trees bring a feeling of enclosure to a street and contribute to downtown’s sense of place. The heightto-width ratio is often used to describe the human scale of a street. The width is the horizontal distance between opposing building facades, and the height is measured from the sidewalk to the top of the building. Generally, a height-to-width ratio between 1:1 and 1:3 is considered a comfortable human scale. Recognizing that the current Main Street architectural character is not going to change overnight, achieving a height-to-width ratio even close to 1:3 is not realistic in the near future. In the absence of a street wall comprised of buildings close to the sidewalk, street trees and pedestrian scale lighting can create a sense of enclosure to Main Street with a “disguised” height-to-width ratio of 2:1. As redevelopment occurs, particularly in the core commercial area of Main Street, buildings should be between two to four storeys tall and placed near the street to create a real sense of enclosure, maintaining a height-to-width ratio between 2:1 or 3:1 (see illustration on the following page).

As the downtown evolves over time, the Town CBCL LIMITED

A lack of vertical elements creates an intimidating environment for pedestrians

1:10

Building facade

PARKING

SIDEWALk

LANE

PARKING

Building facade

existing height To width ratio

Adding trees and pedestrian-style street lamps on both sides of the street can create a “disguised” sense of enclosure without having to move buildings

1:2

Future developments along Main Street should be built to a height of two to four storeys to create a real sense of enclosure

long-term height to width ratio

CBS MAIN STREET IMPROVEMENT PLAN

Building facade

SIDEWALk

LANE

MEDIAN

LANE

SIDEWALk

Attractive vertical elements, such as building facades and street lamps help create a pleasant and comforting environment for pedestrians

Building facade 82

Building facade

PARKING

SIDEWALk

LANE

MEDIAN

LANE

SIDEWALk

PARKING

Building facade

“Disguised” height to width ratio

SOLUTIONS

Off-Street Parking

Mix of Uses

The location of off-street parking is closely linked to the placement and orientation of buildings along the street. In general, off-street parking located between a storefront and the street is visually unappealing and obstructs the visual connection between the two, contributing to business exposure and advertising issues. New development along Main Street should be designed with surface parking spaces at the rear of buildings, or in the worst case scenario, at the side. Car parking spaces should be oriented to minimize the number of pedestrian crossings. Shared parking arrangements between adjacent properties should also be encouraged to reduce the number of driveways onto Main Street and the overall amount of paved parking surface. Parking lots between adjacent properties that are linked will allow circulation of cars between properties without the need to drive on and off the road network.

Beyond an attractive public realm and welcoming storefronts and buildings, encouraging a mix of uses within Main Street is a vital step toward a viable downtown district. Successful downtowns include a variety of shops, offices, restaurants, public buildings, residences, entertainment and public spaces. The success of this commercial mix will also be determined by the residential densities found in or adjacent to the downtown. By introducing multi-unit residential development on or near Main Street, the Town can not only address the growing shortage in this segment of the housing market, and support local business with a predictable stream of customers who are able to walk to shops and restaurants. “Vertical mixed use”, the stacking of housing over retail, can add round-the-clock business to Main Street.

Off-street parking should include a safe and comfortable pedestrian realm. Continuous landscaping should reinforce pedestrian walkways within parking areas. Street furniture and pedestrian amenity space can improve a property’s appearance from the street. Where parking areas are currently located between a building and Main Street, a landscaped area along the edge of the site with trees, shrubs and low walls should be used to screen cars from the sidewalk and create a sense of enclosure along the streetscape.

clearly defined pedestrian areas should provide direct, safe and continuous access to buildings. Site furnishings, such as benches, bike racks and public art, should be part of the public space vocabulary.

Public Spaces Attractive public spaces complimenting dense Main Street development can provide welcoming places for rest, quiet contemplation and chance encounters. These spaces can include small parks, playgrounds or landscaped areas. Semi-public space amenities such as benches along retail buildings and street cafes add to the character of downtown. Pedestrian circulation throughout the downtown should be facilitated not only through sidewalks but also pedestrian walkways between adjacent properties or across parking areas. Between public sidewalks and building entrances, CBCL LIMITED

CBS MAIN STREET IMPROVEMENT PLAN

SOLUTIONS

CBCL LIMITED

Demonstration projects Downtown Urban Design Strategy As outlined earlier, the improvement strategies for Main Street should be focused on the downtown section of the street between the old Town Hall and the Dominion. â&#x20AC;&#x153;Rightsizingâ&#x20AC;? the street, burying overhead power lines, streetscape improvements, the intensification of built-out character and all associated public investments should occur in the downtown. Beyond this section, Main Street should remain in its current four-lane state, with added sidewalks on both sides and improved pedestrian crossings in locations like the school. The signage strategy should also extend along the entire Main Street study area. Four urban design demonstration projects illustrate potential changes on private properties along Main Street that could complement the Town-led public realm improvements. These potential scenarios illustrate how the area could evolve into a downtown precinct with a compact urban form and a mix of services, shops and housing. New buildings (yellow) on existing lots intensify the use of downtown land and provide additional commercial square footage to satisfy a growing demand. The downtown urban design concept 86

CBS MAIN STREET IMPROVEMENT PLAN

also emphasizes the notion of a new network of connected secondary streets. The new streets proposed in the Villa Nova Plaza and Town Hall are improve circulation, delineate vehicle and pedestrian movement across parking lots and help reduce the number of driveways entering onto Main Street. The four urban design projects are: 1. 2. 3. 4.

Harbour Plaza Dominion Redevelopment Villa Nova Plaza Town Hall Redevelopment

SOLUTIONS

downtown Urban Design Concepts 4

Town Hall Redevelopment

Villa nova plaza

1 Harbour Plaza

Dominion redevelopment

CBCL LIMITED

Harbour Plaza A recurring theme throughout the consultation stage was the high demand for a quality public space along Main Street that could accommodate a variety of events and take advantage of the beauty of Long Pond. The waterfront area between the McDonald’s and Jungle Jim’s has been identified as a prime are to accommodate such a space, and has been the subject of several redevelopment concepts in the past. This concept builds on the most recent iteration provided in the Long Pond Inner Harbour Development Concepts. The key feature of the Harbour Plaza concept is a 20m wide pier that is centred between the property lines of McDonald’s and Jungle Jim’s above a small estuary that empties into Long Pond. Although this pier would be located on private property, this land is undevelopable due to its proximity to a waterbody and would be a welcomed addition to help attract customers to area for adjacent businesses. The Harbour Plaza would extend approximately 75m from Main Street out into Long Pond, and would be flanked by 10m wide boardwalks along the coastline that would connect Villa Nova Plaza to the Dominion property. In order to connect the Dominion property to Harbour Plaza, the Town will need to negotiate with a private land owner to allow for pedestrian crossings over a residential driveway.

CBS MAIN STREET IMPROVEMENT PLAN

The main pier would wide enough to accommodate a variety of public events, including an outdoor market, public concerts and festivals. The space would also be used for recreational purposes, including fishing, walking and jogging. Small boat vessels, such as kayaks or canoes, could be launched from floating docks connected to the boardwalks, however, the shallow depth of the water would not accommodate larger vessels unless significant dredging occurred. This concept provides an option for the adjacent restaurants to tie their buildings into the boardwalk space for use as an outdoor patio, which would increase the overall functionality and attraction of the space and enhance business potential.

The Harbour Plaza will be a major attraction and public amenity for the Main Street area, and as such, should have exceptional aesthetic qualities. The main entrance of Harbour Plaza along Main Street should be as wide as possible and feature landscaping and a gateway that will help increase attraction and ensure passing motorists and pedestrians take notice. An abundance of seating should be provided throughout the Harbour Plaza development that will allow users to enjoy the views and get some rest. Waste and recycling receptacles should also be provided liberally to ensure the space remains clean and tidy. Finally, attractive accent lighting will allow Harbour Plaza to be an attractive and safe place at night.

SOLUTIONS

harBour plaza Concept

Long Pond

Potential kayak or canoe slipway

New waterfront boardwalk New harbour plaza pier Floating finger piers for small boats

New waterfront boardwalk

McDonald’s

Outdoor patio area Outdoor patio area

Jungle Jim’s

CBCL LIMITED

Dominion Redevelopment The Dominion Superstore is located on a large lot in a prominent location along Main Street. Redevelopment of the lot would benefit the Town through increased commercial floor space and street frontage, additional businesses and services, and a larger tax base in the downtown core. Although the Dominion lot is privately owned, redevelopment may be feasible in the near future. The lot is currently dominated by an abundance of underutilized parking stalls, which could be monetized through redevelopment. The â&#x20AC;&#x153;Dominion Parking Lot Redevelopmentâ&#x20AC;? concept offers a scenario that would benefit the Town, landowner and community. Two, L-shaped building are placed in either corner of the lot along Main Street, which add attractive store frontage along the streetwall and conceal parking in the rear. These buildings are also placed in the corner to ensure maximum street exposure for the Dominion. A landscaped entrance is also provided to give pedestrians direct access to the Dominion from Main Street and trail linkages are provided to the Harbour Plaza area. A new building is also proposed in the rear of the lot on the east side of the Dominion building. This building is located in a prime location to take advantage of the views of Long Pond and would be an ideal location for a restaurant or pub.

CBS MAIN STREET IMPROVEMENT PLAN

SOLUTIONS

Dominion Redevelopment Concept New waterfront bardwalk New waterfront restaurant

New commercial building with groundfloor retail

Dominion

New landscaped entrance pedestrian alley

New parking lot access point

New commercial building with groundfloor retail

CBCL LIMITED

Villa Nova Plaza Villa Nova Plaza is Conception Bay Southâ&#x20AC;&#x2122;s first significant downtown development and has successfully operated for many years. To this day it is the nucleus of downtown activity with a diverse range of commercial and institutional tenants. The current layout of Villa Nova Plaza is dominated by the automobile so much so, that people feel uncomfortable walking from one store to another and prefer driving their car across the parking lot. The urban design concept attempts to rectify some of the challenges the current operation faces. Most importantly, the vehicle circulation on the property is channeled into a network of curbed streets from which the parking stalls are accessible. Driveways onto Main Street are reduced from two to one and drivers can easily access the property at newly signalized intersections, one at Villa Nova Road and one next to MacDonaldâ&#x20AC;&#x2122;s. Pedestrians can safely walk on sidewalks paralleling the new secondary roads or on specially marked paths across the parking lots. A new pedestrian connection at the back of Villa Nova Plaza will directly link to the new Harbour Front Plaza.

CBS MAIN STREET IMPROVEMENT PLAN

In an effort to achieve a more comfortable Main Street enclosure and to bring retail closer to the street, the site of the currently empty KFC building could be redeveloped into a three to four story building with ground floor retail and offices in the upper floors. The loss of surface parking could be compensated to some degree by new parking stalls behind the Plaza.

SOLUTIONS New street

Villa Nova plaza Concept

New sidewalks throughout Villa Nova Plaza

New street

New commercial building Ground floor retail with offices above

CBCL LIMITED

Town Hall Redevelopment Plans for the relocation of Conception Bay Southâ&#x20AC;&#x2122;s Town Hall and public library are well underway. Although not immediately planned, the relocation of the municipal depot will, along with the town hall relocation, free up a key property in the downtown. There are several small parcels of land owned by Renu that are adjacent to the Town Hall site which would also be ideally included in a potential redevelopment. When the property is put on the market, the Town has a unique opportunity to influence the type of development through a conditional sale. The Town can stir both the use and urban form of the redevelopment of this exceptional downtown site. The shortage of multi-unit housing, be it condominiums, rental units or senior housing is a pressing issue in the Town. The proposed development addresses the deficiency with a four-storey block development surrounded by a new network of secondary streets and internal parking. The currently existing green space and memorial is maintained by stepping a portion of the block back from Main Street. If the south-western corner of the block was to become seniors housing, the green space with its slope towards Main Street could become a communal outdoors space for seniors watching the activity on the street. A ground floor restaurant of coffee shop could also use the space for outdoor seating. The south-eastern portion of the block should include ground floor

CBS MAIN STREET IMPROVEMENT PLAN

retail that can benefit from the prominent exposure to Main Street. The north-western corner is a residential-only building. Surface parking is provided in the interior of the block. The provision of seniors housing would significantly reduce the overall parking requirement of the development. If parking needs however exceed the available surface capacity, underground parking should be considered to maintain the compact urban form of the development. By and large, the introduction of housing close to businesses in the downtown will create a new customer base for downtown businesses. These customers, many of which potentially empty nesters and seniors will appreciate short walking distances to stores, doctorâ&#x20AC;&#x2122;s offices and restaurants facilitated by convenient and safe pathways connecting the downtown. The new secondary road network around the site is laid out in such fashion that it can be extended into currently undeveloped areas north of Main Street. This proposed concept includes the Renu lands to the west of the Town property. In the event that the private land owner does not want to sell their land as part of the redevelopment, the general concept can be condensed to fit within the Town property.

SOLUTIONS

Town Hall Redevelopment Concept

New street with possible extension to the North

Residential - 4 storeys New street

Residential - 4 storeys with ground floor commercial

Playground

Green space for residents

Interior Parking

Residential - 4 storeys with ground floor commercial Building setback to retain public open space

CBCL LIMITED

Main street Outside the Core Area While keeping an eye firmly on downtown street improvements, it is important for the Town to also extend basic pedestrian amenities across the entire length of Main Street between Topsail Road and Minerals Road. Outside the downtown, Main Street should remain in its current four-lane configuration. A sidewalk should be added to the south side of the street and gaps in the sidewalk on the north side should be closed. Safe pedestrian crossings should be provided at strategic locations (see page 59). The new sidewalk on the south side should be built along the street right-of-way boundary which will allow for the possibility to transition to a similar cross-section as the downtown core area without needed to tear out the sidewalk. The signage strategy should also extend along the entire Main Street study area (page 77).

CBS MAIN STREET IMPROVEMENT PLAN

NORTH

SOLUTIONS Remove one or both slip lanes

Main Street Gateways

minerals rideouts

Improve T’railway Crossing

Remove slip lane

Monument of Honour

Kitty Ades Turn - option 1 Remove one or both slip lanes

Street M

ain

t’railway

Improve T’railway Crossing

minerals rideouts

Manuels River, the eastern gateway to Main Street, has recently seen the addition of a new interpretation centre, which acts as a fantastic gateway feature. With the addition of an entrance sign (page 75), this area will easily be recognized as the gateway to Main Street.

t’railway

route

Option 2 depicts a roundabout. Often found at entrance node to communities, the land at the centre of roundabouts can be used for planting, public art or monuments. Generally, roundabouts have better safety performance over other type of intersections and pedestrians have to cross one direction of traffic. The roundabout configuration would also allow for a fairly direct alignment for the T’railway crossing.

ain

Option 1 depicts a slimmed down intersection with some or all slip lanes removed. Slip lanes generally result in high vehicle speed at intersections and are not conducive to safe pedestrian crossings. They also consume additional amounts of land that could be used for other purposes, such as landscaping, trailhead installations or possibly even new development. Option 1 would provide a tightened up intersection with more direct pedestrian crossings than the current configuration.

Street

route

Kitty Ades Turn is the western gateway to Main Street Conception Bay South. Changes to this intersection will enhance both its symbolic gateway function as well as the T’railway crossing for pedestrians and cyclists.

New Roundabout rd Monument of Honour

Kitty Ades Turn - option 2 CBCL LIMITED

Organization Business Improvement Association A Business Improvement Association (BIA) is an association of business people within a specific district who join, with approval from the municipality, to mutually support business activity. These associations are run by a BIA Board of Management that provides business promotion and improvement functions. Funded by their own money, the primary purpose of a BIA is to revitalize and maintain a local neighbourhood and to promote the area as a destination for businesses BIA STAKEHOLDERS

and retail activity. While the focus of a BIA’s activities are on a specific node or area of a municipality, surrounding businesses may and do benefit as well. The revitalization and maintenance of an area creates a safer and more attractive neighbourhood for retail shopping and local service firms. A BIA provides local businesses with a means to work together towards common goals alongside residents, the local Chamber of Commerce, the municipality and other stakeholders in the community. CORE FUNCTIONS OF A BIA

Beautification

Revitalization & Maintenance

Marketing & Promotion

Special Events

Business Attraction

Communication

CBS MAIN STREET IMPROVEMENT PLAN

Typically, once a BIA is approved by a Municipal Council, every business within the defined boundaries of the BIA automatically becomes a member, with exceptions. Each community that decides to form a BIA has different goals and challenges to overcome. During the 40-plus years that BIAs have been operating, a core set of functions have been established, which are indicated in the graphic below.

• Make a business area more pleasant for local businesses and the neighbouring residential area. • Common improvements include: lighting, signage, furniture, planters and decorations

• Improving and maintaining physical infrastructure. • Taking the lead in developing old Brownfields and improving building facades.

• Development of specialized market and promotional materials to encourage local residents, day trippers and tourist to shop and use services in the BIA.

• Organize and work with community partners to hold special events to promote and showcase businesses. • Events range from arts and culture (street dance, music, theatre or dance festival, food fair, arts and crafts exhibition) to seasonal carnivals or parades. • Work with commercial and industrial property owners to help fill available space and to ensure that the businesses being attracted will add value to the mix of shopping/service.

• Act as the collective voice of the business community in matters related to Council, municipal departments and institutions.

SOLUTIONS

Impacts of a BIA on the Community Proponents of BIAs often cite case studies of areas that have experienced economic growth through the BIA structure in the absence of direct empirical validation. As a local level organization, BIAs provide direct leadership in shaping public policy in municipalities. In many instances, the mandate of these organizations is not limited to making the area more livable and physically welcoming but also to make it more competitive. When effective, a BIA benefits all the stakeholders found in the community. •

•

Businesses benefit from increased consumer activity and in some instance cooperative purchasing arrangements. A more vibrant and attractive business area increases the demand for retail and office space, leading to a decrease in vacancy and appreciation of asset value. Enhancements to public spaces often make the neighbourhood a more desirable place to live. BIAs can also play a role in improving the walkability, local shopping and services available. The success of a single neighbourhood can have a ripple effect that benefits the rest of the community. The BIA’s success may make the municipality more attractive to businesses and tourists. The additional revenue that flows to the municipality from business attraction allows for additional public service which further strengthens local quality of life assets and the business environment.

Implementing a BIA The establishment of a BIA program needs to originate from the local business community. If they mutually agree that a BIA is the best way to improve their neighbourhood, then they can request that the Conception Bay South council designate the area along Route 60 between Terminal Road and the Manuals River, inclusive of the T’Railway to the south, as a Business Improvement Area. The Municipalities Act (1999) of Newfoundland & Labrador allows municipalities, such as Conception Bay South, to form Business Improvement Areas. Council has the power to make the regulations pertaining to: • • • • • •

• •

The declaration and designation of a business improvement area(s) within a municipality; The enhancement and improvement of a business improvement area; Special projects, activities or events to improve the area; Respecting the power, duties, election and procedures of a board ; Grants to promote a BIA; The imposition of a surcharge, no greater than 10% of the business tax imposed, for the purpose of covering operating expense of a board; The allocation of funds; The raising of funds;

CASE STUDY BELL’S CORNER BIA IN OTTAWA, ON With over 300 member businesses located adjacent to major arterial roads, the Bells Corners BIA has helped to retain the charm of an old town, where shoppers are able to enjoy a walkable environment, supported by connections between plazas. Proximity to these high-traffic arterial roads has also been leveraged to support businesses that thrive on increased visibility such as Canadian Tire and Staples. These large scale retailers are complemented by smaller specialty and convenience oriented shops that cater to both convenience and regional shoppers. The area, however, has its challenges. The Bells Corners BIA is providing a tool and forum for local businesses to work together to respond to these challenges in a coordinated fashion

CBCL LIMITED

Prior to implementing a BIA Conception Bay South, council is required to provide written notice of the regulations to all persons, groups, businesses, organizations and companies within the Main Street area. If more than 1/3rd of those notified and representing 1/3rd of assessed business tax in the area give written notice of objection to the clerk then council cannot proceed with regulations. Once created, council has the ability to dissolve the BIA upon receipt of petitions rejecting the area, or if the board fails in its function for a period of one or more years.

area. Based on taxes collected by Conception Bay South in 2012, 97 businesses were operating in the Main Street study area. In total these businesses paid, $648,056 dollars in Business Tax or $ 6,681 per business. Based on the total Business Tax collected, the maximum amount of revenue that could be collected to fund a BIA in the Main Street would be $64,805. However, in Newfoundland, there is precedent for capping the maximum that at any one business can pay. For instance, the City of Corner Brook’s Business Improvement Area Legislation requires that the CASE STUDY surcharge not exceed $1,000, while in St. John’s HEART OF ORLEANS BIA the revenue the surcharge not exceed $1,000, while in St. John’s the maximum has been set at $4,000 dollars. The analysis below shows If approved, Conception Bay South would be per- the maximum has been set at $4,000 dollars. The under three different conditions, 1) No maximum, 2) Maximum of $1,000 and 3) Maximum ofIN $4,000. OTTAWA, ON mitted to begin to impose up to a 10% surcharge analysis below shows the revenue under three difWith the mandate to oversee the improvement, or levy 5: onBIA businesses located in the Main Street ferent conditions, 1) No maximum, 2) Maximum FIGURE REVENUE, 3 SURCHARGE SCENARIO'S beautification and maintenance in its areas, of $1,000 and 3) Maximum of $4,000.

$64,806

$49,953 $31,352

No Maximum

$4,000 Maximum

$1,000 Maximum

Businesses are required to pay a surcharge of equivalent to 10% of their annual business tax. ($668.1*97)

Businesses are required to pay a surcharge of equivalent to 10% of their annual business tax or a maximum of $4,000. ($514.98*97)

Businesses are required to pay a surcharge of equivalent to 10% of their annual business tax or a maximum of $1,000. ($323.22*97)

BIA REVENUE - SURCHARGE SCENARIOS

100

CBS MAIN STREET IMPROVEMENT PLAN

this BIA benefits from a close-knit relationship with the City of Ottawa and the local chamber of commerce. It focuses on specific activities such as marketing, business recruitment, and streetscape improvements to its historic neighbourhood. In 2010, as a means to reduce traffic speeds along its primary access road, the BIA spearheaded a campaign to remove traffic signals and install a European style interchange. This has improved the walkability of the area by slowing traffic. More recently, the BIA has turned its attention to marketing the community as a dependable loyal shopping destination. This includes the promotion of the shopping experience, by highlighting the quality of services and friendlessness of staff through a social media campaign. The Heart of Orleans demonstrates the scale and diversity of activities that a BIA can pursue.

SOLUTIONS

Marketing & Promotion

ners placed on new light standards would help identify the Main Street area (See illusMarketing and promotion is an important compotration page 85). The Town and/or the BIA nent of successful Main Street commercial areas could host a competition to design the banand is used to attract customers as well as new ners for any given year as a way of getting the business investment. Often spearheaded by local community involved; and Business Improvement Associations working in cooperation with the municipality, a variety of ap- • Signage and wayfinding along the soon-to-be improved T’Railway is recommended to diproaches have been used successfully to increase rect people to the Main Street area. Such sigbusiness activity in Main Street areas. nage would be in the form of directional signage but should not include advertising signs. Marketing and promotion activities can include: • Creation of a consumer/tourist focused brochure that highlights events, stores and activ- Festivals and Events Festivals and events are a means of drawing people ities along the Main Street, including a map; • A profile of the Main Street area that high- into a downtown area. A variety of special events, lights the demographics for potential inves- festivals, outdoor markets, performances and so tors. In the form of an investment prospectus, on, attract the interest of people of all ages. The the Profile could be similar to materials al- spin-off benefits from such events include raised awareness of local goods and services and, where ready created for the Gateway development; • Once the Plan has been accepted by Council, public space improvements and beautification inithe use of press releases announcing the plan tiatives have been undertaken, increased potential should be issued and regional media coverage for repeat traffic as people begin to regard the area sought. Ongoing public relations are recom- as a pleasant place to visit. mended to get positive PR into the media as progress is made; • A Social Media campaign to link residents, customers and others to events taking place within Main Street could be undertaken. Whether through a BIA or the Town’s economic development office, investment in a website using the Main Street logo would be a first step prior to initiating a social media campaign; • A Banner Program could be developed. Ban-

A recent study prepared for the Town on ways to attract investment in Conception Bay South recommended that the Town pursue the creation of additional events along the Main Street to attract day trippers and additional interest in the area. Events need to be planned throughout the year and can be tied into Town-wide events (the 3 Hour Challenge), as partnerships with other events occurring in the Town such as the annual

Santa Claus Parade or Kelligrews Soiree for example, or through special events such as a coordinated street sales (side walk sales) with extended hours of operation. Events such as ‘Shop Local Days’ (as either a Main Street or Town-wide business initiative) will heighten awareness of the extent of available goods and services. Promotion could be done through ‘What’s Happening on Main Street’ distributed through flyers, local media and through the use of the Town’s web site and social media such as Facebook and Twitter, while high quality pictures and video can be displayed through YouTube and Flickr.

KEEPING Main Street CLEAN The general appearance and tidiness is an important consideration in the success of any Main Street. The absence of litter, swept streets and sidewalks, clean and inviting storefronts and public spaces convey a sense of civic pride and confidence. The Town, through the Pride in Your Community Committee (PIYCC), has spearheaded several programs such as the “3 Hour Challenge” aimed at community cleanliness. Such efforts in the Main Street area could also be supported through a Business Improvement Association. Continued participation by the Town in beautification programs such as Tidy Towns of Newfoundland and Labrador and Communities in Bloom also helps to raise civic pride and interest in landscaping and tidiness through participation of businesses, citizens and the municipality. CBCL LIMITED

101

IMPLEMENTATION The solutions outlined in the previous section offer strategies to achieve the community vision and goals of downtown revitalization. However, positive action will not occur without clear directions on how to implement these solutions. 102

The section concludes the report with details and steps on â&#x20AC;&#x153;how we get there.â&#x20AC;? These steps include costing estimates, funding opportunities, a phasing schedule and a list of responsibilities for stakeholders and other potential partners.

IMPLEMENTATION

Phasing The Improvement Strategies of the Main Street Improvement Plan are broken down into short, medium and long term phases. Each action item includes one of four broad categories, a reference to which Improvement Strategy the action item belongs to, and a list of the organizations/groups that will be responsible for implementation. While the proposed implementation road map of this report focuses on achieving the physical improvements that are at the core of this design study, it is

also intended to assist the Town in keeping an eye on the big picture and set in motion all necessary initiatives that help improve Main Street. The phasing sequence for capital projects identifies the ideal sequence of improvements based on the relationship between them. However, should funding become available from an unexpected source, or other pressures surface, opportunities to implement should be capitalized upon. This

KEY AREAS

RGANIZATION

Organization establishes consensus and cooperation by building social and economic partnerships among various groups who have a stake in Main Street. Provides management and advocacy for Main Street.

ESIGN

The “design” category is associated with further conceptualizing and planning physical Main Street improvements. Conducts investigation and due diligence of design concepts.

is of particular importance to road maintenance and improvement work that may have to be undertaken in the coming years, regardless of the phasing sequence proposed in this study. For example, road improvements required as a result of wear and tear, provide opportunities to incorporate street right-of-way improvements such as those recommended as part of the Main Street Improvement Plan.

IMPROVEMENT STRATEGIES

ROMOTION

Promotion creates a positive image that will rekindle community pride and improve consumer and investor confidence. It helps sell the image and promise of downtown to the community and the surrounding region. Communicates Main Street’s unique characteristics.

UILD

Build means the actual construction of physical improvements, including public and private buildings, storefronts, signs, landscaping, public spaces, displays, etc. Realizes all of Main Street’s physical components.

Branding Main Street

vehicular circulation

pedestrian realm

STREETSCAPING

Wayfinding & signage

development character

ORGANIZATION CBCL LIMITED

103

short TERM ACTION (1-3 YEARS) ACTION

KEY AREA

Adopt Main Street Improvement Plan

Finalize branding exercise

Establish a Business Improvement Association (BIA) and promote Main St.

Finalize street furniture palette, and develop streetscaping plan to determine planting and select locations of street furniture and provide guidelines for landscape improvement program on private lands

Section

RESPONSIBILITY Town

Implement ongoing program of installing planting and street furniture

Town, Business Owners, Residents

Town, Business Owners

Town, Business Owners Town, Business Owners

Design and implement alterations to sign policy

Complete a detailed traffic impact assessment to determine best road cross section layout

Town

Design Main Street cross section changes

Town

Design proposed secondary road network in Villa Nova and existing Town Hall area

Town, Business Owners

Develop detailed signage and wayfinding plan that designs exact signs and location where they will be installed

Implement Official Plan and Bylaw review to create legislative framework and specific guidelines / form-based code for managing the development character in the Main St. area

Town Town

Design and construct proposed Harbour Plaza

Town

Install unsignalized crosswalks along T'Railway at Country Path, Anchorage Rd. and Tobins Road

Town

Improve T'Railway for cyclists

Town

Improve Main St. Gateway at Manuels River

Town, Business Owners

Improve Main St. Gateway at Kitty Ades Turn

Town, Business Owners

Negotiate with Newfoundland Power to bury power lines

104

CBS MAIN STREET IMPROVEMENT PLAN

Town

IMPLEMENTATION

MID TERM ACTION (4-6 YEARS) ACTION

KEY AREA

Section

RESPONSIBILITY

Implement road and sidewalk improvements along Main Street from Dawson Run to Villa Nova Rd.

Town

Implement road improvements along Main Street from Villa Nova Rd. to proposed Harbour Plaza area

Town

Build proposed secondary roads around Villa Nova Plaza

Implement road and sidewalk improvements along Main Street from proposed Harbour Plaza area to Bishops Rd. and provide trail markers along Talcville Rd. from Main St. to T'Railway

Build proposed secondary roads north of Main St. east of Villa Nova Rd. and around the Shoppers Drug Mart

Town, Business Owners

Section

RESPONSIBILITY

Relocate the Town Hall and prepare RFP for redevelopment of area

Town Town, Business Owners 5

Town

long TERM ACTION (4-6 YEARS) ACTION

KEY AREA

Institute access control and install sidewalks along Main St. from Dawson Run to Manuels River

Town

Build proposed secondary roads south of Main St. from Elliots Place to an intersection aligned with Villa Nova Rd. including sidewalk installation along Tobins Rd.

Town

Institute access control and install new sidewalk along Main Street from Bishops Road to Greenslades Rd. and provide trail markers along Anchorage Rd. from Main St. to T'Railway

Town

Pave sidewalks along Main St. from Country Path to Greenslades Rd., install traffic signals at Greenslades Rd., install signalized crosswalk at Dickens Lane, install unsignalized crosswalks at Pottles Lane and Dicks Place, and provide trail markers along Dicks Place from Main St. to T'Railway

Town

CBCL LIMITED

105

Cost estimates The following pages outline the estimate opinion of probably costs for the Main Street Improvement Plan. Not included in this budget are the environmental remediation costs or costs (or revenue) from property transactions. It should be noted that this opinion of probable costs is presented on the basis of experience, qualifications, and best judgement. It has been prepared in accordance with acceptable principles and practices. Market trend changes, non-competitive bidding situations, unforeseen labour and material adjustments, availability and the like are beyond the control of CBCL Limited and as such cannot warrant or guarantee that actual costs will not vary from the opinion provided.

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CBS MAIN STREET IMPROVEMENT PLAN

IMPLEMENTATION

Notes:

* The calculations for the breakdown of the per metre costs for the construction of the roads are provided in Appendix C. ** A preliminary design for the overall changes to Main Street is required to ensure that a consistent approach and aesthetic is created as different projects are phased in. Therefore, the cost for the design of a "Main Street Improvement Master Plan" is provided as a separate item. Since the master plan provides preliminary design, Design & Engineering fee percentages for each phase of the Main Street improvements may be reduced. However, detailed design for each phase is still required.

Downtown Organization and Branding Design Item Finalize branding exercise Design and implement alterations to sign policy Develop guidelines for landscape improvement plan Review Official Plan & Bylaw to create guidelines for private properties Sub-total Contingency (25%) Total (without HST)

Quantity

Units 1 lump sum

Unit Cost 20,000

1 lump sum 1 lump sum

$ $

10,000 75,000

$ $ $ $ $

Cost 20,000 Staff Time 10,000 10,000 40,000 10,000 50,000

$ $ $

Cost 10,000 15,000 25,000

Ongoing Programs Item Establish a Business Improvement Association (BIA) (Annual Grant) Implement landscape improvement plans (annual matching grants) Total (without HST)

Quantity Units 1 (ongoing) lump sum 1 (ongoing) lump sum

Unit Cost $ 10,000 $ 15,000

Main Street Improvements Design Item Develop detailed signage plan (including specific sign designs) Complete traffic impact assessment and design Main Street Improvement Master Plan Negotiate with Newfoundland Power to bury power lines Sub-total Contingency (25%) Total (without HST)

Quantity

Units 1 lump sum

Unit Cost 15,000

Cost 15,000

1 lump sum

80,000

$ $ $

Staff Time 95,000 23,750 118,750 CBCL LIMITED

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Construction of Gateway at Manuels River Item Entrance sign Shrubbery Project Sub-total Construction Contingency (25%) Design & Engineering (11%) including site inspection Total (without HST)

Quantity

Units 1 lump sum 20 sq. m.

Unit Cost $ 75,000 $ 40

Cost 75,000 800 75,800 18,950 10,423 105,173

$ $ $ $ $ $ .

Construction of Gateway at Kitty Ades Turn Item Demolition of portions of existing road surface and curbs Relocation of existing signals Curb and gutter Crusher dust multi-use path (T'Railway Extension) Concrete sidewalk (1.5m wide) Roadway / crosswalk striping Waste containers Sodding Hydroseeding Entrance sign Project Sub-total Construction Contingency (25%) Design & Engineering (15%) including site inspection Total (without HST) Main Street from Dawson Run to Villa Nova Rd. Item Reconstruction of Road Cross Section * Benches Waste Containers Planters Street trees Installation of Traffic Signals Directional signpost Directional signboard Project Sub-total Construction Contingency (25%) Design & Engineering (13%) including site inspection Total (without HST) 108

CBS MAIN STREET IMPROVEMENT PLAN

Quantity 1 1 300 75 400 1 2 400 2,800 1

Quantity 400 8 8 5 20 3 1 1

Units lump sum lump sum lm sm sm lump sum each sm sm lump sum

$ $ $ $ $ $ $ $ $ $

Unit Cost 10,000 100,000 85 5 150 5,000 1,000 14 4 75,000

Units lm each each each each each each each

$ $ $ $ $ $ $ $

Unit Cost 2,840 1,000 675 2,700 1,500 200,000 3,000 8,000

$ $ $ $ $ $ $ $ $ $ $ $ $ $

Cost 10,000 100,000 25,500 375 60,000 5,000 2,000 5,600 11,200 75,000 294,675 73,669 55,252 423,595

$ $ $ $ $ $ $ $ $ $ $ $

Cost 1,136,000 8,000 5,400 13,500 30,000 600,000 3,000 8,000 1,803,900 450,975 293,134 2,548,009

IMPLEMENTATION

Main Street from Villa Nova Rd. to western end of proposed Harbour Plaza area Item Reconstruction of Road Cross Section * Benches Waste Containers Planters Street trees Installation of Traffic Signals Installation of Signalized Crosswalk Directional signpost Directional signboard Project Sub-total Construction Contingency (25%) Design & Engineering (11%) Total (without HST) Main Street from proposed Harbour Plaza area to Bishops Rd. Item Reconstruction of Road Cross Section * Benches Waste Containers Planters Street trees Directional signpost Directional signboard Project Sub-total Construction Contingency (25%) Design & Engineering (11%) including site inspection Total (without HST)

Quantity 260 4 4 5 25 2 1 1 1

Units lm each each each each each each each each

$ $ $ $ $ $ $ $ $

Unit Cost 2,840 1,000 675 2,500 1,500 200,000 50,000 3,000 8,000

200 5 5 4 15 1 1

Units lm each each each each each each

$ $ $ $ $ $ $

Unit Cost 2,840 1,000 675 2,500 1,500 3,000 8,000

Units lm sm sm sm

$ $ $ $

Unit Cost 75 95 60 15

Quantity

Access Control and Pedestrian Improvements: Main St. from Dawson Run to Manuels River Item Quantity Curb and gutter 225 Concrete sidewalk 75 Reinstatement of asphalt 60 Reinstatement of soft landscape 20 Project Sub-total Construction Contingency (25%) Design & Engineering (15%) including site inspection Total (without HST)

$ $ $ $ $ $ $ $ $ $ $ $ $

Cost 738,400 4,000 2,700 12,500 37,500 400,000 50,000 3,000 8,000 1,256,100 314,025 172,714 1,742,839

$ $ $ $ $ $ $ $ $ $ $

Cost 568,000 5,000 3,375 10,000 22,500 3,000 8,000 619,875 154,969 85,233 860,077

$ $ $ $ $ $ $ $

Cost 16,875 7,125 3,600 300 27,900 6,975 5,231 40,106 CBCL LIMITED

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Access Control and Pedestrian Improvements: Main Street from Bishops Road to Greenslades Rd. Item Quantity Units Curb and gutter 200 lm Concrete sidewalk 525 sm Reinstatement of asphalt 50 sm Reinstatement of soft landscape 140 sm Directional signboard 1 each Project Sub-total Construction Contingency (25%) Design & Engineering (13%) including site inspection Total (without HST) Access Control and Pedestrian Improvements: Main St. from Country Path to Greenslades Rd. Item Quantity Curb and gutter 425 Concrete sidewalk 1,140 Install traffic signals at Greenslades Rd. 1 Install signalized crosswalk at Country Path 1 Install unsignalized crosswalks at Pottles Lane and Dicks Place 1 Directional signpost 1 Directional signboard 1 Project Sub-total Construction Contingency (25%) Design & Engineering (15%) including site inspection Total (without HST) Access Control and Pedestrian Improvements: Main St. from Country Path to Terminal Rd. Item Quantity Concrete sidewalk 575 Reinstatement of soft landscape 150 Project Sub-total Construction Contingency (25%) Design & Engineering (11%) including site inspection Total (without HST)

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CBS MAIN STREET IMPROVEMENT PLAN

$ $ $ $ $

Unit Cost 75 95 60 15 8,000

Units lm sm each each each each each

$ $ $ $ $ $ $

Unit Cost 75 95 200,000 50,000 7,500 3,000 8,000

Units sm sm

$ $

Unit Cost 95 15

$ $ $ $ $ $ $ $ $

Cost 15,000 49,875 3,000 2,100 8,000 77,975 19,494 12,671 110,140

$ $ $ $ $ $ $ $ $ $ $

Cost 31,875 108,300 200,000 50,000 7,500 3,000 8,000 408,675 102,169 76,627 587,470

$ $ $ $ $ $

Cost 54,625 2,250 56,875 14,219 7,820 78,914

IMPLEMENTATION

Demonstration Projects Harbour Plaza Item Wood decking Wood piles Grading Reinstatement of Shoreline Riprap Lighting Electrical Connection to power Floating docks (2.4 m. wide) Ramp to floating docks Benches Waste Containers Bike Racks Trees Shrubbery Sod Project Sub-total Construction Contingency (25%) Design & Engineering (15%) including site inspection Total (without HST)

Quantity Units 2,700 sm 370 each 420 cum 140 lm 16 each 280 lm 1 lump sum 72 lm 1 each 18 each 6 each 3 each 15 each 200 sm 600 sm

$ $ $ $ $ $ $ $ $ $ $ $ $ $

Unit Cost 250 1,000 30 400 5,000 40 10,000 1,250 10,000 2,500 1,000 500 1,500 40 12

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

Dominion Redevelopment

Cost 675,000 370,000 12,600 56,000 80,000 11,200 10,000 90,000 10,000 45,000 6,000 1,500 22,500 8,000 7,200 1,405,000 351,250 263,438 2,019,688 By Others

Villa Nova Plaza Item Public Secondary Road Private Internal Road Parking area along secondary road Shrubbery Sod Project Sub-total Construction Contingency (25%) Design & Engineering (15%) including site inspection Total (without HST) Town Hall Redevelopment Site Development costs to be covered by development agreement Secondary Roads including area around Shoppers Drug Mart Project Sub-total Construction Contingency (25%)

Quantity 850

Units lm

Unit Cost 1,762

300 80 170

sm sm sm

$ $ $

55 40 12

$ $ $ $ $ $ $

Cost 1,497,417 by others 16,500 3,200 2,040 1,519,157 379,789 284,842 2,183,788

420

1,762

$ $ $

by others 739,900 739,900 CBCL LIMITED 184,975

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Sod Project Sub-total Construction Contingency (25%) Design & Engineering (15%) including site inspection Total (without HST) Town Hall Redevelopment Site Development costs to be covered by development agreement Secondary Roads including area around Shoppers Drug Mart Project Sub-total Construction Contingency (25%) Design & Engineering (15%) including site inspection Total (without HST)

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CBS MAIN STREET IMPROVEMENT PLAN

170

$ $ $ $ $

2,040 1,519,157 379,789 284,842 2,183,788

420

1,762

$ $ $ $ $

by others 739,900 739,900 184,975 138,731 1,063,606

IMPLEMENTATION

Funding programs In many cases, Main Street Improvement programs are funded entirely by a municipality, or local business improvement areas/associations. However, when part of a larger redevelopment project, the following funding agencies may provide a portion of the total cost of the project. The municipality can then allocate a portion of the fund toward streetscape improvements. ACOA: Community Infrastructure Improvement Fund (CIIF) The CIIF supports the improvement and expansion of community facilities, such as community centres, cultural centres, parks, recreational trails, libraries, recreational facilities, tourism facilities, docks, and other existing community infrastructure assets. CIIF can fund a maximum of 50 per cent of the total project costs. Projects are selected on the basis economic benefits including the potential for job creation, readiness, funds leveraged, and their ability to be completed by March 31, 2014. ACOA: Innovative Communities Fund The Innovative Communities Fund focuses on investments that lead to long-term employment and economic capacity building in rural communities. It is open to non-commercial, not-for-profit organization and considers funding for projects

that clearly demonstrate linkages and partnerships within the community, benefit the economic development of the community, lead to sustainable and viable economic activity, are incremental in nature, have a fixed duration, and demonstrate capability to conduct the proposed activity. Infrastructure Canada: Building Canada Fund The Building Canada Fund is a cost-shared program that invests in public infrastructure owned by provincial, territorial and municipal governments. Generally, for municipal projects the federal share is limited to one-third the total cost of the project, with the remaining funded by the province and the municipality. Infrastructure Canada: Gas Tax Fund The purpose of the Gas Tax Fund is to provide municipalities with predictable, long-term funding that can help the municipalities build and revitalize public infrastructure that contribute to positive environmental results. This includes drinking water, wastewater infrastructure, public transit, community energy systems, solid waste management, and local roads projects that lead to cleaner air, water and reducing greenhouse gas emissions.

Department of Innovation, Business and Rural Development: Regional/Sectoral Diversification Fund The purpose of this fund is to provide nonrepayable contributions to eligible organization for development and implementation of economic initiatives that address regional and sectoral development. The program will provide up to 25 percent of the total project costs and takes into account the availability of other funding sources in the assessment of application. The funded projects may comprise of developing infrastructure that benefits the regions and the province, creating an environment for business development and completing strategies to enhance development and implementation of key sectors. The initiatives should link to sectors identified as priorities, focus on small business growth and expansion, focus on industrial diversification and assist with the removal of barriers to business development and growth.

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APPENDICES APPENDIX A: CASE STUDIES APPENDIX B: PUBLIC MEETING PANELS APPENDIX C: PER METRE COSTS FOR STREET IMPROVEMENTS 114

CASE STUDIES IMPLEMENTATION

APPENDIX A: CASE STUDIES

street parking and enhanced sidewalks with amenity zones (ex: outdoor seating areas). A reduction of lands on an existing street is often referred to as a “road diet”. A road diet may involve restriping the lanes on street without moving the existing curbs, or it can entail a complete reconstruction of the street with new curb locations. Road diets have been found to help reduce traffic speeds, create more pedestrian friendly streets, increase sales revenue and property values for adjacent businesses, and increase safety by reducing vehicle and pedestrian accidents.

Road Diet: Wheat Ridge, Colorado

ROAD DIETS IN WHEAT RIDGE, COLORADO

In October 2012, the City of Wheat Ridge, Colorado adopted the 38th Avenue Corridor Plan. The vision and guiding principles outlined in the plan primary from the Cityviable of Wheat callThe for 38th Avenuerecommendation to become an attractive, economically corridor Avenue Corridor PlanInwas thethe thatRidge’s serves as 38th the Main Street for Wheat Ridge. orderto to reduce achieve this, primary recommendation this plan is to reduce number of vehicularoflanes from four andthe fivenumber lanes,oftovehicular three lanes on 38th Avenue,the utilizing the additional space a combination ofof onlanes, utilizing additional space forfor a combination

on-street parking and enhanced sidewalks with amenity zones (ex: outdoor seating areas). This is often called a “road diet”. Road diets have been found to help reduce traffic speeds, create more pedestrian friendly streets, increase sales revenue and property values for adjacent

Through a Road Diet Traffic Analysis, the city determined that even with a 15% growth rate in traffic volume over the following 20 years, the corridor could be reduced from four and five lanes to three lanes (one thru-lane in each direction and one continuous center turn lane). However, the city is taking an interesting approach to implementing the road diet. Commencing in the summer of 2012, they began a short-term retrofit road diet that will act as an 18-24 month long pilot project. During the pilot project, the removal of traffic lanes has created room for a more pedestrian and bike friendly street, temporary outdoor seating areas (called pop-up cafes), onstreet parking, bike lanes, and temporary planters. In some cases the planters have been used reduce large curb cuts and to clearly define access points. Throughout this time the city will collect data from a variety of sources, including traffic counts and new businesses on the street, to assess the success Similar to Route 60inform in Conception Baychanges South,made Raymond of the project. This will any permanent to the street Avenue borders a business district, in the future. After the residences, pilot project is evaluated, the corridor planopen calls for a Sim space and anconstruction elementary school. Raymond Avenue feltwith more permanent project that would create wide sidewalks serv permanent landscaping and seating like a highway because theareas. road was initially designed

RIGHT-SIZING IN POUGHKEEPSIE, NEW YORK

for high speeds, rather than safety and access. In 1999, the city set out to reconfigure Raymond Avenue to calm traffic, improve pedestrian experience and safety, increase aesthetic appeal and support vibrant CBCLaLIMITED business district. By resizing the street, the four lane

Stre betw the dou 115 loca

E STUDIES

Rightsizing: Raymond Avenue, Poughkeepsie, New York Rightsizing is the process of reallocating a streetâ&#x20AC;&#x2122;s space to better serve its full range of users. Many of our streets and highways were built prior to development and as the communities grew, the needs of the community changed. Streets must then be reconfigured to meet the Townâ&#x20AC;&#x2122;s current needs. Rightsizing is context-sensitive and should always include the vision of the local community. In general, typical goals of rightsizing include increasing safety and access for all users, encouraging walking, biking and transit use, supporting businesses and the local economy, and creating places that foster community livability. These gaols are usually achieved by converting vehicle travel lanes to other uses, narrowing vehicle lanes, adding bike lanes, improving pedestrian infrastructure, changing parking configuration and adding roundabouts and medians.

mond Avenue felt like a highway because the road was initially designed for high speeds, rather than safety and access. In 1999, the city set out to reconfigure 1.5 miles of Raymond Avenue to calm traffic, improve pedestrian experience and safety, increase aesthetic appeal and support a vibrant business district. By resizing the street, the four lane arterial road was reduce to two lanes, three roundabouts were constructed in order to slow traffic without impeding traffic flow, sidewalks are parking were made more consistent along the corridor, a centre median with plantings and tress was built, pedestrian infrastructure was added (textured sidewalks, district specific street lights) and a safer crossing at the elementary school was established. Phase 1 of the project was completed in 2007. As a result, by comparing traffic data from before and after the redesign, it was found that accidents decreased more than 50%, and vehicle speeds declined by about 24%, yet corridor travel time increased by 7% and traffic delays decreased by 56% at the roundabouts. Furthermore, many new businesses have opened or expanded in the district since the project was implemented.

RIGHT-SIZING IN POUGHKEEPSIE, NEW YORK

Similar to Route 60 in Conception Bay South, Raymond Avenue borders residences, a business district, open space and an elementary school. Ray116

Similar toIMPROVEMENT RoutePLAN 60 in Conception Bay South, Raymond CBS MAIN STREET

STRATEGIC INFR BEAUF

ymond open ue felt signed ss. In venue e and vibrant ur lane abouts peding more n with

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• • •

Strategic Infrastructure Development: Street, Beaufort, South Carolina

Boundary

STRATEGIC INFRASTRUCTURE DEVELOPMENT IN BEAUFORT, SOUTH CAROLINA

Boundary Street is the gateway to the historic City of Beaufort. In 2006, the Boundary Street Master Plan was created and adopted to improve the overall character and charm of the commercial strip corridor. The plan seeks Similar to Conception Bay South, Boundary Street to improve the safety and operational efficiency for all modes of travel, while serves as aeconomically major transportation corridor. creating a more productive address. StrategicBoundary infrastructure Street hasof three majorStreet problems that create tension improvements the Boundary Redevelopment District include combetween need to move large mobility volumes of traffic and plete streets, a the retrofit of suburbia, improved options, and enhanced the desire to create a walkable thoroughfare: It serves connectivity.

double duty as both a through-moving arterial and a

The principles of the planstreet; are: locally-circulating It encourages only one travel • mode Interconnect it all; by discouraging walking, cycling, and transit; • Create traffic capacity and safety and character; and, It is geographically constrained by marshes. To • Plan for feasible, phase-able pieces;

balance the vision and constraints, the proposed design of Boundary Street is a type of Multiway Boulevard with the center lanes sued for the “motor vehicle realm”.

IMPLEMENTATION

Make Boundary Street a walkable ‘great street’; Grow a mix of uses and mix of housing types; and Grow a memorable entrance to town.

Similar to Conception Bay South, Boundary Street serves as a major transportation corridor. Boundary Street has three major problems that create tension between the need to move large volumes of traffic and the desire to create a walkable thoroughfare: It serves double duty as both a through-moving arterial and a locally-circulating street; It encourages only one travel mode by discouraging walking, cycling, and transit; and, It is geographically constrained by marshes. To balance the vision and constraints, the proposed design of Boundary Street is a type of Multiway Boulevard. A multiway boulevard is a street design that can simultaneously handle large volumes of through traffic while encouraging street-front development appropriate for a town center. The center lanes are considered the “motor vehicle realm”, and most design considerations follow the motor vehicle mobility function, just as with contemporary arterial design. A key concession to pedestrians is that speeds are managed in the 30-35 mph range by techniques such as narrower lanes and shorter blocks.

THE BLVD IN LANCASTER, CALIFORNIA

It was recognized that transformation of the corridor will not happen overnight, so the is broken down into of small, strategic components that can be Before theplan redevelopment Lancaster Boulevard, redeveloped as the market Each aspect the plan setsand initial imLancaster was in demands. decline, both ofsocially provements that canIn be implemented with continued economically. response right to away, the along recession, the redevelopment to achieve the end goal. However, plan principles create a Lancaster Redevelopment Agency chose to investcohesivein ness that guides each phase of development, and integrated concepts ensure a major redevelopment of the Lancaster Boulevard. that growth of the corridor is consistent in terms of design and sustainability.

The plan aimed to increase the mix of uses, create better walking environment for pedestrians, and restore the Boulevard’s historical place as a cultural and commercial corridor. To accomplish this, the city used form-based code. The project focused on a complete reconstruction of the street, which incorporated traffic calming, pedestrian amenities and CBCL LIMITED locally appropriate landscaping. Collaborations with

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APPENDIX B: PUBLIC MEETING PANELS

PROJECT OVERVIEW

THE PROJECT

STEPS TO A SUCCESSFUL DOWNTOWN

Since its incorporation in 1973, the Town of Conception Bay South has experienced growth and development that today, with a population of approximately 25,000 residents, the largest town, and the second largest municipality in the province. Development of the community has been largely of a suburban residential nature with a disproportionate ratio of residential to commercial/industrial tax base. Despite the presence of over 500 businesses, there is no cohesive, readily identifiable business district in the community. Instead, commercial development is spread out along the highway with concentrations of commercial uses in Long Pond/Manuels (around Villa Nova Plaza) and in Kelligrews.

Each downtown and main street is unique. Lessons learned in one place cannot simply be applied in another. However, what many downtowns have in common is that deterioration has typically happened slowly. Revitalization processes are also accomplished slowly and incrementally, without sudden change forced on the community. As slow as it may be, the revitalization process needs a strong footing, a basis on which residents, businesses and decision makers move forward. A common overall theme and restoration visualization as will be the foundation and starting point for revitalizing Main Street.

The Town of Conception Bay South recognizes that its downtown commercial district is one of the most visible indicators of the community’s economic and social health. With a number of other priorities addressed, the Town now finds itself in a position to define and improve the appearance and amenity of its Main Street, and to seize on the potential to significantly advance the Town’s position as a progressive and vibrant community.

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CBS MAIN STREET IMPROVEMENT PLAN

TUESDAY

WEDNESDAY

THURSDAY

FRIDAY

9-2 PM

9-12 AM

Concept Design

Stakeholder Meeting

12-2 PM

12-4 PM

Public Walking Tour

Public Drop-In Session

Concept Design

MORNING

February 25

LUNCH

MONDAY

AFTERNOON

STUDY AREA

DESIGN CHARRETTE WEEK SCHEDULE

CBS MAIn STREET

STUDY AREA

February 27

February 28

2-4 PM

2-4 AM

Stakeholder Meeting

Concept Design

ST. JOhn’S

MAIn STREET

February 26

Stakeholder Meeting

EVENING

In a 2001 review of the Municipal Plan, these areas were identified as needing further study and improvement. A Main Street Improvement Plan was recommended to concentrate on methods to calm traffic flow, improve vehicle access, parking and pedestrian circulation. Between 2001 and 2012, the Town’s Capital Works investment strategy focused on completing installation of water and sewer services throughout the community. No plan for the main street area was completed, but the need was again identified in a review of the 2001 Municipal Plan (completed in 2012). The 2001 policy to undertake a Main Street Improvement Plan is also included in the new Plan.

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Stakeholder Meetings Public Event Concept Design

7-9 PM Public Design Charrette

March 1

IMPLEMENTATION

AERIAL PhOTOGRAPh

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Wri te yo ur th ough ts on po st-i t no te s an d st ick th em to th e m ap.

Stick green dots on your favourite places Main Street

St ick re d do ts on pl ac es al ong M ai n St re et th at ne ed im provem en ts

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S KI N

MAIn STREET MAPS AD RO

LA CH ERRY

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PL AC E

BUILDInG COVERAGE

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Lab el you r fav our ite plac es along Ma in Stre et.

CBS MAIN STREET IMPROVEMENT PLAN

IMPLEMENTATION

PhOTOGRAPhS

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Rec ord any tho ugh ts or obs erv atio ns on a stic ky note

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AnALYSIS GEOGRAPHICAL ANALYSIS

How will clim ate cha nge affe ct Ma in Stre et?

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LAnD UTILIZATIOn InSTITUTIOnAL 6.4%

PARKInG 11.1%

RESIDEnTIAL 45.4%

InDUSTRIAL 1.7%

What types of building uses should occur along Main Street?

ROADS 9.2%

SIDEWALKS 0.5%

RECREATIOn 5.8%

BUILDInGS 7.2%

200.0

ANALYSIS Low (2.5+)

OPEn AREAS 61.3%

Moderate (2.0-2.5)

100.0

High (1.5-2.0)

BREAKDOWN OF BUILDING USES

DRIVEWAYS 4.9%

COMMERCIAL 45.1%

MIXED USE 1.4%

Very high (-1.5)

0.0

ELEVATION (m)

SEA LEVEL RISE (m)

The study area is tucked between the coastline of Conception Bay and the leeside of the Avalon Plateau. Within the study area, elevations reach approximately 38 metres, however, the steep banks of the adjacent Plateau quickly reach over 200 metres. Recent residential development has worked its way up the slope of the plateau, taking advantage of the stable foundations and great views.

Every year, the sea level rises approximately 3-5 mm on the Avalon Peninsula and is expecting to climb to over a metre by 2099. The Long Pond beach jetty protects low-lying areas from storm surge, however, future sea level rise, plus storm surge, could breach the system and leaved developed areas along Main Street vulnerable.

BREAKDOWN OF LAND UTILIZATION

CBS MAIN STREET IMPROVEMENT PLAN

USERS OF MAIn STREET POPULATIOn PYRAMID

POPULATIOn PROJECTIOnS

35,000 30,000

25,000 20,000 15,000 17+

10,000

10-17 5-10

5,000

2-4 0-1

SLOPE CHANGE (%)

CLImATE

Slopes under 1% do not drain well unless they are paved and carefully finished. Slopes over 10% are more expensive to build on, requiring more complicated foundations and utility connections. Roads are ideally kept between 1 and 10%. A 17% slope approaches the limit that an ordinary loaded vehicle can climb, for any sustained period. The normal limit of climb for pedestrians is 20 to 25% without resorting to stairs.

Areas that are sloped toward the south/southwest receive the most solar exposure on an annual basis. There are several “solar hotspots” throughout Main Street, particularly in and around the Villa Nova Plaza area. The uplands of the Avalon Plateau protect Main Street from predominantly west-southwest winds, however, strong northeasterly winds are also common which can generate strong wind tunnels along Main Street.

Where are the warmes t and coldest areas of Main Street?

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CBS MAIN STREET IMPROVEMENT PLAN

CBCL LIMITED

H ow w ill fu tu re ge ne rati on s wan t to us e M ai n St re et ?

1986

1991

How many people will live in CBS in 2016? ... in 2021?

1996

2001

2006

Use dots to predict future population trends on the chart...

2011

2016

2021

Male

85+ 80-84 75-79 70-74 65-69 60-64 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4 4%

Female

2006

IMPLEMENTATION

CASE STUDIES

ROAD DIETS IN WHEAT RIDGE, COLORADO

RIGHT-SIZING IN POUGHKEEPSIE, NEW YORK

The primary recommendation from the City of Wheat Ridge’s 38th Avenue Corridor Plan was to reduce the number of vehicular lanes from four and five lanes, to three lanes, utilizing the additional space for a combination of on-street parking and enhanced sidewalks with amenity zones (ex: outdoor seating areas). This is often called a “road diet”. Road diets have been found to help reduce traffic speeds, create more pedestrian friendly streets, increase sales revenue and property values for adjacent businesses, and increase safety by reducing vehicle and pedestrian accidents.

Similar to Route 60 in Conception Bay South, Raymond Avenue borders residences, a business district, open space and an elementary school. Raymond Avenue felt like a highway because the road was initially designed for high speeds, rather than safety and access. In 1999, the city set out to reconfigure Raymond Avenue to calm traffic, improve pedestrian experience and safety, increase aesthetic appeal and support a vibrant business district. By resizing the street, the four lane arterial road was reduce to two lanes, three roundabouts were constructed in order to slow traffic without impeding traffic flow, sidewalks are parking were made more consistent along the corridor, a centre median with plantings and tress was built, pedestrian infrastructure was added (textured sidewalks, district specific street lights) and a safer crossing at the elementary school was established. Phase 1 of the project was completed in 2007. As a result, by comparing traffic data from before and after the redesign, it was found that accidents decreased more than 50%, and vehicle speeds declined by about 24%, yet corridor travel time increased by 7% and traffic delays decreased by 56% at the roundabouts. Furthermore, many new businesses have opened or expanded in the district since the project was implemented.

The city determined that even with a 15% growth rate in traffic volume over 20 years, the corridor could be reduced to three lanes. The road diet was implemented as a pilot project over a period of 18-24 months. The removal of traffic lanes has created room for a pedestrian and bike friendly street, temporary outdoor seating areas (called pop-up cafes), on-street parking, and temporary planters. In some cases the planters have been used reduce large curb cuts and to clearly define access points. Throughout this time the city will collect data to assess the success of the project which will inform any permanent changes made to the street in the future.

Photo Credits (left to right): City of Wheat Ridge, Projects for Public Spaces, City of Beaufort, theblvdlancaster.com

STRATEGIC INFRASTRUCTURE DEVELOPMENT IN BEAUFORT, SOUTH CAROLINA Similar to Conception Bay South, Boundary Street serves as a major transportation corridor. Boundary Street has three major problems that create tension between the need to move large volumes of traffic and the desire to create a walkable thoroughfare: It serves double duty as both a through-moving arterial and a locally-circulating street; It encourages only one travel mode by discouraging walking, cycling, and transit; and, It is geographically constrained by marshes. To balance the vision and constraints, the proposed design of Boundary Street is a type of Multiway Boulevard with the center lanes sued for the “motor vehicle realm”. A key concession to pedestrians is that speeds are managed in the 30-35 mph range by techniques such as narrower lanes and shorter blocks. It was recognized that transformation of the corridor will not happen overnight, so the plan is broken down into small, strategic components that can be redeveloped as the market demands. Each aspect of the plan sets initial improvements that can be implemented right away, along with continued redevelopment to achieve the end goal.

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THE BLVD IN LANCASTER, CALIFORNIA Before the redevelopment of Lancaster Boulevard, Lancaster was in decline, both socially and economically. In response to the recession, the Lancaster Redevelopment Agency chose to invest in a major redevelopment of the Lancaster Boulevard. The plan aimed to increase the mix of uses, create better walking environment for pedestrians, and restore the Boulevard’s historical place as a cultural and commercial corridor. To accomplish this, the city used form-based code. The project focused on a complete reconstruction of the street, which incorporated traffic calming, pedestrian amenities and locally appropriate landscaping. Collaborations with the private sector resulted in several unique projects, including affordable housing projects, commercial complexes, an athletic facility, an expanded space for the Lancaster Museum of Art and History, and redeveloping an unused hotel to a residence for seniors & disabled people. The speed of implementation is particularly worthy of note: the Downtown Specific Plan was approved in late 2008, the project broke ground in March 2010, and the construction was completed by November 2010. The redevelopment resulted in an estimated 48 new businesses, 1,900 new jobs, and a $273.3 million economic output for a $41 million initial investment.

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PRIORITIZInG ChAnGE STRENGTHS AND WEAKNESSES OF MAIN STREET...

NEEDS HELP!!

COULD BE BETTER...

Appearance Pedestrian Connectivity Trees & Landscaping Advertising Signs Wayfinding Signs Traffic Circulation Benches Street Cleaning / Maintenance Street Lighting Public Spaces n ow r Wri te you Bike Lanes pr iori ties in Sidewalks these space s. Parking Cultural Facilities

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CBS MAIN STREET IMPROVEMENT PLAN

NOTES

NO IMPROVEMENT NEEDED

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Wri te more th ough ts on a post-i t or in the space be lo w.

IMPLEMENTATION

APPENDIX C: PER METRE COSTS FOR STREET IMPROVEMENTS Per metre Cost of Street Construction Main Street Boulevard Item Demolition Curb and Gutter both sides road Curb and Gutter both sides median Asphalt road paving including grading & sub-base sod in median Brick utility strip both sides Concrete sidewalk both sides Lamp Standard (includes electrical) Catchbasin Reinstatement of asphalt Reinstatement of soft landscape

Quantity Units 1 lump sum 2 lm 2 lm 12 sm 3 sm 1.6 sm 3.4 sm 1 per 12m each 1 per 25m each 1 sm 1 sm

$ $ $ $ $ $ $ $ $ $ $

Unit Cost 50 75 75 45 12 150 95 14,000 2,500 60 15

$ $ $ $ $ $ $

Unit Cost 30 75 45 95 5,960 2,500 115

Cost $ $ $ $ $ $ $ $ $ $ $ Total

50 150 150 540 36 240 323 1,167 100 60 15 2,840

$ $ $ $ $ $ $ Total

Cost 300 150 315 285 497 100 115 1,762

Secondary Roads Item Grading Curb and Gutter both sides road Asphalt road paving including grading & sub-base Concrete sidewalk both sides Lamp Standard (includes electrical) Catchbasin Storm Sewer

Quantity 10 2 7 3 1 per 12m 1 per 25m 1

Units m3 lm sm sm each each lm

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CBCL Limited 1489 Hollis Street Halifax, Nova Scotia B3J 3M5